From the Rolls-Royce experimental archive: a quarter of a million communications from Rolls-Royce, 1906 to 1960's. Documents from the Sir Henry Royce Memorial Foundation (SHRMF).
Potential simplifications and design improvements for aero engines, including controls and connecting rods.
Identifier | ExFiles\Box 179b\1\ img302 | |
Date | 1st February 1932 | |
E.{Mr Elliott - Chief Engineer} FROM R.{Sir Henry Royce} ORIGINAL C. to CC. HOR. P. HS.{Lord Ernest Hives - Chair} DY.{F R Danby} RWC. x3993 29172 AFRO ENGINES. It seems to me that we want to simplify the standard engine all we can, with the object of making it lighter and more robust. I should therefore [strikethrough] for the present the boost control, and trust to the engine being strong enough to bear a certain amount of improper use of the gate. Regarding the controls to the magnetos, I think these parts should be carefully gone over to see whether they cannot be made simpler or more robust. For instance, it seems imperative that we retard the ignition when we close the throttle, but it does not seem absolutely necessary to force ourselves to advance the ignition on partly closing the throttle. If we want to do so for the sake of economy of fuel it would seem as though the pilot might have a separate advance for the magnetos. Referring to your memo. EG2/IM27177., concerning Mr. Wood's visit, I am pleased to hear that we are getting on better towards a bigger output from the Kestrel engine. I cannot see - when introducing the 2 piece block, and talking of of the future productions - why we cannot modify the design so as to get a longer heel to the foot. It seems the only practical way we know of making this type of connecting rod. You will see that I have blown a little hot and cold over the curved footed forked rod, but rather than be an obstructionist, if RG.{Mr Rowledge} wishes it, and it is thought to be practical, the curved bedding might have a trial, but one cannot help thinking that we are too full up to make a departure of this kind with any risk of breaking up on an engine. Actually, if SY. and RHC.{R. H. Coverley - Production Engineer} are asked to examine the design they would give us an idea as to whether it would be practical from a bolt hole point of view. I assume that if the connecting rod joint is made somewhat higher up it would be possible on all engines of the two piece block type to use either the articulated rod or the blade rod, without other detrimental features to the engine, such as shortening the stroke, or the less effective position of the scraper ring. (1) | ||