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).
Loosening of Goshawk engine suspension bolts and proposing a test to remedy it.
| Identifier | WestWitteringFiles\I\July1922\ Scan8 | |
| Date | 5th July 1922 | |
| R.R. 835A (100 T) (S H.{Arthur M. Hanbury - Head Complaints} 728. 10-12-20) G.{Mr Griffiths - Chief Accountant / Mr Gnapp} 2947 ORIGINAL To Hs.{Lord Ernest Hives - Chair} from E.{Mr Elliott - Chief Engineer} c. to CJ. Wor.{Arthur Wormald - General Works Manager} c. to By.{R.W. Bailey - Chief Engineer} Ep.{G. Eric Platford - Chief Quality Engineer} RECEIVED 10 JUL 1922 E3/M5.7.22. RE. GOSHAWK ENGINE SUSPENSION. Y3535 With reference to your report that the engine suspension bolts at the rear became loose on the bumping test, this is very likely due to the wriggling about sideways which occurs due to the side translation winding and unwinding the pivot clamping joints which fix the engine in the frame. When the front axle is lifted suddenly on one side there is a tendency for the chassis/frame to bend sideways. This would have the effect of wriggling the engine suspension at the rear. Then again owing to the side flexibility of the engine suspension at the front and the inertia of the engine, another wriggling effect of the same character is set up which may conceivably counteract the bending of the main frame or be added to it, depending on the conditions of running, or may even get into a periodic swing. Mr. Royce suggests that you run the chassis on the bumping rig with the side flexibility of the engine suspension at the front end cancelled in some manner. This should have some effect on the question of these bolts coming loose, either improving it or making it worse. If it were a benefit we should put in a stiffer member to hold the front engine suspension pivot. E.{Mr Elliott - Chief Engineer} | ||