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).
Issues with the Spectre ignition wiring, specifically plug terminal caps and H.T. wires.
| Identifier | ExFiles\Box 4\1\ 01-page357 | |
| Date | 20th May 1935 | |
| E.{Mr Elliott - Chief Engineer} From Ha/Wat. C. to Hy.{Tom Haldenby - Plant Engineer} RM{William Robotham - Chief Engineer} x300 Ha/Wat.10/MA.20.5.35. SPECTRECodename for Phantom III IGNITION WIRING. There are a few items which require attention on the wiring of the ignition units on SpectreCodename for Phantom III. They are as follows :- (1) Plug terminal caps. These are not quite the success they were intended to be as :- (a) The long skirt makes them difficult to get on and off in the Vee, i.e. more clearance is required. We also notice that the skirt does not enter the cylinder block as intended on the exhaust side. (b) The spring on method is not definite enough and on the last trip to London three caps fell off on SpectreCodename for Phantom III 3. A ball ended plug fitting similar to aero practice would possibly be more definite and reliable. (c) For radio work it is not possible to fit a carbon resistance suppressor to the plug. (2) H.T. Ignition wires. Owing to the fact that these are bunched tightly together in a very restricted space in earthed tubes, it becomes imperative to use cable covered with an ozone protective covering. We have had several wires break down on SpectreCodename for Phantom III engines and we are at present trying out cable covered with cellulose varnished cambric which resists ozone attack considerably better than plain rubber or "maconite". The latter is particularly bad in this respect. | ||