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).
Series of numbered suggestions for modifying a fuel tank system, including vents, fillers, pumps, and gauges.
| Identifier | WestWitteringFiles\U\2January1930-September1930\ Scan173 | |
| Date | 17th June 1930 guessed | |
| (2) (7) A similar valve might be fitted in the back leg just above the surface of the liquid, this valve to close the pressure line when the instrument is inverted, so avoiding the spilling of liquid into the pressure line. This latter valve is not so essential, as the twisted pipe acts very similar to a valve in this respect. (8) We suggest that the tank unit be moved to within 1.5" of the tank baffle to ensure the effective working of the Sprengle pump. (9) The tank fitting should be that shewn on N. sch. 3028. (10) We think that as soon as we have perfected the K.S. gauge it should be included in our framed instrument patch, a design for which you already have. All the above suggestions are illustrated in fig. 1. and are applicable to the existing system. We would like experimental data on the following suggestions which have been derived from OY3/DM{D. Munro}/19530. (1) We suggest that a tank be constructed having the filler cut off level with the top of the petrol tank, and with the filler cap made gas-tight. The vent on the filler should not be fitted but to do its work a central vent be fitted after the style of the one used by RRAI. It is suggested that on tilting the tank when full the petrol will not spill although the level may rise above the top of the vent owing to the fact that the volume of the imprisoned air is so small that little or no cavitation can take place. When the volume of air is large then the liquid can never rise to the height of the top of the vent. We would be glad if you could tell us whether such a tank is satisfactory as it has a certain appeal - (a) it dispenses with the vent on the filler which is a nuisance from coachbuilders point of view, (b) when a muff is used on the hose of a petrol pump the vent is also bunged up, (c) it cannot be a very large dia. (2) If this tank is possible then we suggest that we might be able to try with advantage the original instrument board fitting having a long back leg of two diameters, and a tank at the top of the gauge glass, but without a balance pipe and without a pump. (3) The tank fitting which would have only two connections should be like that originally schemed, and sent from WW. and shewn on N. sch. 2571. The Sprengle pump would be of the latest design as suggested in OY's memo., having a 40/1000 inlet hole, and a 5/16th. vent pipe, which would be led into the main air vent. DA{Bernard Day - Chassis Design}/EV.{Ivan Evernden - coachwork} | ||