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).
Carburetter fuel feed improvements and recommendations for the Condor engine.
| Identifier | WestWitteringFiles\S\March1928-May1928\ Scan105 | |
| Date | 16th April 1928 guessed | |
| contd :- -5- connecting the front with the rear chamber by means of a pipe at the bottom of the bowl. See appended prints. A sketch is also given shewing the effect of a connecting pipe between the float chambers on the fuel level in the carburetter when the outlet flow is adjusted to give 400 pts/hr. which is the maximum consumption on the Condor. If will be seen that the important level with respect to the fuel in the diffuser is the level in the rear float chamber. The evidence therefore goes to shew that a connecting pipe between the two float chambers is needed. The pipe we think should not be less than .5" bore because all the fuel to the diffusers has to pass through it unless it rises over the dividing position. A connecting pipe in this position should improve the fuel feed when diving without affecting the action when catapulting. PETROL FEED UNION. The standard banjo petrol feed union offered considerable restriction to the fuel feed. We found that the 1/2" union used on the F.{Mr Friese} carburetters in the 'vee' was satisfactory when fitted to these XX supercharger carburetters. SUMMARY AND RECOMMENDATIONS. We consider the needle valve seating should be increased to at least .344 dia. as shewn on appended sketch. In order to decrease the variation in fuel level between the max. and min. fuel heads the sectional area of the floats at the fuel level should be made as large as possible and the ratio of float to needle valve leverage increased. A leverage ratio midway contd; | ||