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).
Confirmation of a phone message to Derby regarding issues and improvements for Aero Engines.
| Identifier | ExFiles\Box 179b\1\ img323 | |
| Date | 16th February 1937 | |
| 88 - FROM R.{Sir Henry Royce} ORIGINAL C. to WOR.{Arthur Wormald - General Works Manager} SC. HS.{Lord Ernest Hives - Chair} to R.{Sir Henry Royce} DY.{F R Danby} E.{Mr Elliott - Chief Engineer} HY.{Tom Haldenby - Plant Engineer} CONFIRMATION OF 'PHONE MESSAGE TO DERBY, re. AERO ENGINES. (1) Since we have found some good features to put into the aero engines, and we are in agreement that they are good and necessary, our next point must be to get them moving quickly. (2) This matter is of such vital importance to RR., who not only have to take the moral responsibility, but their very existence depends on this work being right, and if we are stopped from making it so I shall be obliged to report to the Directors that I cannot take the responsibility, and recommend that they do not do so - i.e. it must fall on those who prevent our supplying the very best that we know (which is none too good.) This means that A.I.D. inspectors or other Air Ministry officials must not stop us, and that the stock of parts must not delay necessary improvements. We must tactfully but very firmly press for our views, which naturally we must do with good judgment, sense, and reason, so as to avoid making enemies. (3) I am taking it that Mr. Hives in the meantime will be confirming and proving that each move is a really good one. (4) The most urgent and glaring fault is the oil supply to the crankpins. This should be brought in line on all our car and aero engines. There is no reason why one type of engine should be different to another, and I am surprised to find some illogical scheme used on the 25HP. engine, and an engine with the proper scheme should go on test at once. (5) Mr. Hives says a full and proper supply to the pins does not result in overoiling, and points out another great advantage in a free way to the big end. Anyway we must control the oil by restricting the passages to the pins. (The minutes sent to me do not agree throughout.) (6) Apparently there has been trouble with gumming or seizing of the pistons on long tests. If so, we ought not to fit another piston of the pattern used in the past, and the piston with increased surface may be an absolute necessity for reliability. We should then have the pistons cooler for two reasons - 1. better water cooling by the larger surface contact, and also because the spray from the big end will be greater, and carry more heat away. (1) | ||