Rolls-Royce Archives
         « Prev  Box Series  Next »        

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).
Engine performance, boost settings, and Goshawk I carburation development, with comparisons to other engines.

Identifier  ExFiles\Box 179b\2\  img072
Date  9th November 1932
  
-2- He/Lox.1/WJ.9.11.32. Cont'd.{John DeLooze - Company Secretary}

One important advantage of employing a higher normal boost than originally suggested is that it brings the full throttle altitude at which the maximum R.P.M. (3000) may be used for short periods down to 15,000 ft. which is the normal altitude at which the level speeds of machines in this class will be compared when undergoing the machine type trials at Martlesham Heath. If the rated boost pressures were lowered the full throttle height at max. R.P.M. would be higher and when operating at 15,000 ft. the engine would have to be throttled to the lower boost thereby reducing the power and performance.

On Curve 341 F.{Mr Friese} is given a comparison of the Gos.1 blower and Std. engine at the proposed rating and the present production Kestrel S.

On Curve 338 F.{Mr Friese} we have made a comparison of Gos.1 Std. engine with the published data of various air cooled engines.

It will be seen that of the air cooled engines the best performance at altitude above 15,000 ft. is given by the Armstrong Siddeley "Panther" which is used in the A.W.16 and is claimed to have a better performance than the Hawker "Fury" at high altitudes.

GOSHAWK 1 CARBURATION.

Good progress has been made with the development of the carburetter and a state has been reached when we consider little more can be done on the test bed until we have had the result of flight trials. In its present state we consider the general functioning and metering of the carburetter to be superior to the present Std. Kestrel supercharged engines, judged from test bed performance.

The fact that we have an accelerating pump and have not had to rely entirely on the design of the diffuser to provide for rapid acceleration as well as metering - usually two opposing functions - has enabled us to obtain good metering. The actual metering curve lies nearer to the "weakest maintained" curve than our present Std. supercharged engines.

The remote diffusers, permitting better heating and greater freedom from freezing, are naturally not quite so good for rapid "snap opening up" as when they are situated directly in the choke but this deficiency is entirely made good by the accelerating pump. The distribution of the pump discharge relative to the throttle position has been developed with the engine on the hangar driving an airscrew and gives perfectly reliable "snap opening" from any speed however quickly the throttle is manipulated. It has been found that the discharge
  
  


Copyright Sustain 2025, All Rights Reserved.    whatever is rightly done, however humble, is noble
An unhandled error has occurred. Reload 🗙