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).
Production inaccuracy with the Phantom III hand brake lever causing restricted travel.
| Identifier | ExFiles\Box 92\4\ scan0269 | |
| Date | 15th December 1936 | |
| 306 RHC.{R. H. Coverley - Production Engineer} from Rm{William Robotham - Chief Engineer}/AFM.{Anthony F. Martindale} c. to Bv. Rm{William Robotham - Chief Engineer}/AFM{Anthony F. Martindale}5/R.15.12.36. P.III HAND BRAKE LEVER. On drawing G.84232 the centre of the hand brake handle is shown 4.25" above the level top of frame. This dimension is important as it fixes the height of the handle in the fully worn brakes on position. The coachwork of the car has to be made to allow the lever to be fully applied. On practically every chassis in the Test Dept. at the present moment, this dimension, instead of being 4.25" is between 4.75" and 5.25", and a large number of cars have been delivered to customers like this. The result is that we have numerous complaints about the restricted travel of the hand brake lever, and the depots are having to chisel away part of the coachwork in an undesirable manner. We understand the reason for this production inaccuracy is that the jig for setting the angle between levers G.83888 and G.83240 holds them very close to their common pivot and locates on an unmachined forging. We would like a jig making which holds them on machined surfaces at their extremities, i.e., the drilled holes at the ends of these levers. In the meantime, we should be glad if you would tighten up production limits in this matter. Rm{William Robotham - Chief Engineer}/AFM.{Anthony F. Martindale} P.S. .010" error in the position of the keyway makes a difference of .340 at the hand grip. | ||