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).
Over-oiling and strainer design for the Goshawk 11 engine.
| Identifier | ExFiles\Box 74\3\ scan0246 | |
| Date | 19th January 1922 | |
| To Hs.{Lord Ernest Hives - Chair} from R To EP.{G. Eric Platford - Chief Quality Engineer} c. to CJ. c. to BY.{R.W. Bailey - Chief Engineer} c. to PN.{Mr Northey} c. to Da.{Bernard Day - Chassis Design} c. to E.{Mr Elliott - Chief Engineer} c. to Hy.{Tom Haldenby - Plant Engineer} c. to EFC. X4221 R1/M19.1.22. X4229 OIL - GOSHAWK 11. X.4221. X.4220 OVER-OILING. I understand over-oiling is traced to that entering the combustion chamber by valve stems. Originally we meant the rocker shaft to have low pressure oil, say 1 lb. but for simplicity this was abandoned. We think it best to stop the oil-way on the levers running towards the roller (valve end) and trust to enough getting this way. If still too much, we might connect this rocker shaft to the exhaust oil which has enough pressure to carry oil up the tube, at least when starting and once oiling should last a day. We ought to test an old and worn Goshawk 11. engine for overoiling via that thrown from the crankshaft. If this is so we might find the splasher worth fitting, if not needed then, we can dismiss the subject. STRAINER. It will be understood that the strainer in the sump is not intended for a filter and should be fitted with coarse gauze, say, 20 per inch, not filter gauze. It is not clear how it gets stopped as there is the whole surface to the top before the oil pressure should fail. The entering port way under the dome should be made bigger, or greater in number. They are only neatly at the bottom so as the engine gets oil on a steep grade, when only a little contd:- | ||