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).
Technical update on the development and specifications of the Goshawk Ignition system components.
| Identifier | ExFiles\Box 52\3\ Scan063 | |
| Date | 24th February 1922 | |
| X4430 To Ry. from EFC. {E. Fowler Clarke - Electrical Engineer} c. to Ry/WER. c. to EP. {G. Eric Platford - Chief Quality Engineer} EFC {E. Fowler Clarke - Electrical Engineer} 2/T24.2.22. X.3485 - GOSHAWK IGNITION. With further reference to various items on the Goshawk ignition :- Coil. We have tried two of the six coils produced to most recent instructions and these appear to be quite O.K. Ballast Resistance. We have calculated ignition quantities on the assumption of a normal working voltage of 8, and suited to a coil inductance similar to that of the first B coils, with which the inductances of the new coils also agree. This new arrangement of quantities requires the ballast resistance to be only 3/4 of the value as already arranged for Goshawk, and we have worked with such a ballast resistance and proved it to be satisfactory as regards working and short circuit current. We can therefore now instruct the ballast resistance to be made up as standard of similar wire, but with 30 coils in place of 40, as already instructed. (Y4430) Condenser. Experiments in the production of rolled condensers with paper dielectrics have resulted in the satisfactory production of a number of condensers in which the required capacity can be easily obtained in condensers which will stand the necessary tests. We now give the limits of capacity for this ignition as being from .275 mf. to .325 mf. N.B. Instructions for the production testing of the various ignition units will be issued in due course. Cam and spring pressure on platinum points. Up to the present, we have not received one of the latest instructed cams and therefore at the moment we cannot give the spring pressure which should exist between the points in contact. Distributor. No further remarks to those of our EFC {E. Fowler Clarke - Electrical Engineer} 2/11.2.22. Governor Characteristic. We have been able to satisfactorily modify the governor so as to produce a characteristic very nearly the exact characteristic of to that required by the engine, and a number of ignition units are running satisfactorily with the governor so modified. EFC. {E. Fowler Clarke - Electrical Engineer} | ||