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).
Design changes and testing procedures for a fuel tank pressure relief valve.
| Identifier | WestWitteringFiles\A\November1917\ Scan11 | |
| Date | 28th November 1917 | |
| EH. from E.{Mr Elliott - Chief Engineer} c. to By.{R.W. Bailey - Chief Engineer} c. to Clk. X. 3224 X. 3130 ORIGINAL Re - Fuel Tank Pressure Relief Valve. RECEIVED With reference to drawing LeC.870, which supercedes LeC.845, you will notice that the overall height of the device has been considerably reduced by making the shank of the union solid with the valve seat. This has been made possible by using a separate piece sweated in for the valve guide. The reduction in height is very desirable for the purpose of avoiding damage and saving weight. The cap should be made in aluminium to further the latter purpose. We do not notice that you made any test of valve LeC.845. We think that this latest valve should be put through its paces and suggest that it should be sweated and rivetted to a tank of some sort in the same way that the plane maker will have to do. The tank should have its capacity reduced and be connected to an air pump which will make the valve dance about on its seat for a few hours. The valve should be oiled up or otherwise ill-treated. We would like to know if excessive screwing up of the valve seat causes distortion and leakage, if the union joint can be made air tight without exceptional care, and whether the locking device is efficient and durable. CBE. | ||