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).
Airscrew drive separation, de-icing methods, and carburettor icing issues.
| Identifier | ExFiles\Box 27\3\ Scan229 | |
| Date | 15th May 1939 guessed | |
| 23. be obtained only be separating the airscrews drive entirely from the engine, and says that this will be essential on engines of greater than 2,000 HP. He was about to start machining some 17 foot magnesium blades from stampings received from I.G. The steel blade development is moving only very slowly. De-icing by fluid and slinger ring is not very effective as the fluid cannot follow the blade, and Mr. Caldwell prefers the rubber-coating scheme. For cooling at high speeds rotating vanes are being tried. Mr.Caldwell is keen on dynamic balancing of crank shafts, and says that a great improvement in conditions of hub splines has been obtained. He has no qualms about the effect of dynamic suspension on airscrews, the experience so far gained having been satisfactory. ----------- CARBURETTOR ICING, CARBURATION, AND FUEL INJECTION Carburettor Icing American opinion was to the effect that icing of carburettors is a most serious problem, very difficult of solution. A temperature drop through the carburettor of 70°F.{Mr Friese} (39°C) was quoted and checked. This high temperature drop is due largely to the much more volatile fuel used in the States. The view was commonly expressed that in order to be absolutely certain of dealing with every case of icing then much more heat would have to be available than had so far been possible. This was in spite of the fact that existing schemes of air intake heating from the exhaust ring give a possible temperature increase of 270°F (150°C), with both Pratt & Whitney and Wright engines. | ||