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).
Visit to R.A.E. Farnborough concerning flight tests of carburetters on a 'Vee' (Kestrel 41) engine.
| Identifier | ExFiles\Box 179\2\ img285 | |
| Date | 27th February 1932 | |
| ORIGINAL R.{Sir Henry Royce} From He/Lov.{Mr Lovesey} C. to Mr. H.{Arthur M. Hanbury - Head Complaints} C. to M.{Mr Moon / Mr Moore} R.{Sir Henry Royce} C. to Lr.{Mr Ellor} Ry. He/Lov.{Mr Lovesey}3/A.27. 2. 32. X3933. VISIT TO R.A.E. FARNBOROUGH. On Monday last I visited the R.A.E. Farnborough on the Fairey 3F, accompanied by Capt. Shepherd. The visit was at the request of Mr. Penn - who is in charge of the Engine Research Flight - in order to discuss various points arising from their flight tests with the latest carburetters in the 'Vee' (Kestrel 41) on the "Fox". They are pleased with the functioning of the carburetter which did not require any retuning from its test bed setting when installed in the machine. It has maintained its tune throughout the tests and needed no attention. The distribution at altitude is quite satisfactory and no freezing troubles have been encountered. They have however not reached any very low temperatures during tests. Long glides from high altitudes have been made and the engine has always opened up again without hesitation. On the ground the idling mixture has always been clean and no symptoms of throttle edge freezing have been evident. The efficiency of the modified air balance has been explored with respect to the effect of various forms of air intakes on engine operation. We know that engine operations with the present std. 'Vee' carbn is very susceptible to changes of air intake but the new type appear quite independent of these changes. Metering characteristics have been taken in flight by noting the variation in R.P.M. for different settings of the A/C and readings of fuel flows made. By plotting the R.P.M. against A/C movement the optimum value of A.C. can be seen for each throttle position. Drawing these optimum value figures against the R.P.M. gives a picture similar to a specific consumption curve as shown on appended sketch. | ||