Engineering memo detailing observations and proposed modifications for the Goshawk 11 engine.
| Identifier | WestWitteringFiles\G\August1921\ Scan59 | |
| Date | 17th August 1921 | |
| To R. {Sir Henry Royce} from Hs. {Lord Ernest Hives - Chair} c.c. to CJ. c.c. to E. {Mr Elliott - Chief Engineer} c.c. to Da. {Bernard Day - Chassis Design} c.c. to BY. {R.W. Bailey - Chief Engineer} c.c. to Wor. {Arthur Wormald - General Works Manager} ORIGINAL. X4219 GOSHAWK(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine)) 11 ENGINE. The bolts carrying the front springs are at present instructed with the end of them screwed to form part of the lubricator. As it is now considered that this method of lubricating is obsolete, we assume that instructions will be given for these bolts to be modified and that they will be made so that the standard "Enots" Lubricator with 1/4" gas thread can be attached. We notice that the front cross member on Goshawk(Aero Engine)(Codename for 20HP Car / Aero Engine after Kestrel(Aero Engine)) 11. which carries the starting handle is attached to the frame by means of 2.BA bolts. We consider 2.BA bolts are very little use in this position. Firstly because it is impossible to expect the frame and the bracket on the cross member will bed perfectly so that these bolts have to pull them together to make a joint. The 2.BA bolts will not stand this, they will break in tightening up. Another point is we think these bolts will get stressed owing to the torsion on the front part of the frame. We have had cases of the 1/2" bolts which we use for fixing the diagonal stays on the 40/50 H.P. break. We notice on the universal joint on the gear box that we are using very special nuts which have a collar and a reduced hexagon and are castellated. We understood that these expensive nuts were only to be used in essential places. We suggest that we try standard nuts with spring washers for fixing the universal joint. All the old type 40/50 cars with the sliding block coupling used nuts with spring washers. We have never known of a case of these ever coming loose. The oil plug in the universal joint is in the form of a screw. It also has a split pin for locking it. We recommend the locking is deleted. We have never found it necessary to lock oil plugs. We also recommend that the plug should be made with a hexagon head. Usually the only screws used on a car are very small which require a small screw-driver. We think the small screw-driver would be spoilt if it is used for undoing these oil plugs and we do not think it is worth while carrying a special screw-driver in the tool kit for this purpose. Hollow rivetting. There are a number of bolts on the clutch, flywheel and rear brake drums which are rivetted over after the nut has been tightened up. We think, instead of bashing over the head of the bolt, it would make a neater and quicker job if a form of hollow rivetting was used. We notice this is instructed to fix some of the studs in the clutch. HS. {Lord Ernest Hives - Chair} | ||
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).