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).
Procedure for testing the run-out of a Phantom III long type cushioned clutch plate.
| Identifier | ExFiles\Box 93\3\ scan0385 | |
| Date | 16th September 1937 | |
| RHC{R. H. Coverley - Production Engineer}/EG. from Rm{William Robotham - Chief Engineer}/NRC.{N. R. Chandler} 317 c. By.{R.W. Bailey - Chief Engineer} Rm{William Robotham - Chief Engineer}/NRC.{N. R. Chandler}1/AP.16.9.37 Phantom III. CLUTCH Testing run-out of Long type cushioned plate. The method of testing run-out by means of a clock is open to criticism because the facing on the spring side is liable to form into hollows where unsupported between the springs, and the clock shows the total difference between the 'crests' and the 'troughs' of the waves, but the troughs do not cause drag when disengaged, and should therefore not be included in the run-out figure. The engine side facing, which is rivetted flat on the centre disc, should be tested with the clock, and experience shows that a run-out on this side of .010 can be obtained without much trouble. Now 'mike' the total thickness over the facings, this will reveal any points on the spring-mounted facing which stand up above the average of the high points, but the hollows or troughs between the springs may be ignored. No one high point should be more than .015" above the average. A number of plates recently miked measure .405 + 15 overall. This method of testing, assuming the engine side to have a run-out of .010, would pass a maximum effective run-out of from .015 to .025 depending upon the position of the highest point on the spring plate in relation to the run-out of the engine side, in other words, it is the overall run-out of the plate, between two parallel faces that matters, and not the total waviness of the spring plate. Rm{William Robotham - Chief Engineer}/NRC.{N. R. Chandler} | ||