Deleted member 68059
Staff Sergeant
- 1,058
- Dec 28, 2015
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I'm still struggling to understand the relevance to Merlin production of the U.S. having to convert metric measurements. Were ANY RR Merlin measurements in metric units? I'd be surprised (but happy to be proven wrong).
You are correct - the Merlin was actually all in inches BUT all hardware and threads were British (BA, BSF, BSW), all materials were British (DTD specs instead of AMS specs) and material sizes were British gauges instead of US gauges. This is an even bigger cluster phuque as you can see below (two of six pages) because there are so many different US and UK metal and wire gauges so Packard had to know which of the many British wire gauges that RR used for their valve springs etc.
View attachment 701803
The only "bad press" that came out of the Rockne incident were the limitations of wood aircraft in commercial airlines operations.
OK
That lies with some thinking in the Air Ministry. Sometimes you have some individuals who want to be conservative in their approach to an engineering solution, my guess is they were looking at producibility and cost.
I believe the Curtiss T-32 Condor was also effected by this as wellActually, I thought and have heard both in print and from people who were contemporary at the time, that the US population more or less declined fly in Fokkers after the Knute Rockne incident and that aircraft with primary wood structures were popularly seen as unsafe. That's what my grandfather said, too.
I think the confusion starts with the origins of the standard metre. Both the USA and the UK standardised their inch measure on the standard metre, this is hardly surprising since that was precisely why they were involved in the whole enterprise to begin with. The standard prototypes were actually made in London by Johnson Matthey 30 bars were produced and the USA received bar No 27. History of the metre - WikipediaI get the difference between British and US specs/standards,,,and it was a huge challenge that is too-often overlooked. I was just completely confused by repeated mention in this thread of having to convert metric to US imperial because it has no relevance to the Merlin or, indeed, to any British-manufactured aircraft in the 1940s.
Yes it would be. The Americans at Packard will have no problems interpreting the inch dimensions on Rolls Royce drawings. They will have problems with obscure British material specifications. The elastic modulus of steel, which determines the spring rate, is not affected by heat treatment. We are concerned with strength and fatigue. If a Merlin engine must run 100 hours between overhauls and the Merlin runs at 3000rpm, we know how many cycles the spring must survive. Problem not solved, but definitely it is solvable.But then the spring would not be interchangeable with the RR spring as it would not fit the keeper and base ring perfectly and I pretty sure the requirement was that Packard and RR parts must be totally interchangeable.
I have posted some pages with units and conversions of the 1835 Mechanic's calculator on my website.There was a lot of industrial engineering and metrology information interchange before WWII, which included a mutual redefinition of the inch so UK and US inches were actually the same.
Are you sure? Heat Treatment of Spring Steels | MetallurgyYes it would be. The Americans at Packard will have no problems interpreting the inch dimensions on Rolls Royce drawings. They will have problems with obscure British material specifications. The elastic modulus of steel, which determines the spring rate, is not affected by heat treatment. We are concerned with strength and fatigue. If a Merlin engine must run 100 hours between overhauls and the Merlin runs at 3000rpm, we know how many cycles the spring must survive. Problem not solved, but definitely it is solvable.
Yes it would be. The Americans at Packard will have no problems interpreting the inch dimensions on Rolls Royce drawings. They will have problems with obscure British material specifications. The elastic modulus of steel, which determines the spring rate, is not affected by heat treatment. We are concerned with strength and fatigue. If a Merlin engine must run 100 hours between overhauls and the Merlin runs at 3000rpm, we know how many cycles the spring must survive. Problem not solved, but definitely it is solvable.
Yes, I am sure. I am a mechanical engineering technologist with a three year diploma, and I have been doing mechanical design for over forty years. I took metallurgy, and six semesters of mechanics of materials. Steel has an elastic modulus of around 29 million psi, or 210GPa (GN/m^2). The yield and ultimate strength of steel is due to carbon content and heat treatment. Alloying elements affect the heat treatment, and possibly, corrosion resistance.
Your spring will now only be interchangeable if the mating parts are changed as an assembly and then there is the problem in the overhaul shop how do they work out (without fine tolerance measuring each spring) if it is an brand A or brand X spring, keeper and base ring that they need to replace. From your background you know the problems that will quickly arise if a fractionally oversize valve spring is fitted to standard size mating parts (or standard spring to undersize mating parts). And remember that they must be interchangeable with every other part number x spring used on that series engine. EG the Rolls Mk 24 and Packard 224 (and a couple of other models) have maximum interchangeability).A flakey wire gauge is a problem if I am making one Merlin engine. If for some reason, I am making perhaps 55,000 engines, I can amortize some tooling. I also know what space the spring fits in. I can work out the performance of the Rolls Royce spring, and I can design a new spring that uses American gauges, and fits in the Rolls Royce space.
If I design trucks, tractors and combine harvesters, I am going to have problems re-engineering guns.
This is the other Nut F.....g tool we use.NO, not a Unified National Fine spanner but a Universal Nut F...er as shown below.
The two statements in bold are completely contradictory.Yes it would be. The Americans at Packard will have no problems interpreting the inch dimensions on Rolls Royce drawings. They will have problems with obscure British material specifications. The elastic modulus of steel, which determines the spring rate, is not affected by heat treatment. We are concerned with strength and fatigue. If a Merlin engine must run 100 hours between overhauls and the Merlin runs at 3000rpm, we know how many cycles the spring must survive. Problem not solved, but definitely it is solvable.
Yes, I am sure. I am a mechanical engineering technologist with a three year diploma, and I have been doing mechanical design for over forty years. I took metallurgy, and six semesters of mechanics of materials. Steel has an elastic modulus of around 29 million psi, or 210GPa (GN/m^2). The yield and ultimate strength of steel is due to carbon content and heat treatment. Alloying elements affect the heat treatment, and possibly, corrosion resistance.