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    72 views136 pages

    Allison V 1710 F 1943

    Uploaded by

    Veterano Vinicius

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
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    of 136
    This Handbook Is Identified As ALD-3F2 itt GENERAL MOTORS HANDBOOK OF Operation and Maintenance for Allison V-1710 “F” Type Engines PUBLISHED APRIL I, 1943 FOR INFORMATION ONLY Compiled ond Edited by the Allison Pblicatans Deportent ALLISON, DIVISION GENERAL MOTORS CORPORATION INDIANAPOLIS, INDIANA, U. 5. A, Ist Edition Published February 5, 1942 as Vol I of Operation Mointenance ond Overhaa! Handbook for V-I7I0“P" Type Engines GMP. S—$000-25-42-US.A. GMPS. 15003212 US.A, CMPS—1000-$.15.2US-A. 2ad Edition Published July 9, 1942 as Vol. I of Operation Maintenance and Overhaul Handbook for V-I710-"F” Tope Engines GMP S—~S00-7-9-42-US.A. 3rd Edition Published April 1, 1943 GUPS—3000-4-1-43-U S.A. ithe, USA, ALLISON OPERATION AND MAINTENANCE HANDBOOK TABLE OF CONTENTS secon roo Section rage T Introduction ...... cece A 4, Storage Procedure for Engines Not IT General Description rT sas to Be Stored in Aigplane.......... 38-39 1. Table of Specifications 58 Be Packing. o.ocecececseeeeees 39-41 2, Differences Between Models ......... 9-1 4. Unpacking se 3. General Discussion of Construction and fr Pempasaee foe Satvaes a Purposes ..... 1228 6, Dimensions and Weights. “ @ Cylinder Block Constuction....... 12 V Installation in Airplane and Removal 4. Valve Operating Mechanism....... 12-13 ‘Therefrom SSreneepRnTenenn 72 ©, Crankshaft Construction .......... 1344 4, Crankease and Oil Pan Construction 14 Pete fa @ Connecting Rod Construction...... 14 2. Insallaon of Engine in Aigplane.... 4-47 f- Piston and Piston Pia Construction. 15 3. Removing Engine from Airplane. ..... 47-48 . Reduction Gear and Propeller Shaft 15-16 i : A 4 Cooling System tae ae VI Engine Troubles and Service Repairs... 49-54 2. Labriation System ST teas 4. Engine Fails to Start 4950 j lndection Sytem Tree aes a. Jack of Fuel at Carburetor of In- I acctiescies Daves cae sufficient FIOW .....0-.+e02s+20+ 49 1 Ignition System vecees 2028 pe Senne Ect bi e, Underpriming or Overpriming.... 49 III Operation and Flight Instructions... 25-34 4. Carburetor Setting Incorrect ...... 49-30 4. General 2... vee 25 @, Defective Ignition . 2 50 2. General Operating Instructions ...... 25-34 fi Valve Timing 0 4. Procedure Preliminary to Starting... 25 g lasuficient Cranking Speed... 50 4b, Starting « 23 >, Air Leaks 50 e WarmUp and Ground Test ...... 25-26 2, Low Oil Pressure. . 54 4, TACO eee reeves ece ees 26 3. Low Power soe ccccccscsesceeees SUS2 . Flight : 2s 2630 4, Rough Running 2 32 f- Tanding oe +30 5., High Oil Inlet Temperature 252, 4 Stopping + 30 6. High Oil Pressure......0.00c0cs00s 52 bs. Operation of Carburetor Heater... 30-31 7. Backfiring . vieeeeeees 52053 i. Mixture Control ...+.+. a1 8. Coolant o¢ Oil Leaks.......+.+ ji. Automatic Manifold Pressure Regu- 9. High Coolant Temperature... lator « 31 430. Propeller Shaft Misalignment 4, Tusbo-Supercharger Conteol ...... 31-32 11. Carburetor Malfunctioning Le Foeland Oil ....cececececeeees 32 ac ibuenatiae Hotei a VII Service Inspection and Associated Main- > Spee Opting Daw 0) eae ROMANCE eee ececceeeeeeteceees $5658 1. General. : perrereea Gansraitt 35 4. Daily—Power Plant......0.+00006 35 - eeu apace ao 5. Ignition and Electrical .. we 55 . Fuel System veces 55 a. Types of Storage. ..... 35 etolis nai 2, Required Materials and Equipment, 35 Oil System « - . «, Storage Procedure with Engine In- ¢ Cooling System settee 3687 stalled in Airplane. Lo 3538 fe Valves ose. 237 (1) Extended Storage TT) 3538 4g Manifolds and Supercharger ...... 57-58 (2) Temporary Storage 38 B. Propelless and Accessories ........ 58 (8) Short Storage ee eeecee ees 38 i, Power Plant—General 38 SE Typ 15, Replacement of Coolant Hose....... 86 16, Inspection of Coolant Metering Osifice ‘Arrangement 1 Tightening Gas Inte Pipe Sling 86 Maxiamm Emergency Mani- fold Pressure . : Ground and Flight Check of Aur matic Manifold Pressure Regulator ‘After Installation 2108-110 f. Periodic Inspection and Maintenance 110 § Trouble Shooting 110 104.107 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines TABLE OF CONTENTS (Continued) ‘ Secon rege Sacton rege YE Adjustment, Replacement and Minor 4, Periodic Inspection and Maintenance 88-89 Repair .. + 59-86 ¢. Trouble Shooting .... = 89-50 1. General... 0.00.0 39 f Reference 90 2. Replacement of Exhaust Manifold 3, Magneto and Distibutor Assemblies, . 90-92 Caskets sess. tee creat Ht os 3. Replacement of Intake Manifold 3. Installation 0923, Gaskets . . 9 ¢, Removal . 192 4. Replacement of Valve Spring and 4, Petiodic Inspection and Maintenance 92 ‘Tightening Rocker Arm Brackets... 59-60 ¢. Distributor Heads and Fingers... 92 5. Setting Valve Tappet Clearances. .... 60-62 f. Reference ..... o 9 6, Replacement of Valve Tappets a 4, Spark Plugs . - 9293 7, Replacement of Oil Pressure. Relief eee cea “2 : a 3, Installation .. soe 9293 ¢. Removal. 93 3. Cleaning of Oil Screens. + 2-64 eee . 4. Periodic Inspection and Maintenance 93 ‘9, Removal and Replacement of Ignition eeepc es Shing Asenbiy and Timing Dix ibutors + ET 5. Cuno Oil Strainer... eyes 9495 10, Replacement of Exhaust Spark Plug Generel 4 Detachable Lead .:.......- - 7m 5, Installation - wi e. Removal. PGE te 1, Replacement of Loose Yenion Cable a palit acai a ‘Tobe Connector ... ‘i n73 i peeeeeet . Maintenance i = 9495 12, Replacing Defective Iguiion Cable... 7382 i Reference ST gs placement of Distributor Heads an Pees Trt 6. Automatic Manifold Pressure Regulator, 95-110 ingers aati a ; 4 General . ses 9598 14, Checking Valve Magneto and Dis 3. Removal from Engine. saesiites bauepaateiane! on Engine Installed : ¢, Installation on Engine ............101-104 peer cia 4, Checking Regulator Setting for Re ble By Replacement of Regulator. 110 1. General Accessory Information. ...... 87 eat get He 2, Carburetor... a General ..... APPENDIX 2, Tastalling Cacburetor . 87-98 L US.A-British Glossary of Nomenclature, ..112-113, 4 Removal of Carburetor... 88 Ui Alphabetical Index .. men | Pa “pType Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK ILLUSTRATIONS Powe Poge Figure rege 1. Cylinder Designation Chart .. 128. Location of Spark Plugs and Tool Kit in 2. Front View of V-1710-F10R or F10L Model Shipping Box . 39 Engine «0.4... Sarees 2 30, Indicator Card Chart Stoning Interpeaon 3. Left Side View of VAITIOESR or BSL OE Chetnical Color, 39, Model Engine 3 31. _Attaching’Silica Gel Bags to Faria Immedi- 4. Right Side View of V-710-F10R or FioL ately Before Sealing _ 4 ‘Model Engine 532 Lowering Shipping Box Cover over Engine. 40 5. Yj Lekt Froor View of VATIORR, F2L, 33, Attaching Hogine Lift Sling a BSR or F51 Model Engine.......+..+ 434, Removing Engine From Stand a 6% Right Front View of V-INI043R Model 35. Cuno Oil Strainer—Preparation for Service 43 Engine :. 4 36, Installation of Cooling Manifold Brackets... 45 1. Ragine Cross Section Through No. 6 37. Location of Accessories and Connections on Cylinders... : 30 Engine « serene 46 8 Left Hand Cylinder Bank... ve 3% Typ eso of V.A700 Bngine in P- = eee 2 sp, Tpit nz of Vari0 Pag in 10, Camshaft Gear ‘Train (Eatly Type) 2 ‘type Aitplane Sega Airy ee Been eee tree 3340, ‘Typical Installacion of V-1710 Engine in P- 12, Crankshaft Oil Plug Arrangement B 51 Type Aixplane = 466 13, Reduction Gear and Coupling 14 44, ‘Typical Oil System in P-38 Type Airplane. 46D 14, Grankease Upper and Lower Halves M442, Typical Oil System in P-40 Type Airplane .. 46E 35. Main Bearing Lower Halves . 34 43, Typical Fuel System in P-40 Type Airplane... 46F 16. Connecting Rods—Blade, Forked, with 44, Typical Fuel System in P-40 Type Airplane Bearing - 3s (Engine Compartment) . 466 1, PistonSide, Bottom and Sectional Views .. 15 444. ‘Typeal Fuel System in P51 Type Aisplane. 46H 18, Reduction Gear and Bearings 35 45. Intake Manifold System with Primet Lines... 48, 19. Typical Engine Cooling System 16 46. Typical Fuel: System Components . 50k, 20. Oil Pressure System Diagram v 47. Exhaust Flames Chart oo ..0.0000+ 50B 21. Cutaway “F” Type Engine Illustrating Main ATA. Typical Turbo Supercharger and Regulator. .52A Principles of Lubrication .... -18A 48 Checking Propeller Shaft Alignment . 3 22, Induction System 39 49, Relationship of Oil Strainer to Pressure Re- 23. Fuel-Air Flow Through Supercharger ...... 20A lief Valve and Main Oil Pamp ........... 56A 24, Gear Train Diagram for RH. Prop. Rotation 30. ‘Typical Coolant System—V-1710 Engine ia Engines without Gun Synchronizer Drives... 21 P-38 Type Airplane +. S8B 25, Gear Train Diagram for LH. Prop. Rotation 51. Typil Coola System —V-1710 Fngine in Engines : 2 P-40 Type Airplane = 56C 26. Gear Train Diagram for RH. Prop. Rotation 52. Typical Coolant System—V-1730 Baga in Engines with Gun Synchronizer Drives .... 23 P51 Type Airplane 26A. Typical Instrament Panel and Controls in a Valve Operating Mechanism P-51 Type Airplane ....... mil Cylinder Head Stud Tightening Sequence... 58 26B. Typical Instrument Panel and Controls in a Installation’of Manifold Gaskets on Engines P38 Type Aizplane : . = ‘Equipped with Turbo-Superchargers . 59 27, Installing Cylinder Dehydrator Plugs ..... 36 56, Valve Holding Tool ....:....-- @ 28. Gide to Pigs and Fitigs for Preparing 37. Checking Valve and Spring Height Using Carburetor for Storage .. 37 Gage No. 2443 a “E" Type ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines ILLUSTRATIONS (Continued) Four foes Faw aoe 58. Secdonal View of Oil resus Reif Valve 2 82, Diagrammatic Skech of Ijecon Type Car 59. 34 Right Rear View—V-1710-F3R Model buretor 188A Engine ..0escseceeeveeeeees - BBL Magoo Ting Clip 0! i Place on 60. Disttbutor Drives and Tgation Shilding Magoeto 90 Assembled Uni (Type whut gon synchro 82. Iostlling Magneto Showing Magneto Drive nizer drives) 6 Shaft Coupling and Clamping Too! 90 61. Distebutor Drives and Ignition Shielding 88. VA7loBogine High Tension Hectic Ss Assembled Unit (Type with gua syachronze tem Diagram ... 90k drives) ..... - 6 84, Two Methods of Checking Exhaust Breaker 62. Atiaching Exhaust Ignition Tube Brackets... 67 Point Opening . 3 ©. Aligning Bshaut Spsk Pug abl Shieding 85, ‘Two Methods of Checking Intake Breaker a ves « Point Opening ........ 9 Exploded View of Distributor Showing Rel: 86, Antomatic Manifold Pressure Reognor In son of Timing Dowel and Washer (Type stalled oo... 96 Rr a errr ees cere te Diagn ksh of Aso Mails 65. Exploded View of Distributor Showing Re- Pressure Regulator - 7 lation of Timing Dowel and Washer CEYPt gg Auematic Manifold. Presure Regulator sgn synchronizer deve) Showing Type! lasualaton Deal Pats 98 $6. Locating Distributor Finger Timing Dowel 72 55, Automatic Manifold Pressure Regulator © Aigaing Disuiune Eager with Timing Showing Type IC Tnvalstion Deal Pars 99 a 90. Automatic Manifold Pressure Regulator 6 Removing Deteive Best Igiion Tbe Showing Type IT Installation Detail Parts. 100 _ a a 91. Supercharger Inlet Cover Flange which re- 7 eee Replcenee ta eae tae «quires Type I Installation of Regalator..... 101 70. Method of Threading Ygnition Cables to Dis- 92. Source of Engine Oil Pressure Supply for 7° Gliuor Head Conaidem ns 74 Tyke Kand Type 1 ownallaion on Right Side of Engi Page 71. Capping Distibotor End of Igiton Cable 75, eet ay ATTA . Supercharger Inlet Cover Flange which re- 72. Intake Spack Plog Shielding Types and in Ee Tesliaeinatee Methods of Wiring .......... %6 eet ala pete 7 Removing Defrive Tatake Ignition ‘Tube ph Cheng Level of Spree Waters oye eee er eee 1 Installation .. veveees 12 74, astalling Replacement ion Tul one = 7g 95 Location of Regulator to Carburetor Brace aan an ‘Vacuum Flange Bracket... 102 75. Wiring Diagram for RI. Prop. Rosaton En- 1d Regulator to ge Bracket. -gines—not asing Gua Synchronizer Type Dis- 96, Regulator Oil Drain Tube Iestalled—All telbutor Housing... Stitt. Types 103 _ 76. Wising Diagram for LH. Prop. Rotation En- 97. ‘Type I Iasalaon of Regulator Completed 103 ines... . Sea tesasaa te 98, Positions of Carburetor Throttle Lever with 77, Wising Diagram for RE, Prop. Rotation Ea- Throttle Closed and Open . +. 106 ines using Gua Synchronizer Type Dis- 99. Schematic Sketch of Cockpit Throttle and tributor Housing .. vet 8 Regulator Stop Clearances... 105 78. Locating Top Center Piston Position 83 100. Checking Regulator Cam Lever Minimum 79, Magneto Type Timing Disc Installed ..... 84 Position cs vee 106 “Pp Type Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section! SECTION I INTRODUCTION This Handbook is issued for the information and guidance of personnel who are operating Model V-1710- FOR, F2L, FSR, FAR, FSR, FSL, FIOR, FIOL, F20R and FAIR engines manufactured by the Allison Division of General Morors Corporation. All information necessary for the operating, routine servicing, and making minor adjustments is given in this Handbook. These instructions are the result of our experience in the design, development, manufacture, and service ‘operation of the Allison engine. Consequently, we urge that the suggestions outlined be followed closely. For details of Engine Installation, refer to the In- stallation Handbook of the airplane manufacturer. ‘The following definitions shall apply to the nomen- lature used throughout the text: REAR.—The anti-propeller end is referred to as the “Rear” of the engine. RIGHT AND LEFT.—The terms “Right” and “Left” are established when viewing the engine from the rear. ROTATION —The direction of rotation is estab- lished when viewing the engine from the reer. The directions of rotation of the accessory drives are established when facing the mounting pads. CYLINDER DESIGNATIONS —The cylinders are ‘umbered from the rear of the engine toward the front. The sear cylinder of the right bank is desig- nated as “IR”, the next cylinder as “2R”, etc, to “OR”, The left bask cylinders are designated as “aL, "21", etc. 10 “OL”. Xt should he observed that this system of cylinder ‘numbering is the opposite co that used in British ‘engines. See Figure 1. We desire close co-operation with the users of our cagines, and ideas for the improvement of the engine, its equipment, and servicing are welcome and will be given our careful consideration. There may be problems atising in the operation or care of the engine, in which ‘ase our Service Department will be glad to co-operate in every way possible toward finding a solution. ‘Throughout this Handbook, all references pertain to all models covered in this Handbook unless specifically stated otherwise. Necessary tools for accomplishing the work outlined herein will be found listed in Section X. ‘The following Commercial Handbooks contain re- lated instructions and information and will be referred to when additional information is required ENGINE PUBLICATIONS— *Allison Overhaul Manual for V-1710-"F” Type Engines. Commercial Overhaul and Service Parts Catalog “Allison Commercial Parts Catalog for Models V- 1710-FSR and F5L. Engines. Allison Commercial Parts Catalog for Allison V- 1710-F10R, FLOL and FAR Engines. LEFT SIDE 3dIS LHOY Figure 1—Cylinder Designation Chart. Section | ALLISON OPERATION AND Commercial Overhaul and Service ‘Tool Catalog for Allison Engines. Pilots Notes for Allison Engine Installations. Operators Manval for Allison Engine Installations. “NOTE: Similar handbooks are available on the ‘V-1710-"C" and “E” type engines. ACCESSORY PUBLICATIONS— Service Manual and Parts Catalog for Cano Air- craft Filters—Distributed by Cuno Engineering Corporation, Meriden, Conn. Service Instructions — Parts List —_D F Type Mag- ‘neto — Distributed by Scintilla Magneto Divi- sion, Bendix Aviation Corp., Sidney, N. Y. Service Manual — Stromberg Injection Carburetors for Airceaft—Distribated by Bendix Aviation Cor- poration, South Bend, Ind. ~ AC Aircraft Spark Plugs — Distributed by A C Spark Plug Division, Flint, Mich, : All correspondence with the company including re- ‘quests for engine publications should be addressed 0 Allison Division, General Motors Corporation, Jadian- SE" Type MAINTENANCE HANDBOOK Engines apolis, Indiana. Requests for accessories publications should be addressed to che accessory manufacturer. ORDERING PARTS Whenever possible, parts should be ordered from the arts Catalog. Some parts are not furnished individually, ‘but must be purchased as assemblies. This is due to the fact that such parts require special and extensive equip- ment for assembly, and cannot be fabricated except whea‘a shop is especially equipped for this work, These special parts are appropriately indicated as such in the Parts Catalog. If an order is received for a derail part of an assembly coming under this classification, the assembly will be shipped. Spare parts for such accessories as vacuum pumps, starters, generators, and fuel pumps are ordered as out- lined in the airplane manufacturer's Handbook. Spare parts for such accessories as magnetos, spark plugs, ‘etc., should be ordered from the accessory manufacturer. See Section IX. ‘When ordering engine spare parts or requesting serv- ice information, the serial number and model of the engine for which the request is made shall be furnished. CYLINDER HEAD COOLANT OUTLET €LBow——~ GYLINDER HEAD OIL DRAIN TUBE GOWLING SUPPORT STUD: FRONT BREATHER SPARK PLUG COOLING MANIFOLD, REDUGTION GEAR FRONT CASE “pType Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK. Section! DISTRIBUTOR WITHOUT GUN SYNCHRONIZER a GOOLANT OUTLET ELBOW: NOZZLE. ACCELERATING PUMP REDUCTION GEAR REAR GASE ENGINE MOUNTING PADS: GOOLANT PUMP Figure 3—Left Side View of V-1710-F5R or F5L Model Engine. OPTIONAL VAGUUM PUMP OIL RETURN CONNECTION REDUCTION GEAR GASE OIL DRAIN EL80W: stan cegE HYDRAULIC ACG. OIL RETURN CONNECTION TO RH. BLOCK: REAR OIL DRAIN ELBOW of V-1710-FIOR or FI0L Model Engine. Figure 4~-Right Side Vie “FY Type Section | ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines ‘LH. SPARK PLUG COOLING MANIFOLD GOOLANT PUMP—BOTTOM INLET TYPE: REDUCTION GEAR REAR CASE REDUCTION GEAR FRONT CASE Figure 5—% Loft Front View of V-1710-F2R, F2L, FSR or F5L Model Engine. XK OISTRIBUTOR WITH GUN SYNCHRONIZER DRIVE HEMET PLavans orig sacks) MAM OIL PUMP GHECK VALVE ‘cow. SUPPORT STUDS Oil, PRESSURE RELIEF VALVE Figure 6—% Right Front View of V-1710-F3R Model Engine. “F" Type. Engines. ALLISON OPERATION AND MAINTENANCE HANDBOOK SECTION SPECIFICATIONS AND GENERAL DESCRIPTION TABLE OF SPECIFICATIONS GENERAL FioR Model—V-1710. FR FSRand PSL and FIOL FAR FOR FRR ‘Type. Tector Tractor. Tractor «Tractor. «Tractor. = Tractor Number of Giinden 2 2 2 2 2 2 2 Bore. ssss+sers 5.50 5.50 5.50 5.50 550" 5.50" 5.50" Stroker sess 6.00 6.00 6.00 6.00 6.00" 6.00" 6.00" accmentinCubicTaches.... 1710-710, -3730 1710 1710 1710 6651 6.651 6.651 6.5521 66 6.6531 6441 8.8021 Teta 7.48: 9% ou" 9% oe" 2600 2600» 2600-2600 2600 2600 3000 3000» «30003000, 3000 3000, 3000 3000 =~ 3000-3000 3000 3000 Rated B.H.P. at Sea Level Normal at 2600 K.PM..ssss.+.+++ 1000 1000 © 1000-1100 -—s000 3000 1100 “Take-Of at 3000 RPM... 11301501323 43251325 1200 1325 Rated BLP. at Rated Altizode: ‘Normal at 2600 R.P.M. 1000 1000-1000» 1100-1000 1000 1100 Military at 3000 R. P. M.. 113011501325, 1325 11501128 1325 Rated Alsitude: "Normal. .s.ss+e++ 10,800 Tarboro Turbo to 10,800 14,000 2,500 25,000 23,000 Military. ++ 12,000 Tutho +o Turbot© 12,000 15,500, 3,000 5 25,000 25,000 Propeller Rotation. RHR) RH RH. (SR) RH. (FLOR) RU. RH RH LH. (F21) LHL. (PSL) LH. (F10L) Crankshaft Rotation. . LHR) | LH. LHL (sR) EM. oR) LBL LH. RH. (F21) RU. (F5L) RH. (FOL) Propeller Reduction Gear Ratio. 2.00: 2.00 2.001 2.00: 2.00: —2.00:1——2.00:1 Propeller Shaft Spline. .... No.50 No.30-No.30-No.50-Now30-No. 50 No. 50 ‘Average Wt. of Engine (Complete). 130513331345 13451345 33521353, Position of Center of Gravity of Complete Engine: Distance from Front Face of Thrust Bearing Retainer Nut to Center of Gravity fesissees S46" BAM 33a Distance Ceater of Gravity is in Back ‘of Centerline of Cearer Main Bearing. “ a m4" au uw" ua Kr Distance above Centerline of Ceaak- shaft. 7 TH 7 Tie" Mm Me Overall Dimensions of Complete Engine: Length (Maximum)... 85%" BSH" SIRT 85H BSTR STAT BST ‘Wideh (Maximom). 294" 2884" 2K" Ng’ 20NGag—at Height. 3604 3g" «36M = 36KT BEY BOM NG Number of Mounting Bolts... 8 8 8 8 8 8 8 Size of Mounting Bole Holes. “AB78" 48787 A375" 4375" aa7SY 4875" 4975" ‘Transverse Spacing of Mounting Bolts... i814" 18%" 18" 1834" 8G" 18K BRKT | IGNITION ‘Magneto—Sciosila Double Fixed Timing Type. DE DE DE DF DF DF DF Direction of Rotation, Viewing Mounting Ps RE RE ORB RH RH RE RH. Magocto Speed, Times Crankshaft \ ‘Speed, as 1s 1s 1s 1s 1s 1s Magneto Breaker Poiat Gap.. 12" 012" 0a 012" nao iz" Section Il “EF Typo. Par. 1 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines SPECIFICATIONS AND GENERAL DESCRIPTION—Continued FioR FeRandF2L FSR FsRand PSL sad FioL «= FAR F2OR FIR. Model—V-1710....00005 Spark Plug Model. ..... se ACES8S ACIS8S ACIS8S ACLS85 ACLS85 AC.ASB5 AC-LS8S Spark Plug Model (Aiteraave). C345 CaS 8S GES CHS RMS C348 Spark Plug Model (Alternate. 35s C358 88S CSS C3SS HBS 35S OLO1E 01-014 011.014 011-014 11.014 011-014 011-014 Spark Plug Gap (Inches)... Spark Timing Advance (Degrees BTC): Tncake Sides... ..0+44 28° 28° 2a 28° 26° 28° 28° Exhaust Sidesswsscs isso ae ae oe 3° 3a ae ae VALVE TIMING DATA Intake Opens, Degrees B.T. 48° 48° 48° 48° 48° 48° 48° Tatake Closes, Degrees ABC. ee 62 G2 oe 62 oz oz Exhaust Opens, Degrees B.B.C.. 76° 76° 76° 76° 76° 16° 16 Exhause Closes, Degrees ATC 26° 26° 26° 26° 26° 26° 26° Tetake Remains Open, in Crankshaft ‘Degeees. 290° 290° 290° 290° 290° 290290” Exhaust Remains Open, io Crankshafe Degrees. 282 282° 282" zs2* 282? 82282? ‘Valve Life—tnches 533 533 333 533 333 333 333 Valve Rocker Clearances (cold), Measured at Valve Seem Tip for Timing and Runnin Totake—Inches.. + 013 os os ous os 015 os ‘Exhaust—faches.... 020 1020 ‘020 ‘020 ‘020 020 020 Valve Spring Loads—Lbs: ‘Onter Spriag—Valve Closed....... 331037 330037 33t037 430047 431047 431047 480047 Outer Spring—Valve Open.s...... 751079 751079 751079 921098 921098 921098 921098 Inner Spriag—Valve Closed. 181022 18t022 181022 230027 230027 231027 231027 4 Inner Spring—Valve Open. 4751 A751 ATtOSL $8162 —5BLOGZ 581962 SBE? FUEL SYSTEM Carbaretor—BendieStromberg, Model... PD-I2G1 PD-12K2 PD-2G1 PDA2K3 PD-2K2 PD-12K6 PD-12K7 Fuel Required—Spec. No. AN-VV-F- 781 (Amendment No. 3) Octane 100 100 100 100 200 100 100 Fuel Pressure—1b3,/Sq.Iiesseese. W216 WRG ZG = AAG = RNG «= 1ZNG ARG Foel Pressure (Iling)—Lbs./Sq, To. 10 10 10 10 10 10 10 Fuel Inlet Consection (NPT Tap She)eseserseesesersssesssesees HK uw ue ue ue a ut Kaductioa System Drain (NPT Tap Size)sos++ mae ue ue a ut ur ” Mu Mixaure “Temperature Conasction (NE Thd, Tap). His SHB HB BIH Priming System Inlet Connect. (NPT “Tap Size)... . we uw Ey w LUBRICATION SYSTEM—ENGINE ‘Maximum Allowable Oil Consumption, U.S. Quarts per Hour, Approx. At Normal Rated Power at 2600 RPMeccssscsesseesssssrese 133 13.3 133, 146 133) 133 146 Beieish Equivalent —Impocial Pioes 22.2 222 222 264 pee 222 244 AeMaximum Cruising Power 22280 RPM. 10.0 10.0 10.0 110 Bridish Equivalent Imperial Pines 16.7 16.7 ‘At Minimum Specific Fuel Flow. 57 37 British Equivalest—Imperial Plots @-12 gaz 12 a2 Oil Required, Spec. AN-VV.0-44 7 Summer Grade. + 2202012020, 20120 Winter Grade. 2 1m00 1100100100100, a0, 1100 oF Type Section It Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Por. 1 SPECIFICATIONS AND GENERAL DESCRIPTION—Continued FLOR Modet—V-1710 eaiteuath FSR F5RandP5L and FOL = FAR F20R ER Speed of Oil Pump, Times Crankshaft Speed. see sseee 142914291429 .829 aD. 1.429 ‘Minimum Safe Quaatisy of Oil ia Engine System—U, 8. Gallons. 3 > 3 3 3 3 3 ‘Add to this, quantity for oil cooling system and eank. British Equivalent—Lmperial Gallons 2.5, 25 23 25 25 25 25 Oil Pump Drive Shaft, Direction of Rots- tion. LL LH. Ly. LH La. LH La. “Oil Inlet Connection Mange Type (Open Di st ue we zy oat r a +01 Outlet Connection —| (Open Dia Ue a" us" we us fer 4" Oil Tank Vent Connection (No. and NPT Tap Size), uM MT ME MES MI MT Pressure Oi Supply Hydro Insteomeats (NP-T. Tap Size). . # “ 7 36 Accessory Oil Return Connection (Num- ber and N.P-T. Tap Size) ox Oo OO OO BH GH G)>* Breather Connection (2 Hose Nipples) OD. OD VOD. VOD. OD Od. 10D. "Connecting Hlbows ot supplied with engine. COOLING SYSTEM Coolant Required—Behyleae Glycol Con- 7 formiag to A.C. Spec. No. AN-E-2, which superseded Spec. No. 14108 Coolant Capacity, Engine Only: US. Gallons. 67 67 67 67 67 61 61 Bitish Equivalent —ImperialGallons 5.6 36 5.6 36 36 36 36 Coolant Outlet ‘Temperamures: All ‘Models—Desired (220°—240"F,) or (103°=115" G)essosesseee Mix. Allowable (257°) or 125°C) Min, for Take-OfTFi 53°C), Cootane Oude: Conacctions (2 Hose “ a“ am 1% a rg we ad ay 2 2K 2K a Cylinder ‘Block Veot Connections (2 NPT Taps). ” “ ” x” “ “” “ Expansion Tank Connection Pumplalet ‘(Number and N.P-T. Tap Size). Speed of Coolast Pump, Times Craak- Oe Ox Ox Mx @% @e we shafts ces seeseeee 1234 123d ase 28k a3 Coolant Pump Rotation (Viewiag Engine Drive). .+e+0 RH REL REL RH RH. RL RH ACCESSORY DRIVES AND INSTRUMENT CONNECTIONS i) Temperature Measurement Connec- sion (Thd.). Pressure Connection (Pipe Tap) % ve a “we we Fuel Pressure Connection (Pipe Tep).. we we we uw w Fuel Nozile Pressure Connection (Pip. Tap). x wr yr we we \ Puel Air Thermometer Cons. (Thad S18 IBIS” EIB Manifold Pressure Connection (PipeTap) ae w ue w * Section “E" Type 1 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines SPECIFICATIONS AND GENERAL DESCRIPTION—Continued ELoR, Model—V-1710..004. FRandF2L FSR FRandFSL and Fol MR FOR FAIR, Fuel Pump Drive—11 Tooth Spline @D). 458" assy 58" a5 4 Speed, Times Craakshat. 2 868 864 “864 “868 864 864 Rotation, Viewing Drive Shaft... LH. LH. LH. LH LH La. Starter Drive—Flange Diameter. 16 o e o o Searter Dogeessess seer So 3taw 3Jaw BJew 3 Jaw Saw, 3hw Speed, Times Ceaakshaft.-.. 1.00 1.00 1.00 3.00 1.00 1.00 Rotation, Viewing Drive Shaft V-ATLO-42R, FIR, FAR, FSR, FLOR, F20R sad F2iR..... REL. Ro. VATIOF2L, PSL and FOL... LHL LH Generator Drive—Flange Diameter. or o ‘Drive—16 Tooth Spline (P.D.). -800" 800" Speed, Times Crankshaft, .... 1.440 1.440 Rotation, Viewing Drive Shaft. RA. RH. Accessory Gear Box Drive—Use. Gen. Dr. Gea. De. Gun Synchronizer Impulse Generatoz Drives, for AN Type, Speed, Times Crankshaft.se-esessessessesseiese = os - 7 - - 05 Rotation, Viewing Drive Shafts... — LH = 7 = ~ LH. Propeller Governor Drive—12 Tooth Spline (P.D.). 600" 600" 600" 600" 600" 600" 845 “845, 345 843 45 845 LH. LH. (sR) LHL (f1oR) LHL La. La. REL. (651) RH (F101) Vacuum Pump Drives, AN Type, 12 ‘Tooth Spline Drive (P.D.).....-..- 600" 600" 600" «600 600" 600" 600" Rotation, Viewing Drive Shaft, Rear Pump. RH RH RH. RH RH RH. RH Rotation, Viewing Drive Sha, Side ‘Pump. LH. LH. LH. La LH. LH. Speed, Times Grankshaf. 14404040 oH. 1440 ‘Tachometer Drive—Thread Type Mouat Thread Size).seseeeeceereeseees HIS IS HB HIB HHI HB Blectric Tachometer Drive—Flange Type Mount (Square Hole Size)...... 250" 250" —=.250" 250" 250" 250" 280" Speed Times Crankshaft, Hoth Drives "0.5 0.5 05, 08 os “Os 0.5 Rotation, Viewing Drive Shaft, Both Drives. ++. REL RH. RH. RH RH. REL RAL Provisions for Hydro-Controllable Feathering Propeller. + ¥es Yes Yes Yes Yes Yes Yes ACCESSORIES AND WEIGHT—LBS. Carburetor and Screen, + 3S 360 36.0 36.0 36.0 33.0 33.0. Carburetor Air Ductand Cleaaer....... None None None ~—-None-~—=«None.=— None None Domestic Bagine Shipping Box..--..-.+ 800 800 ‘300 300 ‘800 800 ‘800 Export Engine Shipping Box.....s.... 850 850 350 350 850 350 850 Eehauit Flanges, with Gaskets and Nuts, 9.0 9.0 9.0 90 9.0 90 9.0 Generator Drive (Weight Added)....... None None None Noe None © Nowe. Noa Gun Synchronizer. + Nose Noae None None Nowe None Nowe, Oi Strainer (Cuno). 3.6 3.6 5.6 56 36) 36 3.6 13.0 Bo 13.0 130 30 13.0 B09 10 1.0 10 10 10 Lo 1.0 30.1 322 Bia Bit 310 a0 322 49 5a 5. 5a 3. Sa 3 70 10 70 To 70 To To “FY Type Engines: 2. DIFFERENCE BETWEEN MODELS. 4. GENERAL. — This Handbook pertains to the Alison V-1710-F2R Model ongine and its associated ‘Models, V-1710-F2L, FSR, FAR, F5R, BSL, FLOR, FIOL, F20R, and F21R. Basic similarity in design and appeat- tance makes it convenient to include these models in a single Handbook. Identification of this basic engine type is readily determined by the characteristic short nose re- duction gear housing with a high propeller thrust line. Service information required on other general types and models of Allison engines will be found in additional ‘publications which are listed in Section I. 4. RELATION BETWEEN MODELS—The engines covered in this Handbook are basically similar in ap- pearance and design. The six Models, V-1710-F2R, F2L, FSR, FSL, FIOR, and F101 are all sea level engines, and are always installed as pairs in duat installations, in which one of each pair is a right-hand propeller rotation engine, and the other, a left hand. These six models aze constructed for adaptation of exhaust turbo super- charging to maintain full sea level ratings at altitude. ‘These engines are always paired in one aizplane twin engine installation as follows: RH.Rotation LH. Rotation Engine Engine First Installation ....V-1710-F2R —V-1710-F2L Second Installation ..V-1710-F5R —V-1710-E5L Third Installation ...V-1710-F10R__V-1710-F1OL Normal Take-Off BHP, BBP. First Installation s+--1000 1150 Second Installation --1000 1325 Third Installation .. <0 1325 ‘The V-1710-F3R, FAR and F20R Model engines are alticude rated engines with built in, single speed, single stage supercharger. Since the V1710-F20R is equipped with a 9.6:1 supercharger ratio, it has a higher normal and military altitude rating than the V-1710-F3R and FAR models, whose supercharger ratio is 8.8:1. ‘The IIR model engine is a sea level rated engine with same supercharger ratio as the FIOR and F1OL models but is used in installations without additional supercharging of a tutbo. This engine is capable of operating at full sated normal and rated military power at altitudes of 3000 and 2500 feet respectively. ALLISON OPERATION AND MAINTENANCE HANDBOOK Section Il Par. 2 ¢ BASIC DIFFERENCES. (1) EXTERNAL APPEARANCE—These models are basically similar in appearance, and positive identi- fication of models should be made by consulting the engine name plate. However, the following tables may be used for partial identification. (a) V-1710-F2R AND F2L ENGINES, 1. Distributor housing covers mounted in a vertical position. 2. No gun synchronizer drives provided. 3. Theeestad type oil pump inlet flange. 4. Small main oil pump. 5. Straight bottom type coolant pump inlet. 6. No connections provided for supercharg- ing the distributors or magneto. 7. Open type magneto (not supercharged). (8) V-1T10-F5R AND FS5L ENGINES. 1. Distributor housing covers mounted in vertical position. 2, No gun synchronizer drives provided. 3. Threestud type oil pump inlet flange. 4. Small main oil pump. 5. Straight bottom type coolant pump inlet. 6, Connections provided for supercharging the distributors and magneto. 7. Enclosed type magneto, for supercharging. (¢) V-1710-E10R AND FIOL ENGINES. 1. Distributor housing covers mounted in a vertical position. 2, No gun synchronizer drives provided. 3, Four-stud type ofl pump inlet flange. 4. Large main oil pump, 5. Straight bottom type coolant pump ialet. 6. Connections provided for superchat the distributors and magneto, 7. Enclosed type magneto, for supercharging. s (4) V-1710-F3R ENGINE. horizontal position. 2. Gun synchronizer drives are provided. 3, Three-stud type oi inlet flange. 4. Small mai oil pump. 5. Elbow type coolant pump inlet. 6. No connection provided for supercharging the distributor housings or magneto, 7. Open type magneto (not supercharged). Section tt Par. 2 ALLISON OPERATION AND MAINTENANCE HANDBOOK Figure 7—Engine Cross Section Through No. 6 Cylinders. -10- “FY Type Engines (2) V-1T10-E4R ENGINE. 1. Distributor housing covers mounted in a vertical pos 2. No gan synchronizer drives provided. 3. Four-stud type oil inlet flange. 4. Large main oil pump, 5. Elbow type coolant pump inlet, 6. No connection provided for supercharging the distributor housings or magneto. 7. Open type magneto (not supercharged). 8, Equipped with automatic manifold pressure regulator. (f) V-1710-F20R. ENGINE. 1, Distributor housing covers mounted in a vertical position. 2, No gun synchronizer drives provided. 3, Fourstud type oil inlet flange. 4. Large main oil pump. 5. Elbow type coolant pump inlet. 6. No connections provided for supercharging the distibutor housings or magneto. 7. Open type magneto (not supercharged). 8, Equipped with Automatic Manifold Pres sure Regulator. (g) V-1710-F21R ENGINE. 1, Distributor housing covers mounted in horizontal position. 2. Gun synchronizer drives are provided. 3, Four-stad type oil inlet flange. 4, Large main oil pump. 5. Elbow type coolant pump inlet. 6, No connection provided for supercharging the distributor housings or magneto. 7. Open type magneto (not supercharged). 8 No fight tubes used. (2) ACCESSORY DRIVES AND CONNEC: TIONS.—The accessory drives of all models have the same ditection of shaft rotation, except for the propeller ‘governor drive and the starter drive of the V-1710-F2L, BSL, and FLOL engines, All instrument and vent con: nections are identical and similarly located except fo the coolant pump inlet cover. The cover provides a straight bottom inlet on the V-1710-F2R, F2I, ESR, FL, FOR and Fi0l. models, while the cover of the F3R, FAR, F20R and F2IR engines provide an elbow inlet from the rear of the engine. Section Il ALLISON OPERATION AND MAINTENANCE HANDBOOK Par. 2 (3) INTERNAL DIFFERENCES. (2) REDUCTION GEAR ASSEMBLIES.—The demil parts of the reduction gear assemblies are similar on all models. The scavenger oil pump, located in the reduction gear housing, is so constructed that its porting can be shifted at assembly to accommodate cither right or left hand rotation. The pump is as- sembled one way in the V-1710-F2R, FSR, FAR, FSR, FLOR, F20R, and F21R models, buc it is assembled with reverse porting for the V-I710-F2L, F51, and FIOL ‘models. ‘The reduction gear and pinion oiler nozzle is always Jocated on the out of mesh side of the gears. The nozzle is assembled on the left of the reduction gears in the sight hand engines, and on the right in the left hand engines. (2) CRANKSHAFT AND CONNECTING ROD ASSEMBLIES—The crankshaft and connecting rods are assembled identically on all models. The reduction gear coupling and dynamic balancer are installed at the front and rear respectively, on crankshaft, in the ‘the case of right hand rotation engines. These two parts are interchanged and the whole crankshaft and rod assembly turned end for end when installed in the crankcases of a left hand engine. (c) ACCESSORY DRIVE HOUSING AS- SEMBLIES. — The gear arrangement of the vations Arives and the supercharger impeller provide the major differences in the complete accessory housing assem- blies. The following list in conjunction with the gear train diagrams, Figures 24, 25 and 26 indicates these differences. 1. SUPERCHARGER IMPELLER. a. Rotating guide vanes used on all models except F2R and F2L. b. No rotating guide vanes used on V-1710- FOR and F2L. 2. SUPERCHARGER PINION AND DRIVE GEAR RATIOS, Model Supercharger Ratio ‘V-1710-F2R and E2L engines. ‘V-I710-FSR and FSL engines ‘V-1710-FIOR and FLOL engines V1710-F21R engine V-I710-F3R engine ‘V-1710-FAR engine ‘V-1710-F20R engine - Section Il Par. 3 ALLISON OPERATION AND MAINTENANCE HANDBOOK 9. GENERAL DISCUSSION OF CONSTRUCTION AND PURPOSES. 4. CYLINDER BLOCK CONSTRUCTION. (1) The engine has two cylinder blocks of six eyl- inders each. The cylinder block consists essentially of * three parts: the head, the cylinder barrels and the cool- ant jacket. The head is a one piece aluminum alloy casting. Carburized, hardened cylinder barrels are shrunk into this head. A one piece cast aluminum’ alloy coolant jacket encloses the six cylinder barrels and is fastened to the head by a number of studs. The’ bottom of the coolant jacket is secured to each cylinder barrel by « rut theeaded to the clinder barrel, chus completing the coolant seal for the head-cylinder-jacket unit. (2) Each head-cylinder jacket assembly is mounted ‘on the upper half of the crankcase by fourteen stud bolts extending through the head. These seuds clamp the cyl- inder barrels securely between the head and the craak- case and, in addition, transmit all of the power stroke forces directly to the crankcase. This construction re- lieves the head-barrel shrink-ft joint of all operating loads, and provides additional rigidity to the crankcase. (@) The combustion chamber is of the roof-head type and provides the rigidity necessary to hold the shrink fit over the cylinder barrel. Each cylinder is equipped with two intake valves, two exhaust valves and two diametrically opposed’ spark plugs. Each pair of valves is set at 221/° with the cylinder axis permitting the use of a simple and compact valve actuating mecha- ‘nism, ‘The combustion chamber presents 2 relatively small area to the cylinder gases and the valve passages are adequate for high speed operation. Exhaust valve seats are forged alloy steel, faced with Stellite. Intake valve seats are alloy steel on late model engines and alumiaum bronze on early models. ero omsr 7 tn ne ne Ce, Arie nan se va “E" Type Engines anes Bm ao “ mee Figure 9—Angles of Valves and Valve Seats. (4) The intake and exhaust valves are sodium cooled tungsten steel, faced with Stellite, The intake valve is faced to 29¥4° and the exhaust valve is faced to 4414". 5. VALVE OPERATING MECHANISM. (1) The valve operating mechanism consists essen- tially of six rocker arm assemblies operated by a single camshaft on the top of eéch cylinder block. Each cim- shaft is driven through separate inclined shafts by bevel Figure 8—Loft Hand Cylinder Bank. Figure 10—Camshaft Gear Train (Early Type). “P Type Engines INNER & OUTER VALVE SPRINGS- LOWER RETAINER: VALVE GUIDE Figure 11—Valve Spring Arrangement. gears from the accessory housing camshaft drive gear which in turn is driven through a spur gear-train from the crankshaft. Refer to Figure 10. ALLISON OPERATION AND MAINTENANCE HANDBOOK Section It Par. 3 (2) The camshaft is mounted centrally over the cylinder head in eight plain bearings, one of which is a large flanged beating located adjacent to the camshaft drive gear. This bearing provides axial location for the camshaft and takes the reaction from the drive gear. (3) ‘The camshaft gearis secured to the camshaft by ‘means of seven bolts. This gear has 36 tecth which, in combination with the seven bolts, provides 2 minimum angular timing increment of 1.4° of camshaft rotation of 2.8° of crankshaft rotation. (4) The valve actuatiog mechanism is lubricated by oil under pressure received through the camshaft locating bearing from the inclined shafts. The oil flows through the hollow camshaft ro all the camshaft bear- ings. In addition, a small hole in the heel of each cam furnishes splash lubrication co the valve stem ends, the cam follower needle bearings, and the rocker arm bear- ings. The cylinder heads are provided with drains at both ends to return the oil to the crankcase sump. ¢, CRANKSHAFT CONSTRUCTION. (1) The crankshaft is # conventional six throw, seven bearing, counter-balanced type, machined all over. The councerweights are welded directly to the steel forging, providing a compact design. At each end of the shaft is a nine bolt flange, both flanges being identical. (2) A pendulum type dynamic balancer is bolted to the flange at the accessory housing end of the crank- shaft, to minimize the effect of two node crankshaft torsional vibration. CRANKPIN OIL PLUG OIL TRANSFER TUBE: Figure 12—Crankshatt Oil Plug Arrangement. -13- wi (3) The dsiving mechanism for all accessories ‘mounted on the rear of the engine is connected to the crankshaft through an internal spline in the dynamic “balancer hub. (A) Ae internally splined coupling is bolted to the flange at the propeller end of the crankshaft to provide a drive connection for the reduction gear assembly. (5) All crankshaft journals ate hollow and are farted with removable aluminum alloy plugs. These pro- vide a passage for lubricating oil and also permit che collection of foreign particles and possible oil sludge in the crankpin plugs. Figure 13—Reduction Gear and Coupling. 4, CRANKCASE AND O1L PAN CONSTRUCTION. (2), The crankcase consists of two rigidly con- structed aluminum alloy castings parted on the hori- zontal centerplane of the eraakshaft, and a magnesium alloy oil pan, Fourteen long studs, set in each deck of the crankcase upper half, hold the cylinder blocks in place. Loag studs are set in the parting face of the ‘crankcase upper half and are located in the main beating webs on both sides of each main bearing bore. These studs pass through the lower crankcase half and are used to clamp the two crankcase halves over the main bearing shells, Hollow dowels through which the main bearing studs pass locate the two halves with respect 0 each other. The cases are sealed completely around the outer parting flange by a series of closely spaced studs. Two engine mounting bosses ate located on each side of the cesankease upper half, (2) All seven main hearings are danged steel shells, made ia halves, and lined with a thin layer of bearing alloy. The bearings are located axially by the steel flanges and are prevented from rotating by a dowel, in the lower crankcase at each bearing. The center main bearing is provided with bearing alloy faced flanges which bear on the center crankcheeks and provide axial location for the crankshaft. (3) The magnesium alloy oil pan casting is bolted to the bottom of the crankcase lower half and provides, ALLISON OPERATION AND MAINTENANCE HANDBOOK oR" Type Engines Figure 14—~Crankcase Upper and Lower Halves. breathing passages between the crankcase compartments. Oil is scavenged from both ends of the oil pan. ¢. CONNECTING ROD CONSTRUCTION. (1) The connecting rods are of the forked and blade type, each forged to an “I” section columa and ‘machined all over. The bearing consists of two halves of a flanged steel shell lined with bearing alloy which bears on the crankpin journal and a beating alloy over- lay on the center portion of the outside diameter. The overlay acts as a journal for the blade rod. The bearing shells are clamped in the forked rod by two caps and four bolts, A short dowel in each forked tod cap pre- vents rotation of the beating. The blade rod fics around the overlay and is held in place by a single cap and two bolts. A bronze piston pin bushing is pressed into the small end of each connecting rod. (2) The connecting rod beatings are lubricated by oil under pressure from the crankshaft. The piston pins are splash lubricated. ‘CENTER WAIN BEARING GRONZE THRUST SURFACES BEARING SIDE FLANGES Figure 15—Main Bearing Lower Halves. 14. “pType Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK, Section Il Par. 3 I Figure 16—Connecting Reds—Blade, Forked, with Bearing. f. PISTON AND PISTON PIN CONSTRUCTION. (2) The pistons are machined from aluminum alloy forgings and the underside of the piston heads are grid ribbed to facilitate cooling. Rach piston has chree compression sings above the piston pin and two oil rings in a single groove below the piston pin, The piston pin floats in the piston and is retained by two snap rings, one at each end of the pin, eae en oe ae Figure 18—Reduction Gear and Bearings. g- REDUCTION GEAR AND PROPELLER SHAFT. (1) A two t0 one reduction between the crank- shaft and the propeller shaft is provided by two external spur gears. Both the reduction gear and pinion as well as the propeller shaft are encased in a short nose section consisting of ¢wo aluminum alloy castings which are stud mounted 0 the front face of the crankcase. (2) The reduction gear is bolted to a flange on the propeller shaft. The propeller shaft is supported at the front by a ball thrust bearing in the nose of the reduc- Figure 17—Piston—Side, Bottom and Sectional Views. -15- Section It Par. 3 ALLISON OPERATION AND MAINTENANCE HANDBOOK tion gear housing, and at the rear by a large roller bearing. : (3) The pinion gear is mounted between two plain beatings and is driven from the crankshaft through a flexible splined coupling, The propeller thrust line is Tocated 8% inches above the centerline of the crank- shaft. (4) A front scavenge oil pump is located inside the reduction gear housing. A propeller governor drive is provided on the rear of the housing in the vee becween the cylinder blocks. The housing is also provided wich oil passages to supply both governor and engine oil pressure to the propeller shaft for hydromatic propeller operation. (Refer to Oil Pressure System Diagram, Figure 20.) (5) The teeth of the reduction gears are lubricated bby an oil nozzle supplying three jets of oil on the out of mesh side of the gears, For engines of right hand pro- peller rotation, the oil nozzle is located to the left of the point of mesh of the two gears. For engines of left hand rotation, the nozzle is placed to the right. “E Type Engines 4, COOLING SYSTEM. (21) A centrifagal coolant pump located on the bottom of the accessories housing supplies coolant to each cylinder block at two inlets, one located at’ the coolant jacket and the other at the rear of the cylinder head, The outlet scroll of the pump terminates in a tee ‘with ewo danged ends, and is connected by pipes to the dual inlets of each cylinder block. The coolant is ad- mitted t0 the bottom of the cylinder block through an inlet manifold which is cast the full length of each jacket. These manifolds have an orifice at each cylinder batrel which meters the coolant flow. The inlet at the sear of the cylinder head provides a dicect rapid flow ‘over the combustion chambets. The Coolant System Diagram, Figure 19, illustrates the cooling principle used on these engines. i, LUBRICATION SYSTEM. (@) The moving parts thoughout all engine mod- ls are supplied with oil from 2 pressure lubrication sys- tem, A diagrammatic sketch of the pressure system is INDIVIDUAL CYLINDERS. COOLANT OUTLET ELBOWS COOLANT THROUGH CYLINDER BLOCKS RADIATOR a cooLANT 70 EYLINDER HEADS. LFINI ang 02 aV2H WNL NOISNVEXS == Figure 19—Typical Engine Cooling System. -16- “E Type Section Il Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Par. 3 Figure 20—Oil Pressure System Diagram. -17- 907 7o ig OdAL dy, AOMOINI—1z ONY @ v0 zonanvos | ro sunssavs dWnd 3ON3AVIS sejdpupg wow Busou "wou vowecywuep) eu wojuo> jou sop wo.Bor —€V39 NOINId WO¥4 N3AIHG dd 3ONZAVIS LNOWS Be, / pind Sunssaud Z LIANE 10 UYVSO. NOILLONGSY 4O NOILdSOXS HLIM S3lIddV ANISNA AdAL GE-OILI-A v-a SANIONA €¢S % 6r‘6E ‘62 ‘LZ-OILI-A WALSAS NOILVOIYENT ANIONS AdAL,4, NOSITIY 8A op" Type En shown in Figure 20. Constant pressure is maintained by 1 single pressure pump in combination with a pressure sensitive relief valve, All oil to the engine passes through the Cuno disc type strainer which incorporates a safety by-pass valve. Provision for scavenging ia both propeller up and propeller down positions is made by locating the main scavenge pump at the rear of the engine and an auxiliary scavenge pump in the reduction ‘gear housing, The main scavenge pump and the pressure pump are arranged as a unit on che lower right hand side of the accessories housing. All pumps are of the conventional spor gear (pe. (2) Oil, supplied to the pressure pump from an external tank, is delivered to the exterior of the Cuno strainer through a spring Ioaded check valve which prevents oil flow from the tank to the system when the engine is stopped. A pressure of only one pound per square inch from the oil pump side of the valve is necessary to provide check valve response in opening. Static oil pressure from the outlet of the Cuno strainer is maintained against the piston of the adjustable, spring opposed, balanced selief valve which by-passes excess oil directly from the outlet to the inlet of the pressure pomp. This acrangement maintains a constant oil pres- sure in the engine with increased strainer restriction ‘within the capacity of he oil pump. The relief valve is accessible for cleaning or pressure adjustment without removal of the oil pump. (3) Oil is discibuted from che strainer outlet co the moving parts of the engine A large tube in the crankease upper half connects with a drilled passage in ‘cach main bearing web, conveying oil to the main bear- ings. The main bearing and crankpin journals are fitted Figure 22—Induction System. es ALLISON OPERATION AND MAINTENANCE HANDBOOK, Section Il Par. 3 with aluminum alloy plogs and are all interconnected to carry oil to the connecting sod bearings from which it is thrown to lubricate the cylinder walls and the pis ton pins. A continuation of this tube provides oil for the plain beatings of the reduction gear pinion, the spray on the reduction geat, the propeller governor, and the governor drive bearings. From the governor pad, oil is carried (0 the propeller shaft to provide the operating pressures for hydromatic propeller installations. (4) A branch from the lead to the crankease tube carries oil to the inclined shafts of the camshaft drive and to the magneto drive sheft bearing, Oil is carried ‘through the inclined shafts to the camshaft locating bearing where it enters the hollow camshaft for lubri- cation of the camshaft bearings and the valve mechanism from a hole in each journal and in the heel of each cam. (5) Three oil passages distribute oil from the Cuno strainer outlet to the supercharger and all accessory dtives contained in the accessories housing, (6) Oil drains through passages at both ends of the ‘camshaft compartment to the crankcase, In level or propeller-end-up positions, all oil drains to the oil pan ‘and is scavenged by the main scavenge pump from the accessories end of the oil pan. The second scavenge pump is located in che reduction gear housing and is driven by the oil plug of the seduction gear pinion. Tes inlet is located low ia the forward portion of the reduc tion gear housing so that oil will be scavenged in near vertical positions. The discharge ftom the forward scay- eage pump is carried to the outlet of the main scavenge pump so there is but one oil outlet to the engine. j- INDUCTION SYSTEM. (1) A forced induction system is used to supply the fuel-air mixture to the cylinders. Carburetion of the fuel is obtained by use of 2 single Bendix-Stromberg, two barrel injection carburetor. ‘The carburetor consists of a throttle body, a regulator unit, and control unit mounted on the supercharger inlet cover. An external pipe carries the fuel from the control unit to the injec- tion nozzle located to the rear of the supercharger elbow, where it is injected directly on the supercharger im- ppeller. The location of the carburetor and nozzle adapter is shown in Figure 22. (2) The supercharger is contained in the accessories housing. The impeller unit consists of two parts, one part having 15 radial blades with sttengthening webs between each blade, and another part made up of 15 ‘matched carved guide vanes. The parts maintain their matched relation through 2 common spline on the im- peller shaft. The fuel-air mixcure flows through a dif- -19- fuser passage having six curved vanes and chen through a scroll to a single supercharger ontlet in the vee of the oylinder blocks. A branched manifold system distributes the mixture to all 12 cylinders. 4, ACCESSORIES DRIVES. (2) ALL accessories, with the exception of the pro- peller governor drive and the front oil pump, are ‘mounted on the rear of the engine. A cast magaesium alloy accessories housing is stud mounted on the rear face of ‘the crankcase and costains che supercharger and drives for the starter, oil pump, camshaft drive, fuel pump, generator, vacuum pump, two tachomecers, ‘magneto, and the coolant pump. Gear train diagrams are shown in Figures 24, 25 and 26. (@) Allt accessories drives excepe the starter and oil pump are taken through a hydraulic vibration damper, The starter drive is taken off the rigid outer member of the damper, and is unaffected by damper operation. ‘The oil pump is driven through bevel gears from the starter shaft. The outer member of the hy- draulic damper is splined to the hub of the dynamic quill shaft, and reacts against the outer member through a hydraulic medium to minimize single node low fre- quency torsional vibration. (3) One spur gear train from the flexible member of the vibration damper drives the accessory housing. camshaft drive mechanism and the supercharger. In ALLISON OPERATION AND MAINTENANCE HANDBOOK “8 Type Engines tight hand rotation engines, this gear train is geared directly €0 the damper, In left hand rotation engines, fan idler gear is used between the gear train and the damper. A second gear train is used to drive the gen- erator, vacuum pump, the fuel pump, and the coolant pump. Ia right hand rotation engines, this gear tain is driven through an idler gear from the damper, while in left hand rotation engines the train is driven directly from the damper. 1, IGNITION SYSTEM, (2) Ignition is supplied by a dual high tension Scintilla magneto driven at 1% tines erankshafe speed. The voltage from the magneto is distributed co spa plugs through two separate cagine driven high tension disteibutors, ‘The magneto timing is fixed and fires the exhaust plugs 6° before the intake plugs. AN high tension ignition cables are shielded to prevent radio interference. (a) Two spark plugs are used for each cylinder. On all engines except the F21R, the exhaust plugs are cooled by a blast of cooling air conducted from che airplane slipstream through two aluminum alloy spark plug cooling manifolds. The exhaust plugs om the F21R are cooled by airplane cowling desiga. (2) The distsibutor housings of the V-1710-F5R, PSL, FIOR, and Fi0L engines are provided with connec- tions for supercharging of the ignition at che distributor fiager, The distributor housings of the other models covered have no connections for supercharging. FuelAir Flow through / Supercharger SUPERCHARGER CARBURETOR SEAL VENT. y - MOUNTING STUDS NY SCROLL ! DIFFUSER VANES AIR ner | | INJECTOR SUPERCHARGER \ NOZZLE PINION GEAR& SHAF T- SUPERCHARGER c ‘all : IMPELLER DRIVE GEAR KEY cA OIL oO FUEL VAPOR @ INDUCTION NEGATIVE [-4SYSTEM DRAIN PRESSURE vy ATMOSPHERIC PRESSURE Figure 23—Fvel-Air Flow Through Supercharger =20A - “F" Type Section Il Engines, ALLISON OPERATION AND MAINTENANCE HANDBOOK Par. 3 Figure 24—Geor Train Diagram for R.H. Prop. Rotation Engines without Gun Synchronizer Drives. Section It “E" Type Par. 3 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines Figure 25—Gear Train Diagram for L.H. Prop. Rotation Engines. Section I Par. 3 ALLISON OPERATION AND MAINTENANCE HANDBOOK oF" Type Engines *sonua sozjuosppuks ung yim sousBug uoyojoy “dosg “}'y 404 wosB0}q uO] 1069 —9z O1nBLY -23- “R" Type Section Ill Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK. Pars, 1-2 SECTION III OPERATION AND FLIGHT INSTRUCTIONS 1. GENERAL, (10) Bnergize starter. ‘The following information is of particular interest to the pilots and the personnel who must be familiar with the operations of these engines. It is important that these instructions be closely observed, regardless of any information furnished by sources other than the engine manufacturer, Any revisions to these instructions are applicable only when approved by the engine manufec- turer. Failure to observe these instructions will void the contract warranty on these engines. 2. GENERAL OPERATING INSTRUCTIONS. 4, PROCEDURE PRELIMINARY TO STARTING. (2) Before the engine is started che first time after installation or whenever the carburetor has been drained, observe the special procedure for cold weather starting outlined in paragraph b. (3) and (4) following. (2) Make certain the igsition is “Off” and turn the engine slowly by hand four or five revolutions to insure that the combustion chambers are clear. If fuel or oil are present in the combustion chambers, it must be removed. Be sure the spark plugs are dry before re placing them, CAUTION Starting the engine with excessive oil or fuel in the cylinders may result in bent or broken rods. (3) Set the oil cooler shutter to the “Closed” posi- tion, (A) Set fuel valves in accordance with airplane instructions. (5) Set the propeller to manual low pitch position. (6) Set throttle at 1/10 open position correspond- ing to 1000 to 1200 RPM. (7) Place intercooler shutters in “OPEN” position. (22R and F2L Engines only.) (8) Carburetor air heater should be in “Full-Off* ‘or “Cold” position. (9) Next set the mixture control in “Idle Cuc Oo” and operate the wobble pump to obtain a fuel pressure of 4 Ibs./sq, in. The desired normal operating fuel pres- sure is 12 - 16 tbs./sq. in. Mowever, as fuel begins 9 discharge into engine at 4 Ibs./sq. in. pressure, this pres- sure should not be exceeded when using wobble pump prior to turning over engine. (11) On a cold engine, prime with 2 10 4 full strokes of the priming pump; on a warm engine, 1 t0 2 full strokes are sufficient, The priming system is inde- pendent of the carburetor. Caution must be exercised not to overprime the engine in view of the extreme effectiveness of the priming system. No priming action nor fuel discharge is accomplished by pumping the ‘engine throttle on a pressure type carburetor, (12) Tum on ignition switch to “Both On” posi- tion. 4. STARTING. (2) Engage starter and maintain fuel pressure of 4 Ibs. by wobbling as propeller begins to turn, When engine starts firing, move mixture conttol to “Auto- matic Rich.” (2) Avoid excessive operation of the wobble pump to prevent flooding the supercharger inlet in case the engine does not start immediately. If the engine gives the impression of being Joaded in statting, it can be cleared by moving mixture control to “Idle Cut-Off” position for brief intervals while the engine is turning ‘over. In case of definite overloading, tura the engine lover with the switch off, the mixture control in “Idle Cor-Of" and the throttle wide open. (3) If, after a cold start, a heavy viseous oil is indicated by high or fluctuating oil pressure when the engine RPM. is increased for “warm up", the oil dilution valve control switch may be held “On” for 1 t0 2 minutes to further difute the oil and correct this condition. Over dilution of the oil will result in dan- gerously low oil pressure, and should be avoided if possible. (4) If the engine should stop, return the mixture control immediately to “Idle CuO” position to avoid flooding the engine with fuel, as the fuel pressure will build up to normal operating pressure of 16 Ibs./sq. in. when engine statts fring. (5) If engine is not overloaded, another start can be made using the same procedure. In case of overload- ing, the next stare should be attempted without priming. . WARM UP AND GROUND TEST (1) Warm up the engine prior to take off, until proper lubrication and engine operation are assured for flight, Do not exceed 1400 R.P-M. until the engine ‘maintains not more chan 75 pounds of oil pressure with- 25- Section It Par. 2 out fluctuetion, with an accompanying definite rise in oil temperature to at least 40°C (104°E). The oil gage reading may fluctuate dating the start of the warm up, but this fluctuation should gradually lessen with increase of oil temperature until the gage reading remains neatly steady. (2) The requirement of 75 pounds of oil gage pressure applies only whea the oil dilution system is not i operation. (3) When the above oil conditions become estab- lished and with mixture contol still at “Automati Rich”, set the propeller for “Take-Off”. Increase the engine RP.M. to check the operation of engine and instruments at the higher speeds. A speed of 2600 RPM. and a limit of 37.8 inches of manifold pressure should not be maintained for periods in excess of 20 to 30 seconds while on the ground. (4) Under Extreme Icing Conditions, che carbu- retor air heater should be see for “Heat On” position daring warm up. This will eliminate an ice formation, developing in the carburetor, with a possi functioning carburetor in the take-off. NoTE On engines equipped with intercooler shutters the shutters should be moved toward the “CLOSED” position if these is an indication of carburetor (6) After the engine is warm and functioning properly, make the single magneto ignition check with aa engine speed at 2300 RPM. and not over 30 ia. Hg. manifold pressure. On all engines with automatic manifold pressure regulators, the rpm. drop ia speed should be read on the tachometer immediately after the switch to single magneto, before the automatic manifold pressure regulator has had time to compensate for the drop. The loss in speed should aot exceed 100 P.M. when switching from double to single magneto. The ignition switch should be returned to the “Both On” position before switching to the other single magneto. CAUTION Single magneto checks should be made ia as short a time as possible and should not exceed 15 seconds duration. (6) After each engine warm-up period, two routine ground checks should be made on the automatic mani- fold pressure regulator. (a) The first ground check consists of advancing the cockpit throtile control lever very gradually uatil ALLISON OPERATION AND MAINTENANCE HANDBOOK “Py En the manifold pressure reaches 32” Hg, Note any unusual operating characteristics at various engine speeds up to the 32” Hg, manifold pressure. If the engine operates normally thru this cycle and thea retards to idling speed, itis evident the regulator unit is operating. (8) The second will be done as follows: Set the propeller in “AUTOMATIC”. position for take-off R.P.M, Open the throttle control to obtain 2400 R.P.M., and note the manifold pressure with this fixed throttle and manifold pressure setting. Vary the engine speed from 2400 R.P.M, to 2000 R.P-M. by manually increas- ing the propeller pitch, The manifold pressure should remain constant within 1 inch Hg. (7) MANIFOLD PRESSURE GAGE DRAIN— ‘Whea warming up the engine, the shut-off cock for the manifold pressure gage drain will be opened for a few seconds to clear the line of liquids and vapors. This will, be done at idling speeds only. (8) FUEL SUPPLY.—Tunctioning of the fuel sys- tem will be tested ia accordance with airplane operating instructions. 4, TAKE-OFF. (1) Set the propeller in automatic position for 3000 RPM. or slightly less. Set mixture control ia “Auto- matic Rich”. The detent stop position on cockpit throt- He quadrant should not be exceeded during takeoft except when War Emergency Powers are used as speci- fied in the Specific Operating Instructions and in para- graph «. (6) below. (2) Carburetor air heater should always be in the “Cold” position for “Take-O8”. (3) Do not stare take-off with coolant temperature above 125°C (257°E). (4) During take-off, Take-Off power for a maxi- mum petiod of 5 minutes is permissible, CAUTION War Emergency Rating may be used oaly if automatic manifold pressure regulator is ia- stalled (Refer to Par. e. (5) following). «. FLIGHT. (1) The engine RPM, oil inlet temperature, oil pressure and coolant outlet temperature give the most satisfactory indication of the engine's performance. If any of these appear irregular, the engine should be throttled, and if the cause is not apparent, a landing should be made to investigate and remove the trouble. (2) Consult the Specific Operating Instructions in Section II for maximum and minimum oil temperature and for coolant temperature limitations. Section It Par. 2 HOLIMS HOLWH3N39-22 YBLSWOHOVI-I2 SOV SYNSS3ud C104 INVN-02 YSWIYd-6! YAaLaWWV-8l HOLIMS BALYVLS-ZI HOLIMS NOLLTIG 10-91 SyVue ONIMYVd-St HOLIMS NOILINOI-FI YaNVaYE LINDUID dOud-El HOLIMS “IONLNOD 4O¥d-2! OVO AWAL LNV1O09-II govo SYNSSAYd T0-Ol g9V9 SUNSS3Yd TANs-6 BOVO FYNIWYAd WSL 10-8 WOLDITSS MNVL VSNL OYLNOD LW3H YOLSYNaYVD-9 GNI NOLLISOd YALLNHS YOLVIGVE-S “JOULNOD HONYSAOD dOdd-7 OULNOD SYNLXIW TWANVA-€ FILLOMHL-2 7OYXLNOD HALLAHS LNV1009 -TI0-1 STOULNOD GNV SLNAWNULSNI IS-d NVOIWINV HLYON ALLISON OPERATION AND MAINTENANCE HANDBOOK -27- OF" Type Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section tt Par. 2 joung juownysuy jo2tdd4—age eunbry YALANWY-62 YALINLION-8Z BOVO FUNIVYSAIL UIV HOLFUNGUVILE HOV TUNUVeTINAL WO-2 ‘govo SUNSSud TaNsGz 39V9 BUNSSRd “lO-bz BOD SUNSSId CIOJINVIEZ __ UaLSWOHOWIee Boo RuNLvEaEWAL LNVIOOD-Iz ONINUWM SENLVESENL LINVI003-02 S3HOLIMS USLYVLS6! ‘S3HOLIMS NOLO ‘SBHOLIMS NOLL HOLIMS. WALLS HOLIMS. YOLYH3N39-SI Divua_ONDRWd-PI Ya IMe ANIONT-EL MOLDTaS MNVAL Tani STILLOUH LAL TOWNOD USXIN TVANVAFO! ‘SBHOLIMS TOHLNOD WIT TIdOUd6 SAHOLUIMS UBHLV3d WITTECONC-B SUBIVEUE LINDHID YITTEdOuR=L STOYLNOD YALLNHS LNV7009-9 ‘S7]O¥LNOO HONYAAOD Y3TTSdOUE-S YOLWOIGNI NOLLISOd YALINHS “WO-F ‘$209 YNVL Tang NIAC S309 WNVL “and 3AW3SIE-Z ONINUYM SUNSSAMe TEN4-1 STOULNOD'? TINVd INGWNaISNI 4 QO-d GI3HYI01 -28- ME" Type Engines (3) If roughness is experienced at high altieade when flying in " Auto-Rich” at or below maximums crtdis- ing manifold pressure and RP.M., the mixture control may be set in “Auto Lean” as a means of correcting this condition. (4) When cruising under icing conditions, it will bbe necessary to set the carburetor air heater in full “Heat On” position. (5) When engine power is increased or decreased, the carburetor mixture control, propeller governor and throttle must be readjusted in the following order: (a) INCREASING ENGINE POWER. 1. Adjust mixture control to obtain the fuel air ratio specified for the power desired. 2, Adjust propeller contro! to obtain the de- sired RPM. 3. Adjust throttle control to obtain the desired 1d. pressure, 4. Readjust mixture control if necessary. (8) DECREASING ENGINE POWER. 1. Adjust throttle control to obtain the desired ‘manifold pressare. 2, Adjust the propeller control to obtain the desired RPM. 3. Readjust throttle if necessary. 4. Adjust the mixture control to obtain the desired fuel/air ratio. (6) WAR EMERGENCY RATINGS. — War emergency ratings have been established in order to make available to the pilot in combat, 2 maximum manifold pressure which can be used for a period of five minutes under emergency conditions, within reason- able safety limits. (a) These war emergency ratings are consider- ably in excess of the guacenteed ratings of these engines and the use of che war emergency ratings will appre- ciably decrease the service life of the engines and will necessitate special care in servicing. War emergency rating operation should, therefore, be held for use only swhere emergency conditions exist. (4) War emergency ratings are not guaranteed power ratings but are maximum manifold pressure ratings, which may be used for emergency operation only when certain airplane and engine requirements have been met as outlined in the following paragraph: (©) CONDITIONS UNDER WHICH WAR EMERGENCY RATINGS ARE PERMITTED—War emergency ratings are to be used only when strict com- +29. ALLISON OPERATION AND MAINTENANCE HANDBOOK Section Ill Par. 2 pliance to each of the following conditions is met: 1. In combat or precombat areas and then only when emergency conditions exist 2. Only when 100 Octane fuel to Specification No. AN-VV-F-781 amendment 5 is used. 3. The mixture control must be set in either “Auto-Rich” or “Full Rich” position. 4. The following spark plugs must be used: ‘Champion Spark plugs C35S or C34S, or A.C. Spark plugs 188s. 5. Only when an automatic manifold pressure regulator is installed on the engine and the regulator setting modified as required for the particular engine model. Refer to Section IX paragraph 6 d (3)—Check- ing Regulator Setting for Required Maximum Emer- gency Manifold Pressure. 6. The engine throttle quadrant must be re- worked for the incorporation of a "break-through seal” device. a. A bresk-through of the seal mentioned above will eall attention of the crew chief to the fact that the engine has been operated using war emergency ratings and he will make such special inspections and cheeks to insure thet no damage to the engine has oc- curred. b. Close coordination between the pilot, crew chief, and engineering officer will be required to, keep an accurate record of the amount of time any engine has been operated at war emergency zating so that the engineering officer may determine when the engine should be pulled for tear-down inspection and reconditioning. NoTE ‘The amount of time an engine will stand up under the use of war emergency ratings will vary considecably, dependent upon the area in which the airplane is located; i.e. operation in areas having sandy runways will be less chan. from operation off concrete runways. Vai tions will also be noticeable between extremely cold, moderate, and hot climates. The engineer ing officer will have to take these factors into consideration in establishing the time when engines should be removed. Close correlation with the experience of engineering officers ia other areas will be valuable. c Maintenance personnel must take partic: ular care to maintain the engines in first class operating Section It Par. 2 ALLISON OPERATION AND MAINTENANCE HANDBOOK conditions at all times on airplanes that are certified for W-ER. operation. 7. AU operation for war emergency ratings must be with che propeller control set in automatic position to maintain 3000 r:p.m. IMPORTANT Never change propeller governor setting from the 3000 RPM. automatic position while using WER. manifold pressurés. Changitig propeller pitch to any setting below 3000 RPM, will increase the B.M-EP. of the engine in excess of established safe limits and may result in detonation with extremely damaging results to the engine. 8, During the use of war emergency ratings, the following oil inlet temperatures mast not be ex: ceeded: Spec. No. AN-VV-0-446 Grade 1120. 95°C (203°F) Spec. No. AN-VV-O-446 Grade 1100 80°C (176°F) CAUTION If oil dilution has been used, itis desicable that the engine be given 10 to 15 minutes operation at from 80 percent normal to military power prior to the use of war emetgency ratings. 9. During the use of war emergency ratings, the coolant system should be filled with ethylene glycol to AN-E-2 specification and the coolant outlet tempera- ure should not be permitted to exceed 125°C (257°F). 10, Operation at war emergency ratings must be limited to periods of not more than 5 minutes cach. WARNING Dating operation at war emergency ratings the manifold pressure should be reduced imme- diately if there is any indication of engine malfunctioning such as detonation, rough engine, overheating, etc. f. LANDING (1) When the engine is throttled to make a land- ing, set the mixture control in “Automatic Rich” posi- tion and the propeller in “Automatic” control for 2800 RPM. (2) Care should be exercised to prevent rapid cool- ing of the engine during long glides. If the coolant temperature falls below 85°C (185°F) in a glide, close cowl and coolant flaps. (3) In the event it is found necessary to interript “E" Type Engines the glide and make another landing approach, che throt- tle will be opened first, and then the propeller controls, placed in high RPM. (low pitch) position. (A) After landing and during taxying, the pro- peller controls will be placed in the high RP.M. (low pitch) position, & STOPPING (2) dle at 600 to 800 RPM. to cool. Accelerate to 1000 to 1200 R.P.M, and set the mixture control lever in “Idle Cut-Of position. When the engine ceases firing, the ignition switch should he murned to the “Of” position, The mixture control lever should be Left in “Idle Cut-Off" position to prevent accidental starting. Tarn fuel selector valve to the “Of” position. (2) Before stopping the engine when a cold ‘weather start is anticipated, hold the oil dilution valve control “On” for approximately four minutes .with engine running at 800-1000 R.P.M. and stop the engine by moving the mixture control to “Idle Cut-Of” posi tion; turn ignition switch “O®”, continue to hold the oil dilution valve control switch “On” until the engine stops. Turn the dilution switch and fuel tank selector valve “Of”. (3) If the engine heat is excessive when operating the oil dilution valve control, the heat may evaporate the fuel out of the oil, leaving the normal high viscosity oil in the engine. When this condition is encountered, the engine should be stopped and allowed to cool for fifteen minutes, then restarted and prepared for 4 cold weather start as outlined in above paragraph. 4, OPERATION OF CARBURETOR HEATER. (2) The carburetor heat control should be in “Heat Off” or “Cold” position for all normal operation. If ice resent oF forming, it should he used in full “Heat On” position. Note Do not operate engine with the carburetor heat conttol in any intermediate positions between “Ball O#” and “Full On”, Since the carburetor heat control door in carburetor ais scoop dis- turbs the air flow at carburetor venturi and impact metering tubes when partially open, im- proper fuel metering will result. (2) In the engines equipped with automatic mani- fold pressure regulacors, icing of the carburetor or i duction system will not be apparent by reduced manifold pressure gage reading or power loss, The regulator will automatically open the throttle and maintain the selected manifold pressure and power. Therefore, if there is any suspicion that an icing condition exists, heat should be applied to the carburetor immediately, (3) The use of carburetor heat at low power (50% of below) will result in roughness of the engine when operating in “AutomaticRich’, Engine can be smoothed ‘out by “leaning-ont” the carburetor mixture slightly, but should not be operated at “AutomaticLean”, 2s this mixture position is too “lean” when using carburetor heat. (4) If a loss of power or critical altitude is encoun: tered, check the cazburetor heat valve door for ai leakage, as the ramming pressure and carburetor ait intake flow will be decreased due to the air low through the heat valve door. (5) FSR, FL, FLOR and FI0L installations do not include intercooler shutters, or carburetor air heat- when operating these installations under icing conditions, open throttle to obtain operation of the turbine supercharger until a carburetor air temperature of 15° to 40°C (59° to 104°) is obtained. i, MIXTURE CONTROL, (1) These engines are equipped with pressure type carburetors incorporating a mixture control having four main contro! settings, namely: “Fall-Rich,” “Auto-Rich,” “Auto-Lean,” and “Idle Cut-Off” in the order men- tioned. (2) Above desired cruising manifold pressure and speed, set the mixture control lever at “Auto Rich”. (3) At or below desired cruising manifold pressure and speed, the mixture control may be set at “Auto ‘Lean” if fuel economy is important, CAUTION ‘When operating in “Auto Lean” mixture ad- justment, change to “Auto Rich” immediately before a rapid change in altitude or a change in

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