This Handbook Is ldentifled As 3 E2

GEN ERAL
MOTORS

HANDBOOK OF
Operation and Maintenan(e
for
Allison V-1710 "E" Type Engines

PUBLISHED APRIL 30, 1944

FOR INFORMATION ONLY

Complied and Edited by the Allison Publications Doporlment

NOTICE: This Handbook contains information offocting the Nationa l Defonso

of the United Stales within the meaning of the Espionage Act (U. S. C.
50:31 :32). The transmission of this document or the revelation of its contents
in any manner to an unauthoriz:ed person is prohib ited.

ALLISON D IVIS ION

GE NERAL MOTORS CORPORATION
I NOIANAPOLIS, INDIAN A, U. S. A.
 1st Edition Published Januory 1, 1942 a.s
Vol. I of Operation Maintenance and Overhaul Handbook
[or V-1710-"E" Type E11gines
G.M.P.S.-5000-1-3-42-U.S.A.
G.M.P.S.-2000-3-9-42- U.S.A.
G.M.P.S.-2000-7-6-42- U.S.A.
2nd Edition P"bli.shed March 15, 1943
G.M.P.S.-3000-3-15-43
3rd Edition P1,blished April 30, 1944
G.M.P.S.-3000-4-30-44
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK

TABLE OF CONTENTS
Section Page
I Introduction 1-6
Il Table _of_ Specifications and General
Descnptaon .. . .... . .. . .............. . 7-28
1. Table of Specifications ........... . . . 7-12
2. Differences between Models .... .. .. . 13-14
3. General Discussion of Construction and
Purposes ........................ . 14-28
a. Cylinder Block Construction ..... . 14-15
b. Valve Operating Mechanism ..... . 15
c. Crankshaft Construction ........ . 15
d. Crankcase and Oil Pan
Construction ........... . ...... . 16
e. Connecting Rod Construction .... . 16
f. Piston and Piston Pin Construction 17
g. Extension Shaft, Reduction Gear
and Propeller Shaft .. . . ........ . 17
h. Cooling System ............... . 17-19
i. Lubrication System .... ........ . 19-23
j. Induction System ....... . ..... . 23-24
k. Accessories Drives . ... .. ....... . 24-28
I. Ignition System .. . ... ..... . ... . 28
Ill Packing, Unpacking and Preparation for
Storage ............ .. . .. ....... .. . . . 29-51
1. General .. . ........... . ...... ... . . 29
2. Preparation for Storage . . .......... . 29-35
a. Types of Storage ........ ..... . . 29
b. Required Materials and Equipment 29
c. Storage Procedure with Engine
Installed in Airplane .. . ........ . 29-34
( 1) Extended Storage ... .... ... . 29-34
(2) Temporary Storage .. . .... . . 34 -
(3) Short Storage ............. . 34
d. Storage Procedure for Engines Not
to be Stored in Airplane . ... .. .. . 34-35
( 1) General ................. .. 34
(2) Procedure .............. . . . 34-35
3. Packing ............ . ..... . ..... . 35-39
a. Packing for Shipment or Storage . . 35-39
(1) Engine .................. . 35-37
(2) Reduction Gear Box and
Extension Shaft Assembly . . . 37· 38
(3) Auxiliary Stage Supercharger . 38-39
b. Packing for Shipment by Air
Transport . . .................. . 39
c. Dimensions and Weights ........ . 39
4. Unpacking .. . ................ . . 39-41
Section Page
5. Prepa'r ation for Service ....... . . .. . . 41-47
a. Short Storage .......... . ... ... . 41
b. Temporary and Extended Storage 41-47
6. Installation of Engine in Airplane ... . 47-49
7. Removing Engine from AirPiane .. . . . 49-51
IV Engine Troubles and Service Repairs .... . 52·58
1. Engine Fails to Start . ... . ......... . 52-54
a. Lack of Fuel at Carburetor or
Insufficient Flow .. .... ........ . 52
b. Starring Procedure ............ . 52
c. Underpriming or Overpriming ... . 52
d. Carburetor Manual Setting
Incorrect .. .. . . .. .. ........... . 52
e. Defective Ignition ......... . .. . . 53-54
f. Valve Timing ................ . 54
g. lnsutlicient Cranking Speed ..... . 54
b. .Air Leaks ........ . .. . ........ . 54
2. Low Oil Pressure--Engine ......... . 54-SS
3. Low Oil Pressure--Reduction Gear
Box ... . ................. . ...... . 55
4. Low Power . . ..... . ...... ........ . 55
5. Rough Running .................. . 55-56
6. High Oil Inlet Temperature ... . .... . 56
1. High Temperature--Reduction Gear
Box ............... .. ......... .. . 56
8. High Oil Pressure--Engine ......... . 56
9. High Oil Pressure--Reduction Gear
Box . . ........ .. ....... . ..... . .. . 56
10. Backfiring . . ..... .. . .. .. . .. .. .... . 56
11. Coolant or Oil Leaks .. . ....... . . .. . 57
12. High Coolant Temperature ..... . . . . . 57
13. Propeller Shaft Misalignment ....... . 57
14. Carburetor Malfunctioning ...... ... . 58
V Service Inspection and Associated
Maintenance ................... .. ... . 59·64
1. General ....... . ...... .. ..... . ... . 59
2. Inspection and Maintenance . . ... ... . 59-64
a. Daily- Power Plant ........ . ... . 59
b. Ignition and Electrical. ......... . 59
c. Fuel System ...... . ....... . ... . 59
d. Oil System ................. . . . 59·62
e. Cooling System ................ . 62-63
f. Valves ........ . ... .. ......... . 63
g. Manifolds and Superchargers .... . 63
b. Propellers and Accessories .... . .. . 63
i. Power Plant--General ... ... . ... . 63
j. Inspection Check-Off Guide .. .. . . 64

i

ALLISON OPERATION AND MAINTENANCE HANDBOOK
TABLE OF CONTENTS (Continued)
Section Page
VI Adjustment, Replacement and Minor
Repair ........................... . . . 65-128
1. General ............ . .. . .. .. . . .. . 65
2. Replacement of Exhaust Manifold
Gaskets ........ . ............. . . . . 65
3. Replacement of Intake Manifold
Gaskets ............ ... .......... . 65
4. Replacement of Valve Springs and
Tightening Rocker Arm Brackets ... . 65-66
5. Setting Valve Tappet Clearances .... .
6. Replacement of Valve Tappets ... . . . .
7. Replacement of Oil Pressure Relief
Valve Spring .................... .
8. Cleaning of Oil Screens ............ .
9. Removal and Replacement of Ignition
Shielding Assembly and Timing
Distributors . . . . . .. ....... ....... .
10. Replacement of Exhaust Spark Plug
Detachable Lead ................. .
11. Replacement of Loose Ignition Cable
Tube Connector .................. .
12. Replacing Defective Ignition Cable .. .
13. Replacement of Distributor Heads and
Fingers . ........................ .
14. Checking Valve, Magneto and
Distributor Timing on Engine
Installed in Airplane .............. .
15. Replacement of Coolant Pump ...... .
16. Replacement of Coolant Hose . ..... . .
17. Inspection of Coolant Metering Orifice
Arrangement ... ... . . . ... . .. . .... . .
18. Flushing of Cooling System . ... . .. . .
19. Determination of Ethylene Glycol
Content in Coolant- Field Procedure ..
20. Tightening Gas Intake Pipe Scaling
Clamp .......... . ............... .
21. Replacement and Alignment of
Directional Type Primer Nozzles .....
22. Tightening Cylinder Hold-Down Stud
Nuts . .. ...... .... . ............. .
23. Gene.ral Accessory Information . . ... .
24. Carburetor . .. .. .. .. . .......... . . .
a. General ..... . . .. .. .. ......... .
b. Installing Carburetor . .. ....... .
c. Removal of Carburetor ......... .
d. Periodic Inspection and
Maintenance . ....... ...... . ... .
" E" Type
Engines
Section Page
e. Trouble Shooting . . . . . . . . . . . . . . . 97·98
f. Reference . . . . . . . . . . . . . . . . . . . . . 98
25. Magneto and Distributor Assemblies . . 98-101
a. General . . . . . . . . . . . . . . . . . . . . . . . 98
b. Installation .............. ... . .. 98-100
c. Removal . . ... ....... . ......... 100-101
d. Periodic Inspection and
Maintenance .. .... ..... ....... . 101
66 e. Distributor Heads and Fingers ... . 101
66 f. Reference .. . ... .. ............ . 101
26. Spark Plugs ..... . .. .. ... .. ....... 101-102
66-68 a, General . . . . . . . . . . . . . . . . . . . . . . . 101
68·70 b. Installation .... .. ... . ... .. .. . .. 101·102
c. Removal . . . . . . . . . . . . . . . . . . . . . . 102
d. Periodic Inspection and
70-77 Maintenance . . . . . . . . . . . . . . . . . . . 102
e. Reference . . . . . . . . . . . . . . . . . . . . . 102
77
27. Oil Strainers ..................... 102-106
77 a. General . . . . . . . . . . . . . . . . . . . . . . . 102
77-84 b. Cuno Oil Strainers .............. 102-104
c. Allison Air Maze Oil Filter . ... .. 104-106
85 28. Automatic Controls (Regulators) . ... 106-127
a. General . . . . . . . . . . . . . . . . . . . . . . . 106
b. PC-1 Pressure Control. . ..... .. . . 106·121
85-88
( 1) Different Types of
88-89 Installation .............. . . 106-108
89 (2) Removal from Engine ...... . 108-111
(3) Installation on Engine ....... 111-114
89 ( 4) Checking PC-1 Control Setting
89-90 for Required Maximum
Emergency Manifold Pressure. 114·118
90·92 (5) Ground and Flight Check of
PC-4 Pressure Control after
Installation . ...... .... ..... 118-121
92
c. PC-4 and SC-3 Controls ........ . 121-127
(1) PC-4 General . ... . .. ...... . 121-122
92
(2) SC-3 General . . . . . . . . . . . . . . . 122
92 (3) Removal of Pressure Control
(PC-4) from Auxiliary Stage
92-93 Supercharger . . . . . . . . . . . . . . 122
93·98 ( 4) Removal of Supercharger
93 Control SC-3 from Auxiliary
93-95 Stage Supercharger ......... 122-123
95-97 (5) Removal of Both SC-3 and
PC-4 from Engine . . . . . . . . . . 123
97 (6) Packing for Shipment . . . ... . 123
ii
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK

TABLE OF CONTENTS (Continued)

Section Page
(7) Installation of Pressure
Control (PC-4) on Auxiliary
Stage Supercharger ......... 123-124
(8) Installation of Supercharger
Control (SC-3) on Auxiliary
Stage Supercharger ......... 124-125
(9) Installation of Both SC-3 and
PC-4 on Auxiliary Stage
Supercharger . . . . . . . . . . . . . . 125
(10) Adjusting PC4 to Provide the
Required Maximum Emergency
Manifold Pressure . . . . . . . . . 125
(11) Ground and Flight Check of
SC-3 and PC4 Controls ...... 125-127
d. Installing Cockpit Throttle Detent
Break-Through Seal . . . . . . . . . . .
e. Periodic Inspection and
Maintenance . . . . . . . . . . . . . . . . . . . 127
f. Trouble Shooting . . . . . . . . . . . . . . 127
g. Replacement of Control. ... . . ...
Section Page
VII Operation and Flight Instructions ....... 129-136
1. General . . . . . . . . . . . . . . . . . . . . . . . . . . 129
2. Procedure Preliminary to Starting . . . . 129
3. Starting . . . . . . . . . . . . . . . . . . . . . . . . . . 129
4. Warm-Up and Ground Test ......... 129-131
5. Take-Off ......................... 131-132
6. Flight ........................... 132-135
7. Landing . . . . . . . . . . . . . . . . . . . . . . . . . 135
8. Stopping . . . . . . . . . . . . . . . . . . . . . . . . 135
9. Operation of Carburetor Heater. . . . . . 135
10. Mixture Control . . . . . . . . . . . . . . . . . . 136
11. Fuel and Oil. . . . . . . . . . . . . . . . . . . . . . 136
12. Detonation . . . . . . . . . . . . . . . . . . . . . . . 136
13. Specific Operating Data . . . . . . . . . . . . . 13 7
VIII Service Tools .. . ..................... 138-139
127
APPENDIX
Sectio" Page
127 I U.S.A.-British Glossary of Nomenclacure . l40-141

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 " E" Type
ALLISON OI'ERATION AND MAINTENANCE HANDBOOK Engines

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"E" Type
Engines A LLISON OPERATION A ND MAINTENAN CE HANDBOOK
SECTION I
INTRODUCTION
This Handbook is issued for the information and
guidance of personnel who are operating Model V-
1710·"E" type engines manufactured by the Allisoo
Division of General Motors Corporation. The "E" type
engine is identilied by its propeller reduction gear box
mounted separately and approximately eight feet ahead
of the engine. The power of the engine is transferred
to the reduction gear box through a long two-piece ex-
tension shaft, that operates at crankshaft speed.
Allisoo also manufactures a V-1710-"F" type engine
which can be readily determined by its characteristic
short nose reduction gear housing, having a high pro-
peller thrust line and which is attached directly to the
front of the engine cra.okcase. The "F" type engines are
covered in a separate handbook.
The "E" type engines, covered in this Handbook are
the Models V-1710-35, -63, -83, -85, and ·93 engines.
Information necessary for the operation, routine servic-
ing and minor adjusting of these models is given in this
Handbook.
These instructions ,are the result of our experience
in the design, development, manufacture, and service
operation of the Allisoo engine. Consequently, we urge
that the suggestions outlined be followed closely.
FRONT
REAR
Figure 2-Cy/inder Designa tion Chart
- 1-
Section I
For details of -Engine Installation, refer to the ap·
propriate Installation Handbook of the airplane manu-
facturer.
The following definitions shall apply to the nomen-
clature used throughout the text: the propeller end of
the engim: shall be referred to as the "Front" of the
engine, and the anti-propeller end as the "Rear" of ,t he
engine. The terms "Right" and "Left" are referred to
as viewing the engine from the rear. Directions of rota·
tion are determined when looking from the rear to the
front of the engino except in the case of the accessory
drives, which are determined when facing the engine
mouming pad of each accessory. The cylinders are num-
bered from the rear of the engine toward the front. The
first cylinder in front of the right hand distributor is
referred to as lR, the second as 2R, and so on up to
6R, and the corresponding cylinders on the left side as
lL, 2L, etc. up to 6L.
NOTE
It should be observed that this system of
cylinder numbering is the opposite to that used
in British in-line engines. See figure 2.
We desire close co-operation with the users of our
engines, 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
arising in the operation or care of the engine, in which
case 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 coYered in this Handbook unless specificaJiy
stated otherwise.
For purposes of clarification, the following table
lists the Allisoo designation for all models covered in
this handbook and the equivalent designation assigned
by ~e Army Air Forces:
Et~glt~t Models
AUison Designation ..... E4 E6 El8 El9 Ell
Air Force Designation . . -35 - 63 - 83 -85 -93
Necessary tools for accomplishing the wo,k outlined
herein will be found listed in section VIII.
The following Corrunercial 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-"E" Type
Engines.
*Commercial Overhaul and Service Parts Catalog for
Allisoo V-1710-E4 Engines.
*Commercial Overhaul and Service Parts Catalog foi
Allison E6, El8 and El9 Engines.

Section I ALLISON OPERATION AND MAINTENANCE HANDBOOK
Commercial Overhaul and Service Tool Catalog for
Allison Engines.
Pilots Notes for Allison Engine Installations.
Operators Manual for AHison Engine Installations.
*NOTE: Similar handbooks are available on the
V-1710-"C" and "F" type engines.
ACCESSORY PUBLICATIONS-
Service Manual and Parts Catalog for Cuno Air-
craft Filters-Distributed by Cuno ~ngineering
Corporation, Meriden, Coon.
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
- Distributed by Bendix Products Division of
Bendix Aviation Corporation, South Bend, Ind.
A C Aircraft Spark Plugs - Distributed by A C
Spark Plug Division, General Motors Corpora-
tion, Flint, Mich.
All correspondence with the company including re-
quests for engine publications should be addressed to
Allison Division, General Motors Corporation, lndian-
apolis, Indiana. Requests for accessories publications
should be addressed to the accessory manufacturer.
®----
figure 3-Front View of V-1710-63, -83, -85, or -93 Model Engine Without Outboard Drive
! -Cylinder Head Coolant Outlet Elbow
2-Cylindar H ead Oil D•aln 'l'ubo
3- Extension Shalt Plante Connection
7-Front Scavencer Oil Pump
- 2-
" E" Type
Engines
ORDERING PARTS
Whenever possible, parts should be ordered from the
Parts 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
when 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 detail 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 accesspries as magnetos, spark plugs,
oil strainers, and carburetors sh ould be ordered from
the particular accessory manufacturer in accordance with
the instructions contained in section VI, paragraphs
23-27 inclusive.
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.
4-Front B•eothe•
5-Spar k Plug Cooling Manifold Inlet
6-<:rankcase Front Cover
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section I

Figure 4-Left Side View-V- J 710-63, -83, or -85 Model Engine

1--Coolant Outlet Elbow 4-ReJUiator Oil Drain Tube
2-Automatlc Manifold Pressure ReJUlator 5--Coolant Pump
3 -Carburetor Noule Acceleratlnc Pump ti-Encl ne M ountln& Pada

Figure 5-Right Side View-V- J 710-63, -83, or -85 Model Engine

1-Dptional Vacuum Pump Oil R eturn Connection 4-Reor Oil Drain Elbow
2- 0il St rainer $-Hydraulic Ace. Oil Return Conn.
3-Coolo.nt Pipe to R. H . Bloclc 6--Front Oil Drain E lbow
7-Front Scovenser Oil Pump

- 3-
 " E" Type
Section ALLJSON OPERATION AND MAINTENANCE HANDBOOK Engines

Figure 6- 3!. Left Front View-V - 1710- 63, - 83, or - 85 Model Engine
1-Front Breather 4-Extension Shah Couplins
1-0il Tank Vent S-Front Scavenger Oil Pump
3-L. H. Spark Plu1 Cooling Manifold 6-Crankc.asc Front Cover
?-coolant Pump uy"' Inlet

3
Figure 7- /4 Ri ght Front View - V - J 7J 0-63, - 83, or -85 Model Engi ne
1-cuno Oil Strainer 4- Exhaust Flanges ( Wit hout Stac:kJ)
2-Main Oil Pump Check Valve 5-·Coolant v~nt Connection
3-0il Pressure R elief Va lve 6- ':owl Support Studs

- 4-
"E" Type
Engines · ALLISON OPERATION AND MAINTENANCE HANDBOOK Section I

Figure 8-Left Side View-V- I 710-93 Model Engine and Auxiliary Stage Supercharger
!- Auxiliary Staco Superchar&et' Dlscharce Duet 4 -Auxiliary Stace Superc.harcer Drive U niwnal J oint
2-PC-4 Pressure Ccutrol 5-SC.J Supercharcer Ccutrol
3-PT-13 E9 Carburetor 6-Air M aze Oil Filter

Figure 9-Right Side View- V-1710 -93 Model Engine and Auxiliary Stage Supercharger
1-Idle Fu.e l Line 4-Supercharced IcmtioD Selertor Valv~. A-mbly
2-Fuel Lin.o S-Idle Fue l Pick-up A.oembly
3-Fuet V e nt Line 6 -l pi bon Supa.rch•I"'M' Air Tube Aue:mbly
7-Air M aze Oil Filt er

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 "E" Type
Section I ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

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" E" Type Section 11
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 1

SECTION 11

TABLE OF SPECIFICATIONS AND GEIIERAL DESCRIPTION

1. TABLE of SPECIFICATIONS.
GENERAL
Model- V-1710 -35 -63 -83 & -85 -93
Type ........ . ............. . .......... . ............ V-1710 V-1 710 V-1710 V-1710
Number of Cylinders. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12 12 12 12
Bore . ............................................. 5.50 w 5.50 /( 5.50" 5.50"
Stroke. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.00" 6.00" 6 .00" 6.00"
Piston Displacement in Cubic Inches ............... 1710 1710 1710 1710
Compression Ratio . . ..... . ...................... . . 6 .65:1 6.65:1 6 .65:1 6.65: 1
Blower Gear Ratio (Engine Stage) .. . ... .. ... .. ..... 8.80:1 8.80:1 9.60:1 8.1:1
(Aux. Stage) ........... . ....... . 6.85:1
Impeller Diameter (Engine Stage) . ................. 9 ~" 9 ~·
(Aux. Stage) ..... . ............. . 12~"
Rated Speed, R.P.M.:
Normal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2600 2600 2600 2600
Take-Off ......................... . . . ........ . . 3000 3000 3000 3000
Military. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3000 3000 3000 3000
B.H .P . at Sea Level:
Normal Rating at 2600 R.P.M...... .. .. .. ...... 880 880 870 1050
Take-Off Rating at Rated R.P .M.. . . . . . . . . . . . . . . 1150 1 325 1200 1325
B.H.P . at Rated Altitude:
Normal Rating at 2600 R.P.M.. . . . . . . . . . . . . . . . . 1000 1000 1 000 1000
Military Rating at 3000 R.P.M.. ....... . ........ 1150 1150 1125 1150
Rated Altitude:
Normal. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10800 10800 14000 20000
Military ...... ... ................ . ..... . ..... . . 12000 12000 15500 22400
Crankshaft Rotation (Viewing Anti-Prop. End.) ..... L.H. L.H. L.H. L.H.
Propeller Shaft Rotation (Viewing Anti-Prop. End.). R.H. R.H. R.H. R.H.
Propeller Reduction Gear Ratio. . . . . . . . . . . . . . . . . . . . 1.80:1 2.00:1 (-83)2.00:1 2.23:1
(-85)2.23: 1
Installation Drawing No . ..... . ...... .... .......... 36990 41890 (-83 )43210 40075
(-85)43215
Propeller Shaft Spline (Modified) ............. ... .. No. 60 No. 60 No. 60 No. 60
Number of Engine Mounting Bolts. . . . . . . . . . . . . . . . . 8 8 8 8
Size of Mounting Bolts . . . .. . ..... . ....... . . .... .... U6" . U6" 11
U6" U6"
Transverse Spacing of Mounting Bolts . ............. 18%" 18 % 18%" 18 %"
Average Wt. of Engine in Lbs. (Complete) ... ... .... 142 5 1435 (-83)1435 1620
(-85) 1445
Average Wt. of Engine Without Reductioh Gear Box,
Extension Shaft Assy. and Auxiliary Stage Super-
charger-Lbs .......... . ............... .. ... .... . 1205 1210 (-83) 1210 1220
(-85) 1220
Average Wt. of Reduction Gear Box and Extension
Shaft Assembly- Lbs ........ . . . ................. . 220 225 225 225
Average Wt. of Auxiliary Stage Supercharger-Lbs .. . 175
Overall Dimensions of Complete Engine:
Length (Maximum) .... ... .... .. ... . ... .. ...... 194" 194" 194" 21513{6'
Width (Maximum) . ..................... . ..... 29~" 29~(2.. 29~" 2 9~2 ..
Height . ......... ....... ... .. ............. .... . 361~· 37Us" 37Us" 4 0J1'6"

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Se ction 11 "E" Type
Paragraph ALLISON OP ERATION AND MAINTENANCE HANDBOOK Engines

TABLE OF SPEC I FICATIONS (Continued)

Model- V -1710 -3.5 -63 -83 & -8.5 -93
Position of Center of Gravity of Complete Engine:
Distance from Front Face of Thrust Bearing N ut
11
to Center of Gravity .......................... 126~ 126~· 126~· 134 %'"
Distance Center of Gravity is in Front of Center-
line of Center Main Bearing................. . 15" 15 11 15" 6lU6v
Distance above Centerline of Crankshaft ...... . . 7~11 7~ 11 7~· 6~ ..

IGNITION
Magneto, Double Fixed Timing, Scintilla Number ... 10-2522 5-1 10-25225-1 10-25225-1 10-25225-9
Direction of Rotation, Viewing Mounting Pad of
Engine . ....... . ..... ............. ........ . .. R .H. R.H. R.H. R.H .
Magneto Speed, Times Crankshaft Speed ........ 1.5 1.5 1.5 1.5
Magneto Breaker Point Gap ............ . . ..... . 012 11 .012 .. .012 .. .012 11
Spark Plug Model. ............................ . ... AC-LS86 AC-LS86 AC-LS86 AC-LS86
Spark Plug Model (Alternate) (Note 1) ............. C34S-902 C34S-902 C34S-902 C34S-902
Spark Plug Gap, Inches .. . ......... . ...... ......... .01 1-.014 .011-.014 .Oll-.014 .O ll-.014
Spark Timing Advance, Deg. B.T.C.:
Intake Side Ignition ....... . .................... 28 28 28 28
Exhaust Side Ignition .......................... 34 34 34 34
(Note 1) -C34S-902 identified by following marking
on hex: C-34S*

VALVE TIMING OATA

Intake Opens, Degrees B.T .C. ... . ... ... .. . ...... . .. 48 48 48 48
Intake Closes, Degrees A.B.C. .. ... ........ . .... .. .. 62 62 62 62
Exhaust Opens, Degrees B.B.C. .................... 76 76 76 76
Exhaust Closes, Degrees A.T.C...................... 26 26 26 26
Intake Remains Open, in Crankshaft Degrees .... .. .. 290 290 290 290
Exhaust Remains Open, in Crankshaft Degrees ...... 282 282 282 282
Valve Lift .................................... . .. . . .533" .533" .533" .533"
Valve Rocker Clearance (Cold), Measured at Valve
Stem Tip, for Timing and Running:
Intake ................ ·.. .. ............... . .... .015* .0 15 11 .015 11 .015 11
Exhaust . . ......... ................ . .......... . .o2o• .020" .020 .. .020 11

FUEL SYSTEM
Carburetor, Bendix Stromberg Model. .. . . . . . .... . .. PD-12K2 PD-12K2 (-83) PD-12K2 PT-13E9
orPD-12K6 orPD-12K6
(-85) PD-12K6
Fuel Required-Spec........ .. ........... . ..... AN-F-28 AN-F-28 AN-F-28 AN-F-28
Grade ......................... . .............. 130 130 130 130
Fuel Pressure- Lbs./ Sq. In ............. ... .... . . 16-18 16-18 16-18 16-18
Fuel Pressure (Idling)-Lbs. / Sq. In............. 10 10 10
Fuel Inlet Connection (NPT Tap Size) (Engine) %'" %'N %11
Induction System Drain (NPT Tap Size):
Engine .................... ............ .... ~~~ ~ ..
Aux. Stage. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~· U"
Air Inlet Temperature Connection (NFThd. Tap) % -18 %- 18
Priming System Inlet Connection......... . ..... ~~~ ~11
Idle Fuel Pick-Up Venturi Connection to Scoop
(NPT Tap Size) ..... . .. . ..,_ . .. . .... ... ... .. . .

-8 -
" E" Type Section 11
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 1

TABLE OF SPECIFICATIONS (Continued)

M odel- V-1710 -35 -63 -83 & -85 -93
LUBRICATION SYSTEM-ENGINE
Maximum Allowable Oil Consumption, U. S. Quarts
per Hour, Approximate:
At Normal Rated Power at 2600 R .P.M ......... 13.3 13.3 13.3 13.3
British Equivalent-Imperial Pints.... ... .. . 22.2 22.2 22.2 22.2
At Maximum Cruising Power at 2280 R.P.M. ... 10.0 10.0 10.0 10.0
British Equivalent-Imperial Pints ... . . ... .. 16.7 16.7 16.7 16. 7
At Minimum Specific Fuel Flow. . . . . . . . . . . . . . . . . 5-7 5-7 5-7 5-7
British Equivalent-Imperial Pints .......... 8-12 8-12 8-12 8-12
Oil Required, Spec. AN-VV-0-446A:
Summer Grade .......... .. ...... . ............ . 1120 1120 1120 1120
Winter Grade . . . ..... ...... ... ............... . 1100 1100 1100 1100
Speed of Oil Pump, Times Crankshaft Speed ....... . 1.429 1.429 1.429 1.429
Minimum Safe Quantity of Oil in Engine System:
U. S. Gallons . ... .. .. ... .. ..... . ... .. .... . ..... 3 3 3 372
Add to this, quantity for oil cooling system
and tank.
British Equivalent-Imperial Gallons ....... 2.5 2.5 2.5 3
Oil Pump Driveshaft, Direction of Rotation . ... ..... L.H . L.H. L.H. L.H.
*Oil Inlet Connection-Flange Type (Open Diam-
eter) .................... ..... ..... .... ..... . 1Yz.. 2" 2" 2"
Oil Outlet Connection- AN Type Flange (Open
Diameter) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 ~· 1Yz" l Yz"
Oil Tank Vent Connection (Number and NPT
Tap Size). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . (2) %., (2) ~· (2) %"
Pressure Oil Supply Hydro Instruments (NPT Tap
Size) . ............ .. ...... . ..... ................ . %" %" %" %"
Accessory Oil Return Connections (Number and NPT
Tap Size) ............... .......... . ... .......... (3) %" (3) %.. (3) %" (3) %"
Breather Connections (2 Hose Nipples) ... . . . ... .. . 1" O .D . 1• O.D. 1" O .D. 1" O.D.
*V-1710-35, 3 Stud Flange; V-1710-63, -83, -_ss, and -93, 4 Stud Flange.

LUBRICATION SYSTEM-
REDUCTION GEAR BOX
Oil Required, E.P. Gear Lubricant, Conforming to
A.C. Spec. No..... ....... ..... ... ..... .... ....... Y-3587 Y-358 7 Y-358 7
Oil Pump Inlet (NPT Tap Size) ..... .. ...... . .... .. Yz' Yz" Yz•
Oil Pump Outlet (NPT Tap Size) .......... . . ... ... Yz" . Yz" Yz"
LUBRICANT IN CENTER BEARING
AND SPLINE
Lubricant on cen.ter bearing or spHne will be Spec.
3 560 Grade 3 7 5, or Mobil-Grease Zero conforming
to Spec. AN-G- 3.
LUBRICATION SYSTEM-AUXILIARY STAGE
SUPERCHARGER
Oil for Auxiliary Stage supplied by Main Engine Oil
Tank.
Oil Required- Spec. AN-VV-0-446A
Summer Grade- 1120
Wi nter Grade-1100

-9-
Section 11 "E" Type
Paragraph ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

TABLE OF SPECIFICATIONS (Continued)

Model- V-1710 -35 -63 -83 & -85 -93
Oil Pump Inlet
3 Stud Flange Type
Opening Diameter-1 "
Oil Pump Outlet
3 Stud Flange Type
Opening Diameter-1 •
Oil Tank Vent Connection- ~• Hose Connection
Oil Pressure Gage Connection (NPT T ap Size)- ~*
Lubricant in Universal Joint-The oil used in the flex-
ible universal joint of the Auxiliary Stage Super-
charger will be Texaco 629 oil applied into Zerk
Fittings. ·
COOLING SYSTEM
Coolant Required-Ethylene Glycol Conforming to
Spec. No ...... ... ... . ................ . .......... AN-E-2 AN-E-2 AN-E-2 AN-E-2
Coolant Capacity, Engine Only, U. S. Gallons ....... 6.7 6.7 6.7 6.7
British Equivalent-Imperial Gallons ... .... . ..... 5.6 5.6 5.6 5.6
Coolant Outlet Temperatures:
Desired (220°-240° F) or .. .... . . .............. 105°-115° C 105°-115°C 105 °- 115° c 105°-115° c
Maximum Allowable (257° F) or . . ..... .. ...... 125° C 125° c 125 ° c 125° c
Minimum for Take-Oft' or Flight (185° F) or .... 85° C 85° c 85° c 85° c
Coolant Outlet Connections (2 Hose Nipples) . . . . . . 1 %* 1%" 1%;" 1%;"
Coolant Inlet Con~ections (2 Hose Nipples) ........ 1%'" 1%" 1%. 1%"
Cylinder Block Vent Connections (2 NPT Taps) . . . . . %" %" %" %"
ExpansionTankConnectionatPumplnlet (NPTTap) %'• %" %" %'"
Speed of Coolant Pump, Times Crankshaft ..... ..... 1.234 1.234 1.234 1.234
Coolant Pump Rotation (Viewing Engine Drive) .. .. R .H . R.H . R.H. R.H.

ACCESSORY DRIVES AND INSTRUMENT

CONNECTIONS
Oil Temperature Measurement Connection (Thd.) ... %- 18 % -18 %-18 %-18
Oil Pressure Connection (Pipe Tap) . . .. . ....... ~· ~- ~· ~·
..
Fuel Pressure Connection (Pipe Tap) .... . ...... .. . . ~· ~· ~·
~ ..
~
Fuel Nozzle Pressure Connection (Pipe T ap) ........ ~· ~· ~·
Fuel Air Thermometer Connection (Thd.) ..... . .. . . % -18 %- 18 %-18 % -18
Manifold Pressure Connection (Pipe Tap) .. ........ ~· ~· ~· ~·
Fuel Pump Drive- 11 Tooth Spline (P.D.) ..... ... .. .458 " .458" .458 ' .458 "
Speed, Times Crankshaft........... . ........... .864" .864" .864" .864"
Rotation, Viewing Driveshaft ....... . ....... ... . L.H. L.H. L.H. L.H.
Starter Drive-Flange Diameter .. ... ... ..... ..... . .. 6" 6" 6" 6"
Starter Dog . . ...... ... ..... ... .... . ..... ... ... 3 J aw 3Jaw 3 J aw 3 J aw
Speed, Times Crankshaft ....................... 1.00 1.00 1.00 1.00
Rotation, Viewing Driveshaft .. . . . ....... . .. ... R.H. R.H. R.H . R.H.
Generator Drive-Flange Diameter ...... . ... . . ... .. . 6" 6" 6" 6"
Drive-16 Tooth Spline (P.D.) .. .. ............. .800' .8oo• .8oo• .800"
Speed, Times Crankshaft ... ... ..... ..... . ...... 1.440 1.440 1.440 1.440
Rotation, Viewing Driveshaft ....... . .... .. .. .. R.H. R.H. R .H . . R.H.
Accessory Gear Box Drive-Use ..... . .............. Gen. Dr. Gen. Dr. Gen. Dr. Gen. Dr.
Gun Synchronizer Impulse Generator Drives for AN
Type, Speed Times Crankshaft ..... ...... .... .... 0.556 0. 500 {'83} 0. 500 0.449
-85 0.449
Rotation, Viewing Driveshah .................. L.H. L.H. L.H. L.H.

- 10 -
"E" Type Section 11
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 1

TABLE OF SPECIFICATIONS (Continued)

Model- V-1710 -35 -63 ·83 & -85 -93
Propeller Governor Drive-12 Tooth Spline (P .D.). . .600 .600 .600 .600
Speed, Times Crankshaft........................ 875 .926 -83 }·926 .832
{ -85 .832
Rotation, Viewing Driveshaft. ... . . . . . . . . . . . . . . . R .H. L.H. L.H. L.H.
Vacuum Pump Drives, AN Type, 12 Tooth Spline
Drive (PD) ...... ................................ 600 .600 .600 .600
Rotation, Viewing Driveshaft, Rear Pump.. . . . . . R.H. R.H . R.H . R.H.
Rotation, Viewing Driveshaft, Side Pump. . . . . . . L.H. L.H. L.H. L.H.
Rotation, Viewing Driveshaft, Red. Gr. Pump ... R.H . L.H. L.H. L.H.
Speed, Times Crankshaft, Rear Pump ........... 1.440 1.440 1.440 1.440
Tachometer Drive-Thread Type Mount (Thread
Size) .............. ... ....................... %-18 % -18 % -18 %-18
Electric Tachometer Drive-Flange Type Mount
(Square Drive) .. ......................... . ....... 250 .250 .250 .250
Speed, Times Crankshaft, Both Drives .... . . . : . . 0. 5 0.5 0.5 0.5
Rotation, Viewing Driveshaft, Both Drives ...... R.H. R.H. R.H. R.H .
Supercharged Ignition, Selector Val ve-Air Scoop
Connection (NPT Tap Size) (On Auxiliary Stage
Supercharger) .. . .................. . ... . ........ .
No Provision for Hydro-Controllable Feathering Pro-
peller, Except Model A632S-A1 ................. .

ACCESSORIES AND WEIGHT U s. Lbs. Lbs. Lbs.

Carburetor and Screen . .. .. .. ...................... 36.0 36.0 36.0 52.0
Carburetor Air Duct and Cleaner . ............ . .•... None None None None
Engine Shipping Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 800 800 800 800
Reduction Gear Box and Extension Shaft Assy. Ship-
ping Box..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 195 195 195 165
Aux. Stage Shipping Box.......... ..... ... .. .... .. . 180
Exhaust Flanges, with Gaskets and Nuts... . . . . . . . . . . 9.0 9.0 9.0 None
Generator Drive (Weight Added) .................. None None None None
Gun Synchronizer-Each (Allison No. 37560 and 1). None None None None
(Not a Part of Basic Engine)
Oil Strainer:
Cuno-Manua1. . . ......... . . ... .... .. ... . . ... . 4.1 (·85)
Cuno-Automatic ..... . ...... . •..... ... ... ..... 5.6 5.6 5.6
Air Maze (On Aux. Stage) .. ... .. ............ .. 2.5
Air Maze (On Engine) . . ... .... .... ........... . 3.2 (-85) 3.2
Magnetos .. .. ... ... . .. . . . ............. . ......... . . 13.25 13.25 13.25 13.0
Priming Connections and Lines ... . . ... ... ... .. . ... 1.5 1.5 1.5' 1.5
Radio Shielding Complete. . . . . . . . . . . . . . . . . . . . . . . . . 30.1 30.1 30.1 32.0
Tool Kit . ... .... .......... ... ............ . ........ 4.9 4.9 4.9 4.9
Spark Plugs ....... ........ ....... .... ... .......... 7.0 7.0 7.0 6.0

- 11 -
 "E" Type
Section 11 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

Figure 11- Engine Cross Section Through No. 6 Cylinders

- 12 -
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
2. DIFFERENCES BETWEEN MODELS.
a. GENERAL.-This Handbook pertains to the Alii-
son V-1710-35 engine and the associated models, V-
1710-63, -83, -85 and -93. These models are of a basic
engine type which incorporate the propeller mount on
a remote reduction gear box located outboard of a long
extension shaft that operates at crankshaft speed. The
V-1710-93 model has, in addition to the engine stage
supercharger, an auxiliary stage supercharger mounted
separately behind the engine. Service information re-
quired on other general types and models of Allison
engines will be found in the additional publications
which are listed below.
Allison Engines-Operation, Maintenance and Over-
haul Hl\ndbook-Model V-1710-C15.
Handbook of Operation and Maintenance for "F"
Type Engine.
b. BASIC DIFFERENCES.
( 1) GENERAL.-These models are basically simi-
lar in appearance and design. Identification of models
should be made by consulting the engine name plate.
The following table lists the major differences between
the -35 (which is used as a basis of comparison) and the
other models covered in this text.
(2) -63 MODEL.- This engine differs from the
-35 in its reduction gear assembly, supercharger drive
assembly and oil pumps.
(a) The reduction gear assembly differences are
as follows:
1. The reduction gear ratio of the -63 is 2.00:1
while that of the -35 is 1.80:1.
2. The -63 has two idler gears in the acces-
sory drives while the -35 does not require idler gears.
3. The -63 has a removable reduction gear
oil nozzle to facilitate cleaning in service, whereas the
-35 nozzle is located inside the reduction gear case
and is not removable except at overhaul.
4. The reduction gear oil pump in the -35
is supplied with a removable oil pump nozzle screen for
cleaning while in the -63 a removable nozzle as well as
screen is supplied.
(b) The supercharger drive assemblies differ only
in that the -63 has a supercharger pinion gear oil nozzle.
( ~) The main scavenger oil pump and the front
scavenger oil pump in the -63 are larger than in the -35.
(3) -83 MODEL.- The -83 and -35 model dif-
ferences are the same as those for the -63 described in
the previous paragraph plus a difference in supercharger
drive gear ratio. The ratio for the -83 is 9.6:1 while
the ·35 ratio is 8.8:1.
(4) -85 MODEL.- The -85 and -35 model d if-
ferences include all those described in paragraphs (2)
- 13-
Section 11
Paragraph 2
and (3) on the -83 except the difference in reduction
gear ratio, which, fo r the -85, is 2.23:1.
(5) -93 MODEL.
(a) The -93 differs from the -35 in the same re-
spects as the -85 plus the following additional dif-
ferences:
1. The outstanding difference in the -93, as
compared to the -35, is the addition to the -93 of an
auxiliary stage supercharger. The latter supplements
the engine stage supercharger, is mounted separately
at the rear of the engine and is connected flexibly to it.
2. The engine stage supercharger ratio of the
-93 is 8.1:1 as compared to 8.8: 1 for the -35. The ratio
of the auxiliary stage supercharger on the -93 is 6.85: 1.
3. The -93 uses a PT type carbu.retor which is
triple barreled, as compared to the double barreled PD
type on the -35. Further the carburetor on the -93 is.
mounted on the inlet side of the auxiliary stage instead
of on the engine itself.
4. The oil strainer on the engine section of
the -93 is an Allison Air Maze oil filter whereas the -35
is equipped with a Cuno strainer. Further, there is a
second Air Maze oil filter on the -93 installed on the
auxiliary stage supercharger which is smaller in size
than the Air Maze oil filter on the engine.
5. The distributors and magneto on the ·93
are supercharged by means of a connection from the
auxiliary stage supercharger.
Figure 12-Lelt Hand Cylinder Sonic
1- Front Coolant Outlet FJ.ap
2-0il Dnoit> Tube Flue•
3--Spark Pluc Busbinc
-cylinder Head
S--<:yllnder Barrels
6-Coolut Inlet Manifold
7- Exbauot l cnJtion Shloldlnc MouotU>11: Stud
8-Cylinder Coolant Jacket
Se ction 11 " E" Type
Paragraphs 2-3 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

RIGHT CAMSHAFT GEAR

Figure J 4- Y- r 710 -35 Camshaft Gear Train

Figure l3- Angles ol Valves and Valve Seats

6. The -93 has an oil system for the auxiliary

stage supercharger, independent from the engine, which
includes scavenge and pressure oil pumps. However,
the auxiliary stage oil system is supplied with oil from
the engine oil supply tank.
7. Th e -93 is equipped with a different type
automatic manifold pressure regulator and also in-
cludes a supercharger control by m eans of which the
speed of the auxiliary stage supercharger is automatically
controlled.
3. GENERAL DISCUSSION OF CONSTRUCTION
AND PURPOSES.
a. CYLINDER BLOCK CONSTRUCTION.
( 1) The engine has two cylinder blocks of six
cylinders each. T he cylinder block consists essentia lly
of three parts: The head, the cylinder barrels and the
coolant jacket. The h ead is a one-piece aluminum alloy
casting. Carburized, hardened cylinder barrels are
shrunk into this h ead. A one-piece cast aluminum alloy
coolant jacket encloses the six cylinder barrels and
is fastened to the h ead by a number of studs. T he bot-
tom of the coolant jacket is secured eo each cylinder
b(lrrel by a nut threaded to the cylinder barrel, thus
complecing 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
holes extending through the head. These studs clamp Figure JS-Valve Spring Arrangement
the cylinder barrels securely between th e h ead and the
!- U pper RetAiner
crankcase, and, in addition, uansmit all of the power 2- Spli t Cone Keeper
stroke forces directly to the crankcase. This construc- 3- lnne.r and Outer Valve Sprinp
4- Lower R etainer
tion relieves the h ead-barrel sh rink fit joint of all oper- S- Valve G uide

- 14 -
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
ating loads, and provides additional rigidity to the
crankcase.
(3) The combustion chamber is of the roofbead
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 22Vz degrees with the cylinder axis
permitting the use of a simple and compact valve ac-
tuating mechanism. The combustion chamber presents
a 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 aluminum bronze on early models.
( 4) The intake and exhaust valves are sodium
cooled tungsten steel, faced with Stellite. The intake
valve is faced to 291/2 degrees and the exhaust valve
is faced to 44V2 degrees.
b. 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 each cylinder block. Each cam-
shaft is driven through separate inclined shafts by beyel
gears from the accessory housing camshaft drive gear,
which in turn, is driven through a spur gear uain from
the crankshaft.
(2) The camshaft is mounted cenually over the
cylinder head in eight plain bearings, one of which is a
large flanged bearing 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 gear is secured to the camshaft
by means of seven bolts. This gear has 36 teeth which.
CRANKPIN OIL PLUG
CENTER MAIN OIL PLUG
LOCATING SLEEVES AND DOWELS
figure J 6- Crankshaft Oil Plug Arrangement
- 15 -
Section 11
Paragraph 3
in combination with the seven bolts, provide a minimum
angular timing increment of 1.4 degrees of camshaft
rotation, or 2.8 degrees of crankshaft rotation.
( 4) The valve actuating mechanism is lubricated
by oil under pressure received through the camshaft
locating bearing from the inclined shafts. The oil .Bows
through the hollow camshaft to all the camshaft bea.r-
ings. In addition, a small bole in the heel of each cam
furnishes splash lubrication to the valve stem ends, tht
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 rhe crankcase sump.
c. CRANKSHAFT CONSTRUCfiON.
(1) The crankshaft is a conventional six throw,
seven bearing, counter-balanced type, machined all over
and nitcided. T he counterweights 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.
(3) The driving 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.
( 4) An 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 are hollow and are
fitted with removable aluminum alloy plugs. These
provide a passage for lubricating oil and also permit
the collection of foreign particles and possible oil sludge
in the crankpin plugs.
MAIN JOURNAL OIL PLUG
OIL TRANSFER TUBE
Section 11
Paragraph 3 ALLISON OPERATION AND MAI NTENANCE HANDBOOK
UPPER
HALF
LOWER
HALF
Figure I 7-Crankca se Upper and lower Halv es
d. CRANKCASE AND
OIL PAN CONSTRUCTION.
( 1) The crankcase consists of two rigidly con-
structed aluminum alloy castings parted on the
horizontal centerplane of the crankshaft, and a mag-
nesium alloy oil pan. Fourteen long studs set in each
deck of the crankcase upper half hold the cylinder
blocks in place. Long studs are set in the parting face of
the crankcase upper half and are located in the main
bearing webs on both sides of each main bearing bore.
These studs pass through the lower crankcase half and
are used to damp the two crankcase halves over the main
bearing shells. Hollow dowels through which the main
bearing studs pass locate the two halves with respect to
each other. The cases are sealed completely around the
outer parting flanges by a series of closely spaced studs.
Two engine mounting bosses are located on each side
of the crankcase upper half.
BEARING SIDE FL ANGES
Figure 18- Main Be aring lower Halves
- 16 -
" E" Type
Engines
(2) All seven main bearings are Banged steel
shells, made in halves, and lined with a thin layer of
bearing alloy. The bearings arc located axially by the
steel flanges, and arc 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. Main bearings'
are a pinch fit in the crankcase and are of the inter-
changeable type which do not require line boring for
replacement.
(3) The magnesium alloy oil pan casting is bolted
to the bottom of the crankcase lower half, and provides
breathing passages between the crankcase compartments.
Oil is scavenged from both ends of the oil pan.
e. CONNECTING ROD CONSTRUCTION.
( 1) The connecting rods are of the forked and
blade type, each forged to an "I" section column, ma-
chined all over and shot blast finished. The bearing
consists of two halves of a ftanged steel shell with a
bearing aHoy lining which bears on the crankpin jour-
nal, and a bearing alloy overlay on the center portion of
the outside diameter. This 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 rod cap prevems rotation of the bearing.
The blade rod fits around the overlay and is held in
place by a single cap and two bolts. A bronze piston pin
bushing is pressed into d1e small end of each connecting
rod.
(2) The connecting rod bearings arc lubricated by
oil under pressure from the crankshaft. The piston pins
are splash lubricated.
Figure 19- Biad e and Forked Connectin g Rods-
Disassemble d and Assembled with Bearing
" E" Type Sectio n 11
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Pa ra g raph 3

Figure 20-Piston- Side, Bottom and Sectional Views

f. PISTON AND PISTON PIN CONSTRUCfiON. b. COOLING SYSTEM.

( 1) The pistons are machined from aluminum ( 1) A centrifugal coolant pump located on the
alloy forgings, and the under side of the piston heads bottom of the accessories housir.g supplies coolant to
are grid ribbed to facilitate cooling. Each piston has each cylinder block at two inlets, one located at the
three compression rings above the piston pin and cwo coolant jacket, and the other at the rear of the cylinder
oil rings in a single groove below the piston pin. The head. The outlet scroll of the pump terminates in a
piston pin floats in the piston and is retained by two
snap rings, one at each end of the pin.
g. EXTENSION SHAFT, REDUCTION GEAR
AND PROPELLER SHAFT.
( 1) An outboard reduction gear box and pro·
peller mount is connected to the engine by a long ex-
tension shaft. The shaft is composed of two flanged
shafts, each 2y2 inches in diameter and 48% 6 inches
long, and supported at the center by a ball bearing
mount. The reduction gear box consists of two
aluminum alloy castings which support the propeller
shaft, thrust bearing, reduction gear and pinion gear.
The reduction gear is an external spur gear mounted
by bolts to a flange on the propeller shaft. The pro·
peller shaft is supported at the front by the thrust
bearing and at the rear by a large roller bearing. The
pinion gear is mounted between two roller bearings,
and is driven by the extension shaft through an internal·
ly splined flexible coupling. The reduction gear pinion
gear teeth are lubricated and cooled by an oi l nozzle
supplying three jets of oil directly on the pinion gear
teeth. A combined pressure and scavenge oil pump is
mounted on the front of the reduction gear housing,
and provides the oil pressure to the oil nozzle and
scavenges the case. Oil must be supplied from _an
external tank (not supplied with the engine) . for the
reduction gear system. There is no oil cooler for the
reduction gear housing oil system. Drives are provided
on the rear face of the reduction gear box for two
gun synchronizers and a propeller governor. Figures
22 and 23 show gear train diagrams of the reduction Figure 21 - V- J 7 J 0-35 Reduction Gear Unit
gear box. Lubricating System

- 17 -
 " E" Type
Section 11 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

GUN SYNCHRONIZER DRIVES

0.!>!>6 CRAN KSHAFT SPEED

~PROPELLER SHAFT
0.!>!>6 CRANKSHAfT SPEED

YORAULIC MECHANISM OIL PUMP DRIVE

PROPELLER GOVERNOR DRIVE
0. 67~ CRANKSHAF"T SPE EO

REDUCTION GEAR OIL PUMP DRIVE

EXTENSION SHAFT
CRANKSHAFT SPEED

Figure 22-0utboord Reduction Geor Box Geor Troin Diogrom for 1.80:1 Rotio

GUN SYNCHRONIZER DRIVE

• 0 .$00 CR ANKSHAfT SPCED
~PROPELLER•
SHAFT
0 . $00 CRANKSHAfT SPCED
• • 0 .4 49 CRANKSHAFT SPEED •• 0 4 4 9 CRANf'\SHArT SP£EO

~'-.~~~~~---GUN SYNCHRONIZER DRIVE

IDLER GEAR ---~ • 0 S00 CRANKSHAF"T SPEED
ONE EACH SlOt . . 0 44~ CRANKSHAfT SPEED

PUMP DRIVE
PROPEL LER GOVERNOR DRIVE
• 0 gze CRANKSHAfT SPEED
. . 0 834! CRANKSHAfT SPEED

REDUCTION GEAR OIL PUMP DRIVE

EXTENSION SHAFT IN NER COUPL ING SPLINES HERE-_....~::..;;::'"""'=' CRAN KSHAFT SPCED
CRANKSHAfT SPEED

• INDICATES DRivt RATIO FOR Z .OO.I REOVCTION GEAR ASSEMBLY

• • INOICATCS ORIVE RATIO FOR 4! .23 I REDUCTION GEAA ASSEMBLY

Figure 23- 0utboord Reduction Geor Box Gear Train Diagrom for 2 .00:1 and 2.23: 1 Rotios

- 18-
" E" Type Section 11
En~ines ALLJSON OPERATION AND MAINTENANCE HANDBOOK Paragraph 3

__ ... __ _..
--~

OUTLET +
-- COOLANT OUTLET EL BOWS
VENT F'ROM EACH CYLINDER BLOC!\

-- ---- - -----"--------,
'I'
L .,_-, --"T"'~ .__,.__
1'1
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)<

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ORIFICE >
COOLANT THROUGH CYLIN DER BLOCI\S z
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11
CYLINDER HEADS
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INDIVIDUAL CYLINDERS MANIF'OLD
I ~
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<., t "V
:, I i z
~L t f~ - _ _ _I
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L-__.---:.... 1'1
-1

RADIATOR

Figure 24- Typical Engine Cooling System

tee with two Banged ends, and is connected by pipes
to the dual inlets of each cylinder block. The coolant
is admitted to the bottom of the cylinder block through
an inlet manifold which is cast the full length of each
jacket. T hese manifolds have an orifice at each cylinder
barrel which meters the coolant fiow. The inlet at the
rear of the cylinder head provides a direct rapid flow
over the combustion chambers. The Coolant System
Diagram, figure 24, illustrates the cooling principle used
on these engines.
i. LUBRICATION SYSTEM.
(1) ENGINE.
(a) The moving parts throughout the engine are
supplied with oil from a pressure lubrication system.
A diagrammatic sketch of the pressure system is shown
in figure 26. Constant pressure is maintained by a single
pressure pump in combination with a pressure sensitive
relief valve. All oil to the engine passes through a
disc type oil strainer which incorporates a safety by-
pass valve. Provision for scavenging in both climbing
and diving positions is made by locating the main
scavenge pump at the rear of the engine and an
auxiliary scavenge pump in the crankcase front cover.
The main scavenge pump and the pressure pump are
arranged as a unit on the lower right hand side of
the accessories housing. All pumps are of the con-
ventional spur gear type.
(b) Oil, supplied to the pressure pump from
an external tank, is delivered to the exterior of the oil
strainer through a spring loaded check valve which
prevenrs oil flow from the tank to the system wh en
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 open-
ing. Static oil pressure from the outlet of the oil strainer
is maintained against the piston of the adjustable,
spring opposed, balanced, relief valve which by-passes
excess oil directly from the outlet to the inlet of the
pressure pump. This arrangement maintains a constant
oil pressure in the engine with increased strainer re-
striction within the capacity of the oH pump. The
relief valve is accessible for cleaning or pressure adjust-
ment without removal of the oil pump.
(c) From the strainer outlet oil is distributed
to the moving parts of the engine. A large tube in

- 19 -
 "E" Type
Section 11 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

--
REGULATED HIGH PRESSURE OIL -
LOW PRESSURE OIL -
SCAVENGE OIL
FROM OIL TANK

Figure 25-Lubrication Diagram-Auxiliary Srage Supercharger

- 20-
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RESTRICTED
 ALLISON V-1710 LUBRICATION SYSTEM
IN AUXILIARY STAGE SUPERCHARGER

I
1\)

~
I

POWER TAKE-OFF-
UNIT

Figure 26A-Phantom View of Auxiliary Stage Supercharger Showing Lubrication System

 ALLISON V-1710 . .
·e· REDUCTION G£AR LUBRICATION SYSTEM

~~' c? < VENT TO TANK

BREATHER ~

..
~
~
STRAINER

CHECK VALVE

PRESSURE GAGE
CONNECTION ti
OIL OUTLET
OIL SPRAY NOZZLE
SCAVENGE PUMP """l 'A, .., . ...~

~------DRAIN

PRESSURE OIL -e SCAVENGE OIL -e

Figure 27-Reduction Gear Lubrication System

) \ )
" E" Type Section 11
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 3

the crankcase upper half connects with a drilled passage and the fourth line carrying low-pressure oil, which is
in each main bearing web conveying oil to the main by-passed through the pressure relief valve.
bearings. The main bearing journals have either steel a. The first pressure oil line supplies oil to
or aluminum alloy plugs and the crankpin journals the supercharger control and the automatic pressure
are fitted with aluminum alloy plugs and are all inter- control.
connected to carry oil to the connecting rod bearings
b. The second pressure oil line carries oil
from which it is thrown to lubricate the cylinder walls
to the front bearing of the auxiliary stage supercharger
and the piston pins.
impeller shaft and to the front bearing of the hydraulic
(d) A branch from the lead to the crankcase coupling. T he au;xiliary stage oil pressure gage is con-
tube carries oil to the inclined shafts of the camshaft nected to this line.
drive and to the magneto drive shaft bearing. Oil is
c. The third pressure oil line carries oil to
carried through the inclined shafts to the camshafts
the rear bearing of the auxiliary stage supercharger
locating bearing where it enters the hollow camshaft
impeller shaft and to the rear beal'ings of the hydraulic
for lubrication of the camshaft bearings and the valve
coupling.
mechanism from a hole in each journal and in the heel
of each cam. d. The fourth line carries the low pressure
oil, by-passed by the 60 pound pressure relief valve to
(e) T hree oil passages distribute oil from the oil the oil chamber of the hydraulic coupling, where an oil
strainer outlet to the supercharger and all accessory control tube maintains the proper oil level for the
drives contained in the accessories housing. coupling.
(f) Oil drains through passages at both ends of e. All oil drains to a sump from where it is
the camshaft compartment to the crankcase. In level or pumped by means of a scavenge pump through the main
propeller-end-up positions, all oil drains to the oil pan oil cooler and then back to the supply tank.
and is scavenged by the main scavenge pump from the
accessories end of the oil pan. The second scavenge j. INDUcTION SYSTEM.
pump is located at the bottom of the crankcase front (1) ALL MODELS EXCEPT V-1710-93.
cover, and is driven by the extension shaft inner drive (a) A forced induction system is used to supply
coupling. Its inlet is located in the front oil drain elbow. the fuel-air mixture to the cylinders. Carburetion of
The discharge from the forward scavenge pump is the fuel is obtained by use of a single Bendix-Strom-
carried to the outlet of the main scavenge pump so berg two barrel injection carburetor. The carburetor
there ~s but one oil outle t from the engine. consists of a throttle body, a regulator unit, and control
unit mounted on the supercharger inlet cover. An ex-
(2) AUXILIARY STAGE SUPERCHARGER.
ternal pipe carries the fuel from the conuol unit to
(a) The auxiliary stage supercharger has its own the injection nozzle located to the rear of the super-
pressure lubrication system, in which the oil serves a
dual purpose, acting, first, as a lubricant for all bearings
and, second, as a medium for the transmission of power
in the hydraulic coupling. Because the auxiliary stage
and the engine use the same grade of oil, both are
supplied from the main oil supply tank. A diagrammatic
sketch of the auxiliary stage lubrication system is shown
in figure 25.
(b) The oil supply line, leading from the main
oil supply tank, contains a "Y" fitting, one branch of
which is connected to the engine oil pump and the other
to the auxiliary stage oil pump. The oil circulates
through the auxiliary stage as follows:
1. The oil flows from the main oil supply tank
to the pressure side of the auxiliary stage oil pump by
gravity.
2. From the pressure oil pump, the oil flows
through an Allison Air Maze oil filter, which contains
a 100 pound safety by-pass valve and a check valve.
The oil flow from this point separates into four branch
lines, three controlled at constant high pressure by
means of a pressure relief valve adjusted to 60 pounds Figure 28-lnduction System

- 23-
Se ction 11
Paragraph 3 ALLISON OPERATION AND MAINTENANCE HANDBOOK
charger elbow, where it is injected direcdy on the
supercharger impeller. The location of the carburetor
and noule adapter is shown in figure 28.
(b) The engine stage supercharger is contained
in the accessories housing. T he impeller unit consists
of two parts, one part having 15 radial blades with
strengthening webs between each blade, and another
part made up of 15 matched curved guide vanes. The
parts maintain their matched relation through a com-
mon spline on the impeller shaft. The fuel-air mix-
ture flows through a diffuser passage having six curved
vanes and then through a scroll to a single supercharger
oudet in the vee of the cylinder blocks. A branched
manifold system distributes the mixtu.re to all 12
cylinders.
(2) V-1710·93 MODEL.
(a) The induction system on the -93 includes,
in addition to the engine stage supercharger, an
auxiliary stage supercharger, mounted at the rear of the
engine and connected flexibly to it. Carburetion of the
fuel is obtained by the use of a single Bendix-Strom-
berg three barrel injection carburetor mounted on the
auxiliary stage supercharger inlet cover. An external
pipe carries the fuel from the control unit on the
carburetor to the injection nozzle located at the rear
of the engine supercharger, where it is injected directly
on the engine supercharger impeller. Air from the
intake scoop passes through the carburetor into the
auxiliary stage supercharger where the amount of super-
charging obtained will depend upon the coupling slip,
which is regulated by air scoop pressure acting on the
supercharger control. The compressed air passes through
the flexibly connected duct between the engine and the
Figure 29- Ve nturi Type Gas /ntolce Pipe
- 24 -
" E" Type
Eng ines
auxiliary stage. It is then charged with fuel from the
spray nozzle, and c6mpressed a second time by the
engine stage supercharger before being discharged into
the engine intake ma'!ifolds.
(b) The engine stage supercharger does not
diHer from those in earlier type engines. The auxiliary
stage supercharger impeller is likewise similar in design
to the engine stage impeller except that its diameter
is 12o/16 inches as compared to the 9'12 inches impeller
diameter of the engine stage. The auxiliary stage serves
to provide full weight of air to the engine stage super-
charger at high altitudes with the air flow moving in
series between the two superchargers.
(3) LATE MODEL ENGINES.-The gas intake
pipe on late model engines has been modified to in-
clude a veoturi, which re-vaporizes any raw fuel col-
lecting in the bottom of the pipe. (See figure 29.)
k. ACCESSORIES DRIVES.
( 1) Drives for the gun synchronizers, propeller
governor and hydraulic accessories on all models are
located on the rear face of the outboard reduction gear
box. All other accessories on all single stage super-
charged engines which include all models covered in
this handbook, except the -93, are mounted on the
rear of the engine on a cast magnesium alloy acces-
sories housing stud mounted to the rear face of the
crankcase. A gear train diagram is shown in figure 31.
(2) On the V-1710-93 model engine which is a
two stage supercharged engine, the carburetor, auto-
matic manifold pressure regulator, and a supercharger
control are mounted on the auxiliary stage, while the
other accessories drives are still mounted on the rear
 ruel-Air riom
through
Supercharger
SUPERCHARGER CARBURETOR
SEAL VENT~ ,i cf ,
MOUNTING STUDS
~V SCROLL
I DIFFUSER
VANES

TO

FUEL
INJECTOR
NOZZLE

SUPERCHARGER
DRIVE GEAR
URGITATION
TUBE

FFUSER VANES
KEY
OIL 0
FUEL VAPOR e
NEGATIVE
PRESSURE
ATMOSPHERIC
eQ l
PRESSURE
Figure 30-Fuei-Air Flow Through Supercharger
- 24A-
THIS PAGE INTENTIO~ALLY LEFT BLANK

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AlPHAIII!TlCAl KEY
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"' a-CAMSHAFT GEAR

C·CAMSHAI'T UPPER ORl VE SHAFT ,..
3:
2-0ISTRIIIUlOR o•IVI!
3·1!LECTRIC 1IIC11. ORIVI!
•-su,ERCHARGER
O·CAMSHAFT LOWER ORIVE SHA FT
E·MAGNETO ORIVE SHAFT DRIVE GEAR
!'·ACCESSORY HOUSI NG CAMSHAFT
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~IDI! VACUUM PUM,
DRIVE
ORIVE GEAR
G•SUPERCHARGER I MP~LLER
PINION SHAFT
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DRIVE
H·SUPERCHARGER DRIVE lOL ER GEAR zn
J ·SUPERCHARGER IMPELLER ORIYE GEAR
1'-0ENERAlOR ORIVE !!.•ACCESSORIES ORIVE IDLER GEAR m
8-f'UEL PUMP DRIVE
II·COOLANT PUMP DRIVE
ID-S"IIIRTER SHAFT JAW
II·Oil PUMP ORIVE
l GEN. I. PUMP ORIVE SHAFT GEAR
~GEN. I. PUMP DRIVE SHAFT
COOLANT PUMP ORIVE GEAR
,..z
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1+-GI!N.Il PUMP REAR ORIYE SHAFT

12-0YNAMIC BALANCER D-FUEL PUMP ORIVE IOLI!R GEAR 0
13•MAGNE10 ORIVE P· REA R VACUU M PUMP lOLER GE AR DJ
14-MECHANICAL TActt. Q STARTER SHAFT OIL 'UMP ORIV£ GEAR 0
DRIVE R· STARTER SHAFT GEAR 0
I~RIOHT CAMSHAFT
le-LEFT CAMSHAFT
S·HYOR'AUUC DAMPER - OUTER SHAFT
T· HYORAULIC OAMPER·INNER' SHAFT "'

"'
ID
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Figure 3J-Geor Train Diogrom V- J 710-35 Engine

=
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~WER TAKE-OFF PINION ----....o

=
2.!183 CRANKSHAFT SPEED

IMPELLER DRIVE GEAR

2 .583 CRANKSHAFT SPEED
(with D ~ couplln; alip)
>
....
....
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0
AUXILIARY STAGE SUPERCHARGER z

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IMPELLER
&.85•1 RATIO (with o~ coupiJno allp)
.,0
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OIL PUMP DRIVE SHAFT GEAR

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mm
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Figure 32-Auxiliary Stage Supercharger Gear Train Diagram CD "Cl
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ALLISON V-1710 GfA~ TRAIN

FOR AUXILIARY SUPERCHARGER
I I I)>
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ASSEMBLY
AUXILIARY STAGE
OIL PUMP DRill£ SOW"T G£AR
SUPERCHARGER ASSEMBLY STAATtR OCTENSION SHAFT

VI
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figure 32A- Phanfom View ol Auxiliary Supercharger Showing Gear Train
=
 Section 11 " E" Type
Paragraph 3 AlLISON OPERATION AND MAINTENANCE HANDBOOK Engines

of the engine. On the -93 model only, the accessories

housing has also adapted to the starter pad a power
take-off drive to which is connected the hydraulic
coupling of the auxiliary stage supercharger. (See
figures 32 and 32A.)
(3) All accessories drives at the rear of the engine,
except 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 un-
affected by damper operation. The oil pump is driven
through bevel gears from the starter shaft. The outer
member of the hydraulic damper is splined to the hub
of the dynamic balancer, on the rear of the crankshaft.
An inner member is connected to the outer rigid mem-
ber by a flexible quill shaft, and reacts against the
outer member through a hydraulic medium to minimize
single node low frequency torsional vibration.
(4) One spur gear t.r ain from the .flexible mem-
ber of the vibration · damper drives the accessory hous- Figure 33-Supercharged Ignition Air Tubes
ing camshaft drive mechanism and the supercharger.
A second gear train is used to drive the generator, the distributor housing, thence, forWard through the
vacuum pump, fuel pump, and coolant pump. This length of the intake ignition cable tube and is ex-
gear train is driven through an idler gear from the hausted through vent boles, located in the bottom of
flexible member of the damper. the ignition cable tubes at points where moisture might
collect.
l. IGNITION SYSTEM.
(b) The ventilating of this shielding should
(1) Ignition is supplied by a dual high tension not be confused with supercharging. This ventilating
Scintilla Magneto driven at IV2 times crankshaft speed. feature will be incorporated on all shielding, both super-
The voltage from the magneto is distributed to spark charged and non-supercharged, and is for the sole
plugs through two separate engine driven high tension purpose of circulating air through the cable shielding to
distributors. The magneto timing is fixed, and fires reduce condensation and eliminate moisture accumula-
the exhaust plugs 6 degrees before the intake plugs. tion in the shielding tubes and distributor housings.
All high tension ignition cables are sh ielded to prevent The purpose of supercharging the ignition is to pres-
radio interference. surize the air in the magneto and under the distributor
(2) The ignition system on the -93 is super- head where the rotor operates. The ventilated air will
charged, with the magneto and both distributors re- not reach the rotor chamber in the supercharged as-
ceiving supercharged air from the auxiliary stage semblies but will in the case of the non-supercharged,
supercharger scroll, conducted to the magneto by means since dte rotor chamber has a vent passage to the inside
of an ignition supercharger air tube assembly. From of the distributor housing.
the magneto it is conducted to each distributor by two
air lines. (See figure 33.) The air tube assembly is
connected at the auxiliary stage end to a selector valve,
which supplies the cube either with scroll pressure or
atmospheric pressure, if the scroll pressure should drop
below atmospheric due to the throttling of the engine.
( 3) Late production engines, including the V-1710-
93 models and some -85 engines, will incorporate a
ventilated type ignition cable shielding assembly. This
change was effected to eliminate moisture accumulation
in the ignition cable tubes and distributor housing.
(See figure 34.)
(a) Dry air is picked up from the spark plug
cooling manifold by a short rubber transfer tube which
leads it into the front end of the exhaust ignition cable
tube of each cylinder bank. This air passes through the
length of P.ach exhaust ignition cable tube, through Figure 34-lgnition Ventilating Transfer Tube

-28-
 "E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
SECTION Ill
PACKING, UNPACKING AND PREPARATION FOR STORAGE
1. GENERAL.
Due to the inter·relation of procedures involved in
packing, unpacking, preparation of engines for storage,
and preparation of engines for service, these items are
covered in this section in the following order:
Preparation for Storage
Packing
Unpacking
Preparation for Service
2. PREPARATION FOR STORAGE.
Preparation for storage describes all the steps neces-
sary to seal an engine against moisture, whose harmful
corrosive action would damage an engine in a short
time. It includes the treatment necessary for various
types of storage and for various periods of time.
a. TYPES OF STORAGE.
(1) STORAGE WITH ENGINE INSTALLED IN
AIR PLANE.
(a) EXTENDED STORAGE.-Idle period of
one month or over.
(b) TEMPORARY STORAGE. -Idle period of
one week to one month.
(c) SHORT STORAGE. -Idle period of less
than one week.
{2) STORAGE WITH ENGINE NOT
INSTALLED IN AIRPLANE.
b. REQUIRED MATERIALS AND EQUIPMENT.
-Considerable use is made in the preparation for
storage of a corrosion-preventive mixture. This is made
up of a mixture of one part by volume of corrosion pre-
ventive compound, conforming to AN Specification
AN-VV-C-576, and three parts of lubricating oil in
conformance with AN Specification AN-VV-0-446A,
Grade 1120. This compound and lubricating oil mixture
will be designated throughout this section as C.L.O.
mix (compound and lubricating oil mixture). C.L.O.
mix sprays readily above 15 degrees C ( 60 degrees F)
but may require heating for application at lower tem-
peratures. Materials and equipment required to ac-
complish complete preparation for storage are as fol-
lows:
Nomenclature AN Specification No.
C.L.O. mix consisting of:
Corrosion-preventive compound
(1 Part) .... . ......... . ... .. ... AN-VV-C-576
Lubricating Oil
(3 Parts) .... . ..... AN-VV-0-446A Grade 1120
- 29-
Section Ill
Paragraphs 1-2
Lubricating Oil (For
Carburetor Only) .. . . AN-VV-0-446 Grade 1065
Silica-Gel-Dehydrating Agent ........ .. . . . AN-D-6
Plastic Film-Moisture ........... .. ... AN-0-P-406
Impervious
Crankcase Dehydrator
Plug ... . ....... AIIison No. 42288 (AN-4061-3)
Cylinder Dehydrator Plug .. . ...... . .... AN-4062
Cap-Propeller Shaft Thread . ...... .. .. AN-5012-60
Protector-Propeller Shaft Spline .. Allison No. 40225
Tape-Adhesive Moisture Proof ... . ..... AN-T-12
Spray Gun-Oil .. . ........... AC Spec. No. 50127
Envelope-Engine Protector . AN-E-1 PjN AN-4074-1
c. STORAGE PROCEDURE WITH ENGINE
INSTALLED IN AIRPLANE.
( 1) EXTENDED STORAGE (one month or over).
(a) The oil in the engine oil system should be
drained into clean containers for later use. Do not drain
the reduction gear box oil tank. The engine oil tank
should then be refilled with at least 6 gallons of C.L.O.
mix. Loosen the oil pump inlet connection and bleed
air from line. The oiJ coolers should be by-passed suffi-
ciently to produce the maximum permissible oil tempera-
ture. Engine should then be run with clear fuel at or
below 1400 rpm for at least fifteen minutes using
C.L.O. mix as the lubricant. In all cases the following
itemization lists the step by step procedures which
should be completed within 12 hours after conclusion
of above clear fuel run.
1. Drain engine oil system. (NOTE a.)
2. Drain coolant system. (NOTE a.)
3. Blow out coolant system. (NOTE a.)
4. Remove:
Oil strainer
Exhaust manifolds (if practicable)
Cylinder head covers
Mixture thermometer connection or plug
spark plugs
5. Replace ail drain plugs and safety.
6. Wash oil strainer in gasoline or other suit-
able solvent, immerse in C.L.O. mix, then reinstall.
(NOTE b.)
7. Clean and spray valve mechanism. (NOTE
c.)
8. Spray the exhaust valves. (Through ports or
spark plug holes.) (NOTE d.)
9. Spray combustion chamber and intake
valves. (NOTE e.)
Section Ill
Parag raph 2 ALLISON OPERATION AND MAINTENANCE HANDBOOK
10. Spray supercharger impeller and shaft.
(NOTE f.)
11. Clean exterior of engine.
12. Install front and rear breather outlet
covers or close tubes. (NOTE i.)
13. Replace cylinder head covers, mixture ther-
mometer connection or plug.
14. Install supercharger scroll drain cover or
close drain tubes. (NOTE i.) Seal supercharger vent
screen.
15. Install lf.!-inch hose nipple covers on each
distributor drive drain.
16. Prepare carburetor. (NOTE g.)
17. Install 24 cylinder dehydrator plugs (plugs
to be inspected weekly). (NOTE e.)
18. Attach spark plug lead connections.
19. Install crankcase dehydrator plug. (NOTE
b.)
20. Install exhaust port covers, then manifolds,
or cover manifold outlets.
21. Disconnect magneto leads. Cover ends of
magneto leads.
22. Install I pound bag of Silica-Gel, Specifica-
tion No. AN-0-S-366 in the carburctor air intake scoop.
Seal cod of scoop with a double thickness of moisture-
impervious plastic material, Specification AN-0-P-406
and anchor securely to the scoop with special tape,
A.A.F. Specification No. 16121.
23. Apply C.L.O. mix to all unpainted or un-
plated surfaces.
24. Reduction Gear.
a. Spray outside and inside of propeller
shaft.
b. Insert the spray gun nozzle in the oil
tank vent opening and spray the internal area of the
reduction gear with C.L.O. mix for at least 30 seconds,
turning the propeller shaft at the same time. Remove
the thrust bearing retainer cover and spray the bear-
ing thoroughly with C.L.O. mix. Then reinstall the
cover. DO NOT ROTATE THE PROPELLER SHAFT
AFTER THIS OPERATION HAS BEEN COM-
PLETED.
c. Install propeller shaft spline protector,
if propeller is removed. Seal reduction gear box at pro-
peller shaft thrust bearing.
d. Install propeller shaft thread protect.:>r,
If propeller is removed.
e. Seal reduction gear rear housing at pro-
peller shaft.
f. Install breather cover.
25. Intermediate bearing and 'extension shafts.
a. Clean external surfaces.
- 30 -
"E" Type
Engi nes
Figure 35-lnstol/ing Cylinder De hydrotor Plugs
b. Add lubricating grease to bearing.
c. Spray extension shafts and unplated sur-
faces with C.L.O. mix.
26. Auxiliary Stage Supercharger (V-1710-93
ONLY).
a. While the engine is still warm from the
clear fuel run in paragraph (a), the oil shall be drained
by removing the oil filter drain cover and the %-iocb-
18 he.x head plug from the bottom of the clutch housing.
b. Remove Air Maze oil filter for iospec-
cion.
c. Remove the supercharger inlet cover plug
and spray impeller and shaft thoroughly through the
opening with C.L.O. mix.
d. Insert spray gun nozzle in the following
openings and spray the internal passages thoroughly
with C.L.O. mix:
Oil filter drain
Clutch housing drain
NOTE
While spraying into the clutch housing drain,
the coupling flange should be rotated at least
360 degrees.
e. Install 1 pound bag of Silica Gel in the
carburctor nir intnke scoop. Seal .end of scoop with a
double thickness of moisture-impervious plastic material
and anchor securely eo the scoop with special rape.
f. Install covers or plugs on the following
openings:
Airplane drain line from idle fuel pick-up assembly
on the bottom of the scroll of the auxiliary stage.
Clutch housing drain.
Clutch housing vent connection.
Oil filter drain.
Supercharger breather opening.
"E" Type
Engi nes ALLISON OPERATION AND MAINTENANCE HANDBOOK
g. Wash oil strainer in gasoline or other
suitable solvent, immerse in C.L.O. mix, then reinstall.
(NOTE b.)
h. Clean outside of auxiliary stage assembly.
Remove excess gasket compound with alcohol. Wash
auxiliary stage assembly with a suitable solvent to re-
move grease, dirt or alcohol.
27. Check to see chat all openings have been
sealed. (NOTE i.)
N OTES
The following notes provide detailed informa-
tion regarding the above itemized storage
procedure:
(NOTE a.) Before che engine has cooled down
from che dear gas run, drain the oil and
coolant from the engine and airplane systems.
The lubricant will not be drained from the
reduction gear box. Blow out engine coolant
passages and airplane coolant system with dry
compressed air.
(NOTE b.) In the case of the Air Maze oil
filters on the -93 engines only, the cleaning
of the filter should be performed in accord-
ance with the following procedure:
(a). After removing the filter assembly from
the engine remove the stack of filter discs
from the filter housing.
I. On the engine filter, removal of ·the i\-inch
hex head cap screw from the outer end of the
filter housing frees the stack from the housing.
2. On the auxiliary stage filter, removal of the
two 1,4 inch-28 x % inch cap screws in the
outer end of the filter housing permits removal
of the stack from the housing.
(b) Wash the filter stack in a container of
gasoline or other suitable solvent.
(c) Remove the loosened din with a medium
bristle brush. The bristles must be long enough
to reach the bottom of the space between the
filter discs.
(d) Direct a stream of compressed air into the
center opening of the tilter stack as an aid for
cleaning the filter stack. Do not direct the air
pressure against the outside surface of the filter
discs as this would tend to force the dirt
through the tine mesh screen into the inside of
the filter stack.
(e) Wash the internal area of the tilter head
and reassemble the filter stack to the fiher
housing.
(f) Immerse in C.L.O. mix, then reinstall.
(NOTE c.) Cylinder head covers shall be re-
moved and the interior of the cover, the
- 31 -
Section Ill
Paragraph 2
camshaft and valve mechanism thoroughly
cleaned. The camshaft and valve mechanism
shall then be sprayed with the C.L.O. mix,
turning the crankshaft over during the spray-
ing operation so that the entice surface of cams
and protrudiC)g ends of valve stems are coated.
After spraying the~e parts, replace the covers.
(NOTE d.) Each exhaust port should be
sprayed with a sufficient quantity of C.L.O.
mix to thoroughly coat the exhaust valve. The
exhaust ports or stacks should then be sealed
with oil and moisture resistant covers.
(NOTE e.) Spray each cylinder combustion
chamber thoroughly through the spark plug
holes with C.L.O. mix with the piston at the
lower end of the stroke. Make certain that
all surfaces of cyHnder walls are adequately
covered. Install and tightly seat cylinder
debydrator plugs AN-4062 in all spark plug
openings. Do not remove seal from each de-
hydrator plug until immediately before in-
stallation. All cylinder bore and crankcase
dehydrator plugs must be inspected weekly,
and, if at any time a relative humidity above
20 per cent is indicated, they must be replaced.
(NOTE f.) Remove plug mixture thermometer
connection ( 1 in figure 36) in supercharger
inlet cover. Insect spray gun in that opening
and spray impeller and shaft thoroughly with
C.L.O. mix. Replace plug.
(NOTE g.) Preparation of the carburetor.
(a) PD TYPE CARBURETORS ONLY.
l . Place the manual mixture control lever in
Full Rich or Automatic Rich and the throttle
in open position.
2. Remove the carburetor fuel strainer, inspect,
clean if necessary, and reinstall.
3. Remove the four fuel drain plugs, A, B,
F and G (figure 36) and the fuel inlet plug.
Allow all gasoline to drain.
4. Replace plugs A, B and F temporarily.
5. With a press_ure not exceeding 8 pounds
per square inch, inject oil conforming to
Grade 1065, Specification No. AN-VV-0-446A
through the fuel inlet opening. Application
may be best effected by introducing the oil
from a pressure-type band pump into the fuel
inlet. Under no circumstances tuill the regu-
lator air chambers, air passages, m1dj or auto-
matic mixture co11trol be slushed with oil; these
must be kept dry at all times. It will be nec-
essary to equip the oil line with a gage.
6. Remove brass plug I (figure 36) from super-
charger inlet elbow.
Sedion Ill
Paragraph 2 ALLJSON OPERATION AND MAINTENANCE HANDBOOK
f igure 36- Guide to Plugs and fittings for Preparing PD Type Carburetor for Storage
7. Continue applying oil until it flows from
nozzle opening, G, (figure 36). Then replace
plug G and continue to apply oil (not exceed-
ing 8 pounds pressure) until a small quantity
of oil flows through the discharge nozzle. This
may be checked by observing when the oil ap-
pears at the opening I in the inlet elbow.
8. Remove plugs A, B, F and G (figure 36).
Allow all excess oil to drain.
9. Replace and wire all metal plugs on the
carburetor and nozzle, and replace fuel inlet
plug or fuel inlet line.
10. Lubricate all joints in the control linkages
with clean flushing oil.
11. Wire throttle in wide open position.
12. Wire manual mixture control lever in idle
cut-off position.
(b) PT TYPE CARBURETOR ONLY.
1. Place the manual mixture control lever in
-32-
" E" Type
Engines
Full Rich or Automatic Rich and the throttle
in open position. (See figure 37.)
2. Remove the carburetor fuel strainer, in-
spect, clean if necessary and reinstall.
3. Remove the three plugs A, B, and C (figure
38) and the fuel inlet plug. Allow all gasoline
to drain.
4. Replace plugs A, B, and C temporarily,
then remove the cover of the hose fitting F.
5. With a pressure not exceeding 8 pounds
per square inch, inject oil conforming to Grade
1065, Specification No. AN-VV-0-446A,
through the fuel inlet opening. Application
may best be effected by introducing the oil
from a pressure-type hand p ump into the fuel
inlet. Under no cir.-urmtances tuill the regu-
laJor air chambers, air passages and/ or auto-
malic mixture control be slushed with oil;
these must be kept dry at all times. It will be
necessary to equip the oil line with a gage.
" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section Ill

TOP VIEW
Figure 37-Guide to Plugs and Fittings for Preparing PT Type Carburetor-Top View

BOTTOM VI EW

Figure 38- Guide to Plugs and Fittings for Pre paring PT Type Carburetor- Bottom View

- 33 -
Se ction Ill
Paragraph 2 ALLISON OPERATION AND MAINTENANCE HANDBOOK
6. Continue applying pressure to the oil until
it Bows from hose fitting F (figure 37). Then
turn off oil pressure.
7. Remove oil pressure line.
8. Remove plugs A, B, and C (figure 38).
Allow all excess oil to drain.
9. Replace and wire all metal plugs on the
carburetor and nozzle, and replace fuel inlet
plug. Replace fuel line hose, install nozzle on
hose, then seal end of hose with Allison cover
No. 44035 or with a double thickness of mois-
ture-impervious plastic material, Specification
AN-0-P-406 an anchor securely to the scoop
with a special tape, AAF Specification No.
16121.
10. Lubricate all joints in the control linkages
with clean flushing oil.
11. Wire throttle in wide open position.
12. Wire manual mixture control lever in idle
cut-off position.
(NOTE h.) Remove the %-inch pipe plug from
the front crankcase cover and attach it to en-
gine in the region of the plug opening. Then
install Allison crankcase dehydrator plug No.
42288 in that opening.
(NOTE i.) Since the quantity of dehydrating
agent used in this procedure is only capable
of absorbing the amounc of moisture that may
be enclosed in the engine itself, it is important
that no engine openings have been left un-
covered. In most cases when the engine is in
the airplane, the overboard drains, including
the gang drain, can be satisfactorily sealed by
wrapping the ends with moisture-impervious
plastic film. If the engine is out of the airplane
all openings must be sealed with suitable plugs
or covers.
{2) TEMPORARY STORAGE (ONE WEEK TO
ONE MONTH).
(a) The treatment of engines for temporary
storage will be accomplished as in the case of Extended
Storage. See this section, paragraph 2.c.(1), except that:
1. Clear fuel run using C.L.O. mix will not be
made.
2. Coolant system will not be drained.
3. Carburetor will not be drained or flushed ;
however, a 1 pound bag of silica-gel will be placed in
the carburetor air intake scoop and the scoop sealed
with double thickness of moisture proof material.
(3) SHORT STORAGE (TWO DAYS TO ONE
WEEK).
(a) On alternate days the propeller shaft should
be rotated at least four complete revolutions by hand.
- 34 -
"E" Type
Engines
(b) On intervening alternate days, the engine
should be given a ground run-up in accordance with
standard starting and warm-up procedure. Run engine
untH the ''Oil in" temperature reaches normal operating
temperature. Excessive ground operation other than
stated above should be avoided.
d. STORAGE PROCEDURE FOR ENGINES NOT
TO BE STORED IN AIRPLANE.
(1•) GENERAL.-This type of storage will be per-
formed when engines are being removed from airplane
for shipmenc to overhaul bases or for periods of idleness
in excess of 48 hours when engine is not in airplane.
(2) PROCEDURE.
(a) Follow procedure oudined in Extended
Storage making the clear fuel run when practicable. In
every case when possible, the engine should have the
C.L.O. mix and clear gas run portions of the preparation
for storage made before the engine is removed from
the airplane. For general removal procedure, refer to
paragraph 7, this section. All operable engines will be
prepared for srorage following the complete procedure
outlined in " Extended Storage With Engine Installed
In Airplane," this section, paragraph 2.c.(l). In cases
of inoperable engines, the clear gas run using the C.L.O.
mix in the oil system will be omitted.
(b) In addition to the Extended Storage Pro-
cedure covered in this section, paragraph 2.c.(l), the
following additional seeps are necessary in the prepara-
tion for storage of engines removed from airplane.
1. When accessories have been removed, spray
a small quantity of C.L.O. mix inside the engine drives
and install the various accessory drive covers with gas·
kets. These include starter, generator, fuel pump, three
vacuum pumps and propeller governor drive covers.
2. Attach a spray gun nozzle to the oil inlet
and oil outlet openings of the engine and auxiliary stage
and spray the internal passages thoroughly with C.L.O.
mix. Plug openings with proper shipping plug.
3. On the V-1710·93 engine, the auxiLiary
stage supercharger outlet opening and the engine stage
supercharger inlet opening must be sealed. In addition
to the wooden shipping covers which seal these open-
ings, a 1 pound bag of Silica Gel should be installed in
each opening in back of the cover. The bag should be
tied to the small screw eyes which are installed on the
inside face of each wooden cover to fix them in position.
4. There are additional openings, where air-
plane installation .fittings have been removed, not re-
quiring attention in the extended storage with mgine
installed in airplane procedure which must be sealed.
Use standard Allison shipping parts and pipe plugs,
referring to the appropriate Parts Catalog for detail part
numbers. The following is a check-off list which can be
used as a guide to inspect these openings for proper
sealing.
" E" Type Section Ill
Eng ines ALLISON OPERATION AND MAINTENAN CE HANDBOOK Paragraphs 2- 3

ENGINE c. Install standard Allison shipping plugs in

Opening Plug or Cover the oil pump inlet and outlet connections.
Coolant Outlet Elbows (2) Cel-0-Seal Cap d. Clean outside of gear box.
1%-inch Coolant Inlet Nipples (2) Cel-0-Seal Cap e. Touch up painted surfaces with touch-up
lA -inch Coolant Pump Drain lacquer.
Nipples (2) Tape 8. Pack engine, auxiliary stage supercharger
Oil Pump Inlet Flange Cover and reduction gear box in their respective shipping
boxes as described in the following paragraph 3,
Oil Pump Outlet Flange Cover
Packing.
Carburetor Screen (All models Cover plus 1 lb.
except V-1710·93) bag of Silica Gel 3 . PACKING.
on screen
All engines, auxiliary stage supercharger assemblies,
Pressure Control Air Line reduction gear boxes and extension shaft assemblies
Connection Tape must be prepared for storage in accordance with para-
Magneto Supercharging Air Hose Cover graph 2 this section prior to packing for shipment or
Idle Fuel Pick-up Tube Tape storage.
Fuel Nozzle Connection Plasric Cap a. PACKING FOR SHIPMENT OR STORAGE
Fuel Nozzle Vent Line Connection Plastic Cap (other than air transport shipment).
Air Inlet on Idle Fuel Pick-up (I) ENGINE.
Venturi on Center Manifold Plug (a) Check the engine mounting surface of the
Supercharger Inlet Opening Cover stand for roughness and smooth if necessary. Then place
the four shipping box bearing strips over each anchor
AUXILIARY STAGE
bolt hole. Insert anchor bolts and place pliofilm engine
Opening Plug or Cover shipping bag on stand, with four slots in bag over anchor
Oil Inlet Flange Cover bolts and with the bag spread out to make way for the
Oil Outlet Flange Cover lowering of the engine on the stand.
Pressure Control Air Line (b) Place engine on stand, bolt completely and
Connection Tape safety.
Supercharger Ignition Selector Valve 2 Plugs (c) In case spark plugs are to be shipped, they
Idle Fuel Pick Up Assembly will be attached to the engine shipping box with web·
(2 Openings) Tape and Cover bing as shown in figure 39. On the V-1710·93 engines
Fuel Line Cover only, the following additional parts will be coiled and
fastened securely to prevent damage during transit.
Fuel Vent Line Cover
Carburetor Screen (V-1710-93 Cover plus I lb.
Model Only) bag of Selica Gel
on screen
Supercharger Outlet Opening Cover
REDUCTION GEAR
Opening Plug or Cover
Oil Tank Vent Connection Plug
Breather Tape
Oil Inlet Connection Plug
Oil Outlet Connection Plug
5. Wipe engine and auxiliary stage dry..
6. Touch up the crankcase split line and
painted surfaces where necessary with touch-up lacquer.
7. Outboard reduction gear.
a. Drain oil and replace drain plug.
b. Remove scavenge oil pump screen, clean, Figure 39-Lo cation of Spark Pl ugs and Tool Kit in
dip in C.L.O. mix and replace. Shippi ng Box

- 35 -
Section Ill "E" Type
Paragraph 3 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

SAFE UNSAFE
(e) Install a humidity indicator chan conform-
ing to drawing No. AN-7511 so that it can be observed
DARK
BLUE
I LAVENDER
BLUISH
PINK PINK
through the shipping case inspection port.
1. On all engines except the V-1710·93 model,
COL OR
I COL OR COLOR COLOR
. this chart will be clipped to the carburetor shipping
cover. If the canvas cover installed in paragraph (d)
covers the carburetor cover, cut opening in canvas large
SILICA GEL
enough to permit the installation and observation of
this chart. (See figure 41.)
2. On V-1710-93 model engines, the chart for
DARK BLUISH
BLUE LAVENDER PINK PINK the engine shipping box will be wired to the canvas at
COL OR COLOR COL OR COLOR at a point near the rear breather.
ACTIVATED 20:tR!LATM ~«MD~ Y 4.,......,., .......... n_..•rv• I«Mll y (f) Hang twelve 1 pound bags of silica-gel
HUMIDITY INDICATOR around engine, spacing them evenly so as to include the
Figure 40- lndicator Card Chart front and rear sections of the engine and securing them
against possible loosening during transit.
The ignition supercharger air tube assembly and the (g) As soon as possible, but not longer than 15
idle fuel line should be coiled around the supercharger minutes after securing silica-gel bags, close and seal the
inlet duct and taped securely in place. (See figure 62.) pliotilm bag to within three inches of the front end
The ignition booster cable and elbow (without cable by heat sealing with plastic film sealing iron AAF Speci-
shielding) attached to distributor. fication No. 40399, brought to a temperarure of 163°
(d) Cover the top of the engine with a canvas to 177°C (325°F to 350°F), to provide a moisture
cover of suitable width so that the engine envelope will proof joint. Evacuate the air from the pliotilm bag and
not be punctured by any projecting surfaces. (See figure complete the seal. Care should be taken that pliofilm
41.) material is not discolored or burned. Heat-seal bag in

Figure 4 J -Engine Prepared for Sealing of Pliofilm Bag

- 36 -
" E" Type Section Ill
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 3

figure 42-Lowering Shipping Box Cover

Over Engine
such a m~tnner as to allow resealing of the bag for
subsequent re-use.
(h) Fold excess material of engine envelope
around the engine so that there shall be no more than
one thickness of the bag between the indicator card
and the inspection porl. Secure with tape if necessary.
(i) 15 minutes after completing sealing opera-
tion, make certain that bag is completely sealed over its
entire length.
Figure 43-Piacing Outboard Reduction Gear
Assembly in Shipping Box
(i) Lower the shipping box cover over the en·
gine in such a manner as not to rupture the envelope.
(See figure 42.) Secure cover with four bolts.
(2) REDUCfiON GEAR BOX AND EXTEN-
SION SHAIT ASSEMBLY.
(a) Place reduction gear pliofilm bag over re·
duction gear box anchor bolts on shipping box stand.

Figure 44-0utboard Reduction Gear Box Drive Assembly Completely Packed Ready for Sealing

-37-
Se ction Ill
Paragraph 3 A LLISON OPERATION AND MAINTENANCE HAN DBOOK
Figure 45-Pha ntom View o f Reductio n Gear
Shipp ing Box Se aled for Shipment
(b) Place gear box, intermediate bearing and
drive shafts in proper positions and secure. (See figure
43.)
(c) Attach indicator card in position so that it
can be observed through tbe inspection port in the ship·
ping case.
( tl) Distribute nine 1-pound bags of silica-gel
evenly around the gear box and secure against loosen-
ing during transit. (See figure 44.)
(e) As soon as possible, but not longer than 15
minutes after securing silica-gel bags, close and seal the
pliofilm bag to within three inches of the propeller
shaft end by heat sealing with the sealing iron at a
temperature of 163° to l77°C (325° to 350°F) to
provide a moisture proof joint. Evacuate the air from
the pliofilm bag and complete the seal. Care should
be taken that the envelope material is not discolored
or burned. Heat-seal bag in such a manner as to allow
resealing of the bag for subsequent re-use.
(f) Fold ex<:ess material of the bag around the
gear box so that there shall be no more than one thick-
ness of the material between the indicator card and
the inspection port. Secure with tape if necessary.
(g) 15 minutes after completing sealing oper-
ation, recheck seal to make cenain that bag is com-
pletely sealed over its entire length.
(h) Lower the shipping box cover on stand in
such a manner as not to rupture the pliofilm bag. Se-
cure cover.
(3) AUXILIARY STAGE SUPERCHARGER.
(a) Place auxiliary stage plio.film shipping bag
over four anchor bolts in auxiliary stage shipping box,
-38 -
"E" Type
Engines
with the bag spread out to make way for the lowering
of the assembly on the stand.
(b) The following parts and assemblies, which
are disconnected in following paragraph 7, ''Removing
Engine from Airplane," should be secured to the aux-
iliary stage.
I. The PC-4 (Pressure Control) air line tube
assembly, with the two nipples attached, should be at-
tached securely by wire or tape to the SC-3 (Super-
charger Control) oil drain tube.
2. Attach auxiliary supercharger discharge
duct by wire or tape to the auxiliary stage just below
the universal joint.
3. The auxiliary supercharger drive universal
joint should be wrapped in heavy waxed paper and
heavily taped to its cover to prevent it from falling
out.
4. The fuel line nozzle, connected to the fuel
line and fuel vent line, should be wired to the carbu-
retor support bracket.
(c) Carefully lift auxiliary stage by hand from
its mount, hold in a horizontal position, and lower into
shipping box with the carburetor up. The four mount-
ing bushings of the auxiliary stage should engage the
four anchor bolts of the shipping box and the flange
on carburetor adapter assembly should rest on felt pad
in bot_tom of shipping box when auxiliary stage is in
its final position in box.
(d) Hang 6 one-pound bags of silica-gel evenly
around the supercharger assembly and secure against
possible loosening during transit.
(e) Cover the auxiliary stage with a canvas
cover of suitable width, so that the pliofilm bag will
not be punctured by any projecting surfaces.
(f) Install a humidity indicator chart, conform-
ing to drawing No. AN-75 11, in position so that it can
be observed through the inspection port of the ship-
ping box. It should be wired to the canvas at a point
near where duct is fixed.
(g) As soon as possible, but not longer than 15
minutes after securing silica-gel bags, close and seal
the pliofilm bag to within three inches of completing
seal by heat sealing with the sealing iron at a tempera-
ture of 163° to 177°C (325° to 350°F) to provide
a moisture proof joint. Evacuate the air from the plio-
film bag and complete the seal. Care should be taken
that pliofilm material is not discolored or burned.
(h) Fold excess material of the bag around the
supercl1arger assembly so that there shall be only one
thickness between the indicator card and the inspection
port in the shipping case. Do not install the shipping
box cover until after fifteen minutes to allow inspection
of seal.
" E" Type Se ction Ill
Eng ines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraphs 3-4

(i) Lower cover to shipping case in such a man- b. PACKING FOR SHIPMENT BY AIR
ner as to not rupture the pliofilm bag. TRANSPORT.
(i) Secure cover by means of four 1)r-inch car- (1) Packing for shipment by air transport re-
riage bolts. quires the use of a special air transport cradle, which
NOTE prevents the use of the engine envelope and the silica-
The above procedure should be followed for gel bags. Upon arrival at destination, if engine is
the preservation of either new or overhauled not going to be placed in service within seven days
engines, except, when it is definitely known after arrival, it should be immediately hung with silica-
that the engine will be placed in service with- gel bags and enclosed in the engine envelope as de-
in 30 days, the pliofilm envelope and silica- scribed in paragraph 3.a. this section. If engine is going
gel bags need not be used. In such cases the into service within a few days and if it is to be left un-
engine cylinder and crankcase dehy~rator covered, all dehydrator plugs should be inspected daily
plugs should be inspected bi-weekly and and replaced whenever a relative humidity above 20
changed as soon as their color indicates that percent is indicated.
they are no longer function ing. However, "· DIMENSIONS AND W EIGHTS.-The following
under an extremely d amp storage condition table gives the size and weight of the engine shipping
where engine deterioration could occur in less boxes. All engines, except the -93, require two shipping
than the expected storage period, the com- boxes, one for the engine and one for the extension
plete procedure should be followed. Replace- shaft reduction gear box assembly. The -93 requires
ment of the dehydrator plugs should not be an additional box for the auxiliary stage supercharger.
made on highly humid or rainy days. ENGINE SHIPPING BOX
Ourside Dimensions Weight of Shipping Wr. of Engine
Model (Inches) Box-Lbs. ?.nd Box- Lbs.
V-1710·35 112 x 55o/16 x 361j2 800 2005
V-1710·63 112 X ssrylG X 3<Wz 800 2010
V-17 10·83 11 2x55'YJox36lf2 800 2010
V-1710·85 112x55o/tGX361j2 800 2020
V-17 10.93 11 2 x 55o/io x 361/z 800 2020
EXTENSION SHAFT AND REDUCTION GEAR BOX
ASSEMBLY SHIPPING BOX
Outside Dimensions Weight of Shipping Wt. of Assembly
Model ( Inches) Box-Lbs. and Box-Lbs.
V-1710·35 54¥to x27x27 195 41 5
V-1 710·63 54:Yao x 27 x 27 195 420
V-1710.83 54:Y.ux27x27 195 420
V- 17 10·85 54:Yan x 27 x 27 195 420
V-1 7 10·93 541\o x 27 x 27 195 420
AUXILIARY STAGE SUPERCHARGER SHIPPING BOX
Ou rside Dimensions Weight of Ship- Wr. of Aux.
Model (Inches) ping Box-Lbs. Srage & Box- Lbs.
V-17 10·93 49\(2 X 32\fz X 29 180 355

Figure 46- Aitoching Engine Lif t Sling
4. UNPACKING.
a. The upper part of the engine shipping box is
merely a cover and is held to the lower part by four Vz·
inch bolts. The cover may be lifted off after removing
these bolts. Care must be taken to lift the cover straight
up so that it will not damage any part of the engine.
b. Before removing engine from mounting rails, the
engine envelope must be carefully opened at or near the
original seal in order to preserve the envelope in satis-
factory condition for subsequent re-use. Since the en-
gine envelope has been designed for re-use at least six
times, every care should be given it to assure max imum
service life. Remove the twelve silica-gel bags from
around the engine. Remove shipping cover and silica-
gel bags from carburetor.

- 39-
 "E" Type
Section Ill ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

TO Nll6 RIGHT a LEFT N& I RIGHT a LEFT

INTAKE CYLINDER BLOCK INTAKE CYLINDER
HOLD DOWN STUDS BLOCK HOLD DOWN
STUDS

Figure 47-Removal of V- J7J 0 -35 Engine from Shipping Box

-40-
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
Figure 48-Removing Shipping Box Mounting Bearers
from Reduction Gear Assembly
c. To remove the engine from the shipping box, re-
move the %6 -inch hold down nuts and attach the hoist-
ing sling (No. 2229) as shown in figure 46. Two of
the hooks will be connected to the No. 1 right . and
left intake studs, and the other two hooks are connected
to the No. 6 right and left intake studs. The junction
ring of the hoisting sling is secured to the pick-up hook
of the hoist.
d. Special precaution should be taken to insure that
the engine be hoisted vertically and not allowed to
swing to avoid possible damage while transferring the
engine from the shipping box to the engine mount.
e. The reduction gear box assembly, extension shafts
and center bearing assembly, which are packed in a
separate shipping box, require no special equipment for
their removal. Remove cover of shipping box. Remove
reduction gear box envelope and fold carefully for pos-
sible re-use. Remove the extension shafts a.nd center
bearing housing. Next remove the four nuts from the
bolts holding the reduction gear box assembly to the
mounting sills. The reduction gear box assembly is
then lifted out of the box by hand, being careful to free
the mounting bearers from the ho ld down bolts. The
assembly can then be lifted or moved by means of a
hoist auacbed to the lift ring located on top of the hous-
ing. Remove mounting bea rers from the rear of the re-
duction box assembly. (See figure 48.)
f. AUXILIARY STAGE SUPERCHARGER
(V-1710-93 ONLY).
( 1) The au xiliary stage supercharger, with cer-
tain attaching parts is packed in its own shipping box.
Lift o ff cover of shipping box after removing four %6 -
inch carriage bolts. Open pliolilm shipping bag at or
near its original seal in order to preserve the bag for
- 41 -
Section Ill
Paragraphs 4-5
subsequent re-use. Remove the six silica-gel bags from
the auxiliary stage.
' (2) Remove the nuts from the four mounting bolts,
holding the auxiliary stage in the box. Then carefully
lift the auxiliary stage by hand free of the mounting
bolts and the box.
(3) Remove auxiliary stage supercharger discharge
duct and the PC-4 air line, both secured to the auxiliary
stage supercharger.
5. PREPARATION FOR SERVICE.
a. Engines which have been prepared for short stor-
age need no preparation fo r service.
b. All engines which have been treated for tempo-
rary or extmded storage will be prepar ed for service in
accordance with the following paragraphs. For con-
vemence, paragraphs (1) through ( 7) below should be
accomplished before the engine is inst.a lled in the air-
plane. Engines, which are to be unpacked fro m their
shipping boxes, will be unpacked according to para-
graph 4, "Unpacking" this section. Follow the general
instructions in fo llowing paragraph 6, "Installation of
Engine in Airplane," for installing engines in plane.
( 1) Remove cylinder bore dehydra10r plugs from
the spark plug holes, exercising care in their removal.
If a1,1y plugs are broken and the silica-gel therefrom
falls into the engine, the affected section of the engine
must be disassembled and thoroughly cleaned. Before
installing the spark plugs, slowly rotate the crankshaft
three or four revolutions and observe fo r proper opera-
tion of the valve mechanism. Any valves that are found
to be sticking shall have the stems generously lubri-
cated with a mixture of gasoline and lubricating oiL
Continue to turn the engine over by hand until all evi-
dence of sticking valves has been eliminated. Make
certain too that no excess C.L.O. mix is present in the
cylinders.
(2) Rem ove crankcase dehydrator plug from rear
oil drain elbow and replace with magnetic drain plug.
Remove the Allison crankcase debydrator Plug No.
42288 from the crankcase front cover and replace with
standard %-inch pipe plug or vent connection.
(3) Remove all other plugs, covers, silica-gel bags,
etc., which have been used to seal the various engine
openings.
( 4) Clean the breaker mechanism of the magneto
in accordance with instructions contained in section
VI, paragraph 25. d.
(5) Remove the oil strainer, immerse in gasoline,
then blow out with compressed air. Repeat this until
the strainer is thoroughly clea.n. (See figure 49.)
(a) Cuno oil strainers in this cleaning operation,
must llOt be rotated while removed from the engine, as
damag~ may result from possible twisting of the strainer
cartridge. The cartridge may be rotated by means of the
 Se ction Ill
Paragraph 5 ALLISON OP ERATION AND MAINTENANCE HANDBOO K
Figure 49-Cuno Oil Stra iner- Preparation fo r Se rvice
turning shaf t nut only after installation in the engine
or with strainer in a suitable holding fixtu re.
( b) In using compressed air on the Air Maze
filrers, the compressed air must be directed 01Jty into
the center opening of the filter stack, not against the
outside surface of the discs.
(c) Following the cleaning procedure in (a) or
(b) , the discs of the strainer should be lubricated by
immersing in clean engine oil and aga in blowing out
with compressed ai r. Again immerse the strainer in
engine oil. Clean the oil strainer compartment of the
engine and then install the strainer.
(6) Remove the oil screen from the reduction gear
box, clean in gasoline, d ry, re-oil and reinstall. If ac-
cessible, the front and rear oil drain elbows will be re-
moved and the screens cleaned in accordance with sec-
tion VI, paragraph S.c. In cases where new engines are
being installed in . an airplane that will be placed in
service, these elbows must be removed and cleaned. Due
to better accessibility, the elbows and screens will be
cleaned before engine is placed in the airplane.
( 7) V-17 10-93 MODEL ENGINE ONLY.
( a) Remove the air maze oil filter from the aux-
iliary stage, as well as the engine filter, and clean as
described in paragraph 5.b. ( 5) this sectio n.
(b) Remove any other plugs or covers which
have been used to seal auxiliary stage openings.
(8) All airplane accessories such as starter, gener-
ator, fuel pump, vacuum pumps, propeller governor, etc.,
will be mounted on the engine using the engine gaskets
on the mounting flanges. Additional composition gas-
kets are not required when sheet aluminum gaskets are
furnished. In cases where engine compartment clear-
ances are close, all accessories possible should be mounted
prior to placing the engine in the airplane.
- 42-
" E" Type
Eng ines
NOTE
In mounting the generator on the V-1710-93
model engine, a generator adapter and a gen-
erator adapter plate must be used to install
the generator.
( 9) Attach the airplane cockpit throttle linkage
eo c.he Pressure Control main lever, and check linkage
in accordance with section VI, paragraph 28.b. ( 5) ,
"Ground Check of PC-1 Pressure Control."
( 10) Make all necessary connections. Refer to Sec-
tion II, Table of Specifications, and figures 50, 51, 52,
and 53 for size and location of connections. D ue to
variations in dera il of airplane to engine connections,
only typical engi ne installations can be shown. T he
following diagrams will illustrate typica l systems.
Figure 54 illustrates typical engine installation.
Figure 55 illustrates typical lubrication system in-
stallation.
Figure 56 illustrates typical fuel system installation.
Figure 56A illustrates typical electrical system in-
stallacion.
( 11) I nsrall propeller hub and tighten. For com-
plete instructio ns as to the proper p rocedure, refer to
the T. 0. coveri ng the particular type propeller used.
( 12) After all controls and fi ttings are connected
on carburetor, it will be filled with fuel and ven ted
in the following manner:
(a) Open fuel tank valve.
(b) Set mixture control at "Automatic-Rich"
and the thro ttle valve at half open.
(c) Operate wobble pump slowly to raise fuel
pressure to 4 pounds per square inch. Then continue eo
operate wobble pump until fuel appears at supercharger
drain.
 m :
;, m
~- :
:l -t
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~

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,....
t::
11'1
0
z
0
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-t
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z
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~
I I I 10
w '""-=

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-t
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0
Clll
0
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"

Figure 50-Locations of Accessories and Connections on Right Side of Engine 11'1

~
!l
1-Supe«har ged I cnition Select or Valve 4- U niversal Joi nt 8 -Auxi liary St•ae P owe .r Tak~.-off D rive c;·
2 - Auxiliary S ta &e Breather S-Idle Fuel Pick-up Auembly :l
9 -Pre"ure Relief Valve
6 -Auxiliary Stace Oil Pump O utlet
3 - l dle Fuel Pick~up Lin e to Alpirator on Gas Intake Pi pe 7-Surter Flange 10- lgnitioo Supe_rc bar1od A.ir Tube Auembly to M acneto
 ~

";;·
!l
:I

>
,..
,..
Vi
0
z
0
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m
;IQ
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....
0
z

~
~ I ••e ..J'fJ. ~; ...·--~ ) •
........ ~~~/~.'L 't y" .._· _.. I le
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z

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Figure 51-Locations of Accessories and Conne ctions on Left Side of Engin e

! -Spark Pluc Coounc M anifold 7-PC-4 Pressure Cootrol 13- Fuel Pump F iance
2- Elec:tric T achometer Drive Flao&e 8-En~ne Mounts 14 -From Radjators jm "!
3- Distribuc·o r Housina Drains
4-Rear Breather
9-Rear Vacuum Pump Flonae
10-5ide Vacuum Pump Fiance
1 5-Expansion Tank Connection
16--0il Pump lt>let
, ::.
,ea ....
-
5-Macneto 11-Ge.nerator Fiance 17- Idle Fuel Pick-up Auo.mbly ::.'<
- ·

I~ ~
1

6-SC-3 Supercharcer Control 12- Coolant Pump Seal Dra.it> IS- A uxiliary Stose M ounts •
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section Ill

Figure 52-location of Accessorjes on Rear of Reduction Gear Box

1-Mountln; Studs 4-Red Gear Box Oil Drain Pluc
2-Gun Synchroniur F iance S-Oil Seal
3-Propeller Governor Fllln(e 6- H ydroulic Accessories Oil Pump Fiance

Figure 53- location of Connections on Reduction Gear Box-V - J 7J0-63, -83, - 85, or -93 Model Engin es
!-<:owl Support Studs 3-0il Pressure Gage Connection S-·Oil Outlet, Connection
2-0il Tank Vent Connection 4-0il In let Connection

- 45 -.
 Section Ill
Paragrap h S A LLISON OPERATION AND MAINTENANCE HANDBOOK
(d) Next remove any included air by removing
rhe Ys-inch pipe plug located on top of the regulator
body and nearest the throttle body. Work wobble pump
until fuel stands level with plug opening, then replace
plug.
(e) Allow carburetor to set from 8 to 10 hours
to allow diaphragms to become flexible.
( 13) PRE-OILING.- The following pre-oiling
procedure must be performed on all engines being
placed in service to insure proper bearing lubrication at
initial start.
(a) Fill oil tank to proper level.
(b) Open air vent drain cock on oil inlet adapter
if airplane is so equipped, otherwise, cut lock wire from
and remove hex head plug located just below the oil
pump inlet flange. Drain enough oil at this point to in-
sure that all air is bled from the oil inlet line and that
solid flow is established to the pump inlet.
(c) Reinstall gasket and plug and safety with
lockwire.
(d) Remove drain plug from bottom of rear oil
drain elbow.
(e) Remove all exhaust (outside) spark plugs
from the engine if previously installed.
(f) Place mixture control in "Idle Cut-O.ff" posi-
tion.
(g) Place fuel valve in "OFF" position.
(h) Make sure that the ignition switch is "OFF",
and before attempting to turn the engine over with the
starter, disconnect the booster primary electrical con-
nection at the junction box. This is necessary to eliminate
the high tension current from the booster, which would
cause arcing and damage to the ungrounded exhaust
ignition circuit.
(i) Make "dummy" starts of engine using a
portable energizer or external battery source, until ap-
proximately 1 gallon of oil drains from the drain plug
opening.
(j) Replace and safety drain plug.
( 14) Install spark plugs, using only solid copper
gaskets. Lubricate the shell threads of all plugs with
a th.in film of a mixture of oil (Specification AN-VV-0-
446A, Grade 1120) and powdered mica. The mixture
should be of a consistency that will allow application
with a brush.
( 15) Refill the oil tank, reduction gear oil tank
and the coolant expansion tank with sufficient oil and
coolant to operate the engine safely during warm-up.
In general one-half of the oil tank capacity will be suf-
ficient for this purpose.
( 16) After the engine has been properly pre-oiled
the engine will be started, warmed-up, ground and
flight tested in accordance with procedure in following
paragraphs (17) and (18).
- 46 -
"E" Type
Engines
( 17) INSTALLATION GROUND TESTS.
(a) WARM-UP AND OPERATION.- When-
ever a new or overhauled engine is installed in an air-
plane, the installation will be warmed-up and ground
tested by runnin g the engine for approximately 30
minutes during which time the operation of the engine,
its instruments and related accessories will be thoroughly
checked for proper functioning. The warm-up operation
should be made below 1400 rpm and the ground test
operation at or below 2280 rpm and cruising manifold
pressure. This speed and manifold pressure is sufficient
to give an indication of proper functioning of instru-
ments and accessories, except for checking the maximum
setting of the pressure control (automatic manifold pres-
sure regulator). Continued operation at manifold pres-
sures approaching rated power must not be longer than
30 seconds duration.
(b) SINGLE MAGNETO CHECK.-A single
magneto chec.k will be made between 2200 and 2300
rpm with propeller control and carburetor mixture con-
trol set as follows:
Electric Propellers-Set propellers in normal con-
trol with fixed pitch which provides 2300 rpm
at or nt:ar 28-inch Hg.
Hydraulic Propellers - Set propeller control at
Take-Off (full low pitch position).
Mixture Control-Set at "Automatic-Rich."
The loss in speed in running on either single magneto
should not exceed 100 rpm when the engine is warm
and functioning properly. On engines equipped with a
pressure conrrol, observe the tachometer reading im-
mediately after switching to single magneto operation
before the regulator has had time to compensate for
the rpm drop.
WARNING
Do not make magneto checks over 2300 rpm
and 30-inch Hg manifold pressure. The check-
ing of the ignition switch for proper "ground"
when in "OFF" position should be accom-
plished at "idling" speeds only.
(c) PRESSURE CONTROL CHECK. - A
ground check should be given the pressure control to
determine whether the control unit has_been properly
installed and is operating. See section VI paragraph
28.b.(5) on PC-1 or section VI, paragraph .28.c.(ll)
on PC-4.
(d) Upon completion of ground tests and while
engine is still warm the lubricating oil will be drained
from the engine and airplane oil system. This oil drain-
age is made to clean the engine of an excessive quantity
of C.L.O. mix and sludge that may have accumulated
during the period of storage. T he oil drained out after
the ground test is not suitable for further use, because
 RMAMENT:(2).50CAL. &(2).30 CAL. SYNCHRONIZED OIL TANK, CAPACITY
ACHINE GUNS, ONE 37.5 MM. CANNON 12.1 GALLONS
COOLANT EXPANSION TANK
CAPACITY 3 GALLONS

RADIO TRANSMITTER &RECEIVER

...
t LEFT WING FUEL TANK
CAPACITY 85 GALLONS,
(32 GALLON RESERVE)
CURTISS ELECTRIC
PROPELLER

EXTENSION SHAFT CENTER BEARING

SUPPORT FOR FLEXIBLE SPLINED COUPLING
.30 CAL. MACHINE GUN MAY BE INSTALLED - - --'

COLOR .KEY

GASOLINE -e COOLANT - - ENGINE&. REDUCTION GEAR OIL (PRESSURE}-Q(SCAVENGE}-Q

BREATHERkVENT LINES~ FREE AIR FLOW~

Figure 54-Typical Engine Installation for V-1710-35 Engine

 ~

OIL 0 1LUTION
fRONT ENGINE

MAIN OIL TANK

(HOPPER TYPE)
NORMAL CAP. 7.9 U.S. GAL.
MAXIMUM CAP. 12.1 U.S. GAL.

...
0.
I:D

CONTROL

REAR E:NGINE SH UTT ER REGULATORS

-COLOR KEY-:-

ENGINE rRESSUREQ REDUCTION PRESSUREe BREATHER & VENT LJNES -o

OIL GEAR OIL
SCAVENGED {SCAVENGE-@l FUEL- - FREE AIR FLowD

figure 55-Typical Airplane Lubrication System

 A· riLL£A CAPS
8•MAIN TANKS
C· ELECTAIC AV~ PVMPS
D-rutL GAGC TRANSMITTE R
E·rvCL TANK SELCCTOR
f •PRIM[R
G·[L[CTAIC .OUXIUARV PUMP
SWITCH
H-oot. OILUTIOH SWITCH
I•I"UI:L QUANTITY GAGE
J·I"UI:L PRESSI.fiC GAGE
K-otL DILUTION VAl\IC
L.OL "\<"ORAl"
Mi:NGIH[ ORIV(N PUMP
N·STRAIN[R
O·StLtCTOR VALVC

..
,.,
0.
P·SUPEPOWIGtR SCAOLL
ORAIN
O•AUXIUARV DAUP TANK
R·TANK ORAINS
SoMAIN SUMP
T•RESER\1[ SUMP

fUEL CAPACmES
RIGKT MAIN TANKS OOGAL.
LtrT MAIN TANKS 40GAI..
Rt stJM:·IN LEfT TANKS ONLY ZOGAI.
ALOCII.IARY DROP TANK 7) ()Ill~ GAL.

VCNTEO THRU
WING SURfACC

F UEL VENT LINESe DRAINS- - AIR BALANCE LIN£50

Figure 56-Typical Alrplane Fuel System
'
 CIRCUIT NOT USED • 1- CURTISS ELECTRIC PROP. 4-BATTERY SWITCH 10-BOOSTER COIL 16-FUEL LEVEL TRANSM ITIER
WITH AE ROPRODUCTS BRUSH ASSEMBLY JUNCTION BOX
PROP.
11 -QIL DILUTION 17-ELECTRIC FUEL PUMP MOTOR
2-PROP. RELAY INSTALLATION 5-ELECTRIC FUEL PUMP SOLENOID IS-IGNITION GROUND CONDUIT
3-BATTERY SWITCH 12-JUNCTION BOX 19-EXTERNAL POWER SUPPLY
6- STARTER FOOT TREADLE 13-RIGHT WING 20-ELECTRIC- INERTIA STARTER
7- PROP FILTER INST. CONDUIT 21-STARTER MESHING SOLENOID
8-GENERATOR 14-BATTERY SWITCH 22-GENERATOR VO LTAGE
9- MANUAL STARTING CRANK SOLENOID REGULATOR
STOWED IN RIGHT WING 15-0IL DILUTION
NEAR FUSELAGE 23-STARTER SOLENOID
6 SWITCH ON AUX.
FUSE BOX 24-ELECTRIC PROP.
GOVERNOR
25-FUEL PRESSURE WARN ING
LIGHT AND TEST SWITCH
~
0\
IC1

. IGNITION CIRCUIT . FUEL SYSTEM CIRCUIT . BATTERY & GENERATOR CIRCUIT . STARTER CIRCU IT
.PROP. CIRCUIT I 8-ALUMINUM CONDUIT SHIELDED FLEXIBLE CONDUIT
Figure 56A-Typical Alrplane Electrical System
 "E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
the C.L.O. mix in the oil would cause rapid sludging
during subsequent engine operation.
( 18) Refill oil system and flight test airplane in the
vicinity of the airdrome. After flight test the airplane is
ready for release for service.
(a) The flight test shall consist of a flight of
one hour minimum duration, the first 50 minutes of
which will be at reduced power, and the last 10 minutes
at normal rated power, followed by a careful inspection
for evidence of any visible defects, malfunctioning
pa.rts, etc. If no malfunctioning or defects are noted,
fly an additional one-half hour at cruising power prior
to release of the airplane.
6. INSTALLATION OF ENGINE IN AIRPLANE.
a. Remove the spuk plug cooling manifolds and in-
stall the exhaust stacks in place in accordance with the
instructions of the airplane manufacturer's handbook.
The right and left exhaust spark plug cooling manifolds
then are remounted on the engine and secured by three
right and three left hand bracket assemblies, respectively,
which are secured to the lower flange studs of Nos. 2, 6,
and 1'1 exhaust ports by the exhaust flange nuts and to
the three long scuds in the coolant jacket upper fl ange
by plain and pal nuts. (See figure 57.) Re-position air
transfer tubes between the spark plug cooling manifolds
and the exhaust ignition tube.
ATTACH TO PORT STUDS N9S 2,6 a 11
~}'~ - -1~ -~;'f~ ··-~ t ,. •,.
~ ~s<'t~l ~ ....:;"' ..
OPEN END TO FRONT$ ;
Figure 57-Installation of Cooling
Manifold Brackets
b. To install engine in airplane, attach Engine Lift·
ing Sling No. 2229 to the engine and raise into position.
Take care that no part of the accessory section is dam-
aged. The starter, generator, and other accessories may
be installed before mounting the engine in the ship,
if installation clearances are limited.
c. Brake lining strips (four pieces about 8 inches x
llf.l inches x 1;.4 inch) should be placed between the
crankcase and the engine mounting bearers if rubber
mounts arc not used. The strips should be punched to
provide clearances at raised rivet heads on bearers.
Fasten engine to mounting bearers with eight if-inch
bolts. The engine must rest evenly on the bearers before
mounting bolts are tightened. In case of some types of
-47-
Section Ill
Paragraphs 5-6
rubber mounts, it may be necessary to install the mounts
on the engine mounting flanges before lowering the
engine into the airplane. Provision should be made for
a smooth supporting surface for the bottom face of the
flange to rest on. ·
d. After the engine is installed in accordance with the
above procedure, the reduction gear box assembly and
extension shaft bearing mount assembly are then
mounted in the airplane. Due to outboard drive assem·
blies being interchangeable independent of engine as-
sernbHes, it is important that outboard drives of a defi-
nite reduction gear ratio be combined only with definite
engine models. The gear box ratio given on the gear
box nameplate must conform to the " Propeller Gear
Ratio" given on the engine nameplate.
The two extension shafts are next installed and bolted
in place. (The shafts are interchangeable.) The align-
ment requirements indicated in figure 59 must be ob-
served during the installation of reduction gear box,
extension shafts, and extension shaft bearing.
CAUTION
To install extension shaft flange bolts, tighten
all 12 nuts with a 4-inch wrench. Next, loosen
one nut at a time, turn to a wrench snug posi-
tion, and tighten to the first castellation. Cot-
ter, providing this position is between 15
degrees and 40 degrees tight from the wrench
snug position. NUTS MUST BE SELECfED
WHICH CAN BF. COTTERED WITHIN
THESE LIMITS.
. e. ~stall auxiliary stage supercharger in airplane with
L1ft Sling No. 2479, hooked to it at the two rear center
studs of the inlet cover and at the opposite side to the
outlet opening flange. (See figure 60.) Install o/16-inch
bolts through the four rubber mounting bushings of the
auxiliary stage and the plane mounr. Install nuts, tighten
securely and safety.
(1). ~emove the waxed paper and tape holding
the aux1hary stage supercharger drive universal joint
to its cover. Then connect the joint to the power take-off
pinion flange by means of the nuts and bolts attached to
the joint. These boles ue inserted from the universal
joint side of the flanges.
(2) Remove covers or tape from the ends of the
following lines and connect as specified.
. . . (a) Remove both plugs from the supercharged
1gmuon selector valve assembly. Connect the ignition
supercharger air tube, already connected to the magneto
on the engine, to the nipple on the front side of the
selector valve. Connect tube (airplane part) from air
scoop to top opening in selector valve.
(b) Remove cover and tape from the idle fuel
pick-up assembly on the bottom of the scroll of the
 " E" Type
Section Ill ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

figure 58-Lowering Engine into Airplane

Rf:FER TO INSTALLATION DRAWING F'OR DETAIL MOUNTING DIMENSIONS

WHEN CHECKING THESE ALIGNMENT TOLERANCES

THIS FACE MUST B£ SQUARE: WITH

AD.JACENT EXT ENSION SHAFT t_
WITHIN ±-!•INSTALLATION

=~•== ±f
YIEW-A-A
INSTALLATION

'----""-- THIS PAD MUST BE PARALLEL FOR INSTALLATION(. MUST BE

TO THE CRANKCASE MOUNTING
WITHIN ±~ OF CRANKSHAFT t
PAD WITHIN .005"TOTAL INDI-
CATOR READING

figure 59-Alignment Requirements of Extension Shaft and Reduction Gear Box

- 48 -
" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
figure 60- Use of Aux iliary Stage Supercharger
Lift No. 2479
auxiliary stage. Connect the idle fuel line which is
atrached at one end to th e intake manifold of the en-
gine, to the side opening of the pick up assembly. Con-
nect an airplane overboard drain tube to the other
opening.
(c) Remove tape or wire holding the PC-4 air
Hoe tube assembly and nipples to the SC-3 oil drain line.
Remove plugs from the engine stage supercharger air
hole and the PC-4 air hole, then apply sealing compound
and install nipple in each opening. Connect air line to
each nipple by loosening the rwo hose clamps at each
end of the assembly, slipping the rwo hose over the
nipples, then tightening the clamps in a vertical position.
(tl) Remove the wooden covers and silica-gel
bags from the engine stage supercharger inlet opening
and the auxiliary sragc supercharger outlet opening.
- 49-
Se ction Ill
Paragraphs 6-7
Remove the damps and rubber connectors from the
engine and auxiliary stage. Install a rubber connector
on each end of the auxiliary stage supercharger dis-
charge duct. The end of the duct, with the large boss
on top, will be installed cowards the auxiliary stage.
Push the rubber connector, at the engine end of the
duct, as fa r back beyond its normal position on the
duct, as it will go. Then place the auxiliary stage end of
the duct against the auxiliary stage duce flange and slip
the rubber connector to its normal position on the
flange. Then lix in position by forcing the rubber con-
nector at the engine end of duct back into its proper
position on the duct and flange. Install the two clamps
on each connector and tighten into position.
(e) Remove wire holding fuel line nozzle to the
carburetor brace, then covers from nozzle openings and
fuel inlet opening at top rear of engine stage super·
charger. Install nozzle with gasket on two studs of fuel
inlet opening with nuts and pal nuts. No gasket paste
is used on this gasket.
7. REMOVING ENGINE FROM AIRPLANE.
a. Before an engine is removed from an airplane, the
initial steps of preparation for storage (i.e. operation
with C.L.O. mix) as outlined in this section, paragraph
2.d. must be performed. The following instructions
cover the step by step procedure for removal of the
complet e engine from the airplane namely the reduction
gear box and extension shaft assembly, the engine proper
and, in the case of the V-1710-93 model, the auxiliary
stage supercharger unit. All units may be removed
individually or in any combination. For instance, if the
expiration of time on the engine requires its removal,
the engine proper may be removed without disturbing
the reduction gear box and extension shaft assembly, if
this unit is still functioning properly and has not
reached its expiration of time date.
b. Remove propeller. (If reduction gear assembly is
to be removed.)
c. Remove cowling that is necessary to permit the
disconnection of the controls, other connections and re-
moval of the variou.s accessories.
d. Unbolt the front and rear extension shafts and
remove from the airplane. The extension shaft center
bearing is then unbolted and removed from the airplane.
Place the pick-up hook of hoist through the lifting plate
of the reduction gear box, unbolt the reduction gear box
and lift the assembly from the airplane.
e. (V-1710-93 ONLY) There are seven linkages be-
tween the auxiliary stage supercharger unit and the en-
gine of the ·93, which must be disconnected as .described
in the following paragraphs. (See figure 61.)
( 1) Disconnect the PC-4 (Pressure Control) airline
tube assembly from the nipples at its two ends. Then re-
move both nipples from the engine and auxHiary stage
 Se ction Ill
Paragraph 7 ALLISON OPERATION AND MAINTENANCE HANDBOOK
Figure 6J-Left Sid e Vie w of Auxiliary Stage Supe rcharge r
and atcach to the tube assembly. Set aside the tube as·
sembly with nipples for subsequent packing in the auxil-
iary stage shipping box.
(2) Disconnect che ignition supercharger air tube
assembly from the nipple ac the supercharged ignition
selector valve assembly on the auxiliary stage. Leave
other end connected to the magneto, then coil the tube
and fasten securely around the engine supercharger in-
let duce. (See figure 62.)
(3) Disconnect idle fuel line at the id le fuel pick·
up assembly on the bottom of the scroll of the auxiliary
stage. Leave other end of Line connected to the engine.
Coil line and fasten securely around the engine super·
charger inlet duct. (See .figure 62.)
(4) Lift off the fuel line nozzle assembly from the
engine accessory housing after removing the nuts hold-
ing it to two studs on the housing. This frees both the
- 50 -
" E" Type
Engines
fuel line and fuel vent line from the engine (both are
clipped together and lead into fuel nozzle). Leave other
end of both lines connected to the carburetor. The fuel
nozzle should then be secured to the carburetor front
support bracket by wire.
(5) Remove auxiliary supercharger discharge duct.
This is done by removing the four clamps from the rub·
ber connectors at each end, then lifting up on the duct.
If difficul ty is encountered in removing the duct, push
the rubber connector ac the engine end of the duct as
far back on the duct as it will go. It should then remove
easily. Reinstall connectors on engine and auxiliary stage
flanges and clamp into place with two clamps on each
connector. Set the duct aside for subsequent packing in
the auxiliary stage shipping box as directed in paragraph
3, Packing, this section.
( 6) Disconnect auxiliary supercharger drive uni-
" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
Figure 62- Re ar End of V -1 710- 93 Model Engine
Prepare d for Storage
versal joinc at the power rake-off pinion flange (front
flange) and then replace the nuts and bolts in the joint.
Since the splined joint is not fixed in position, it will
- 51 -
Section Ill
Para g raph 7
be necessary eo secure it to prevent it from falling out.
This is done by taping secu.rely to the universal joint
cover.
f. Remove the eight %-inch bolts holding the engine
to the mount, or in the case of rubber mounts, detach
the mounting brackets from the rails if necessary.
CAUTION
The spark plug cooling manifold assemblies are
a part of the engine and will be kept with the
engine when it is removed from the airplane.
g. After the bolts have been removed, guide the en-
gine carefully from the mount, lower it and fasten in
the box or engine overhaul stand securing it with four
%-inch bolts.
h. Attach auxiliary stage lift sling tool No. 2479 to
the auxiliary stage supercharger as shown in figure 60
and raise hoist until cables just become taut.
i. Remove the four %6-inch bolts from the rubber
mounting bushings of the auxiliary stage.
;. After the bolts have been removed, lift and guide
the auxiliary stage carefully from the mount, lower it
and fasten in the box or overhaul stand, securing it with
four !ft 6 -inch bolts.
k. Prepare the engine proper, reduction gear box and
extension shaft assembly, and/ or auxiliary stage super-
charger unit, for storage as outlined in this section, para-
graph 2.d.
Section IV
Paragraph ALLISON OPERATION AND MAINTENANCE HANDBOOK
SECTION IV
ENGINE TROUBLES AND SERVICE REPAIRS
1. ENGINE FAILS TO START.
If engine fails to stare, it may be due to one or more
of the following conditions:
a. LACK OF FUEL AT CARBURETOR, OR
INSUFFICIENT FLOW.
( 1) Check fuel in tank and see that the correct
tank valve setting is being used. This is indicated by flow
of fuel at wobble pump, or electric boost pump.
(2) Check carburetor strainer or airplane gasoline
strainer. (Priming fuel does not pass through carbure-
tor.)
(3) The carburetor vent connection should be re-
moved and the engine rotated. The issuance of a spout
of fuel from the vent would constitute a check on the
fuel pump and fuel lines.
b. STARTING PROCEDURE. - Incorrect starting
procedure is frequently the cause of the engine's failing
to scan. The correct starting procedure is as follows:
(1) First set the propeller to manual low pitch
position.
(2) Carburetor air heater should be in "Full-Off"
or "Cold" position.
(3) Set throttle at 1/ 10 open position correspond-
ing to 1000 to 1200 rpm.
( 4) Next set the mixture control in "Idle Cut-Off"
and operate the wobble pump to obtain a fuel pressure
of 4 lbs.j sq. in. The desired normal operating fuel pres-
sure is 16-18 lbs./sq. in. However, as fuel begins to dis-
charge into engine at 4 lbs./ sq. in. pressure, this pres-
sure should not be exceeded when using wobble pump
prior to turning over engine.
(5) Energize starter.
( 6) On a cold engine, prime with 2 to 4 full strokes
of the priming pump; on a warm engine, 1 to 2 fuU
strokes are sufficient. The priming system is independent
of the carburecor. Caution must be exercised not to over-
prime the engine in view of the extreme effectiveness of
the priming system. No priming action nor fuel dis-
charge is accomplished by pumping the engine throrde
on a pressure type carburetor. .
(7) Turn on ignition switch to "Both On" position,
engage starter, maintain fuel pressure of 4 pounds by
wobbling as propeller begins to turn. When engine
starts firing, move mixture control to "Automatic Rich."
(8) 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
-52-
" E" Type
Engines
the impression of being loaded in starting, it can be
cleared by moving mixture control to "Idle Cut-Off"
position for brief intervals while the engine is turning
over. la case of definite overloading turn the engine over
with the switch off, the mixture control in "Idle Cuc-O.If'
and the throttle wide open.
(9) If, after a cold stare, a heavy viscous oil is indi-
cated 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 to 2 minutes
to further dilute the oil and correct this condition. Over
dilution of the oil will result in dangerously low oil
pressure, and should be avoided if possible.
(10) If the engine should stop, return the mix-
ture control immediately to "Idle Cut-Off" position eo
avoid flooding the engine with fuel, as the fuel pres-
sure will build up to normal operating pressure of 17
lbs.jsq. in. when engine starts firing.
( 11) If engine is not overloaded, another start can
be made using the same procedure. In case of over-
loading, the next start should be attempted without
priming.
c. UNDERPRIMING OR OVERPRIMING.
(1) UNDERPRIMING.
(a) Underpriming is indicated by a Lack of ex-
plosions in the cylinders although the ignition is known
to be functioning. ·
( b) Underpriming is sometimes caused by leak-
ing primer line connections or priming pump packing.
Also check the fuel supply to the primer and wobble
pump.
(2) OVERPRIMING.
(a) Overpriming is first indicated by a very weak
combustion followed by black smoke from the exhausts.
Excessive overpriming is evidenced by wee plugs and
by gasoline appearing at the exhaust stacks. This con-
dition constitutes a dangerous fire hazard, as well as a
detriment to tbe oil film on the cylinder walls.
( b) To relieve overpriming, crank the engine
several revolutions with the switch off, throttle wide
open, and the mixture control lever in "Idle Cut-Off."
d. CARBURETOR MANUAL SETTING
INCORRECT.
( 1) Set pressure type carburetor on "Automatic-
Rich" after engine begins to fire from priming charge.
(2) Sec throttle at the position corresponding to
1000 to 1200 rpm.
 (

ALLISON V-1710
TYPICAL fU-EL SVSTfM COMPONENTS
TO INTAKE MAN IFOLD

ENGINE DRIVEN

AIR BAL AN CE LINES- Q FU EL L INES- - VE NT LINES.

Figure 63-Typical Fuel System Components
 [~rAJ ffi\lUJ~tr
t'\"rt.ci 7h.CAA.
CHARACTE:R ISTI CS
OVER LOADED (GE NERAL)
NOTICED ONLY WHEN STARTING.
THICK, BLACK, BILLOWY SMOKE, OFTEN
fOLLOWED BY FIRE fROM STACKS, THIS
TYPE IS CAUSED BY OVER PRIMING)
CONSTITUTES A DANGEROUS fiRE HAZARD,
AND' IS DETRIMENTAL TO THE ENGINE.
RICH MIXTURE(GENERAL)
ENGINE SPEED-ZSOO R.P.M •. SHORT, RED
FLAME AT STACK, fOLLOWED BY AN AREA
u.. Of NO NOTICEABLE FLAME, THEN AN AREA
~
ID
BLUISH IN COLOR. IF VERY RICH., A BLACK,
SOOTY SMOKE WILL BE NOTICED. AS MIX TURf IS
CORRECTE~ THE BLUISH flAME WILL MOVE INWARO.
LEAN MIXTURE(G
ENERAL)
d~i{ ENGINE SPEED- ZOOO R.P.M.
.-: ;
;~I
LEAN MIXTURE IS INDICATED BY A
BLUISH, WHITE FLAME DIRECT FROM
STACKS. ENGINE TENDS TO BACK flRE
"J AT HIGHER SPEEDS . AVERAGE LENGTH
Of FLAMES, 6 TO 8 INCHES.
OIL FLAME(GENERAL OR LOCAL)
ENGINE SPEED -2500 R.P.M. A SHORT,
SNAPPY, DULL RED FLAME. AVERAGE
LENGTH, 4 TO 7 INCHES. USUALLY ACCOMPANIED
BY WHITISH, BILLOWY SMOKE. THIS flAME
MAY BE NOTICED IN ONE SET Of STACKS
AND BE ENTIRELY LACKING IN ANOTHER.
/ Figure 64-Exhoust Flames
[flfo\ ~ [~
LEAN MIXTURE ~BURNING OIL
REDDISH flAME WITH BLUISH TIP. ONE Of
THE MOST COMMON FLAMES ENCOUNTERED.
OFTEN CONfUSED WITH OIL fLAME. TO CHECK,
MOVE MIXTURE CONTROL TO FULL RICH
POSITION. If FLAME LESSENS, MIXTURE IS
LEAN ~ BURNING OIL AVERAGE LENGTH 6 T081N
DEfECTIVE SPARK PLUGS
INDICATES DETONATION. ENGINE SPEED-2500
R.P.M. VERY LONG WHITISH~ ORANGE fLAME
APPEARING INTERMITTENTLY. INCLINED TO BE
SPASMODIC OR EXPLOSIVE IN APPEARANCE
USUALLY APPEARS FROM ONE OR MORE
STACKS.
INCOMPLETE COMBUSTION(GEN)
BLUISH, WHITE FlAME DANCES OUT
FROM STACK. USUALLY NOTICED WHEN
TAKING A MAG. CHECK. CAUSED BY
INCOMPLETE BURNING OF FUEL/ AIR
MIXTURE IN COMBUSTION CHAMBER. A
DROP IN R.P.M. MAY ALSO BE NOTICED. '~\'\~
~i'}l\.
CORRtCT MIXTURE (USUALLY CtN) ~·.\\. \
i~\\\
ENGINE SPEED- ZGOO R.P. M. t~v-~·
\.,_\'
A SHORT, SNAPPY, BLUISH PURPLE f\~~.\
FLAME. AT TIMES DEPENDING ON l\
LIGHTING CONDITIONS, THIS FLAME
MAY BE VERY HARD TO DISTINGUISH.
" E" Type Section IV
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 1

figure 65-lntake Manifold Syste":'

1-Coolant Expansion Tank Connectioo -Air lntaka to Carburetor 7- lntako P ipe
2-Primor Line S--coolant Outlet Connections 8-Manlfold Presoure Connection
3- Primcr Lin e Connection 6- Front Brea ther Connection 9-lotake Pipe Adapter Tie Strap

e. DEFECfiVE IGNITION. ( 4) Determine if magneto terminal is making good

NOTE
Before checking ignition, remove any excess
fuel in the induction system as indicated in
paragraph l.c. ( 2) (b), this section.
(1) Remove spark plug terminal and see if current
is reaching spark plug.
(2) Next check magneto by removing one m agneto
terminal and inserting screwdriver into socket so as to
touch contact post. Turn engine over with starter to
see if spark appears between screwdriver and socket wall.
(3) If spark appears at magneto, then check igni-
tion wiring, ground connection and switch for broken
wires and insulation. Also check for short circuits and
incorrect connections. Refer to Section VI, paragraph
12, for replacement of defective cable.
contact inside m·a gneto. When terminal is placed in
socket, the contact post inside the magneto should de-
flect enough to spring terminal back at least ~ inch. If
pressure on terminal is weak, then reach inside the mag-
neto with a bent point scriber and bend contact post to-
ward terminal socket.
(5) If spark fails to appear at magneto, remove
magneco cover and check points for opening, pined con-
dition, dirt, or corrosion.
( 6) Check distributor rotors and heads for loose
contacts, short circuits, cracks, dirty surfaces and wrong
connections. Refer to Wiring Diagram, figure 97.
(a) When cleaning distributors, ignition cables,
and other high tension ignition parts, special care must
be used in the choice of a solvent. Do not use carbon

-53-
Section IV
Paragraphs 1-2 ALLISON OPERATION AND MAINTENANCE HANDBOOK
tetrachloride as it leaves a deposit which may cause
shorting.
(b) Acetone is recommended as the solvent in
cleaning the distributor tinger and h ead. Clear gasoline
or mineral spirits is recommended on all other parts.
(c) Avoid use of excessive quantities of solvent,
since most types attack the lacquer coating and rubber
insulation of the ignition cables. Do not slosh the inside
of the distributor head as the solvent may run down into
the ignition shielding or brcome pocketed in recesses
and damage the insulation and lacquer coating of the
ignition ·cables.
(d) Dampen, but do not saturate, a cloth with
a suitable solvent and wipe the distributor or other igni-
tion parts to be. cleaned. Clean one part at a time and
wipe it dry with a clean cloth immediately afterward.
Allow the cleaned part to dry thoroughly by normal
evaporation before reassembling it.
CAUTION
To avoid danger of fire o r explosion, be sure
all solvent fumes have been removed from the
ignition parts before reassembling them into
the shielding or housings.
(7) Check magneto timing, making sure that the
magneto is not displaced by 180 degrees.
(a) If magneto is out of time, it is probable that
the valve mechanism is out of time also.
f. VALVE TIMING.
(1) Remove cylinder head covers (loosen intake
ignition tube connector nuts and brackets), and check
valve timing.
(a) Check valves for freedom of action.
(b) Check for damaged valve springs, retainers,
keepers, etc.
(c) Check tappet clearance. (Section VI, para-
graph 5.)
(d) Inspect for broken tappets.
g. INSUFFICIENT CRANKING SPEED.
( 1) Defective starter or battery.
(2) Cold oil. (Not applicable if oil dilution system
is used.)
(a) With ignition switch off and throttle wide
open, turn propeller over by hand. During extremely
cold weather, if engine is too stiff to be turned by hand,
it will be necessary to heat the oil and ethylene glycol
before starting the engine.
h. AIR LEAKS.
{1) Check intake manifolds, hose connections and
clamps for security.
(2) Check intake manifolds for boles, cracks or
blistering.
- 54 -
" E" Type
Engines
(3) Check carburetor gaskets for tightness.
( 4) Check tightness of plugs and connections in in-
take manifolds.
{5) Check intake manifold nuts ana gaskets for
tightness.
2 . LOW OIL PRESSURE-ENGINE.
(Less than 55 pounds per square inch.)
a. LOW OIL PRESSURE DURING GENERAL
OPERATION.
(1) The main oil pressure is maintained between 60
and 70 pounds per square inch by the pressure relief
valve over an engine speed range from 1950 to 3000
rpm with an oil temperature of 60° to 85°C ( 140° eo
185°F). If oil pressure d rops below 55 pounds per
square inch when the engine is operating under these
conditions, an investigation for the trouble should be
made. Failure of oil gage to show required pressure
may be due to one of the following causes:
(a) Clogged or dirty oil pressure relief valve.
(b) Incorrect oil pressure relief valve adjustment.
1. Visual inspection of the relief valve adjust-
ing screw will determine if the adjustment setting is
approximately correct (flush to o ne turn inside body).
If adjusted more than four turns inside body, either the
spring is defective and should be replaced, or the ad-
justment is wrong.
(c) Insufficient oil in supply tank.
(d) Clogged oil strainer.
(e) Restriction or obstruction in supply tank or
sump.
(f) Restriction or leakage in oil pressure gage
line.
(g) Broken or defective oil pressure gage. Check
gage for correct reading.
(h) A loose or broken oil line connection on the
inlet side of the oil pump.
(i) Oil inlet temperature exceeding 95°C {203°
F).
(i) Leaking oil dil ution valve causing overdilu-
tion of oil.
(k) Damaged oil line or crankshaft oil plug in
engine.
( l) Excessive bearing clearance.
b. LOW OIL PRESSURE AT START.
( 1) Use of oil unsuited to engine requirements.
Refer to Section 11, Table of Specifications, of this band-
book.
{2) Clogged or defective oil pump check valve.
(3) Cold oil in the pressure gage line will make
the gage slow to respond, and register pressure below
" E" Typ e
Eng ines ALLISON OPERATION AND MAINTENANCE HANDBOOK
that existing in the engine. Make certain engine is suffi-
ciently warmed up to eliminate this condition.
( 4) Defective pressure gage.
3 . LOW OIL PRESSURE-REDUCTION
GEAR BOX.
The outboard reduction gear box oil pressure varies
with the rpm of the engine. Consult the following cable
for oil pressures at the desired temperature of 50°
to 60°C ( 122° eo 140°F).
Oil Pressure
Co11dition Lbs.jSq. ltz.
Idling ... . .. . ................. . . . . 15
Cruising . . . . .. (Min. 1800 rpm) . . .. . .40
Desired . . .. . .. . .. . . . . . . . .. . . . . .. .. 70-125
Maximum for flight . .. . ..... . .. . . . . 200
a. Use of oil unsuited to the reduction gear box re-
quirements. (Refer eo Table of Specifications, Section 11
of this handbook for proper type of lubricant.)
b. Insufficient supply of oil in supply tank.
e. Defective pressure gogc.
d . Loose connections or damaged oiler nozzle tube.
4 . LOW POWER.
a. Check propeller for correct design or setting. (The
V-1710-85 and -93 engines with 2.23:1 reduction gear
require a different propeller from that required on en-
gines of 1.8:1 and 2.00:1 reduction gears.)
b. Be sure the correct grade of fuel is being used. On
engines of high output this is extremely important.
Refer to Section U of this handbook, Table of Specifica-
tions.
c. Check magnetos at 2200 rpm with switch to de-
termine drop in rpm on each magneto individually. A
drop of more than 100 rpm generally indicates faulty
ignition in one or more of the following sources:
( 1) Poor spark plugs.
(2) Broken or damaged ignition wires.
(3) Defective magneto or connections.
( 4) Faulty distributor rotors.
(5) D irty or broken distributor heads.
( 6) Magneto breaker points pitted or set im-
properly.
d. Check fuel supply to carburetor for proper pres-
sures which are as follows:
Fuel Pressure
Cot1dition Lbs.jSq. l tl.
Desired . .. . .. .............. .. .. . .. . 16-18
Maximum ... .. ... . .. . .. . ........ . .. 18
Minimum . .......... . ... . . .. . ...... 16
Id ling ... . . .. . . . ........ . .. . ..... .. 10
-ss-
Section IV
Paragrap hs 2- S
e. On engines not equipped with a pressure control,
check throttle throw eo determine whether carburctor
throttle valve is capable of being opened eo the full
throttle position.
NOTE
Do not open the throttle eo the fully open
position with the engine operating under sea
level conditions, inasmuch as these are altitude
raced engines capable of developing powers at
sea level considerably above their ratings.
f. On engines equipped with a pressure control, in-
spect linkage and control. See Section VI, paragraph 28.
g. Check fuel lines and strainers for restriction to
flow.
h. Check magneto and valve mechanism for operation
and timing.
i. Check carburetor air intake system for restriction
or induction of exhaust gases.
j. Check for air leaks in intake manifolds and gaskets,
carburetor mounting flange and gaskets, carburetor body
gasket, and auxiliary supercharger air duct connections.
k. Incorrect fuel-air ratio. Check mixture control
lever.
l. Leaking intake or exhaust valves. With ignition
switch off, rotate propeller shaft to check compression.
(1) Check compression. Remove a spark plug from
each cylinder, either intake or exhaust, whichever is the
most accessible. Install the second plug in each cylinder
individually and turn the engine over by hand to de-
termine if any noticeable difference in compression exists.
m . Check coolant temperature.
5 . ROUGH RUNNING.
a. Check propeller balance and crack.
b. Check propeller hub for tightness.
c. Check propeller shaft thrust bearing nut for tight-
ness. Use wrench No. 2173. Check propeller hub near
cone for galling.
d. Check spark plugs and terminals. See that only
solid copper gaskets are used, and are properly seated.
e. Check removable sleeves in the exhaust spark plug
detachable leads.
f. Check magneto timing and operation, including
condition of magneto breaker points. Check ignition
harness for broken wires, poor connection and damaged
insulations.
g. Check engine mount bolts for tightness.
h. Check engine mount for cracked or broken mem-
bers.
i. Check mixture control lever setting and operatton
for proper functioning.
j. Check engine operation with carburetor heat control
 Se ction IV
Pa ra grap hs 5-10 ALLISON OPERATION AND MAINTENANCE HANDBOOK
"Full On" to determine if poor distribution or ice
formation in carburetor is causing roughness.
k. Check distributor finger drive shaft bearings.
l. Check distributor drive housing vents for restriC-
tions in openings, and the distributor heads for collec-
tions of condensation or other defects. See Section
v.,2.b.(2) (b).
m. Check valve mechanism operation and timing.
tz. Make sure there is no water in the fuel, and that
the proper grade of fuel is being used. Refer to Section
11, Table of Specifications, of this handbook for proper
grade of fuel.
o. Check coolant temperature. Coolant temperatures
below 85°C ( 185°F) may cause poor .distribution and
rough running.
p. Examine distributor rotors and heads for failures
or signs of arcing or cracks.
6. HIGH OIL INLET TEMPERATURE.
Over 85°C (203°F).
a. Check amount and grade of oil in tank.
b. Check oil cooling system, particularly installations
which have oil coolers with bypass valves. Check for
restriction in air ducts to oil coolers.
c. Check engine oil strainer and auxiliary stage super-
charger oil strainer for foreign particles.
d. Check magneto timing.
e. Check carburetor for lean mixture.
f. Check valve timing and adjustment.
g. Check for high oil How due to damaged crankshaft
oil plug, broken main oil line, defective bearings, etc.
7 . HIGH TEMPERATURE-REDUCTION
GEAR BOX.
Temperature of reduction gear box will be judged
by some unusual condition since no temperature gage
is provided. Check for proper grade of lubricant. Refer
to Section 11, Table of Specifications, of this handbook.
8 . HIGH OIL PRESSURE-ENGINE.
(Over 85 pounds per square inch.)
a. Cold oil. See that the oil is diluted or warmed up
sufficiently before operating the engine over 1400 rpm.
b. Improper setting of oil pressure relief valve. (A
quarter turn of the adjusting screw will change the pres-
sure approximately 1V2 pounds.)
c. Oil pressure relief valve nor functioning properly.
d. Oil strainer clogged with foreign particles.
e. Restriction in oil passages or main oil line.
9. HIGH O IL PRESSURE- REDUCTION
GEAR BOX.
a. Use of oil unsuited for the reduction gear box.
-56-
"E" Type
Engines
(See Section 11, Table of Specifications, for correct grade
of lubricant.)
b. Clogged oil pump strainer.
c. Clogged spray nozzle jet. On -63, -83, -85, and -93
models, the spray nozzle is removable for inspection
and cleaning.
1 0 . BACKFIRING.
a. Violent backfiring of the engine, if allowed to
occur repeatedly, will cause serious damage. Conse-
quently the cause of the trouble should be located quickly
and corrected. The following items are conducive to
backfiring:
(1) COLD ENGINE.-The coolant temperature
should be above 85°C (185°F) before engine is
operated above 1800 rpm. The oil temperature should
be between 60° to 80°C ( 140° to 176°F).
(2) Lean mixture setting for powers in excess of
cruising.
(3) Foreign substance under intake seat preventing
the valve from closing. Set ignition switch on "OFF" and
check valves for leaks by slQwly rotating the propeller
shaft.
( 4) Insufficient valve tappet clearance.
(5) Valve mechanism failure. Remove cylinder bead
covers for examination.
(6) Incorrect valve or ignition timing.
(7) Moisture or dirt on distributor rocors. Make
sure the distributor housing vent screens, ventilator or
air metering plugs are not clogged.
(8) Loose ground connection on ignition cable
shielding at the mounting brackets on the cable tubes.
(9) Excessive carburetor air temperature.
( 10) Low carburetor fuel pressure. The fuel pres-
sure at the metering unit should not be less than 16
pounds per square inch (except at idling).
( 11) Leaks at the intake manifold gaskets, when
manifold pressure is below atmospheric pressure.
( 12) Loose spark plugs or damaged spark plug gas-
kets.
b. Immediately after the correction of any prolonged
ignition difficulties or misfiring of the engine, inspect
each intake valve for burning on the valve face. This
will be accomplished by removing the intake manifolds
and turning the crankshaft until the individual valve to
be inspected is approximately one half open. Visual in-
spection of the intake valve seat face will be made
through the intake valve port while casting a light on
the seat of the valve. Each intake valve will be rotated a
full 360 degrees by turning the upper valve spring
washer during the inspection in order that the entire
periphery of the seat can be observed.
" E" Type Se ction IV
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Pa ragra p hs 11-13

11 • COOLANT OR OIL LEAKS. No. 2447 mounted on the reduction gear case, using
a. Damaged gaskets or parting surfaces. two outside holes of tool and sufficient spacers to clear
the lip of the cover. The propeller shaft runout when
b. Incorrect gasket material or coating.
measured in this manner should not exceed .005 inches
c. Cracked casting. at the front cone seat location. See figure 66.
d. Loose cylinder hold down stud nuts. For correct (3) If the above runout check shows a misalignment
procedure, refer to section VI, paragraph 22. of more than .005 inches, or if there is any damage found
e. Damaged cylinder hold down stud out seals. such as described in paragraph (1), the entire outboard
f. Worn coolant pump shaft or damaged coolant seals. drive assembly should be removed and shipped to the
g. Poor hose connections, clamps, etc. control depot for inspection and overhaul. A replace-
ment outboard drive assembly should then be installed
12. HIGH COOLANT TEMPERATURE. in the airplane. If malfunctioning continues after engine
Over 125°C {258°F) run-up and ground test with the new outboard drive
a. Insufficient quantity of coolant in expansion tank. assembly, remove the engine for shipment to the control
b. Insufficient coolant flow. Check coolant pipes for depot for disassembly and inspection. Install a replace-
n :strictions or leaks (especially on the inlet side), and ment engine in the airplane.
examine coolant pump for failures. · (4) The above covers the checking of the parts
c. Check coolant for water content o r adulteration most likely to be damaged. However, there may be
with foreign materials. See section VI, paragraphs 18 other types of damage which may be conducive to im·
and 19. proper operation, and personnel should be fully satis-
d. Restriction in air ducts to radiators. fied that there is nothing else wrong.
e. Shutters left in closed position. b. In the case of a propdler striking the ground or
f. Expansion tank line to pump inlet inadequate to some object which momentarily reduces the speed but
care for flow of vent lines, causing low pressure at does not completely stop the engine, inspection should
pump inlet. Check for desired pressure, 0-1 pounds at be made of the engine and outboard drive assembly to
pump. inlet. determine whether or not it may be continued in service.
g. Coolant leaks between the inlet and outlet
headers in the radiator. Also check for jammed pres-
sure control valve on the coolant "expansion tank.
h. Coolant vent lines too small or not located prop-
erly, resulting in air craps in the system.
i. Insufficient idling speed for continuous ground
idling.
;. Incorrect ignition or valve timing.
13. PROPELLER SHAn MISALIGNMENT.
a. When an airplane noses over, taxis into an ob·
scruction or crashes, causing the propeller to stop
abruptly (one or two turns) from any power driven
speed, severe damage (likely confined to the outboard
drive assembly) may result, which should be carefully
chec.ked.
( 1) In order to check the condition of the re-
duction gears and the propeller shaft thrust bearing, the
spark plugs should be removed and the engine pulled
through several revolutions slowly by hand. A thorough
inspection should be made for cracks in the reduction
gear housing, bent attaching flanges on the extension
shafts and couplings, broken or damaged extension
shaft center bearing and misalignment of the propeller
shaft.
(2) The latter check, for misalignment of the pro-
peller shaft, can be done without removing the engine
from the ship by means of a dial indicator and bracket Figure 66- Prope//er Shaft Alignment

-57 -
Section IV " E" Type
Parag raph 14 ALLISON OPERATION AND MAINTENANCE HANDBOOK Eng ines

14. CARBURETOR MALFUNCTIONING. power but satisfactorily at cruising power.

a. Refer to section VI, paragraph 24,e., "Trouble
Shooting," for corrective measures, wh en, under specific
conditions of B.ighc, the following carburetor mal-
functioning is indicated.
( 1) Engine runs too rich or too lean at cruising
power.
(2) Engine runs coo lean at Take-Off or rated
(3) Engine runs too lean or too rich at altitude in
Automatic position, but satisfactorily ac sea level.
( 4 ) Engine does not accelerate properly but runs
satisfactorily with slow throttle movements.
( 5) Engine does not shut off in Idle Cut-Off posi-
tion.

- 58 -
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
SECTION V
SERVICE INSPECTION AND ASSOCIATED MAINTENANCE
1. GENERAL.
a. The work outlined in this section is a normal func·
tioning of the operating organizations. I t consists of the
periodic inspection, cleaning, servicing, lubricating, ad·
justing and such maintenance work as is associated with
the routine inspection system. For Pre-flight inspection,
refer to the handbook for the airplane in which the
engine is installed.
b. The necessary special tools for this work may be
found listed in section VIII-Service Tools.
2. INSPECTION AND MAINTENANCE.
a. DAILY-POWER PLANT.
( 1) Inspect high tension ignition leads for evi-
dence of burning due to leaks in exhaust system.
(2) Inspect for evidence of engine throwing oil.
(3) Inspect for proper safetying of all drain plugs,
covers, etc.
( 4) When adding oil to the reduction gear box
oil tank in accordance with existing airplane service
instructions, the following precaution should be observed
if the airplane has been standing idle for some time.
(a) To avoid an excess of oil in the system with
a possibility of oil being sprayed over the front end of
the plane after engine is in operation, the reduction gear
box should be drained of any oil that might have ac-
cumulated there.
(b) To do this, remove the drain plug from the
reduction gear box and drain completely, or start the
engine and run it long enough to pump the oil out of
the reduction gear box before refilling the reduction
gear oil tank.
b. IGNITION AND ELECTRICAL.
( 1) Inspect and maintain spark plugs in accordance
with section VI, paragraph 26, d. and magnetos in ac·
cordance with section VI, paragraph 25,d.
(2) 25 HOURS-DISTRIBUTOR DRIVE
HOUSING.
(a) Inspect the three threaded connectors in each
distributor drive housing for looseness. The three con-
nectors are the two distributor head housing to ignition
cable tube connectors and one ignition cable cross tube
connector. If there is any looseness, remove the loose
connector from the housing and install a new connector
in the manner described in section VI, paragraph 11.
-59 .
Section V
Paragraphs 1-2
CAUTION
It is important that the above inspection be
carried out periodically because, once the con·
nector has started to work loose at its threaded
fitting in the distributor housing, continued en·
gine operation may damage the housing beyond
repair. A new connector should be installed at
the slightest indication of looseness.
(b) Inspect the distributor drive housing venting
systems for restrictions and clean if necessary. The vent·
ing system on some engines will consist of two vents,
one at the top, the other at the bottom; while on other
engines, there will be a metering plug in the bottom
hole and a supercharging connection in the top.
1. To accomplish this inspection and cleaning,
remove the vents or air metering plugs, whichever com-
bination is installed in the distributor housings. Then
blow through the above parts with mouth pressure ot1ly.
If restriction is apparent, wash in clean gasoline and dry.
Test again by blowing with mouth pressure only. If
restriction is still apparent, replace with new patt.
2. If the vents are found to be clogged, re·
move the distributor head from the engine and inspect
for collections of condensation or other defects which
could cause faulty ignition.
(3) 50 HOURS.
(a) Inspect ignition shielding for proper anchor-
age and security of union nuts.
NOTE
Whenever it is necessary to re-solder any part
of the ignition manifold assembly, the follow·
ing will apply:
Only Solder, Specification 57·99·1 (lead and
silver rod, Vs-inch diameter) should be used
due to its resistance to higher temperatures.
This solder should be applied with a soldering
iron, properly heated; however, extreme care
should be exercised to prevent burning any
adjacent ignition cable insulation. Whenever
possible, the ignition cable should be with·
drawn from the parts that are to be soldered.
c. FUEL SYSTEM.
( l) Inspect and maintain carburetor in accordance
with section VI paragraph 24.d.
Section V "E" Type
Paragraph 2 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

d. OIL SYSTEM.
( 1) SPECIAL PERIODS. ..._
. . ............................... ·
( 11) Inspection and servicing of Cuno oil strain-
ers require special 5-, 10- and 25-hour attention. Refer '\
to section VI, paragraph 27.b.(4) and (5) for details. '\
i
\
(b) Inspection and servicing of Air Maze oil i
filters require a special 10-hour attention. Refer to sec- I
...,._GASKET
tion VI, paragraph 27.c.(4) for details. i

(2) 25 HOURS.
(a) At each 25-hour period, the magnetic plug
will be removed from the rear oil drain elbow of the
engine and inspected for accumulation of metal par-
ticles or sediment.
· (b) The outboard reduction gear oil pump screen
will be removed and cleaned at this period. V-1710-35
engines have the reduction gear screen located adjacent
to the oil pump outlet and is removable for inspection
and cleaning by unscrewing the 11h-inch hexagon nut to
which the screen is attached. The V-1710-63 engines and
subsequent models have the screen attached to a triangu-
lar shaped cover which can be removed for inspection
and cleaning.
(c) On V-1710-63 engines and subsequent mod-
els, remove and clean the outboard reduction gear oiler
nozzle. This nozzle is located directly above the oil
pump and can be removed after taking out the }'8 -inch
hexagon head plug. The nozzle tube is tapped with a
5/ 16-24 thread for pulling. After cleaning, replace oiler
nozzle, making sure to index slotted flange with posi-
~"'-::· .........··
•··.... ;.._ ..........
tioning dowel before reinstalling the cover plug. Install
plug with annular gasket and safety with lockwire.
(d) On models equipped with Cuno strainers,
Figure 67-Reduction Gear Box Oil Pump Screens
remove and clean Cuno oil strainer, and clean the
strainer compartment on the engine. On all models
equipped with automatic Cuno strainers, even distribu-
tion of dirt on disc surface indicates that the automatic
.................... ______ .~,_~-
........... ----·

Figure 68-Reduction Gear Box Pinion Oiler Nozzle

-60-
 "E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
RELATIONSHIP OF OIL PUMP, OIL STRAINER
AND PRESSURE RELIEF VALVE
TO OTHER POINTS--~-- '
OF THE ENGINE
LUBRICATION SYSTEM
GAUGE
SHOULD 8~ SET
AT U " "'- - - - ·
AT CRUISING RP M
WITHIN LIMITS
PRESSURE RELIEF
Figure 69-Relationship of Oil Strainer to Pressure Relief Valve and Main Oil Pump
Cuno has not been turning during .engine operation.
Observe cleaning procedure in section VI, paragraph
27.b.(4.) and (5).
CAUTION
Do not attempt to remove Cuno by taking out
the 3 hexagon head cap screws located in the
head, since the removal of these will only sepa-
rate the h ead from the cleaning element. The
Cuno is secured to accessory housing by the 6
self-locking nuts located on flange in rear of
the Cuno head. When replacing the Cuno
strainer, be sure that the mounting face is.
wiped dry of oil and that a new gasket is
installed each time the Cuno is removed.
(e) Inspect all oil lines for leaks; particularly at
connections; security of anchorage; wear d ue to chafing
or vibration; and dents or cracks.
(f) Remove the supercharger oil seal vent as-
sembly (non-removable screen type). Check for clog-
- 61 -
Section V
Paragraph 2
VA LVE
OPENS AT 100 •/a"
0 1FFE RE NT IAL PRESSURE
FOR DRIVING
AUTOMATIC OIL ST RAINER
CHECK VALVE
ging by blowing with the mouth through the vent as-
sembly and if clogged, wash thoroughly in clean gaso-
line. Recheck, and if washing has not cleaned the screen,
the new type assembly (having removable screen)
should be installed.
(3) 50 HOURS.-The Air Maze oil .filter, two on
the V-1710-93 engine, should be r emoved and cleaned at
each 50-hour period in accordance with the following
procedure:
(a) Remove the filter assembly in accordance
with the removal procedure in section VI, paragraph 27.
c.(3). Then remove the stack of filter discs and clean in
accordance with instructions contained in section VI,
paragraph 27.c.(4 ) and (5).
(b) The relief valve and in the case of the auxil-
iary stage fil ter, the relief valve and check valve should
be cleaned at this time in accordance with instructions
contained in section VI, paragraph 27.&.
( 4.) 100 HOURS.
(a) At each lOO-hour period, remove and clean
Section V
Paragraph 2 ALLISON OPERATION AND MAINTENANCE HANDBOOK
the engine oil screens located in the front and rear oil
drain elbows. Removal and reinstallation of the drain
elbows must be accomplished in accordance with the
special procedure given io section VI, paragraph 8.c.
(b) At the lOO-hour period, the Air Maze oil
filter, two on the V-1710-93 engine, in addition to its
periodic 50-hour cleaning operation, must be further
disassembled for a visual iuspection of the wire screens
on each filter disc. This disassembly, which should be
done before reinstalling the filter stack in the filter hous-
ing after the cleaning operation, should be performed
in accordance with instructions in section VI, paragraph
27.c.(4) (c).
(c) Drain reduction gear box oil system by re-
moving the . drain plug. After oil has been completely
drained, refill with Il/2 gallons of high pressure gear
lubricant as designated in section 11, Table of Specifica-
tions. Use same precaution as outlined in paragraph 2.a.
(4) this section
(5) AT ENGINE CHANGE.
(a) In all airplanes with or without the hopper
type oil tank, the engine lubricating oil should be
Figure 70- Va/ve Operating Mechanism
1-B<!uina: No. Toward Rur o.t>d E xh1wt Side
2- Locatinc Burinc
3-R..r or Cylinder Block
7- Exhouot Sid e
-62-
"E" Type
Engines
drained only at engine change, except where some un-
usual circumstance, such as the failure of an engine part,
makes it advisable to change the oil before that time.
NOTE
After filling oil tank at oil change, the oil
pump inlet line must be bl~:d of all included
air. Disconnect the oil inlet line connection at
the oil pump to bleed air and establish solid
oil flow.
(b) Clean removable oil screens and the oil
strainer on newly installed engines by removing and
washing in gasoline. See instructions in section Ill,
paragraph 5.b.(5) and (6). When cleaning oil strain-
ers, the compartment in which the filter is installed will
also be cleaned.
e. COOLING SYSTEM.
(1) 25 HOURS.
(a) Inspect lines for evidence of leaks, particu-
larly at conneccions; security of elbow anchorage; wear
due to chafing or vibration ; condicion of hose connec-
-T•ppet Adjuotinc Screw
S-Lock Nut
6-C•p No. T oward Exh.owt Side
 ( (

ALLISON E-4 V-1710-35 COOLANT SYSTEM

IN BELL AI RACOBRA P-390
A. COOLANT EXPANSION TANK. 3 U. S. GALLONS CAPACITY
B. COOLANT PUMP SEAL DRAIN
C. EXPANSION LINE CLAMPED TO RIGHT IGNITION CABLE TUBE
D. COOLANT TEMPERATURE GAGE
E. RADIATOR SHUTTER OPERATING CRANK
F. COOLANT OUTLET THERMOMETER WELL
G.RADIATOR AIR INTAKE'v'DUCT
H. (4)RUBBER ANTI-VIBRATION RADIATOR SUPPORTS
I. HARRISON(FIN&TUBE TYPE)RADIATOR

K. EXPANSION TANK VENT

~
).

TOTAL CAPACITY COOLANT SYSTEM 13~GALLONS

• COOLANT e - VENT LINES . DRAINS

EXPANS ION TANK VALVE DETAIL

• EX PANSION LINES o - F REE AIR FLOW PLAN VIEW,RADIATORAIR DUCTS
Figure 7J-Typical Allison Coolant System
THIS PAGE INTENTIO~ALLY LEFT BLANK

RESTRICTED
"E" Type
Eng ines ALLISON OPERATION AND MAINTENANCE HANDBOOK
tions; and tightness and location of clamps at rubber
connections.
NOn
In replacing hose connections, refer to section
VI, paragraph 16.
(b) Inspect coolant pump for evidence of leaks.
The coolant pump of all models has a spring loaded
type packing which will not require manual tightening.
If leakage is excessive do not attempt to replace pack-
ing or any part of the pump. Replace the entire pump
as a unit. See instructions in section VI, paragraph 15,
for removal and replacement of pump.
f. VALVES.
( 1) V ALYES.- Filled with sodium.
(a) At the first 5-hour period after engine is in-
stalled, inspection of the valve mechanism will be per-
formed.
1. Check condition of cylinder he.ad cover
gasket.
2. Check for damaged valve springs, retain-
ers, keepers, etc.
3. Check valve clearances (section VI, para-
graph 5).
(b) At each 200-hour period thereafter, repeat
above inspection.
(2) VALVES- WITHOUf SODIUM. - At each
so-hour period, repeat inspection procedure in above
paragraph (1).
g. MANIFOLDS AND SUPERCHARGER-
ENGINE AND AUXILIARY STAGE.
(1) 25-HOUR.-AUTOMATIC MANIFOLD
PRESSURE REGULATOR-PRESSURE
CONTROL AND SUPERCHARGER
CONTROL.
(a) Inspect oil supply line, oil drain line, and
air line for leaks, security of anchorage, wear, dents,
cracks, and the condition and location of clamps at rub-
ber connections.
(b) Oil all linkages with machine gun oil, Speci-
fication No. AN-0-6. .
(c) Inspect all safety wiring.
(2) 50 HOURS.
(a) Inspect intake system for broken studs and
security of attachment of pipes. Intake pipes should be
carefully inspected for any leaks or damage.
-63-
Section V
Paragraph 2
(b) Check security of hose clamps on auxiliary
supercharger discharge duct.
(c) Check exhaust manifolds and studs for loose-
ness. Examine gaskets for evidence of leakage.
(d) Check supercharger-inlet-cover-to-carburetor
flange and gasket for security.
(e) Ascertain that carburetor beater and air
scoop is securely_fastened at carburetor flange.
(3) 100 HOURS.-Repeat ground test in section
VI, paragraph 28.b.(5) to determine if automatic mani-
fold pressure regulator or pressure control is function-
ing properly.
h. PROPELLERS AND ACCESSORIES. - Inspect
thrust bearing nut and tighten, if necessary, at the first
25-hour inspection and subsequent tightening at the
discretion of the Engineering Officer in charge, or at
any time that the nuts are found to be loose.
i. POWER PLANT GENERAL.
(1) 50 HOURS.-Tbe extension shaft center bear-
ing, located between the two extension shafts, will be
lubricated with approximately twenty-five shots from
a Zerk grease gun using grease specified in section 11,
Table of Specifications.
(2) 100 HOURS. -Tbe flexible universal joint of
the auxiliary stage supercharger will be lubricated with
Tcxaco 629 oil. The cover over the universal joint must
first be removed by taking off three attaching pal nuts,
nuts and washers. Then remove the four bolts from
each flange of the universal joint and lift it off. Apply
Texaco 629 oil to the Ze.rk fittings on each end of the
universal joint. Reinstall universal joint and cover.
(3) AT ENGINE CHANGE.
(a) When an engine is changed, accomplish all
special inspections and maintenance work prescribed in
this section that are applicable to engine change as well
as special technical instructions that are to be done at
engine change.
(b) Newly installed engines shall be ground
tested in accordance with section Ill, paragraphs 5.b.
( 17). Newly installed engines will also receive a flight
test in accordance with section Ill, paragraphs 5.b.(18),
upon completion of the installation ground tests speci-
fied above.
 "E" Type
Section V ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

j. .All periodic inspections, including those covered accessories, are listed in the following table which will
in this section and in section VI under maintenance of serve as a check-off guide.

Following Paragraphs
Impection Ti;,u To Be Inspected for Details

Pre-flight Carburetor ............... .. ......... . .. . .............. .. Sect. VI, 24., d., (1)

Daily Power Plant ..........• ...•..... • . .•. . ................... Sect. V, 2., a.,
Carburetor ..... . .... ... .•..........•.................... Sect. VI, 24., d ., (2)

5 Hours Spark Plugs ... .... ... .•.••.. .... •• ..•....•........... . .. Sect. VI, 26., d., (1)
(War Emergency Operations
Cuno Oil Strainer..... ... .. .... .... . .. .... . .... ... ... . ... Sect. VI, 2 7 ., b., (4), (a)
(Manual only)
Valves-Sodium . ... .... .. .. ............. ..... .... ...... Sect. V, 2., f., {1), (a)
(First 5 hours)

10 Hours Cuno Oil Strainer....... . ..•........••.........•.. . .. .... Sect. VI, 27., b., (4), (b)
.Air Maze Oil Filter . ..... ... ...................... . ...... Sect. VI, 2 7 ., c., (4), (a)

25 Hours Magneto .......... ........ .. .... .................... . ... Sect. VI, 25., d ., (1)
Spark Plugs .... ... . .. .... ... .. . . ........... .. ..... .. ... . Sect. VI, 26., d., (2)
Distributor Drive ... ..... . ..... .. ....................... . Sect. V, 2., b., (2)
Ca1 buretor . ... .............• . .... ... .•. ..•.. .. .......... Sect. VI, 24., d., (3)
Cuno Oil Strainer.............. .. .... . ....... . ........ ... Sect. VI, 27., b., (4), (c)
Oil System .............. . .......... . ........ . ... ........ Sect. V, 2., d., (2)
Cooling System ..... ....... ....... .................... . .. Sect. V, 2., e., ( 1)
Manifolds and Supercharger...................... . ... . .. . Sect. V, 2., g., (1)
Automatic Controls ....... . .. .. ..... .. .. ..... . . .. ........ Sect. V, 2., g., (1)
Propellers and Accessories .. ...... .. . ....... . ... ... .... .. Sect. V, 2., h., (First 2 5 hours)

50 Hours Ignition Shielding . ....................... ..... ......... . Sect. V, 2., b., (3), (a)
Carburetor .... .. .. . . .. ........... ....... ... . ... ...... ... Sect. VI, 24., d. , (4)
Air Maze Oil Filter . ....... .... . . ... . ............... . .. .. Sect. VI, 27 ., c., (4), (b)
Valves- Without Sodium .. . .. . ..... .. .•.. ..•.......•..... Sect. V, 2., f., (2)
Manifolds and Supercharger . . ........ . .. .. . . . .. ...... .... Sect. V, 2., g., (2)
Extension Shaft Center Bearing............ . . ..... ........ Sect. V, 2., i., (1)

100 Hours Air Maze Oil Filter .. . .... ............................. . . Sect. VI, 27., c., (4), (c)
Oil System . . ... •. . .... . .. . .. ..... . . . . . .... ..... . .. .... .. Sect. V, 2., d., (4)
Automatic Controls .......... .. .. . . .. ................. ... Sect. V, 2., g., (3)
Flexible Universal Joint ................. . ..... . ...... .... Sect. V, 2., i., (2)

200 Hours Valves- Sodium ...... . ...... . . .... . ......... . ........... Sect. V, 2., f., (1), (b)

Engine Change P ower Plant ..... ... ......... .. ...... ....... .. ........ .. . Sect. V, 2., i., (3)
Oil System .. . ....................... . ............... . ... Sect. V, 2., d., (5)

- 64 -
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
SECTION VI
ADJUSTMENT, REPLACEMENT AND MINOR REPAIR
1. GENERAL.
a. The work outlined in this section c.an be performed
without the facilities usually available at major over-
haul activities.
2. REPLACEMENT OF EXHAUST
MANIFOLD GASKETS.
a. Remove the necessary cowling to permit access to
the exhaust manifolds. (Refer to the Service Handbook
for th~ particular airplane.)
b. The exhaust manifold gaskets of early engines of
some of these models were of the copper' asbestos type,
while the later engines use a graphite painted sheet
steel type. All replacements will be made with the steel
gasket. The exhaust flange at each cylinder is secured
by five 1_.4-28 brass nuts. Remove these nuts from the
flanges that secure one complete bank of manifolds to
the cylinder block. Next, remove the three bottom
fillistec head screws from spark plug cooling manifold
brackets in order to free the brackets from the exhaust
flange sruds. Then lift off the exhaust manifolds.
c. Remove all old gaskets and discard. Carefully
dean the faces of the exhaust flanges and the mounting
face of each exhaust port thoroughly. Examine all studs
foe looseness. Check the exhaust manifold flanges on a
surface plate to determine if warping is responsible for
the blown gasket. Reface if necessary.
d. In replacing the steel type gaskets on these engines,
paint both sides of gasket with a mixture of electric
furnace graphite and mineral oil mixed to a consistency
suitable for application with a brush. Install the new
gaskets with the head coward the steel flange of the
manifold, and replace exhaust manifolds and spark plug
cooling manifolds. Tighten the nuts of the exhaust
flange evenly to avoid distorting gaskets. Safety the
bracket screws of the spark plug cooling manifolds.
3 . REPLACEMENT OF INTAKE
MANIFOLD GASKETS.
a. Intake manifold gaskets can be removed without
disturbing the rubber manifold connections or removing
any section of the manifold proper. Using Service
Wrench No. 2140-29, remove cap screws in top of
manifold bottom flange just enough to free gasket. The
gasket is made with slotted lower holes to allow removal
from the scuds. Install new gaskets and tighten evenly
so as not to damage manifold flange.
( 1) It should be determined when loosening the
cap screws and nuts if improper tightening was respon-
sible for the gasket leak. If not, check for evidence of
- 65-
Section VI
Paragraphs 1-4
distortion. In case distortion is indicated, the hose con-
nection clamps at the tee should be loosened, the primer
lines disconnected at union · nut and the manifold
removed from the engine. Check mounting face of the
manifold on a surface plate for evidence of distortion.
Lap if necessary.
4. REPLACEMENT OF VALVE SPRINGS AND
TIGHTENING ROCKER ARM BRACKETS.
CAUTION
The valve si:ems of these engines are NOT
equipped with a stop ring to avoid valve drop-
ping into cylinder when the springs are
removed.
a. Replacement of a valve spring should be attempted
on a service engine only when authorized by Field
Supervision. Two types of valve springs are used on
these engines. The late type spring, identified by a
painted yellow stripe on the spring, must be used on
V-1710-63 models and on engines equipped with 9.6
supercharger impeller ratio or on engines equipped
wit.h the auxiliary stage supercharger. All other engines
may use either the late or early type spring providing
all of the springs (inner and outer) are of the same
type on all four valves of any particular cylinder.
b. Remove the exhaust spark plug from the partic-
ular cylinder in which the valve spring is to be replaced.
Turn engine over until the rocker arm rollers rest on
the cam heels (valves closed). Insect Valve Holding
Tool No. 2294 in spark plug bushing. This tool shank
is marked with two etched rings to indicate position of
finger for depth. The mark nearest the finger shows
location in depth to support either exhaust valve, while
the other mark is for the intake valves. The straight
arm, on the end of the tool shaft, indicates the position
of the supporting finger. Turn the tool until the straight
arm, on the end of the tool shaft, points in the direction
·of the proper valve and tighten the knurled clamping
bushing to hold tool in this position. (See figure 72.)
c. Remove the four nuts from the rocker arm brackets
and lift off the rocker arm assembly. Using Overhaul
Tool No. 2315, compress the springs of the supported
valve, and remove keepers and springs. Replace valve
springs, and be sure the keepers are properly seated.
The spring height is next gaged, using Gage No. 2443.
(See figure 73.) In case the spring height exceeds the
range given on the Gage, an undersize upper retainer
must be substituted to provide the proper spring height.
Replace rocker arm bracket assembly. The rocker arm
bracket stud nuts should not be tightened too rightly, or
Section VI
Paragraphs 4-7 ALLISON OPERATION AND MAINTENANCE HANDBOOK
INTAKE VALVES
figure 72-Volve Holding Tool
high temperature strains wili result. Neither should the
stud nuts be left too loose, or battering of the brackets
wili result.
( 1) Tighten all nuts down firmly, so as to seat the
bracket and cap on the cylinder head bosses, with cam
lobes in proper position.
(2) Loosen one nut, then turn it down to a finger
tight position or puU it down lightly with a wrench,
whichever is necessary for the nut to make contact with
the rocker arm bracket and for the lower face of the
bracket to. make contact with the mounting boss; from
this position, tighten to the following angularity and
cotter.
(a) Nos. 1, 3, 5, 7, 9, 11, and 12 brackets (with
bearings) tighten 65°-85°.
(b) Nos. 2, 4, 6, 8, and 10 brackets (without
bearings} tighten 55°-70°.
(3) Loosen and tighten the other nuts on the
bracket in the same manner.
d. This procedure insures proper camshaft bearing
clearance. Be sure to reset both intake and exhaust
valves to their proper clearilnce. (See foUowing para-
graph 5.) Remove the valve holding tool and reinstall
the spark plug.
5. SEntNG VALVE TAPPU CLEARANCES.
a. When adjusting valves, make sure that the engine
is thoroughly cool, 10°C to 50°C (50°F to l22°F). In
order to check the valve clearance, first remove the
cylinder head covers and rotate the propeller shaft so
that the cam roller is on the base circle or heel of the
cam for the p articular valve being checked. Then use a
feeler gage between the valve stem tip and the valve
adjusting screw ball end. The proper valve clearance
-66-
"E" Type
Engines
when cold is .015-inch for the intake valves and .02().
inch for the exhaust valves. If adjustment is necessary,
loosen the lock nut and back off or turn down the
valve adjusting screw. When re-tightening the lock nut,
be careful not to turn the adjusting screw.
CAUTION
Adjusting screw lock nuts must be drawn tight.
Tighten by hand, but do not strike wrench
with any object.
b. After tightening the lock nut, the clearance should
again be checked. All clearances which are found to be
below the proper amount (.015-inch for intake valves;
.020-inch for exhaust valves) SHOULD BE RESET TO
PROPER CLEARANCES. RESET ANY intake valve if
clearance exceeds .017-inch, and reset any exhaust valve
if clearance exceeds .022-inch.
c. When checking valve clearances, if any are found
to have opened to .025-inch or more for the exhaust
and .020-inch for the intake, it is well to remove the ad-
justing screws and examine the ball ends for abnormal
wear or breaks. Otherwise the ad justing screws need not
be removed between overhauls.
6. REPLACEMENT OF VALVE TAPPETS.
a. Locate the rocker arm rollers on the cam heels.
Loosen the four nuts, holding rocker arm brackets,
sufficiently to aUow removal of the tappet through the
rocker arm from the bottom. Remove the lock nut and
screw tappet from the arm. Replace new tappet and
lock nut. Tighten the four bracket nuts as in paragraph
4, this section, and set clearance as outlined in para-
graph 5, this section.
7. REPLACEMENT OF OIL PRESSURE RELIEF
VALVE SPRINGS.
a. fu'lGINE.
(I) Remove the 1%-inch hex. cap from the pres-
sure relief valve body, using Service Wrench No. 2244.
Refer to figure 74. Remove the locking spring hold-
ing the oil pressure relief valve adjusting screw. The
adjusting screw is next removed with the small end of
Wrench No. 2244. The spring can then be removed.
(2) ln the large oil pump used on late models,
a new type oil pressure relief valve spring should be
installed, which can be distinguished by its free length
of 2H inches. In the small oil pump used on -35
models, either the shorter spring, part N o. 40130, 2Vr
inch free length, or the long spring may be used.
(3) After inserting correct type · of spring, screw
in adjusting screw until it is Hush with the valve body.
It is necessary then to readjust the oil pressure. It is
important that the engine oil be maintained at operat·
ing temperature, approximately 80°C (176°F), and
the engine operated at cruising speed of approximately
2200 rpm. Set relief valve adjusting screw to get steady
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section VI

GAGE
POINT

14:--SPRING HEIGHT SHOULD

GAGE AS SHOWN IF
PROPER RETAINER
IS SELECTED

MUST NOT BE
BELOW GROOVE
SHOULDER

figure 73-Cfteclcing Valve and Spring Height Using Gage No. 2443

-67 -
Section VI "E" Type
Paragraphs 7-8 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

OIL PUMP~ OIL PRESSURE

ADJUSTING PLUG - - -.,.

1
, ',":.- - - ..,. - _ .,....---- - STOP RING - ----.
r
•'\
I
'.... ........
I \I
'

I
:;,.... --- , ' - --
....... ~- -- - - -- - - --------- -
- - -..
I"
\ .\ )
/ 1~ ' ,
\
~ / ' ( - -" PRESSURE OIL )

I
I I
1 I
I
~
I
\
I

, _'>_,
.....-"'
'II • I I
I
.
,J..

I
/
-
,.' /
\
I I
'-'- ; , \
\ )- , <' I
I

VALVE OPERATED BY
'<.%>- -./
ENGINE OIL PRESSURE

Figure 74- Se ctionol View of Oil Pressure Relief Valve

oil pressure gage reading between 60 and 70 pounds/ install gasket and 1 ~ -inch hex. cap on pressure relief
square inch. Replace lo~ If necessary to move the re- valve body, then safety cap.
lief valve adjusting screw to do this, be sure not to
8 . CLEANING OF OIL SCREENS.
lower oil pressure. Put washer in place and replace
aluminum cap on outside of pump body, and safety. a. GENERAL.- There are three oil screens in these
models, one located in the outboard reduction gear box
b. AUXILIARY STAGE SUPERCHARGER. at the oil pump, one in the engine front drain elbow
(I) Remove the 11_4-inch hex. cap and gasket from and one in the engine rear drain elbow.
the pressure relief valve body. Remove the oil pressure b. OUTBOARD REDUCTION GEAR BOX
valve plug lock nut. The oil pressure relief valve plug OIL SCREEN.
is next removed. The spring can then be lifted out.
(1) On V-1710-35 engines, the reduction gear box
' (2) Insert new oil pressure relief valve spring oil screen is soldered to the Ilh-inch hex. nut located
into relief valve body and against the oil pressure re- beside the oil pump outlet and is removable for inspec-
lief valve. Then install relief valve plug and lock with tion and cleaning. (See figure 67.) To clean, unscrew
valve plug lock nut. Approximate correct oil pressure the lVz-inch hex. nut. Wash nut and screen asst'mbly
is obtained when 4 to 41/2 threads are showing above in gasoline. The screen compartment in the oil pump
the top of the lock nut. will be washed out thoroughly while the screen is
(3) It is then necessary to check the resulting oil removed. Place copper annular gasket over screen
pressure in the auxiliary stage and possibly readjust the assembly, reinstall and safety with lockwire.
relief valve plug for proper oil pressure. It is im- (2) On V-1710-63 engines and subsequent models,
portant that the oil be maintained at operating tempera- the reduction gear box oil screen is attached to the
ture, approximately 80°C ( 176°F), and the engine triangular shaped cover which is located beside the oil
operated at cruising speed of approximately 2200 rpm. pump outlet. This cover and screen assembly is removed
If auxiliary stage oil pressure gage reading is not be- by taking out the two fillister head screws and removing
tween 50. and 60 pounds/ square inch, the Jock nut the three 1,4-28 plain and pal nuts from the studs that
must be loosened and the relief valve plug adjusted. secure the upper part of the pump to the gear box.
Turn plug in, if pressure is too low; out, if pressure is (See figure 67.) Wash the screen assembly in gasoline
too high. After plug is set properly and locked, re- and clean the screen compartment of the oil pump.

- 68 -
"E" Type Sedlon VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 8

figure 75- ~ Right Rear View- V- 1710-63, -83, or -85 Engine

t-oil Pressure Relief Valve 3- Scavenaer Oil Pump Outlet
2- Pr..oure Oil Pump Inlet 4- ·C:uno OH Strainer

Reinstall new compositiOn gasket and relocate screen
assembly in position. Install the two screws and safety-
wire together. Reinstall plain nuts and pal nuts on the
three through studs.
c. ENGINE OIL SCR.EENS.-The engine oil screens
located in the front and rear oil drain elbows require
removal of the elbows to clean. When accessibility of
the engine in the airplane permits, the elbows will be
removed at the rime indicated in periodic inspection
and the screens cleaned as follows.
(1) REAR DRAIN ELBOW SCREEN
REMOVAL.
(a) Remove drain plug from rear drain elbow
and drain oil.
(b) Remove the 4 cap screws that secure the
rear drain elbow to the oil pan.
(c) Remove the 4 plain nuts and pal nuts that
secure the elbow to the oil pump adapter.
(d) Remove the elbow.
(e) The 1_4-inch castellated nut is removt>d
through the drain plug opening using a socket wrench.
The through bolt and screen are then taken out.
(f) Clean elbow and screen by washing thor-
oughly in gasoline.
(g) Replace screen, install through bolt, washer
and castellated nut, tighten and safety nut with cotter
pin.
(h) Before reinstalling elbow, the rear flange
of the oil pan and oil pump adapter should have the
old gaskets removed and thoroughly cleaned. Do not
scrape mounting faces to clean.
(i) Install new gaskets and locate drain elbow
into position. The four cap screws and the four plain
nuts should be installed finger tight.
IMPORTANT
It is important that the following tightening
procedure be followed closely to prevent the
elbow from being misaligned with resulting
possible oil leakage.

-69- .
 Section VI
Paragraphs 8-9 ALLISON OPERATION AND MAINTENANCE HANDBOOK
(i) First tighten the four cap screws into the oil
pan to approximate final tension.
(k) Next permanently tighten the four plain
nuts onto the oil pump adapter studs to 70-80 pounds
in.
(l) After the stud nuts are tightened, release
tension on all 4 cap screws in pan and retigbten
to 90-100 pounds in. Safety the cap screws with lock-
wire and install pal nuts over the plain nuts.
(2) FRONT DRAIN ELBOW SCREEN
REMOVAL.
(a) Remove the 4 cap screws that secure the
front drain elbow to the oil pan.
(b) Remove the 4 plain nuts and pal nuts that
secure the elbow to the front scavenger oil pump body.
(c) Remove the elbow and gaskets and clean
the mounting flanges.
(d) Unsafety and remove the two fillister head
screws and take off the oil screen.
(e) Clean elbow and screen by washing thor-
oughly in gasoline.
(f) Reinstall screen and safety the two fillister
head scr ews with lockwire. The lockwire is threaded
through both screws and runs across the face of the
screen.
(g) lns1all new gaskets and locate drain elbow
into position. T he 4 cap screws and 4 plain nuts should
be installed finger tight.
IMPORTANT
It is important that the following tightening
procedure be followed closely to prevent the
elbow from being misaligned with resulting
\ tributor head. This much disassembly is required so
possible oil leakage.
(h) First tighten the 4 cap screws into the oil
pan to approximate final tension.
(i) Next permanently tighten the 4 plain nuts
onto the scavenger oil pump studs to 70-80 pounds in.
(i) After the stud nuts are tightened, release
tension on all 4 cap screws in pan and retighten to
90-100 pounds in. Safety the cap screws with lockwire
and install pal nuts over plain nuts.
9 . REMOVAL AND REPLACEMENT OF IGNITION
SHIELDING ASSEMBLY AND
TIMING DISTRIBUTORS.
a. GENERAL.-The ignition shielding a56lembly con-
sists of: two intake ignition cable tubes with flexible
extension; two exhaust ignition cable tubes with flex-
ible extensions; a flexible cross tube; and high tension
magneto cables. The entire assembly is joined together
at the distributor housing assemblies. The cable tube.s
are mounted on the engine by several brackets. The
tubes are made of aluminum. Metallic braiding is used
- 70 -
"E" Type
Engines
to shield the wires from the cable tubes to the spark
plug terminals. Figure 76 shows the complete igni-
tion shielding and distributor drive assembly.
b. REMOVAL OF SHIELDING ASSEMBLY FROM
ENGINE.
{ 1) Disconnect spark plug terminals.
(2) Remove the nuts and pal nuts which hold
the ignition tube brackets to the engine .. Do not dis-
turb clamping screws of the brackets. Each intake
ignition tube is secured to the engine by three cylinder
head cover screws. Each exhaust ignition tube is secured
to the engine by four nuts on studs located in the
coolant inlet manifold bosses. The exhaust brackets of
early engines are attached by screws instead of studs.
{3) Disconnect the magneto shielding leads at
the magneto.
( 4) On each cylinder head, loosen 6 to 8 of the
cylinder head cover screws nearest the distributor hous-
ing. This operation releases the distributor drive hous-
ing packing ring which is clamped in a groove of the
distributor housing diameter by the covers. After re-
moving the 4 pal nuts and plain nuts from the flange
of each distributor housing, the ignition shielding and
distributor housings are free to be removed from the
engine as a unit.
c. REPLACEMENT OF SHIELDING ASSEMBLY
ON ENGINE. -With the cylinder head cover rear
screws loosened as directed above in removal of shield-
ing assembly, a complete replacement ignition shield-
ing assembly can be installed as a unit as follows:
{1) Remove the distributor housing covers and
the three mounting screws from the flange of each dis-
that the heads may be lifted oft their flanges far
enough to permit turning the distributor .linger and
aligning the driving lug with the camshaft driving
plug slot as th~ assembly is mounted.
(2) Install new distributor drive housing packing
ring in the groove of each mounting diameter of the
housings. Coat the distributor housing flange generously
with gasket paste. The complete assembly is then set
into position on the engine, at the same time the dis-
tributor fingers will be rotated slowly to ful the drive
shaft lug into the large slot of the camshaft driving
plug. Be careful not to disturb the packing ring on the
distributor mounting diameter as it is inserted into the
cylinder head cover bore. Install the four plain and pal
nuts to secure each distributor housing.
(3) Each exhaust side ignition tube is attached
to studs on three coola.nt jacket bosses and to one stud
on the coolant inlet tee. (These bosses are equipped with
sc.rew bushings· in place of studs on early engines.)
Draw up No. 1 and No. 4 bracket mounting nuts,
making sure that the No. 4 mounting bracket arm, which
"E" Type Sedlon VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 9

figure 76-Distributor Drives and Ignition Shielding Assembled Unit

l-eap ~TIIbe 7- Iotalte Sperk Pluc Sbleldiq
2-Miorker 5-FI..Oble EldeJUiOD 8--Shletc!Uoc Staa>d
3-Rubber SIHTe 6--To MIICDeto 9-Pb......Uc Sleeve
1G-Ellhaust Spuk Pluc LNcll

is offset, is installed with the damping screw away from
the engine. (No. 1 bracket is nearest the accessory
housing.)
( 4) Draw up the nuts of the two remaining
brackets making sure that the No. 2 bracket offset arm
is installed with the damping screw toward the engine.
No. 1 and No. 3 bracket arms are not offset and the
brackets .may be mounted in either position without
affecting the alignment of the tube. Straighten any bent
brackets. (See figure 77.)
(7) The ignition shielding is next connected at the
spark plugs and aligned. This alignment is necessary
to avoid the intake spark plug elbows touching the
intake .manifolds, and to relieve the exhaust spark
plug leads and extension tube flexible shielding from
OFFSET BRACKET USED
AT +t-2 AND *4 POSITION INSTALLED AS SHOWN

~
(5) Install pal nuts on aiJ bracket mounting nuts. . . .
.., ::
( 6) Each intake side ignition tube bracket is then ~~ ,~~
secured to the cylinder head covers. Remove the three
cylinder head cover screws, in line with the three
brackets, along with their lock washers and screws. Then
reinstall the screws and lock washers to secure the
bracket to the covet. The beveled washers are not used
with the bracket. figure 77-Attaching Exhaust Ignition Tube Brackets

-71 -
 "E" Type
Section VI ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

INCORRECT INSTALLATION OF EXHAUST SHIELDING

CORRECT INSTALLATION OF EXHAUST SHIELDING

Figure 78-A/igning Exhaust Spark Plug Cable Shielding Leads

-72-
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
kinking, as these strained conditions would eventually
result in tube breakage.
(a) Apply a light coat of either soapstone or
mica dust to the wire lead connectors. This will reduce
sticking of connectors inside the spark plugs after they
are subjected to heat from normal operation of the
engine.
(b) Loosen clamping screws of all brackets on
exhaust tubes. The knurled nuts that join the flexible
extension tubes are aext loosened only one turn.
(c) Loosen all % -inch hexagon connector nuts
one turn at the base of the detachable spark plug leads,
then draw up all spark plug elbow nuts finger tight.
(d) Rotate and slide the tube back and forth
until the flexible exhaust spark plug cable shielding as-
sumes a series of straight lines or smooth curves. Be sure
that no flexible tubing is pulled so tight that it loses its
flexibility. This may be checked by testing the tension
of each lead with the fingers. At this point it may be
necessary to rotate the ignition cable tube slightly to
secure the correct tension and provide the proper align-
ment of the exhaust spark plug detachable leads.
(e) When all the exhaust spark plug detachable
leads are in proper position, tighen all ignition cable
tube brac.ket clamping screws. Tighten the screws of
the center clamps first, then tighten the screws of the
end clamps.
(f) Tighten the % -inch hexagon nuts that secure
the exhaust spark plug terminals and be careful to
prevent the ignition cable from shifting its clamped
position. Be sure that these leads do not turn while the
nut is being tightened. Such turning would cause serious
kink ing.
(g) Next, tighten the exhaust spark plug cable
shielding elbow nuts. Prevent the elbows from shifting
position while tightening the nuts, as the elbows must
line up with the exhaust spark plug cable shielding
flexible tubes, and the tubes must not be kinked.
WARNING
When tightening connecting elbow terminals
to spark plugs do not tighten the elbow nut
excessively as both the elbow terminal and
spark plug may be damaged. le may also be
found, when unscrewing tightly installed elbow
nuts from spark plugs, that the bauel will
tend to loosen and unscrew from the shell.
If spark plug barrel is turned as above, the
plug should not be used until the gap has been
rechecked.
(h) Figure 78 illustrates the type of installation
to be desired and the type of installation to be avoided.
(i) T he intake spark plug cable shieldings can-
not be connected to form a series of straight lines, but
must be connected to form a series of smooth curves
-73-
Sedion VI
Paragraph 9
which are free from kinking or twisting. Be sure the
cable shielding of one intake spark plug does not rub
against the cable shielding of another spark plug or
against the intake manifolding.
(i) When adjusting the intake spark plug leads,
the bracket clamp screws and the connecting nut at the
base of the leads will be loosened, then the spark plug
out drawn up finger tight. The knurled nut at intake
tube extension tube will also be loosened. Rotate the
tube slightly if necessary and adjust spark plug leads as
in paragraph ( i) above. After adjustments, tighten the
clamp screw on tubes first, the % -inch nuts at branch
tubes next, and the spark plug elbow nuts will be
tightened last.
(8) Use Strap Wrench No. 2246 (Service Tool)
and tighten the knurled nut at each extension tube.
Use Adjustable Spanner Wrench No. 2425 (Service
Tool) and check tightness of the large spanner type
connector nuts.
CAUTION
When tightening any ignition shielding con-
necting nut, be sure that the cable tube does
not turn with the nut, as this would cause the
shielding to become twisted and stressed.
(9) Safety all clamp screws.
d. TIMING DISTRIBUTOR FINGERS.
( 1) After the ignition shielding assembly ss m-
stalled the distributor fingers will be timed as follows:
(a) TWO STUD DRIVE FLANGE.
1. Install Timing Disc No. 2380 on magneto
and locate the engine crankshaft to the firing position
for No. lL cylinder. Follow procedure of paragraph 14
of this section and locate engine in this checking position
for R.H. distributor.
2. With engine at 34 degrees B.T.C. for No.
IL cylinder on compress\on ~ttoke, remove the R.H.
distributor finger (exhaust).
3. Remove the nut from the distributor drive
shaft and lift off driving washer and take out the small
shouldered timing dowel.
4. Replace driving washer without dowel.
5. Install nut on drive shaft (finger tight).
6. Place distributor .finger on timing flange, be-
ing sure to place it over the studs so that the timing
flange fixed dowel matches the locating hole on inner
face of finger body.
7. Rotate distributor finger until the main
electrode is located with leading edge %2 -ioch past or
beyond the mark on the distributor housing flange. (See
figure 81.)
B. Carefully remove finger, and DO NOT DIS-
TURB TIMING FLANGE OR DRIV ING W ASHE.R.
 Section VI "E" Type
Paragraph 9 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

DRIVE SHAFT
RETAINER
BEAR ING

HOUSING
Figure 81-Aiigning Distributor Finger With
Timing Marlc
1-Distributor Hou.sing T imin g Mark
2- Aiigni nc Rotor Pincer with 3/ 32-inch Lead
TIMING
DOWE'L
Tl MI NG FLANGE

0
I I I
figure 79-Exploclecl View of Distributor Showing I I I I I I I I I
Relation of Timing Dowel ancl Washer
9. Locate the matched holes in timing ftange
and driving washer, and mark with pencil. Remove nut
Ofli'IE SHAFT--.f
~RETAINER
and driving washer, and insert shoulder dowel in the
marked hole of the timing ftange. Install-driving washer, BEARING •GJ
locating the marked hole over the timing dowel.
g : : . -OIL SEAL RING

BEARI NG CAGE.- - - .... t;LH

OIL SEAL
I I I
FLANGE BOLTS_.IJ J
~
TIMING FLANGE

SU£VE .. .
w . -- -NUT

FINGER~
.. .
00 0

0 0 0

! 41
Figure 80-Locating Distributor Finger Timing Dowel
0
1-Timin c Fia nce
2-Finll,er Locating Dowel
3-Timing Dowel to IHl Located in Aligned H ole
1
After Finser Is P ositioned Figure 82-Exploclecl View of Three Stud Drive
4- Drivi ng WAJher Flange Type Distributor

-74-
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
figure 83-Removing Timing Sleeve
10. Install castellated nut and tighten. Place
distributor finger in position and check to see if electrode
still is located with %2-inch lead on timing mark. If
correct, remove finger and install cotter pin in the drive
shaft castellated nut. DO NOT BEND ENDS OF COT-
TER UP OVER NUT.
11. Install finger, two castellated nuts with
washers, and cotter.
12. The L.H. di.s tributor (intake) is then ad-
justed by the same procedure with the timing pointer
reading 28 degrees B.T.C. instead of 34 degrees.
figure 84- Retaining Nut Reinstalled finger Tight
-75-
Section VI
Paragraph 9
figure 85-Distributor Drive flange Puller No. 2592
Secured to flange
(b) THREE-STUD DRIVE FLANGE TYPE.
1. Install Timing Disc No. 2380 on the mag-
neto and locate the engine crankshaft to the firing posi-
tion for No. lL cylinder. Follow procedure of para-
graph 14 of this section and locate the engine in this
checking position for R.H. distributor.
2. With engine at 34 degrees B.T.C for No IL
figure 86-Distributor Rotor Timing Tool, No. 2597,
Installed and Aligned
Section VI
Paragraph 9 ALLISON OPERATION AND MAINTENANCE HANDBOOK
Figure 87-Reinstalllng Timing Sleeve
cylinder on compression stroke, remove the R.H. dis-
tributor finger (exhaust) by removing the three cotters,
castellated nuts and plain washers from the distributor
finger drive flange studs.
3. Remove the cotter and timing sleeve re-
taining nut, and take out the timing sleeve without dis-
turbing the three stud drive flange.
WARNING
As soon as the timing sleeve is removed, rein-
stall the rel#ining nut, finger tight, to the full
length of the sht~fl thredd.This nut prevents the
drive flange from being pulled out of the lip
oil seal when it is loosened for timing.
Figure 88-Retaining Nul Installed to Final Tension
and Properly Cottered
-76-
"E" Type
Engines
Figure 89-Distributor finger Installed and Secured
If this precaution is not followed, the drive
flange might be accidentally pulled out of its
oil seaL This would necessitate removing the
complete distributor drive and cage assembly
from the housing, and completely disassembling
in order to re-insert the drive flange into the
oil seal without damaging the oil seal lip.
4. Place Distributor Drive Flange Puller No.
2592 over the three studs of the flange and secure. Pull
the flange until it can be turned freely, by hand. If Puller
No. 2592 is not available, two distributor housing cover
screws may be installed in the tapped holes of the
flange. Tighten the screws evenly until the flange may
be turned.
5. Install the Distributor Rotor Timing Tool,
No. 2597, over one stud and the hub of the drive flange
as shown in figure 86. It will be noted that the inner
edges of the slot in pointer of the Tool are marked "L.H .
Rotation Distributor" and "R.H. Rotation Distributor."
Select the correct edge of the pointer for the particular
distributor rotation and align this edge with timing
mark on the distributor housing.
6. Next leave the Timing Tool in plt~ce and
very carefully remove the timing slu11e retdining nul.
Make certt~in the drive flange does not move from the
timing mark and install the timing sleeve. It will be nec-
essary to turn this sleeve until the splines line up and it
drops freely into place. Install the retainer nut finger
tight.
7. Make a final check for the alignment of the
drive fiange and the timing mark, then remove the Tool.
8. Tighten the nut u.ntil the distributor finger
drive flange is seated . A sharp increase in torque neces-
sary to tighten the nut will indicate when the drive
flange is seated.
"E" Type Sedion VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK . Paragraphs 9-12

9. Afte.r the drive flange has been fully seated, b. Use a %6 -ioch diameter drill and drill out the brass
loosen the nut and retighten finger tight. lock pin.
10. The nut should then be tightened 30 de- c. The connector can then be removed by unscrewing
grees + 15 degrees until nearest cotter pin holes line up. from the distributor housing.
11. Install the cotter pin in the shaft, with the d. Inspect the distributor housing carefully for pos-
head of the cotter pin all the way into the nut castella- sible damage to the threads or to the milled face of the
tion. The head must not extend beyond the O .D. of the connector boss. If either appears to be damaged, the dis-
nut. Separate the cotter pin prongs and bend them down tributor drive housing should be replaced.
the side of the nut in the form of an inverted "V." Do e. Install new connector in housing.
not bend them up over the top of the nut. ( 1) If a distributor head housing to ignition tube
12. Install the distributor finger and secure connector i$ being replaced, the new connector should
with th.ree plain washers, lA-28 castellated nuts and cot- measure lo/.1-inch across the flats of the hex head instead
ters. of 1%-inch as on the old connector.
H. The L.H. distributor (intake) is then ad- (2) If a distributor head housing to cross tube con-
justed by the same procedure with the timing pointer nector is being replaced, the new connector should
reading 28 degrees B.T .C. instead of 34 degrees. measure 2lh-inch across the flats of the hex head instead
(2) Install distributor heads and covers and con- of 2 inches as on the old connector.
nect. magneto high tension leads. (3) Screw the new connector into the distributor
drive housing until the hexagon is drawn up tight
1 0 . REPLACEMENT O F EXHAUST SPARK PLUG against the face of the boss.
DETACHABLE LEAD. f. Using the hole in the threaded portion of the con-
a. The spark plug shielding leads are only detachable nector as a drill guide, drill with a lh-ioch diameter drill
on the exhaust sides of the engine. Disconnect the spark to a depth of %2 -ioch.
plug elbow out and the nut at the ignition tube branch, g. In the hole drilled above, install a stainless steel
then the lead can be removed as a unit for replacement. lock pin and stake the metal over the pin. Make certain
b. The replacement exhaust lead will then be installed to use the lfs-ioch stainless steel lock pin instead of the
and aligned in accordance with the detail procedure given %2 -ioch brass lock pin formerly used.
in paragraph 9.c.(7), this section h. Thread the ignition cables through the connector
and connect them in their proper positions.
1 1 • REPLACEMENT O F LOOSE IGNITION
TUBE CONNECTOR. i. Connect and tighten the ignition cable shielding
connector out on the connector and lock the nut to
a. Disconnect the ignition shielding tube from the one of the drilled holes in the hexagon of the connector
loose connector and pull the cables out of the distributor with lock wire.
housing so that the connector can be removed.
1 2 . REPLACING DEFECTIVE IGNITIO N CABLE.
NOTE
a. DETERMINING DEFECfiVE CABLE.
The following table designates the distributor
head covers that are necessary to be removed ( 1) With the distributor housing covers removed,
as well as the minimum number of ignition the distributor heads dismounted and spark plug nut
cables to be disconnected, to free a particular detached; determine which cable is defective by the
connector for replacement. recognized electrical test. If a defective cable is discov-
ered between the spark plugs and the distributor on the
Ignition Cables To B~ exhaust side of the ignition system, remove the detach-
Tub~ Connector Dist. H~ad & Diseonn~ct~d able spark plug lead of the defective cable to determine
To Be Covers To Be RH D' H -~ L.H.Dt'st. H•-~ if this lead is the source of the trouble. Replace the
Replaced Removed · · ut. t - •""
detachable lead with a new part if this test proves it
Right Hand Right Hand 1-2-3· R
Exhaust · Only 4-S-6
defective. Refer to paragraph 10, this section.
Right Hand R.H. & L.H. 1·2-3- R
(2) In case the detachable lead is found not to be at
Exhaust 4-s-6 fault, the next step is to replace the defective cable
Left Hand R.H. & L.H. 1-2·3- R
between the point where the lead connects to the tube
Exhaust 4-S-6 and the distributor head. The replacing of a defective
Rjght Hand L.H. Only 1·2·3· L
cable, other than the detachable exhaust leads, is ac-
I make 4-5-6- complished as set forth in the following paragraphs.
Cross Tube R.H. & L.H. 1-2·3· L 1-2·3· R
Due to difficulty of working in the confined engine com-
4-5-6 4-5-6 partment, it is recommended that the ignition shielding

-77-
Section VI "E" Type
Paragraph 12 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

assembly, with distributor bousings, be removed from
the engine as a unit in order to replace any defective
cables other than the exhaust detachable leads. See
paragraph 9, this section, for details on removing the
ignition shielding assembly from the engine.
b. REPLACING EXHAUST TUBE CABLE.
(1) To replace a defective cable in the exhaust ig-
nition tubes, first remove the spring contact washer
from the cable by cutting the cable immediately be-
hind the washer. (See figure 90.) Slip the branch rube
packing off the cable. Refer to the · ~Table of Cable
Lengths" shown in the following paragraph c. and cut
new cable length for the replacement. Solder the new
cable to the old at this end, and dust with talc or soap-
stone to prevent seizing or friction. Pull the old cable
out, at the same time feeding the new cable in care-
fully so as not to injure its protective coating. Leave
approximately four inches extending from the exhaust
branch tube and slip a new rubber packing sleeve over
this end. Next install the spring contact washer by cut-
ting the cable insulation squarely, leaving approxi-
mately Vs-inch of the seven wire strands protruding.
Insert the wires into the center hole of the washer,
spread the wire ends, press firmly against the contact
washer. (See figure 91.) Then drive a flat head cement-
coated No. 20-1,4-inch brass nail through the eyelet
of the ignition contact spring assembly until the head
of the nail seats. Pull the cable into place and push
the packing sleeve snug against its seat in the connector.
(See figure 9~.) Do not attempt to pull the packing

ATTACH NEW CABLE

REMOVE PACKING

CUT OFF
SPRING CONTACT

figure 90-Removing Defective Exhaust Ignition Tube Cable

-78 -
"E" Type Section VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 12

sleeve into the connector by the cable alone as the sol-
dered contact may be broken.
(2) The original cable length was only approxi-
mate. Consequently the cable should next be threaded
into the distributor housing and measured exactly to
its proper concact in the distributor block and cut off.
The replaced cable should be threaded into the hous-
ing and to its proper contact, in the same manner as
the old cable. (See figure 92.) Slip the 7 mm. rubber
bushing and the appropriate marker over the dis-
tributor end of the cable (7 mm. bushing not used on
late type green colored distributor head.) The copper
cap is then installed. Remove y2 inch of insulation, slip
the 7 mm. bushing up ftush with the end of the insula-
tion. Untwist the wires. Fold wires back over the bush·
ing, and slip the proper sized copper cap over the end.
Crimp the cap on the bushing using Crimping Tool
No. 251283 (5 mm. Ignition Wire Cap Crimping Tool
No. 2577 used with late type distributor) . Remove the
contact screw from the distributor head, insert cable end
and reinstall screw, puncturing the copper cap with
the screw.
c. REPLACING INTAKE TUBE CABLE.
(I) A defective cable in an intake ignition tube is
replaced in essentially the same manner as an exhaust
ignition tube cable. However, one difference in the
method of replacement of the two cables is that the
intake ignition cables are run continuously from the dis·
tributor head to the spark plug contact spring, instead
of terminati ng at the ignition tube branch tube.
(2) It is important that the mechanic becomes
acquainted with the differences between the intake
spark plug shielding assemblies used on early engines
and those used on late engines since each requires a
distinct method of wiring. Figure 94 illustrates these
differences. Note that the elbows marked "A" and "B"
have a square ftange which use a square shouldered

PULL OJT OLD CABLE WITH

NEW CABLE ATTACHED

STRIP INSULATION SLIP ON NEW Pio\CKING INSTALL NEW

SPRING CONTACT

Figure 9J-Installing Replacement Exhaust Ignition Tube Cable

-79-
 Sedion VI
Paragraph 12 ALLISON OPERATION AND MAINTENANCE HANDBOOK
f igure 92-Me thod of Threading Ignition Cables to Distributor Head Connections
1-No. 1-4-6 end 3-cyl. L. H. Exhaust Wlreo
2-No. 1-2 and 4-cyl. R. H. ExhaWit Wi<H
packing. The elbow marked "C" is supplied with an
internal chamfer and can only be used with the late
· type packing which is beveled to fit. It will also be noted
that elbows marked "B" use a packing similar to "A"
except that it is moulded with a smaller diameter end
for installation of the new ceramic contact.
NOTE
Service Packing No. S-43524 must be used in
lieu of packing No. 37465 when rewiring
spark plug shieldings having the flat type
flange illustrated in "A" and "B" of figure 94.
(3) A defective cable in an intake ignition tube
is replaced by first cutting off the spark plug contact
at the spark plug shielding elbow. The remainder of
the packing is then removed from inside the elbow. Dis-
connect the spark plug shielding nut located at the
branch tube and slip the lead off the cable. Remove the
packing from the branch tube. Refer to Table of Cable
Lengths, cut new cable to appropriate length, solder
to old cable at branch tube end, pull into place as
described under the exhaust cable installation, paragraph
12.b.(2) this section. Leave approximately 12 inches of
the new cable extending from the branch tube opening.
The intake side spark plug shielding leads are packed
at the ignition tube branch tube opening by two meth-
- 80 -
"E" Type
Engines
3-No. 2 aod S.cyl. L. H. ExhaUJt Wires
4-No. 3-5 aod 6-eyl. R. H . ExhaWit Wires
ods. Refer to figure 94 and note that the early type
shielding lead extends through the branch tube while
the late type terminates in a flange and the connecting
nut is non-removable. The early type shielding will
have the branch tube nut No. 36496, copper ferrule No:
18073 and packing No. 18071 placed on the end of the
shielding. On late shielding, slip a new branch tube
packing over the cable with beveled side down so that
the extended end protrudes into the intake tube. Next
thread the spark plug shielding lead over the end of
the cable l eaving approximately 4 inches or 5 inches of
cable extending beyond the end of the elbow. The
proper elbow packing is then selected as explained in
paragraph (2 ) above and installed as follows:
(a) REPACKING EARLY TYPE SPARK PLUG
SHIELDING ELBOWS.- Examine the end of the el-
bow flange to determine if it has a square face as shown
in "A" and "B" of figure 94. Cut the cable insulation
square 1 7f1 2-inch from end and strip off. Install the
packing part No. S-43524 on the cable after dusting
with soapstone or talc. Thread the spark plug contact
assembly over the end of the wire and onto the small
diameter end of the elbow packing. The strands of the
wire will protrude into the inside diameter of the spark
plug contact spring. Separate the strands of the wire
and bend them radially and firmly over the base of
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section VI

STRIP CABLE 1/2 '· SLIP ON SLEEVE INSTALL MARKER AND CAP

CRI MP CAP WITH

TOOL ~ 251283

Figure 93-Capping Distributor Ena of Ignition Cable

A 8 c
EARLY TYPE LATE TYPE
Figure 94-lntake Spark Plug Shielding Typ es and Methods of Wiring

- 81 -
Se ction VI "E" Type
Parag raph 12 ALLJSON OPERATION AND MAINTENANCE HANDBOOK Engines

REMOVE SLIP OFF ATTACH

SLEEVE 6 SHIELDING REMOVE BRANCH
PACKING LEAD TUBE PACKING

CUT OFF
CONTACT

Figure 95-Re moving Defectlvtt Intake Ignition Tube Cable

the contact spring. Do not solder. Then drive a flat until the head of the nail seats. The chamfered pack-
head cement-coated No. 20-1,4-inch brass nail through ing should then be slipped back until it butts firmly
the eyelet of the spark plug contact assembly until the against the end of the contact spring assembly. The
head of the nail seats. The packing is then slipped care- assembled end is then slipped carefully into the elbow
fully into the elbow until the shoulder is seated. The until the shoulder is seated. The extra cable length is
extra cable length is then taken up and the shielding then taken up and the shielding assembly attached at
assembly attached at the branch tube. (See figure 96.) the branch tube. (See figure 96.)
(b) REPACKING LATE TYPE SPARK PLUG ( 4) The cable is then measured to its appropriate
SHIELDING ELBOWS.-Examine the end of the elbow contact point in the distributor head, cut off, and rub-
flange to determine if it has a chamfered face as shown ber sleeve marker and cap installed as in the case of
in "C" of figure 94. Cue the cable insulation square the exhaust cables covered in this section, paragraph
t ';6 2-inch from end and scrip off. The small diameter
12.b.(2).
sleeve approximately 3V2 inches long is dusted with
talc or soapstone and slipped over the end of the TABLE OF CABLE LENGTHS
cable. Next slip the chamfered flange packing over the Cylinder . Exhaust Exhaust Intake Intake
sleeve. Thread the spark plug contact assembly over Number R.H. L.H. R.H. L.H.
the end of the wire and onto the cable end. The strands
of the wire will protrude into the inside diameter of 1 31" 441,4" 46" 30"
the spark plug contact spring. Separate the strands of 2 34" 47V2'' 441/ 2 " 33Vz"
the wire and bend them radially and firmly over the 3 391h" 58" 511,4" 39"
base of the contact spring. Do not solder. Then drive 4 50'' 651,4" 641,4" 501,4"
a flat head cement-coated No. 20-1,4-inch brass nail 5 52Vz" 65%" 65" 511,4"
through the eyelet of the spark plug contact assembly 6 571,4" 78%" 68% " 59Vz"

- 82 -
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Sedion VI

PULL OUT OLD CABLE WITH NEW CABLE ATTACHED

STRIP SLIP ON INSTALL

CABLE PACKING CERAMIC TIP

PULL SHIELDING INTO POSITION AND CONNECT

THREAD THROUGH CROSS TUBE

INSTALL MARKER AND

CAP-CRI MP CAP WITH
STRIP CABLE 1/2" SLIP ON SLEEVE TOOL N°251283

Figure 96-lnslalling Replacement Intake Ignition Tube Cable

-83-
 " E" Type
Section VI ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

ALL I SON V-1710 WIRING DIAGRAM

RIGHT HAND ROTATION ENGINES
DISTRIBUTORS WITHOUT GUN SYNCHRONIZER
OIST'R CO NTAC T N il I - 2- 3 - 4 - S - 6 - 7 - e - 9 - 10 - 11 - 12
F' IRING OR DER I L - 2 R - 5L - 4R- 3L -I R - 6L -5R - 2L-3R - 4 L- 6 R

I NTAKE
OIST 'R

BOOST ER

STAR TER ·11

ME SHI NG
SOLEN O I D

~r--~::::::mSTAR~TER~1111111 J--1!1•·
STARTER
MOT OR
·I I

MO T OR
SOLENO I D

Figure 97- Wiring Diagram

- 84 -
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
13. REPLACEMENT OF DISTRIBUTOR HEADS
AND FINGERS.
a. DISTRIBUTOR HEADS.-The two distributor
heads which are located in the distributor drive housings
at the rear of the engine are accessible for replacement
by removing the distributor housing covers. With the
cover removed from the distributor housings, take out
the three screws of the distributor head ftang~ and lift
the head from its mount. Twist the head sufficiently to
remove the piercing screws and slip all cables from their
openings. The cables are next attached to the new head
by reinserting the cable ends and installing the piercing
screws. The number discs located on top of the dis-
tributor heads indicate the firing order of the magneto,
and not the firing order of the cylinders. The terminal
on the distributor head marked No. 1 will be connected
to the cable end of No. lL cylinder, and the terminal
marked No. 2 will be connected to the cable end of the
second cylinder to fire, etc., through the firing order as
follows:
DISTRIBUTOR WIRING SEQUENCE
Contact No. 1 2 3 4 5 6 7 8 9 10 11 12
Cable No. IL 2R 5L 4R 3L IR 6L 5R 2L 3R 4L 6R
Replace head, secure the three screws and safety with
lockwire.
CAUTION
Extreme care must be taken when securing the
distributor head to the distributor drive hous-
ing. Before seating the head on the mounting
flange, the mating surfaces, which have had
the dichromate corrosion protection treatment
removed, should be given a light coating of
petroleum, conforming to Specification AN-
VV-P-236. Be sure to remove any excessive
petroleum before reassembly. Then fully seat
the distributor head on the distributor drive
housing mounting flange and install the three
securing screws. Before tightening the screws,
insure that the head is resting squarely on the
mounting flange. Do not tighten the three
screws too securely.
If the distributor head bad been washed in
gasoline just prior to installation, ma.ke certain
that it is thoroughly dry before reinstalling to
avoid any possible explosion of gasoline vapors.
b. DISTRIBUTOR FINGERS.-The distributor fin-
gers are covered by the distributor heads and are acces-
sible when the heads and covers are removed. The
distributor finger incorporates an iptegral high tension
segment and a booster electrode which trails the high
tension segment. All fingers should be of the late type
which use a conical spring contact located in the top
recess of the finger.
- 85 -
Section VI
Paragraphs 13-14
NOTE
Conical spring type fingers must always be
used with distributor heads having a fixed
carbon brush main electrode.
Distributor fingers can be replaced without affecting
or disturbing engine timing. Remove the old finger
which is secured to the distributor drive flange by two
slotted engine nuts. The new finger is then place4 over
the drive flange scuds, being sure to index the finger in
accord with the locating dowel. Install the No. 10 plain
washers, slotted engine nuts, and cotter. Replace heads
and covers in accordance with paragraph a. above.
c. SERVICE PARTS REFERENCE.-For information
on serviceable details of distributor heads. and fingers
refer to Service Instructions-Parts List-OF Type
Magneto, Scintilla Magneto Division, Bendix Aviation
Corporation.
14. CHECKING VALVE, MAGNETO AND
DISTRIBUTOR TIMING ON
ENGINE INSTALLED IN AIRPLANE.
a. TOOLS REQUIRED.-Due to lack of accessibility
to the starter pad of engines when they are installed
in airplanes, a Magneto Type Timing Disc No. 2380
should be used to check engine timing instead of the
starter pad type which is used at overhaul.
(1) The following two Special Tools are required
and are supplied as Timing Kit No. 2445:
Disc-Magneto Type Timing No. 2380
Indicator-Top Dead Center No. 2057
(a) The degrees calibrated on the Magneto Type
Timing Disc indicate degrees of crankshaft travel It
will be noted that the disc is calibrated to 120 degrees
each way from T.D.C. This is due to the fact that the
magneto turns 1.5 times crankshaft speed; consequently
120 degrees movement of the crankshaft causes the
poinrer on the timing disc to turn one·half of a com-
plete revolution. This means that the disc will indicate
crankshaft rotation from 120 degre,es before T.D.C. to
120 degrees after T.D.C. without resetting the disc.
Considerably less than this movement is required to
completely check engine timing. It will also be noted
that there are two scales of degrees on the disc. The
inner scale is used for "left bank" timing, and the outer
scale for "right bank" timing. The pointer will always
rum clockwise when the propeller is rotated in its nor-
mal direction of rotation, .whether on a right hand or
left hand rotation engine.
b. PROCEDURE.
(1) Remove valve covers and set tappet clearances
as per paragraph 5 of this section.
Section VI
Paragraph 14 ALLISON OPERATION AND MAINTENANCE HANDBOOK
Figure 98-Magneto Type Timing Disc Installed
(2) Install Top Center Indicator in No. 6L intake
spark plug bushing.
(3) Remove magneto cover and cam screw. Slip
Timing Disc on magneto housing, install pointer, index·
ing its step with the step on the magneto cam, and
secure with the special screw.
( 4) Locate the No. 6L piston in top dead center
position, using both the Top Center Indicator and the
Timing Disc for accuracy. Figure 99 gives the step by
step procedure for locating top center.
NOTE
The No. 6L piston must be located at T.D.C.
on the intake stroke (intake valves beginning
to open) . No. 1L piston will then be at T.D.C.,
but on firing stroke (all valves closed).
(5) Remove the distributor housing covers and lift
each distributor head from its pilot. Each head is secured
by three flange screws.
( 6) With magneto type timing disc pointer reading
"0" T.D.C. on inner scale, proceed to check timing of
valves, magneto and distributors in the following order.
-86-
" E" Type
Engines
(a) TIMING CHECK-EXHAUST · vALVE
CLOSINc;........LEFT BANK.-Turn propeller in normal
direction of rotation until the exhaust valves of No. 6L
cylinder are dosed. (Pressure off rocker arm roller.)
Check reading on inner scale of Timing Disc No. 2380.
The reading should be 26 degrees ± 2 degrees A.T.C.
(b) TIMING CHECK-EXHAUST MAGNETO
BREAKER-Back up engine until Timing Disc Pointer
indicates approximately 50 degrees B.T.C. on inner scale.
Insert a piece of shim stock or metal feeler blade (not
over .0015-inch thick) between the exhaust breaker
points. Turn propeller in normal direction of rotation
until the points start to open, as indicated by slipping of
feeler gage. Check reading on inner scale of Timing
Disc. The reading should be 34 degrees + 1 degree
- 0 degree B.T.C. Check R.H. distributor next with· en-
gine located at this position.
(c) TIMING CHECK-RH. DISTRIBUTOR.
- With engine set at 34 degrees B.T.C., check location
of R.H. distributor finger. Leading edge of finger should
be %2 -inch + %2 -inch past distributor housing flange
mark.
(d) TIMING CHECK-INTAKE MAGNETO
BREAKER- First insert feeler blade (not over .0015·
inch thick) between the intake breaker points. Next tap
propeller carefully in normal direction of rotation until"
points start to open, as indicated by slipping of feeler
gage. Engine was set at 34 degrees B.T.C. during pre·
ceding check. Only slight movement of propeller is
necessary to open intake breaker which fires 6 degrees
later. Check reading on inner scale of Timing Disc. The
reading should be 28 degrees + 1 degree - 0 degree
B.T.C.
Check L.H. distributor" next with engine located in
this position.
(e) TIMlNG CHECK- L.H. DISTRIBUTOR.
- With engine set at 28 degrees B.T.C. check location of
L.H. distributor finger. Leading edge of finger should be
%2 -inch ± %2 -inch past distributor housing flange
mark.
(f) TIMING CHECK - EXHAUST VALVE
CLOSING-RIGHT BANK- In paragraph (a) above,
the No. 6L exhaust valve closing was checked. The next
valve to operate in the Right Bank is No. 5R. (See firing
order in paragraph 13 of this section). The exhaust valve
closing of No. 5R is checked on the OUTER SCALE of
the Timing Disc. Turn propeller in normal direction of
rotation until the exhaust valves of No. 5R are dosed.
(Pressure off rocker arm roller.) Check reading on
OUTER SCALE of Timing Disc. The reading should be
26 degrees ± 2 degrees A.T.C.
(7) When timing check is completed remove tim·
ing disc from magneto and replace cove.r. Replace all
covers and spark plugs.
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section VI

TOP SHOWING
CENTER INSTALLATION
INDICATOR IN .
N~ 2057 . CYLINDER

The figures,4-2-0-2-4 on indicator are reference marlcs only.

Tlte "0" marlr therefore does not indicate top center.

1-When checking timing with camshaft bevel gear installed; first rotate engine forward
(in normal direction of rotation) until intake valves of No. 6 l. cyl. are just beginning
to open.
2-Siip adapter off top center indicator and screw adapter into No. 6 l. intake spark
plug hole.
3-Press indicator into adapter-bent arm down.
4-Rotate engine forward until indicator pointer shows piston is coming up. (Pointer
moving down) stop at any pre-selected point-say "0."
5-With top center indicator in this position, next set timing disc and pointer to zero. On
magneto type timing disc rotate disc until zero on inner dial is under cross hair of
pointer and clamp disc in place. On starter type timing disc loosen pointer knurled
nut and locate pointer at zero T.D.C. and secure.
6-Watch top center indicator and rotate engine forward until the pointer moves from
the pre-selected point "0" down and back up to the same point.
7 -Read the degrees of crankshaft travel on timing disc. Without turning engine reset
timing disc to one-half this reading. (Example- reading is 36° A.T.C., reset timing
disc to 18° A.T.C. This is the actual position of piston in No. 6 l. cyl.)
8-To check- reverse engine beyond the first starting point then turn forward again-
until-the indicator pointer moves down and stops at zero or the pre-selected mark.
9 - The timing disc reading should now read the same number of degrees B.T.C. as it
read in A.T.C., i.e. 18° B.T.C. If reading is not the same, divide the error by two and
reset the timing disc. If it is the same, the engine will be at top center when the pointer
on the timing disc. is at "0" T.D.C.
figure 99-Locoting Top Center Piston Position

- 87-
 Section VI
Paragraphs 14-15 ALLISON OPERATION AND MAINTENANCE HANDBOOK
IMPORTANT
Replace magneto cam screw that was removed
to install Timing Disc Pointer. This is not
same screw used to secure pointer. Use mag-
neto screw.
c. MAGNETO CHECKS LATE.
(1) When, by the above check, it is found that the
engine is firing slightly late, the common practice of
rotating the magneto on its base will cause the points to
break for correct engine timing. However, worn contact
breaker cam followers, or some other fault in the mag-
neto breaker mechanism, may cause the breaking to be
out of phase with the maximum Bux of the magneto.
With such a condition, a weakened spark would be pro-
duced and only a part of the potential efficiency of the
magneto would be utilized. Therefore, the magneto
breaker timing should be checked, whenever an engine
is found to be FffiiNG LATE.
(a) Turn the engine until No. 1L cylinder is in
firing position, (34 degrees B.T.C.) for the exhaust side.
Insert a piece of shim stock or metal "feeler" blade (not
over .0015-incb thick) between the exhaust breaker
points and carefully turn the engine or rotate the mag-
neto on its base, until the points start m open, as indi-
cated by the slipping of the shim.
(b) Place a steel scale or other straight edge
against the shoulder of the step, cut on the end of the
breaker cam. If the straight edge aligns with the timing
marks on the rim of the breaker cup, it will indicate
that the points are breaking in phase with the maximum
llux of the magneto. The magneto is correct for oper-
ation.
(c) If the straight edge DOES NOT ALIGN
with the timing marks, within %2-inch, when the ex-
haust breaker points are beginning to open for firing
No. lL cylinder, it will indicate that the magneto timing
is out of phase with the maximum Bux.
(d) If the "Exh." breaker points are opening too
late, adjust by loosening breaker clamp screw and turn-
ing eccentric screw.
(e) The intake magneto breaker timing will also
be checked in the case of late firing. This check is made
exactly the same as the above procedure on the exhaust
breaker except that the engine is located at 28 degrees
B.T.C. instead of 34 degrees B.T.C.
d. GAGING MAGNETO BREAKING POINT.
(1) The use of shim stock or a metal "feeler" blade,
.0015-inch thick, has been recommended for inserting
between the magneto breaker points in the timing test.
These have replaced cellophane paper in this operation
because cellophane, a non-conductor of electricity, would
not make an electrical contact, if any particles were left
between the breaker points.
- 88 -
"E" Type
Engines
(2) An electric timing light, connected to the
arms of the two breaker points, is preferable, if avail-
able, to any of the materials in above paragraph.
(3) If circumstances make the use of cellophane
paper imperative, be sure that NO CELLOPHANE,
even minute particles, REMAINS BETWEEN THE
BREAKER POINTS.
15. REPLACEMENT OF COOLANT PUMP.
a. GENERAL.
(1) Before the coolant pump can be removed
from the engine, it is necessary to drain the oil and
coolant from the engine.
(2) Remove the magnetic drain plug from the
rear oil drain elbow and allow the oil to drain com-
pletely. Reinstall the plug in the elbow and safety with
wire.
(3) Drain the coolant, while hot, from the low-
est point in the coolant system. The filler cap should
be removed to speed drainage and the airplane kept
in its normal ground attitude. Coolant should be
drained off into clean, stoppered containers.
b. REMOVAL.
( 1) Remove the cowling necessary to provide ac-
cess to the coolant pump and rear oil drain elbow.
(2) Remove the four cap screws that secure the
rear oil drain elbow to the oil pan and the four pal,
plain nuts and washers that secure the elbow to the
oil pump adapter. Remove the elbow and its two
gaskets.
(3) Remove the three pal, plain nuts and washers
from each of the coolant outlet Banges and slip them
away from the outlet "T" of the pump.
( 4) Disconnect the coolant inlet lines and expan-
sion tank line at their connection with the pump inlet
cover.
( 5) Remove the four pal, plain nuts and washers
from the coolant pump mounting studs. These studs
are located between the top of the pump scroll and the
bottom of the accessory housing. Tap the pump with a
fiber hammer to break its seal, with the accessory hous-
ing. Remove the pump.
c. INSTALLATION.
( 1) After removal of the defective coolant pump,
note the position of the coolant pump cover on the
coolanr pump. Then remove the cover and install in
the same relative position, as noted above, on the new
coolant pump assembly. Install the cover, placing a new
composition gasket, coated with engine oil on both
sides, between the cover and the pump.
(2) The coolant pump body gasket is secured to
the pump with two No. 8-32 screws. Remove these
screws and coat both sides of this gasket with Sealing
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
Compound, Specification AN-G-14. Install new coolant
outlet flange gaskets over the three studs set in each
end of the pump outlet "T." Install the pump with the
"T" connection of the scroll toward the front of the
engine. Secure the pump to the engine with four plain
washers, IA-inch-28 plain and pal nuts.
( 3) Slip the coolant pipe flanges over the studs
set in the pump outlet "T" and secure each flange with
three plain washers, 1_4-inch-28 plain and pal nuts.
( 4) Connect the coolant inlet lines and expansion
tank line to the pump inlet cover. Secure the coimec-
rions.
(5) Before re-installing the rear oil drain elbow,
the flanges of the oil pan and oil pump adapter should
have the old gaskets removed and thoroughly cleaned.
Do not scrape mounting faces to clean.
(6) Install new gaskets and drain elbow in posi-
tion. Refer to section VI, paragraph 8.c.(1) for Tight-
ening Procedure to be used on rear drain elbow cap
screws and nuts.
1 6. REPLACEMENT OF COOLANT HOSE.
a. It is important that hose suitable for use with
ethylene glycol be installed, i. e., hose conforming to
Specification AN-ZZ..H-456.
( 1) If hose does not slip on the pipe readily,
lubricate with ethylene glycol. Be careful not to cut the
hose with the pipe.
(2) Slip the hose up to the etched mark on the
coolant pipes. This will give the proper gap between
the ends of the pipes.
( 3) Place the hose damps Yrinch to %-inch from
the end of the hose. These clamps can be safely tightened
to 8 to 10 foot pounds.
( 4) The location of the thumb screws of the
clamps will differ on various airplane installations. .An
arrangement at installation must be established after
determining where close clearances exist with engine
mounts and accessories.
1 7. INSPECTION OF COOLANT METERING
ORIFICE ARRANGEMENT.
a. In case there is evidence of localized overheating
in the cylinder blocks, an inspection of the arrangement
of the metering orifices in the coolant jacket inlet mani-
fold should be made by removing the core· hole p lugs
in the manifold with Wrench No. 2316 (Overhaul Tool)
and the metering orifice plug with Wrench No. 2149
(Overhaul Tool) . T he coolant metering orilice plug
arrangement should agree with the following table.
Lubricate the threads of the core hole plugs with a
mixture of white lead and engine oil, and install new
copper gasket before replacing plugs in the manifold.
- 89-
Section VI
Paragraphs 15-18
Double Coolant Si,zgle Coolant
Cylinder No. Inlet Orifice Size Inlet Orifice Size
1 N oneUsed None Used
2 NooeUsed None Used
3 %" 2%2"
4 %" 2%2"
5 %" Ufls"
6 l%2" o/ts"
NOTE
Coolant is admitted to the cylinder blocks
of V-1710·33 models by a single inlet located
at the coolant jacket inlet manifold, while on
the cylinder blocks of V-1710-35, -63 and sub-
sequent models, coolant is admitted at double
inlets. The cylinder blocks, installed on en·
gioes using double or single coolant inlets,
are interchangeable, provided the metering
orilices are altered to conform to the above
table. The possibility of V -1710·33 cylinder
blocks being installed in V-1710·35, -63 and
later models without thS! metering orifices
being changed may require that the above
inspection be made in case of localized over·
heating.
1 8. nUSHING OF COOLING SYSTEM.
a. In instances of high coolant temperatures, where
there is a suspected clogging of the cooling system or
probable adulteration of the coolant with foreign ma-
terials, it is necessary to drain and flush the cooling
system. This should be done by the following pro·
cedure, which should be carefully followed.
(1) Drain the coolant while bot from the lowest
point in the coolant system. The tiller cap should be
removed to speed drainage and the airplane kept in its
tzormal ground attitude. Be sure to drain out all water
and coolant in each draining operation.
CAUTION
If the center line of the plane, when the air-
craft is in its normal ground attitude, is slop-
ing downward to the rear, the cooling system
cannot be adequately filled or properly drained.
In such cases, it is necessary to lower the nose
or raise the tail of the ship. This can be done
by either dropping the nose wheel into a hole
in the ground several inches deep or using tem-
porary ramps approximately eight inches high
for the rwo main landing gear wheels. Such
installations require that the liller cap be leak
right to prevent the loss of coolant in sub-
sequent operation.
Se ction VI "E" Type
Paragraphs 18-1 9 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

., ( 10} Drain Ethylene Glycol by removing plug

..."' described above.

IU
NOTE
The Eth ylene Glycol, used above, removes the
'" water left in the cooling system from the water
flush. It can be re-used in cleaning other cool·
ITI
ing systems until its water content is approxi-
mately 20% or uotil the coolant is contam-
'" inated. The boiling point of 80% Ethylene
110
Glycol- 20% Water is about 257°F or 125°C.
The flushing Ethylene Glycol can, in an eme.r-
,. gency, be boiled to remove sufficient water to
permit its re-use for flushing operations. Con·
,., taminating solids should be strained from the
coolant if possible, or allowed to settle before
,., re-use in flushing operarions.

,,. ( 11) Reinstall drain plug, then tighten and secure

with safety wire. Extreme care should be exercised to
1st
insure that drain plug is properly installed.

on CAUTION
It is important that the above draining in-
ltl st.ructions be carried out completely to avoid
any possibility of an excessive amount of water
remaining in cooling system. The latter would
"' cause boiling of coolant at standard operating
' 10 temperatures, with possible damage to engine
and airplane.
104 uo

.. tOO
10 ro
'lfo tTMYLCN(
10
0~ aY VOI.IM'
to ooo
(12) Refill coolant system with coolant conform-
ing to table of specifications, making certain that the
airplane is kept in its normal ground attitude during
•oooTt: ACClJillf( ONI.Y- OPVI CONTliH£11 'l£l0 TEST. lOOT A nu: this operation. Reinstall filler cap.
IOI..JHO TlwtJIATUII( CUitY£ 'Ofl tTl<'n.VC GU'OOI. COIC(IfT•
IIAT101t.
19. DETERMINATION OF ETHYLENE GLYCOL
CONTENT IN COOLANT-
Figure lOO-Ethylene Glycol Boiling Point Cha rt FIELD PROCEDURE.
a. EQUIPMENT NECESSARY.-A source of heat
(2) With the drain open and with a hose in the such as a blow torch, plumber's furnace, or any other
coolant expansion tank filler, run water through system suitable heating element; metal plate; pint tir- can;
until water drains out clear. If a hose is not avail· and an accurate thermometer which will read from
able, proceed with paragraph (3). 200-400°F, or 100·200°C, preferably marked in 2-degree
(3) Close drain and fill system with water. intervals with the markings etched into the glass.
( 4) Drain water from the cooling system by b. Determination of the boiling point is made as
removing plug. follows:
(5) Refill in accordance with paragraph (3).
( 6) Run engine until coolant temperature reaches (1) Arrange a piece of heavy metal plate 4 to 6
90°C. inches square in such a manner that the flame of the
(7) Drain water from the cooling system by re· blow torch or plumber's furnace hits the underneath
moving plug. If draining water is still dirty, repeat side.
(5), (6) and (7). (2) Place a pint can % full of the sample on the
(8} Fill engine with Ethylene Glycol, conforming hot plate, and suspend thermometer in the solution.
to Specification AN-E-2, for flushing. A fresh sample must be used for each test.
(9) Run engine until coolant temperature reaches (3) Suspend the thermometer by a wire or string
110°C. so that it will swing freely in the sample, with the bulb

- 90 -
"E"" Type Sedion VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 19

V2 to % inch from the bottom of the can. The ther·
mometer suspended in this manner will also act as a
stirrer.
( 4) Regulate the source of heat so the temperature
rise is 15·25°F, 10·15°C, per minute. An extra sheet
of metal or thin asbestos on top of the plate will help
give the right temperature gradient if the heat source
cannot be closely regulated and is too hot.
(5) As the temperature rises, stir the contents from
time to time. About 20 degrees from the boiling point,
tiny bubbles will appear at the bottom of the can, and
about 10 degrees from the boiling point they will start
to rise but grow smaller as they approach the surface.
Stop any stirring.
( 6) The boiling point is reached when the bubbles
at the bottom of the can rise rapidly and float on the
surface momentarily staying the same size. The boiling
point is read from the thermometer at this point. Care
should be taken if a soldered can is used since heat con-
ducted along the walls will have a tendency to cause
small bubbles to rise along the walls of the can before
the true boiling point is reached. In this case, the true
boiling point should be read when the bubbles rise free
from the walls and momentarily float on the surface of
the li uid.
(7) To obtain the percentage of Ethylene Glycol
from the boiling point, look up the temperature on the
side of the chart, figure 100, and follow the horizontal
line from this point to the curve, then follow the ver·
tical line which meets the curve at this point down to
the bottom of the chart, where the per cent of Ethylene
Glycol is shown.
(a) This curve can only be used to indicate the
glycol concentration by open container boiling point.
It cannot be used to i~dicate the true boiling point of a
glycol water solution. This curve compensates for water
evaporating from the solution while heating in the open
container.
(b) The same coolant sample cannot be re-heated
for a second test as water is lost from the sample during
the test. A fresh sample must be used for each test.
(c) Cooling systems for engines using turbo-
superchargers, or auxiliary stage superchargers, are de-
signed to provide adequate cooling at high altitudes
(20,000 to 40,000 feet) and require the use of 97%
Ethylene Glycol coolant solution or use of the recom-
mended aneroid compensated pressure relief valve.
(d) This method of test has proved to be accurate
in the higher concentrations and increasingly less ac-
curate in the lower concentrations.

SAFETY WIRIE-----...._f'=f~
PRIMER NOZ7LE PLUG--
FRONT PRIMER ELBOW·-+j~p~~

LOCATION LETTERS STAMPED

AT ASSEMBLY, AS INDICATED
CIJ, A.F . L ~. ANO ~. R,)

R, FRONT AND R. REAR AND

L. FRONT DIFFER ONLY IN L. REAR DIFFER ONLY IN
ANGULAR POSITION OF ANGULAR POSITION OF
SPRAY HOLES SPRAY HOLES

NOZZLE ASSY.- RIGHT FRONT PRIMER ELBOW NOZZLE ASSY. - RIGHT REAR PRIMER TEE
Figure JOJ -Primer Nozzle Installation

- 91 -
Section VI
Paragraphs 19-23 ALLISON OPERATION AND MAINTENANCE HANDBOOK
1. It is accurate within ± 1o/0 for the concen-
trations of 90% to lOO% Ethylene Glycol even in the
bands of inexperienced operators.
2. It is still satisfactory but somewhat less ac-
curate for 80 to 90% concentration.
3. It may prove useful in emergency for con-
centrations of 60 to SOo/0 but accurate results cannot be
expected.
4. The need for care in the test procedure in-
. creases as the Ethylene Glycol concentration decreases.
20. TIGHTENING GAS INTAKE PIPE
SEALING CLAMP.
a. The clamp should be inspected for roundness be-
fore assembly and any irregularities or sharp bends
corrected by reshaping on an arbor.
b. Tighten the sc.rew with one hand using a medium
length screwdriver.
c. From this position tighten the screw 11/2 to 2 full
turns, using a wrench.
21 • REPLACEMENT AND ALIGNMENT
OF DIRECTIONAL TYPE
PRIMER NOZZLES.
a. GENERAL.-On engines equipped with the direc-
tional type primer nozzles, it is important that certain
alignment features be observed in case it is necessary to
replace primer jets of this type. See figure 101.
b. PROCEDURE.
( 1) The new type primer spray nozzle assemblies
inject the fuel in a horizontal plane in the manifolds in
three directions from each nozzle. This directional type
of spray makes it imperative that the front primer el-
bows and the rear primer tees be located properly and
tightened in position at the proper angle to assure that
the jets spray in the required directions.
(2) All four spray nozzles carry a separate part
number and are also marked on one side of the square
body with the following markings: L.F., R.F., L.R., and
R.R., which indicate the corresponding manifolds in
which each is installed. The two elbows will be installed
so that the two markings, L.F. and R.F. face each other
towards the centcr line of the engine. The same is true
with the two rear primer tees, that is the ones marked
L.R. and R.R., will be facing each other. Both the elbows
and tees will be turned sufficiently out of parallel with
the center line of the engine to align naturally with the
connectors of the pcimer lines.
22. TIGHTENING CYLINDER HOLD
DOWN STUD NUTS.
The following procedure must be observed tn the
tightening of cylinder hold down stud nuts.
a. Tighten all cylinder head bold down stud nuts on
the block to a point 90 degrees beyond where the nut
- 92 -
" E" Type
Engines
figure J 02-Cy/lnder Heod Stud Tightening Sequence
first bottoms on the washer. The purpose of this tight-
ening is to bold the block right against the case while
the final tightening is done to one nut at a time as
outlined in the following paragraph b.
b. In the tightening sequence indicated in figure 102,
tighten one nut at a time as follows:
( 1) Loosen the nut and pull it down lightly with a
wrench, until the rubber packing sleeve shoulder corn·
presses and the washer just makes contact with the spot
face of the . cylinder head boss.
(2) Tighten the nut from this position 150 degrees
to 175 degrees to a position for installing the cotter pin.
(3) Cotter nut in this position.
c. Repeat procedure on each nut as described above
in paragraph b, in the proper sequence.
CAUTION
Engine must be cold when hold down nuts are
tightened.
23. GENERAL ACCESSORY INFORMATION.
a. The engine accessories covered in the remaining
paragraphs of this section, while furnished with the
engine, are manufacrured by. other than the engine
manufacture.r. For the above reason, this engine hand-
book will give maintenance personnel only sufficient in-
formation to maintain and service the accessory on the
engine as well as instructions for its installation and
removal.
Complete service parts information and service and
overhaul instructions on each accessory are furnished
by specific Handbooks as tabulated below. In other
words, if maintenance personnel requires the part num-
ber of a detail part on a specific accessory, the parts
catalog of that accessory must be referred to. The parts
catalog of the particular engine model concerned lists
only each complete accessory by its Allison part number
with a cross reference to the accessory manufacturer's
assembly part number. With this assembly part number,
refer to the accessory parts catalog, and the part number
of any accessory detail will be listed thereunder.
 c (
•

INJ[CTION CARBUR~TOR
WITH FUEL HEAD ENRICHMENT VALVE
MANUAL MIXTURE CONTROL
VALVE PLATE POSITlONS
FULL RICH AUTO RIOt AUTO LEAN llll.£ CUT-OfT

Vf"NTS_.__
~@ @;
CHANNEL f ROM AUTOMATIC RICH J£T-Q)
CHANNEl. fROM AUTOMAnC LEAN JET~
·VENT fOR Sfli\CE AeoVE nt_L. VAL.VE--....__~
L___VENT OiANNELfROM CHAMBf:R •o·~

,.IS

IOLf: VALVE METERS fUEL. ONlY DURING

. 1/
fiR!>T 10' Of" THROTTLE OPENING

FUEL INLET
FROM PUMP

-~
AL.TEANATE ACCELERATING
•
UN METERED
FUEL O METERED
FUEL
ENGINE PUMP
0 IMPACT
PRESSURE •
VENTURI
SUCTION
BOOST VENTURI
OSUCTION BELOW
THROTTLE

PUMP PRESSURE SUCTION

fig.ure -Diagrammatic Sketch of lniection Type carburafttr

'
 ._......,_ Ml>mm£ CONTROL
VAl.VE POSITIONS F'UEL LINE TO BALAACE CHAMBER

~
rULL RICH UNMCTERID fVEL
VENT RESTRICTION
VCNT rOR sPAC£
ABOVE nu. Vllll/E
CHANNEL rROM
AUTO RICH JET
CHANNELffiOM
AUTO RICH AUTO LEAN JET

rS\
-o
~
Gll
'([7

AUXI UARY STAG£. ENGINE STAGE

SUPERCHARGER SUPERCHARGER

Figure l03A-V-l7l0-lnjection Type Carburetor for Auxiliary Stage Supercharger

" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
Accessory Handbook
Carburctor Service Manual--Stromberg Injec-
tion Carbucetors for Aircraft -
Bendix Products Division of Ben-
dix Aviation.
Magneco Commercial Handbook - Scintilla
Magnetos and Distributors.
Distributors Commercial Handbook - Scintilla
Magnetos and Distributors.
Spark Plugs Commercial Handbook of Spark
Plug Manufacturer.
Oil Strainer Service Manual and Parts Catalog
for Cuno Aircraft Filters.
Manifold Pressure Allison Automatic Manifold Pres-
Regulator sure Regulator Handbook.
24. CARBURETOR.
a. GENERAL.
(1) The Bendix-Stromberg Injection Carburetors
used on the engine models covered in this handbook
are the PD-12K2, PD-12K6, and PT-13E9 models. The
injection type carburetor differs from previous types of
carburetors in that it has a closed fuel system from fuel
pump to discharge nozzle instead of a vented float
chamber. Injection carburetors used in these engines
differ from other injection carburetor installations in
that the accelerating pump and the spray nozzle adapter
assembly is fastened directly to the outside of the super-
charger inlet cover and the fuel is supplied to the
adapter by an external tube from the carburetor. Located
on the lower rear portion of the spray nozzle adapter
assembly is a cylindrical body which houses the dia-
phragm type of accelerating pump. The V-1710-93 en-
gines use a mechanical type accelerating pump mounted
on the carburetor body.
NOTE
There are three types of accelerating pumps
used on the engine models covered in thi.s
handbook. One type is the double diaphragm
accelerating pump type (approximately 4
inches overall length) and is required on
V-1710-35, -63, -83 & -85 engine models which
are equipped with the new constant velocity
gas intake pipe and tees. It is also required on
these engines which have been approved for
operation under W.E.R. conditions. The second
type is the single diaphragm accelerating pump
type (approximately 1lf2-inch over-all length)
- 93 -
Section VI
Paragraphs 23-24
and is satisfactory for use on those V -1710-35
and -63 engines which do not have constant
velocity gas intake pipes nor are operating
under W.E.R. conditions. The third type is a
mechanical accelerating pump and is used only
on V-1710-93 engines using the PT-13E9 car·
bucetor.
b. INSTALLING CARBURETOR.
( 1) MOUNTED ON ACCESSORY HOUSING.
(a) This carburetor is mounted directly to the
top of the supercharger inlet cover with seven lo.n g
studs. The Banges and gasket should be wiped clean
and dry, and carburetor assembled on the cover without
any sealing compound or gasket paste. After the seven
carburetor mounting stud nuts are secured and safetied·
with cotter pins, the carburetor air screen is installed.
The screen is mounted to the carburetor upper flange
with two composition gaskets, one placed under the
screen flange and the second on top of the screen flange
and secu.red to the carburetor by four No. 8 screws.
Fasten the pressure control-to-carburetor-brace to the
carburetor, if control is already in place.
(b) Before the spray nozzle and adapter a.re
mounted to the supercharger inlet cover, the packing nut
for the adapter fuel inlet will be removed and placed
over the end of the fuel inlet tube. The packing gland
should then be carefully removed from the adapter inlet
opening and also slipped onto the fuel inlet rube. Insert
tube and packing into the adapter fuel inlet and start
the packing nut into its threads. The flanges and the
gasket should be wiped clean and dry, and the gasket
placed on the mounting pad of the inlet cover, matching
the slot and vent holes of the gasket with the slot and
vent holes of the inlet cover mounting pad. Do not use
gasket compound. The no1.zle adapter with inlet pipe in
place is then located on the two studs of the super-
charger inlet cover and secured with two %6 plain
washers, plain nuts and pal nuts. The fuel inlet tube is
attached to the triangular mounting boss at the top of
the carburetor, using a composition gasket, secured with
three screws and safetied with lockwire. After the
tightening and safetying of the three fillister head
screws on the large fuel tube, the packing out is then .
tightened into the adapter and safetied with lockwire.
(c) The air scoop should be connected to the
carburetor upper flange with sufficient security to pre·
vent possible air leakage.
(d) Connect the cockpit throttle and mixture
control rods to carburetor on engines not using pressure
control. On installations using pressure contol, the car-
buretor throttle lever is connected by a short a djustable
rod to the control throttle lever. Refer to paragraph 28,
b. (3) (/) this section for adjustment of the carburetor
Section VI "E" Type
Paragraph 24 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

throttle rod length on the PC-1, or paragraph 28., c. (7)

(i) on the PC-4.

NOTE
A carburetor which is being installed on an
engine using a Pressure Control requires a dif-
ferent carburetor throttle lever, mixture control
lever and idle stop than those used on a car-
buretor installed without a pressure control.
(e) Connect fuel supply line, fuel pressure gage
line, carburetor vent line, etc. in accordance with the
appropriate Airplane Service Instruction.s Technical Or-
der.
(/) After all controls and fittings are connected
on carburetor, it will be filled with fuel and vented in
accordance with instructions in section Ill, paragraph 5
b. ( 12) .
(2) MOUNTED ON AUXILIARY STAGE
SUPERCHARGER.
(a) The carburetor on the -93 engine is mounted
on the carburetor adapter at the top of the auxiliary stage
supercharger inlet cover with nine long studs. The flanges
and gasket should be wiped clean and dry, and carbure-
tor assembled on the cover without any sealing com-
pound or gasket paste. After the nine carburetor mount-
ing stud nuts are secured and safetied with cotter pins, Figure 104-Tighlening Nut on PT-13E9
the carburetor air screen is installed. The screen is Carburelor Studs
mounted to the carburetor upper flange with two com-
bracketed clip attached to the carburetor at accelerating
position gaskets, one placed under and the second on top
pump mounting bracket stud, a rubber lined clip at-
of the screen flange and secured to the carburetor by
tached to PC-4 pressure control, and by an inter-connect-
four No. 8 screws. Fasten carburetor support "V"
ing clip between it and carburetor fuel vent line. Install
bracket to carburetor, with bottom of "V" attached to
the upper clip and secure to accelerating pump bracket
stud on top of auxiliary stage supercharger scroll and
lower stud, using the carburetor nut. Install the lower
immediately to the rear of the auxiliary stage name plate.
clip and secure to the PC-4 lower rear stud using 1,4-inch
Secure with two washers, nut and pal nut. The top of
washer, plain nut and pal nut. T he clip should be so lo-
the bracket is then secured to two bolt hole~ on the
underside of the carburetor overhang with two %-inch-
16 x % -inch long bolts and washers. Safety with lock-
wire. See figure 105.
(b) Connect the cockpit mixture control rod to
lever on left side of carburetor. This lever is attached
to the cross-over shaft which extends to right side of
carburetor and the mixture control unit.
(c) On the left side of carburetor about 4 inches
above center line of throttle butterfly shaft, there is a
14-inch plug installed. Remove this plug and install in
its place the Vs-inch N.P.T . 45-degree elbow, removed
from the corresponding position, on the replaced car-
buretor. Install this elbow with sealing compound and
position horizontally and pointing forward. To this
elbow, connect the SC-3 supercharger control air line,
which is connected ac its other end to the 90-degree el-
bow installed in the air passage of the SC-3. This line Figure J OS-Installation of PT- J3f9 Carburetor
should be supported by the following: a rubber lined Support Bracket

-94-
"E" Type Section VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 24

cated on the hose as to avoid interference with any levers

or assembly parts, which might cause interference and
chafing.
(d) Remove JA-inch plug on the front of car-
buretor directly below the carburetor upper fiange and
install in its place with sealing compound a l.h-inch
N .P.T.-45-degree elbow pointed downward. Connect
fuel vent line to this 45-degree elbow. This line should
be supported by two rubber lined clips bolted together
by a % -inch long screw and a JA-inch-28 self-locking
nut clipped to the SC-3 air line.
(e) Remove cover from fuel outlet opening of
carburetor, then remove the fuel outlet flange from the
free end of the fuel line and install it with three screws
on this fuel outlet opening. Connect fuel line to the el-
bow on this flange and be sure that the clip, which at-
taches this line to the fuel line is in place.
(f) T he air scoop should be connected to the
carburetor upper flange with sufficient security to pre-
vent possible air leakage.
(g) Connect fuel supply, fuel pressure gage line,
carburetor vent Line, etc. in accordance with the appro-
priate Airplane Service Instructions Technical. Order.
(h) After all con trols and fittings are connected
on carburetor, it will be fi lled with fuel and vented in
accordance with instructions in section Ill, paragraph
5. b. ( 12).
c. REMOVAL OF CARBURETOR.
(1) MOUNTED ON ACCESSORY HOUSING. Fig ure J 06-Top View ol Auxiliary Stage Superch arger
(a) Disconnect fuel supply to carburetor at fuel 1-Fu~l Outlet

inlet connection, located at the rear of the carburetor.
(b) Disconnect throttle and mi.x ture control rods
at carburetor levers. See figure 107.
(c) Remove the air scoop and screen.
(d) U pressure control is used, disconnect the
pressure control-to-carburetor-brace from the carburetor
nut.
(e) Disconnect all carburetor gage lines, vent
lines, etc.
(f) Remove the fuel nozzle adapter assembly and
fuel inlet tube which are mounted to the engine super-
charger inlet cover by rwo scuds and secured to the
carburetor by the inlet tube upper flange screws.
(g) Remove the nu~ from the seven long studs
on which the carburetor is mounted and lift off the car-
buretor.
(h) The carburetor should be prepared for stor-
age, sealed and plugged at all openings, where con-
nections have been removed, in accordance with Car-
buretor Service Handbook.
( 2) MOUNTED ON AUXI LIARY STAGE.
(a) Disconnect carburetor nozzle fuel line at the
fuel outlet located on the from of the carburetor. Re-
2-Carburetor Vent Connection
3-1;8-inch Pipe Tap Air lotalce Press. Coooection
- %·inch Pipe Tap Nozzle Drain
5-1;8-lneh Pipe Tap Nonle P rass. Connection
6- Air Intake Pressure Connection
7-Fuel ln1 et from Pump to Carburetor
8- Fuel Inlet to Noule
9- Pressuro Control Air Line Tube Assembly
1 0-~·ineh Pipe T•p for Fuel Pump Veot Connectioo
move the fuel outlet flange from the carburetor by tak-
ing out the three screws securing it to carburetor. At-
tach the flange to the connector nut of the fuel line.
(b) Disconnect fuel nozzle vent Line from 45-
degree elbow on the front of carburetor directly below
the carburetor upper flange. Remove the 45 degree elbow
and attach to the connector nut of the vent line. If re-
placement of the no7.zle is also required, remove the two
%6-inch-24 plain and pal nuts from the studs securing
the nozzle to the supercharger inlet cover and remove
assembly from the mounting pad of the supercharger
inlet cover. Gasket should be left in place on pad.
(c) Disconnect the SC-3 air line from the Ifs-
degree N .P.T.- 45-degree elbow located on the left
side of the carburetor above the throttle lever. Free the
air line completely from the carburetor by removing the

- 95 -
 " E" Type
Section VI ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

Figure J 07- o/4 Left Front View of Auxiliary Stage Supercharger

1-PT 13E9 Carburetor 7--5C-3 Superchorcer Control
2-Auxiliary Stace Superchorcer Discharae Duel 8--011 Pump OuUet
3--Pressure Conttol Air Line 9-0il Strainer Compartment DralD
4-Fuel Vent Line 10-·011 Pump Inlet
5--Fuel Line 11-0il Strainer
r-couplinc Scoop 12- Mountinc Bolts
13-PC-4 Presoure Control

- 96-
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
clip holding it eo the carburetor. Reinstall dip on line.
Remove the 45-degree elbow from the carburetor and
reinstall on air line.
(d) Disconnect the cockpit mixture control rod
from the mixture control lever on the left side of the
carburetor. Disconnect the carburecor throttle rod as-
sembly, linking the carburetor and the PC-4, from the
carburetor throttle lever. Bolt and nut should be left
with the PC-4 carburecor throttle rod assembly.
(e) Remove the air scoop and screen.
(f) Remove the "V" shaped c.a rburetor support
bracket by removing the two %-inch-16 x % -inch long
bolts and washers at the top of bracket, and the pal nut
and nut attaching it at the bottom to the supercharger
scroll.
(g) Disconnect all carburecor gage lines, vent
lines, etc.
(h) Remove the nuts from the nine long scuds
on which the carburecor is mounted and lift off the car-
buretor.
(i) The carburetor should be prepared for stor-
age, sealed and plugged at all openings, where con-
nections have been removed, in accordance with Car-
buretor Service Handbook.
d. PERIODIC INSPECTION AND
MAINTENANCE.
(1) PRE-FLIGHT.
(a) Before starting engine, check free operation
of throttle and mixture control rods.
(b) Check wobble pump and engine· fuel pump.
( &) Check fuel pressure gage.
( 2) DAILY.
(a) Inspect carburetor and fuel line connections
for fuel leakage, paying particular attention to drain
plugs, passage plugs, and parting surfaces between regu-
lator castings.
(b) Inspect throttle and mixture control rods
and levers for tightness and safetying.
( &) Inspect the safety wiring of all nuts, bolts
and scuds fastening carburecor to engine.
(3) 25-HOUR.
(a) Check carburetor air scoop flange nuts for
tightness.
(b) Remove and clean the fuel strainer.
N O TE
Fuel supply line does not have to be discon-
nected in order to clean strainer.
( & ) After the above operations have been com-
pleted, and while the carburetor strainer is filled with
air, disconnect the flexible hose in the vent line at the
carburetor. Then apply fuel pressure of 14 pounds per
- 97-
Section VI
Paragraph 24
square inch with the wobble pump and observe the
action of the vapor eliminator. There should be a notice-
able rush of air being expelled, which stops when the
fuel level raises the float and shuts off the vent passage.
There should be only a seepage of a few drops of fuel
from the vent line.
( 4) 50-HOUR.
(a) Grease mechanism of mixture control latch,
using grease, Specification VV-G-681-Medium.
(b) Drain regulator unit, air chamber and fuel
chambers, and the fuel control unit through plugs in
bottom.
( &) Lubricate throttle shaft bushings using ma-
chine gun oil, Specification No. AN-0-6.
e. TROUBLE SHOOTING.
(I) GENERAL-See chat the specifications and
setting of the carburetor are correct for that particular
installation. Make no carburetor adjustments unci! un-
satisfactory engine operation h~s been definitely attrib-
uted to carburetion.
(2) ENGINE WILL NOT START OR
CONTINUE TO RUN AFTER
STARTING.
(a) IMPROPER STARTING PROCEDURE.-
Refer to Starting Instructions-section IV, paragragh
l.b.
(b) INSUFFICIENT FUEL PRESSURE.- Fuel
pressure gage reading should conform to required pres-
sures given in Table of Specifications-secdon 11.
( &) IDLE ADJUSTMENT TOO RICH OR TOO
LEAN.- Readjust idle needle.
(d) AIR IN REGULATOR UNIT.-Remove
vent plug at top of unmetered fuel chamber of regulator
unit. Pump fuel until it stands level with plug opening.
Air in regulator unit may be due to long periods of
idleness or failure to vent carburetor following instal-
lation. See Prepararion for Service-section Ill, para-
graph 5.b.( 12).
(e) Check position of manual mixture control to
see that it is not in "Idle Cut-Off" position.
(/) Main discharge nozzle sticking open. Nozzles
should hold 3 pounds pressure before opening and dis-
charging fuel. Otherwise fuel will boil under high
vacuum giving erraric metering. Raise fuel pressure to
3 pounds with wobble pump and check for appearance
of fuel at supercharger scroll drain.
(3) ENGINE RUNS TOO RICH OR TOO LEAN
AT CRUISING POWER.
(a) FUEL PRESSURE LOW.-Check fuel pump
and fuel pressure gage and clean strainer.
(b) Foreign material in auto lean or auto rich
metering jers.
Section VI
Paragraphs 24-25 ALLISON OPERATION AND MAINTENANCE HANDBOOK
(c) FUEL HEAD POWER ENRICHMENT
VALYE-LEAKING OR STUCK OPEN.-Remove
bushing above valve to check for free motion, or remove
fuel control unit cover body to check valve and seat.
(d) If carburetor is running rich or lean in auto·
matic position at altitude, check automatic mixture
control unit setting and bellows.
(4) ENGINE RUNS TOO LEAN AT TAKE-OFF
OR RATED POWER, BUT
SATISFACTORILY AT CRUISING
POWER.
(a) FUEL HEAD POWER ENRICHMENT
VALVE BINDING.-Remove fuel control unit cover
body and check mechanism for freedom of movement.
(b) Insufficient fuel pressure.
(5) ENGINE RUNS TOO LEAN OR TOO RICH
AT ALTITUDE IN AUTOMATIC
POSITION, BUT SATISFACTORILY
AT SEA LEVEL.
(a) Vapor separator float needle stuck in the
closed position. Remove strainer and inspect float for
free movement.
(b) Automatic mixture control unit incorrectly
set, or malfunctioning. Remove this unit and check
travel and set per instructions.
(c) The manual mixture control valve set in
wrong position. Check linkage to manual mixture con·
trol lever.
(d) Emergency full rich valve plates open or
leaking. Remove valve cover on throttle body and see
that slots in plates are open only in emergency full rich
position, and that plates do not leak.
(6) ENGINE DOES NOT ACCELERATE
PROPERLY BUT RUNS
SATISFACTORILY WITH SLOW
THROTTLE MOVEMENTS.
( a) Accelerating pt,~mp not adjusted to give re·
quired travel. Readjust.
(b) Fuel inlet to acceleration pump, clogged at
the intake restriction, can be examined by removing
pump cover and diaphragms.
(c) Discharge nozzle leaking.
(d) Fuel leak into air chamber in regulator unit.
Remove air chamber drain plug.
(e) Suction hole to air side of accelerating pump
diaphragm closed. Check to see that .holes line up cor·
rectly.
(7) ENGINE DOES NOT SHUT OFF IN IDLE
CUT-OFF POSITION.
(a) Regulator fill valve not seating properly.
Remove plug on side of fuel control unit adjacent ro
-98-
"E" Type
Engines
auto lean or auto rich metering jets, to see if valve seats
in idle cut-off position. Check control rods for full
travel. Check for burr on metering jet.
(b) Fuel Head Power Enrichment Valve not
seating properly. Remove fuel control unit cover body
and check mechanism for freedom of movement.
(c) Check poppet valve diaphragm for rupture.
(d) Check regulator unit for proper operation.
f. REFERENCE.-If in performing any of the above
maintenance or inspection procedures, further informa·
cion on service tools, part number of service parts, or
additional details regarding procedures is required, re-
fer to the Commercial Handbooks covering Bend.ix In·
jection Type Carburetors.
25. MAGNETO AND DISTRIBUTOR
ASSEMBLIES.
a. GENERAL.
(1) Ignition is furnished by one double ScinciUa
DF Magneto mounted directly in front of the carburetor
at the top of the accessory housing. The magneto termi-
nals are marked to designate the coils firing the exhaust
and intake set of spark plugs. The high tension terminal
for the intake side spark plugs is marked "H. T. INT."
and the one for the exhaust side is ma.rked "H. T . EXH."
The ground terminal for the intake side is marked
"GR. INT."; and the one for the exhaust side is marked
"GR. EXH." These last two terminals should be con·
nected to their respective switches.
(2) The magneto is mounc.ed on the engine by a
two-bolt flange, having two elongated slots for the
holding studs. This permits turning the magneto
through an angle of 20 degrees to obtain correct timing
of the engine.
b. INSTALLATION.
( 1) Before installing a replacement magneto on an
engine it is necessary to locate the engine crankshaft in
the magneto timing position, 34 degrees B.T.C. on No.
lL cylinder for the exhaust ignition circuit. Extra steps
in the timing procedure are eliminated if the engine is
positioned before the old magneto is removed. Mount
the magneto type Timing Disc No. 2380 on the old
magneto and locate the engine on 34 degrees B.T.C.
for No. lL cylinder. Refer to Timing Procedure,
paragraph 14, this section.
CAUTION
Particular care should be taken to avoid the
engine timing being disturbed until the new
magneto is located in place on the engine and
secured.
 ( c

ALL I SON V-1710 ELECTRICAL SYSTEM DIAGRAM

TO

. . . J! 17

:
)1.

I-DISTRIBUTOR HEAD 11- B REAKER CAM

2-GROUND TERMINAL 12-DISTRIBUTOR HEAD ELECTRODE
3-HIGH TENSION TERMINAL 13-DISTRIB. FINGER H. 'T. SEGMENT
4-CONDENSER 14-DISTRIB. FINGER BOOSTER SEGMENT
5-COIL SECONDARY WINDING 15-DISTRIB. HEAD CARBON B RUS,H
6-COIL PRIMARY WIND ING 16-BOOSTER COLLECTOR RING
7-COIL CORE 17-DISTRI BUTOR FINGER
8 -POLE SHOES 18-INTAKE SPARK PLUG
9 -B REAKER ASSEMBLY 19- EXHAUST SPARK PLUG
10-ROTATING MAGNET

.
MAGNETIC F IELD C HAN GING

SECONDARY COIL .
MAXIMUM FI ELD

PRI MARY COIL @-BOOSTER CO IL

la MAGNETIC FIELD CHANGING

Q-MAGNETIC FIELD
Figure JOB-V· J7J 0 Engine High Tension Electrical System Diagram
THIS PAGE INTENTIO~ALLY LEFT BLANK

RESTRICTED
"E" Type Section VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 25

points. Nex t twist the magneto back in the opposite

direction toward the engine centerline until the points
start to open, as indicated by the slipping of the shim
or feeler blade. The magneto is then fastened securely
in position. The timing between the exhaust and in-
take tiring position is fixed by the magneto design at
6 degrees of crankshaft rotation. However, it is neces-
sary to check both the exhaust and intake side of the
magneto, to be certain that the relation of the exhaust
and intake breaker is correct.
(3) Replace the Magneto T ype Timing Disc. No.
2380 on the magneto and recheck both exhaust and
intake side timing in accordance with paragraph 14 of
this section. In case this check shows that the magneto
timing is slightly early or late, say 2 or 3 degrees, the
magneto mounting nuts can be loosened and the mag-
neto tapped slightly in ~ clockwise direction to give a
later timing if the points are breaking early, or counter-
clockwise, if they are breaking late.

CAUTION
Retighten magneto flange nuts.

Figure J09-Magneto Timing Clamp Tool in

Place on Magneto
(2) Before the magneto is placed on engine, re·
move the magneto breaker cover. Install Timing Clamp
Tool No. 250616 (Overhaul Tool) firmly on top of
the breaker cup, locating the straight edge of the tool
against the shoulder of the step-cut on the upper end
of the cam, then align the straight edge with the two
diametrically located marks on the breaker cup diam-
eter. (See figure 109.) Make ce.r tain that face of mag-
neto mounting flange and mounting pad surface on
engine are clean and smooth. With the engines located
in the above timing position, set the magneto on the
engine with the magneto gasket in place and the end
marked "EXH." toward the front. If the magneto does
not drop into the coupling spline and locate within
5 degrees of the engine center line, remove the magneto.
The magneto drive shaft coupling is then removed from
inside the magneto drive shaft and relocated until the
magneto locates within 5 degrees of the engine center-
line. With the magneto located in this position on the
mounting flange, REMOVE _THE CLAMPING TOOL.
The magneto will then be engaged with the drive
coupling membe.r so that it is possible to open the con·.
tact points when the magneto is turned through the
angle provided by the curved slots in the flange. When
viewing the magneto from the top, twist the magneto
clockwise approximately 10 degrees off engine cemerline
and insert a piece of shim stock or metal feeler blade f igure J JO-fnsto/ling Magneto Showing Magneto
(not over .0015-incb thick) between the exhaust breaker Drive Shalt Coupling and Clamping Tool

- 99 -
Section VI
Paragraph 25 ALLISON OPERATION AND MAINTENANCE HANDBOOK
Figure J J J-Two Methods of Checking Exhaust Breaker Point Opening
( 4) Remove timing disc aod top center indicator.
IMPORTANT
Replace magneto cam screw that was removed
to install timing pointer. This is not the same
screw used to secure pointer. Use magneto
screw. Replace magneto housing cover.
(5) Connect high tension cable leads eo magneto
terminals and spring safety dip over nuts.
(6) On the V-1710·93 model, which uses the
supercharged type ignition, the supercharged air lines
must be attached. The supercharged magneto can be
identified by its unvented breaker box cover and by
the three special fittings in the unused HT and GR ter-
minals. These special fittings are equipped with female
pipe threads to accommodate the air line elbows. Using
a small quantity of sealing compound, install a %-inch
N .P.T. x %-inch-90-degree elbow in the rear HT
terminal special fitting at the right side of the magneto.
" E" Type
Engines
Install this elbow with the threaded end pointing 45
degrees downward and to the rear of the engine, then
connect superch arged air supply line connector nut to
this elbow. Using a small quantity of sealing compound,
install the two 1,4-inch N.P.T. x %6-inch-90-degree
elbows, locating one in the front ground terminal on
the right side of the magneto and the other in the front
HT terminal on the left side of the magneto, with the
elbows pointing to the rear. Then connect each dis-
tributor ai.r tine to the respective elbows.
~. REMOVAL.
(1) On the V-1710-93 model only, the super-
charged air lines must first be removed. Disconnect each
distributor air line from the two l,4-inch N.P.T. x
%6-inch- 90-degree elbows on the magneto, one located
in the front ground terminal on the right side of the
magneto and the other in the front HT terminal on
the left side of the magneto. Then remove the two
elbows and install on connectors of each of the dis-
tributor air lines. Disconnect the supercharged air
" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
supply line from the %-inch N.P.T. x % -inch-90-
degree elbow in the rear HT terminal special fitting
at the right side of the magneto. Then remove the elbow
and install on the connector nut of the air supply line.
(2) If a magneto is to be removed for a replace-
ment, the engine should be first placed in the magneto
firing position for No. lL cylinder of the exhaust igni-
tion circuit. See paragraph 25.b.(l) , this section and
paragraph 14, this section.
( 3) After engine is in timed position, remove the
Timing Disc from magneto.
IMPORTANT
Replace magneto cam screw that was removed
to install Timing Disc Pointer. This is not the
same screw used to secure point.er. Use magneto
screw.
( 4) Replace magneto cover. Remove the magneto
flange mounting nuts and lift magneto off engine.
(5) The magneto should be prepared for stor-
age, sealed and plugged at all openings, where con-
nections have been removed, in accordance with Scintilla
Commercial Handbook.
d. PERlODlC INSPECTION AND MAINTE-
NANCE. -These magnetos require very little atten-
tion in service beyond proper lubrication of the contact
breaker felts and inspection of the contact breaker.
(1) 25 HOURS.
(a) Remove magneto breaker cover and gasket,
then inspect cam and breaker cap for excessive amount
of lubricant. If any excess, remove the two breaker hold-
down springs using a %-inch socket wrench, then remove
the breaker assembly from t.he magneto housing. Clean
grease or foreign materia l from the breaker, using ace-
tone and a brush. After allowing to dry thoroughly,
apply three or four drops of oil, lubricating aircraft
engine, grade 1100, Specification AN-VV-0 -446A to
the cam follower felt pads. After application of oil,
the feh should be soft and contain just enough lubri-
cant so that oil can be brought to the surface when
felt is squeezed. Do not give it all it can hold and do
nor permit oil ro drip from the felt lubricators nor
to touch the breaker contacts. No additional lubrica-
tion of the breaker should be required between engine
overhaul periods unless subsequent cleaning is neces-
sary.
(b) Clean the breaker housing gasket and as-
semble it to the bottom of the housing in proper posi-
tion. Then install the breaker assembly in the top of
the magneto housing. Install and tighten the hold·down
springs, followed by the breaker cover gasket and cover.
Tighten the knurled cover screw securely and Jock
with a safety pin lock.
- 101 -
Sedion VI
Paragraphs 25-26
(2) Under no circumstances will any other type
of grease or lubricant other than that specified be ap-
plied to breaker mechanism.
e. DISTRIBUTOR HEADS AND FINGERS.-For
general .information on replacement of distributor heads
and fingers refer to paragraph 13, this section. For tim-
ing of distributor fingers refer to paragraph 9.d., this
section.
f. REFERENCE. -If in performing any of the above
maintenance or inspection procedures, further informa-
tion on service tools, parts numbers of service parts, or
additional details regarding procedures is required,
refer to Commercial Handbook covering Scintilla
Magnetos and Distributors.
26. SPARK PLUGS.
a. GENERAL.- Spark plugs specified for use on all
models covered in this text are the Champion Plugs
C-34S-902 or AC plug LS86, shielded type long reach
ceramic spark plugs.
The C34S-902 is identified on the hex of the plug
by the fo llowing marking: C-34S*.
b. INSTALLATION.
( 1) All spark plugs, including new plugs, should
be checked for proper spark gap prior to installation
in engine. The correct gap is .012", + .002", - .001".
(a) In measuring gap, use hard steel wires of
suitable diameter, inserted parallel to center electrode.
Do tzot use flat-feeler, half round, crow bar or wedge
type gap gages.
(b) For gap setting, use AC tool No. 1558087
with the correct size bushing. Adjust the gap carefully
and precisely. Do n ot attempt to use any other method.
CAUTION
Never regap with wire gage in gap because the
pressure resulting on the center electrode will
crack or break the insulator. For the same rea-
son, do not use the center electrode as a pry
to increase the clearance between shell and
center electrodes.
(c) If the gap has been closed below the Jow
limit during regapping, the plugs can still be used if
the gap clearance is not less than .008-inch. If less than
.008-inch the plugs must not be used, but must be re-
turned to the control depot for their handling. Do not
try to widm the gap.
(2) The shell threads of the plugs should then be
lightly lubricated with a small amount of spark plug
thread lubricant, Specification No. AN-VV-C-566, with
the lubricant thoroughly stirred prior to use. Make cer-
tain to remove any lubricant from the tiring end of the
plug, which may have been accidentally deposited there.
Section VI
Paragraphs 26-27 ALLISON OPERATION AND MAINTENANCE HANDBOO K
(3) Install the spark plug with a good spark plug
copper gasket on the plug, making certain that there
is no old gasket sticking eo the cylinder head. The new
gasket should be free of deep ridges or nicks and should
not be excessively fiared ouc nor fiaccened eo insure leak-
proof compression.
( 4) Stare the plug ineo spark plug hole by hand,
making certain that it turns freely. W'hen the spark
plug has been seated against the gasket by hand, a torque
wrench, having not more than a 10-inch leverage, should
be applied and tile plug tightened with a torque of
not less than 300 po~nd-inches (25 pound-feet) nor
more than 360 pound-inches (30 pound-feet) . Pressures
greater than the latter should be avoided since cracked
or distorted shells or seizure of the plug in the bushing
may result.
CAUTION
Do not install or tighten spark plugs in a
hot engine, as thread seizure with subsequent
damage to the spark plugs shell and cylinder
bushing may result.
(5) When connecting elbow terminals to plugs
do not tighten the terminal and shielding out excessively
but only until the elbow starts to turn, as the elbow
terminal and plug may be damaged. It may also be
found, when unscrewing tightly installed elbow nuts
from spark plugs, that the barrel will tend to loosen
and unscrew from the shell. If the barrel is turned at
any time as above, the plug should not be used until
the gap is checked.
(6) All plugs should be inspected at the time of
installation for evidence of damage to the threads or
terminal. Those which are damaged either on the
threads or the entrance to the terminal well will be
replaced. . (Engine) ..... . . .. ........ Allisoo Air Maze Oil Filter
c. REMOVAL.-Remove the ignition cables by first
loosening all the elbow terminal nuts with the proper
wrench, then pulling the cable ·connectors straight out.
Loosen all the plugs with a socket wrench, remove and
place in a spark plug tray.
d . PERIODIC INSPECTION AND
MAINTENANCE.
(l) 5 HOURS. -WAR EMERGENCY OPERA- ·
TION.-Ail spark plugs should be discarded and re-
placed wit~ new plugs after five hours of war emer-
gency operation.
(2) 25 HOURS.-Spark plugs should be removed
and the gap clearance reset to .012", + .002", - .001".
Reinstall plugs with gaskets (new, where necessary),
then check the elbow terminal and shielding for secur-
ity. In the laccer operation, the barrel must not be
loosened or rotated with respect eo the shell, since this
will change the gap setting.
- 102 -
" E" Type
Engines
(3) 100 HOURS.-AJl spark plugs will he re-
moved at lOO-hour intervals and replaced with new or
reconditioned plugs of the approved types. Plugs re-
moved wiJI be disposed of in accordance with instruc-
tions in T.O. No. 03-5E-l. In an emergency, wherein
new spark plugs are not available, regapping of the
old ones usually is sufficient as a temporary measure.
( 4) Whenever a spark plug is removed from the
engine, the spark plug ports in the cylinder heads
should be inspected for foreign particles. The high op·
erating temperature, in the cylinder combustion cham-
bers, sometimes causes the residue from the fuel and
oil to fuse together, forming residual deposits around
the pons. These may eventually bridge the spark plug
electrodes, causing the spark plug to become short cir-
cuited.
(a) If a deposit is found, it should be carefully
removed. Care must be used to avoid damaging the
spark plug insert or other engine parts. A sharp wooden
stick is sufficient eo remove such deposits.
e. REFERENCE.-For further information on spark
plugs, see spark plug commercial handbook.
27. OIL STRAINER.
a. GENERAL.-Three types of oil strainers are now
being used on engines covered in this handbook. The
followi ng will list models covered herein and the
strainer being used in each:
V-1710-35 .... . ...... .. .. Automatic Cuoo Oil Strainer
V-1710·63 ............... Automatic Cuno Oil Strainer
V-1710-83 ......... .... Automatic Cuno Oil Strainer
V-1710·85 . .. .. . . ....... *Automatic Cuno Oil Strainer
V-1710-85 .............. . . . *Manual Cuoo Oil Strainer
V -1710-85 ..... . .... ... ... • Allisoo Air Maze Oil Filter
V-1710-93
(Aux. Stage Super.) ....... Allison Air Maze Oil Filter
*Listed in same order as use in production engine.
b. CUNO OIL STRAINERS.
(1) GENERAL.-The Cuoo oil strainer removes
undesirable solids from the engine oil by means of a
combing action between steel discs and the cleaner blades
in the strainer. The solids are deposited in the engine
compartment which houses the strainer and removed
from the compartment by cleaning at the intervals stated
in a subsequent paragraph.
(2) INSTALLATION.-The Cuoo oil strainer is .
installed on the right side of the accessory housing
bolted to the latter by means of six stud nuts, with a
dean, new gasket placed between the accessory housing
and the Cuno mounting flange, making certain that
both mounting surfaces are also clean. The six mount-
ing fiange nuts must be lf.l-28 self locking type. Do not
use plain and pal nuts.
" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
( 3) REMOVAL.
(a) The Cuno strainer can be removed only at
the six stud nuts which bolt the Cuno mounting flange
to the accessory housing. Do not attempt to remove the
Cuno strainer by loosening any of the six cap screws,
which assemble the hydraulic motor body to the strainer
assembly. These six screws are locked with tang washers,
which may be unlocked and the cap crews tightened if
an oil leak is indicated between the hydraulic motor body
and the strainer body.
(b) The gasket between the hydraulic motor
drive and the mounting flange which is installed and
supplied by the accessory manufacturer should not be
confused with the Allison supplied gasket between the
Cuno mounting flange and the accessory housing.
( 4) PERIODIC INSPECTION.
(a) DAILY OR 5 HOURS.
sembling cartridge from the housing and at all times
I. HAND OPERATED STRAINERS.-Turn
when the discs and cleaner blades are exposed. These
the handle of manually operated strainers at least ·once
parts are very easily bent or thrown out of alignment.
every 5 hours of engine operation, and at least once
during the first hour after engine overhaul or oil change.
The handle should be given one complete turn, and if
it turns hard, it should be turned back and forth by
hand until the cleaners free themselves and the handle
can be turned through a complete revolution. Neither a
wrench nor any other tool should ever be used in an en-
deavor to turn a strainer which has become plugged. In
such circumstances, the strainer cartridge should be re-
moved and cleaned as described in paragraph 27., b.
(5) (b).
(b) 10 HOURS.
1. AUTOMATIC TURNING STRAINERS.-
The operation of the automatic turning mechanism
should .be checked at least once every ten hours of engine
operation. This is done by removing the cover nut from
over the manual turning shaft and installing on to that
shaft as directed on the name plate. Mark one face of the
manual nut and note position of this face. Run the en-
gine at idling speed for approximately five minutes then
note the position of the mark on this out. If turning
mechanism is operating, nut should have turned from
original position. If nut has apparently not moved, start
engine again and run at idling speed for about two
minutes to recheck, since out may have returned to start-
ing position during first check. If nut has not turned,
replace strainer with clean unit the operation of which
is known to be satisfactory and mark defective unit for
overhaul.
(c) 25 HOURS.- Remove strainer cartridge
from engine or housing. Clean and inspect as follows:
1. CARTRIDGE ROTATION. - All car-
tridges will be rotated through 360 degrees and torque
variations should not exceed 50 per cent. Hard spots or
points of catching are cause for rejection.
- 103-
Section VI
Paragraph 27
2. CLEANER BLADES.-All cleaner blades
must be straight and fiat and muse not show an angular
displacement in the plane of the discs greater than 8 de-
grees from the mid-position when the cartridge is ro-
tated. Bent or torn blades, unless such bending is limited
to the extreme edge of the blade most remote from the
discs, is cause for rejection. In an emergency a turned or
badly bent blade may be carefully removed, making sure
that all parts are recovered, and that no other parts are
damaged. The strainer should be used only until a re-
placement is available, provided no other cause for
rejection exists.
3. DISCS.-AJI discs must be fiat, evenly spaced
and free from burrs or nicks.
(5) MAINTENANCE.
(a) GENERAL.
1. Be very careful when removing or reas-
(b) CLEANING.
1. Every time that a Cuno strainer is removed
from an engine, the strainer should be cleaned by im-
mersion in kerosene, gasoline, a 50 per cent mixture of
carbon tetrachloride and benzol, or a similar non-
corrosive solvent. While in the solvent, the cartridge
should be rotated.
CAUTION
The Cuno strainer should not be rotated when
removed from the engine, unless the element is
supported in a housing for which it is designed
or in a suitable fixture which will support the
outer end and hold it in correct alignment, nec-
essary to prevent binding of the strainer discs.
The cartridge may be rotated several revolu-
tions after installation by means of the turning
shaft nut.
Be sure that all foreign matter adhering to the strainer
is removed. If the strainer is to be reinstalled on engine
after washing, i.t should be oiled with engine oil. If it is
to be shipped or stored, coat with Rust Preventive Com-
pound, Specification 3568, or C.L.O. mixture. See section
Ill, paragraph 2.b.
(c) SERVICING.
1. If cartridge cannot be rotated the full 360
degrees, and surface inspection reveals no mechanical
defects;
a. Loosen packing gland if used.
b. Repeat cleaning procedure described in
preceding paragraph (b) and rotate gently but firmly,
permitting solvent to work in and free up any parts
stuck with sludge. If this fails to free cartridge, the unit
should be sent in for overhaul.
 Sectio n VI
Pa ragraph 27 ALLISON OPERATIO N AND MAINTENANCE HANDBOOK
CAUTION
Never use a wrench or other tool in an en-
deavor to turn a strainer which has become
plugged.
2. If hydraulic motor fails to operate, send
strainer in for overhaul. THE HYDRAULIC MOTOR
SHOULD NOT BE OPENED UP AT STATIONS
OTHER THAN OVERHAUL DEPOTS.
(6) REFERENCE.- 1£ in performing any of the
above maintenance or inspection procedures, further in-
formation on service tools, part number of service parts,
or additional details regarding procedures is required,
refer to Cuno commercial handbook.
c. ALLISON AlR MAZE OIL FILTER.
(1) GENERAL-Two Allison Air Maze oil filters
are used on the V -1710-93 model engine. One is installed
i.n the normal oil straine~ housing on the right side of
the engine. The second, which is installed on the left
side of the auxiliary stage just below the supercharger
control, is a different model than the one on the engine.
The action of the Air Maze oil filter in removing un-
desirable solids from the engine oil is entirely a filtering
process, by means of a very fine copper screen, the clean-
ing efficiency of which is improved by the presence of
accumulated carbon forming a filter bed on the screen.
For a sectional view of the filter used on the engine
proper, see figure 113. The oil flow through this filter
is in over the outside of the discs, then through the
copper wire mesh of the discs on through the perfo-
rated hollow stack shaft, then out into the engine or
auxiliary stage oil system. All filters are equipped with
a safet~ by-pass valve set to open at 100 pounds per
square mch. The model used on the auxiliary stage is
further supplied with a check valve which opens at 2y2
pounds per square inch.
(2) INSTALLATION.-The installation of the
Allison Air Mne oil filter o'n the engine differs some-
what from its installation on the auxiliary stage super-
charger.
(a) INSTALLATION ON ENGINE.
I. A dean new oil filter gasket must be in-
stalled first on the six studs of the mounting pad. Both
mounting surfaces must be clean and dry. Do 110t use
gasket paste.
2. Then install the filter on the studs so that
the tw.o right hand and two left hand mounting studs
engage the holes in the thick part of the oil filter mount-
ing flange. Use four sleeve nuts, with copper asbestos
gaskets, to secure the filter to these four mounting studs.
Safety the right hand pair of sleeve nuts together with
lockwire. Similarly the left hand pair.
3. Secure the filter to the upper and lower
mounting studs with lf.l-inch- 28 elastk stop nuts and
washers.
- 104 -
"E" Type
Engi~es
4. Make certain that the square head pipe
plug, to the left of the lower right hand sleeve nut, is
screwed in tight and safetied with lock wire to the right
hand sleeve nut.
(b) INSTALLATION ON
AUXILIARY STAGE.
I. A clean new oil filter gasket must be in-
stalled first on the five studs of the mounting pad.
Both mounting surfaces must be cleml and dry. D o 1zot
use gasket paste.
2. Then install the filter on the studs and se-
cure the studs with washers, nuts and pal nuts.
(3) REMOVAL. - Remove safety wiring from
mounting nuts where used, then remove nuts, six on
engine filter, five on auxiliary stage filter. On the engine
oil filter, four of the six nuts are sleeve nuts, and the
latter will have copper asbestos gaskets, which should
also be removed and set aside.
(4) PERIODIC INSPECTION.
(a) SPECIAL 10 HOUR INSPECTION.-The
Air Maze oil filter should normally not require removal
for cleaning at less than 50 hours of operation. However,
when the engine has been operated under unusual oper-
ating conditions, such as prolonged use of War Emer-
gency Power, or extremely dirty fields, and where the
proper interval for cleaning has not been established by
field experience in that theatre of operation, the proper
interval for cleaning the filter should be established by
the following procedure.
I. The condition of the filter should be
checked at the first ten hours by means of a "pressure
drop" check. The "pressure drop" is the difference be-
tween the pressure at the inlet and outlet of the filter
or the difference between cockpit oil gage pressure and
filter housing pressure. This drop is obtained by first
removing the y8-inch square headed pipe plug in the
head of the engine filter, then connecting a temporary
,gage to this opening. With the engine operating at
approximately take-off rpm, with the oil inlet tempera-
ture at approximately 70-85 degrees C, and engine oil
pressure between 60 and 70 pounds per square inch,
observe the engine oil pressure and the pressure in the
filter 'housing. If the pressure in the filter housing is
more than 20 pounds greater than the engine oil
pressure, the filter should be removed according to pro-
cedure in paragraph 27.,c.,(3) this section, and cleaned
accordance to following paragraph 27.,c.,(4 )(b), this
section.
2.' It is important that the filter should not
be cleaned more often tha.n is necessary to keep the pres-
sure drop less than 20 pounds per square inch. Such a
"pressure drop" is desirable since the cleaning efficiency
of the filter is improved by the presence of the accumu-
lated carbon filter bed. Therefore if it is apparent in the
10 hour "pressure drop" check, that cleaning will not be
"E" Type Sedlon VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 27

SAFETY
\FILTER DISC STACK

OIL PRESSURE GO.GE CONNECTION----' RETAI N ING SCREW

figure J J3-Air Maze Oil Filter Disassembled for 50 Hour Cleaning

necessary at this interva~ increase the length of the
interval for subsequent checks until the rate of dirt
accumulation on the filter has been established for that
particular theatre of operation. When the proper inter·
val for . cleaning is established by field experience in
the given theatre, this cleaning interval can be estab-
lished for routine inspection and the "pressure drop"
checks discontinued.
(b) 50 HOURS.- Air Maze oil filters should be
removed and cleaned at each 50 hour period in accord-
ance with the following procedure.
1. After removing the filter assembly from the
engine, remove the stack of filter discs as a unit from the
filter housing. (See figure 113.)
a. On the engine filter, removal of the
%6 -inch hex head cap screw from the outer end of the
.filter housing frees the stack as a unit from the hous-
ing.
b. On the auxiliary stage filter, removal of
the two t./.l-inch-28 x %-inch cap sc.rews in the outer
end of the filter housing permits removal of the stack
of filter discs as a unit from the housing.
2. Wash the filter stack in a container of gaso-
line or other suitable solvent.
3. Remove the loosened dirt with a medium
bristle brush. The bristles must be long enough to
reach the bottom of the space between the filter discs.
4. Direct a stream of compressed air into the
center opening of the filter. The air pressure must not
be directed against the outside surface of the filter discs
as this would tend to force the dirt through the line mesh
screen into the inside of the filter stack.

SPACER STACK SHAFT

figure J J 4-Air Maze Oil Filter Disassembled for J 00 Hour Inspection

- 105-
 Section VI
Paragraphs 27-28 ALLISON OPERATION AND MAINTENANCE HANDBOOK
5. Wash the internal area of the filter head.
6. The safety-by-pass valve should also be
cleaned at this time. The lVa-inch hex plug, gasket and
spring must be removed, which will permit removal of
the valve itself. Remove valve and wipe off, carefully
removing any sludge or sediment, which might have
accumulated around the valve. Reinstall valve spring,
gasket and hex plug. Safety plug with lock wire to the
rang adjacent to the plug.
7. On the auxiliary· stage oil filter, there is a
small check valve on the inside face of the filter hous-
ing, whicli can be cleaned by flushing without remov-
ing from the housing.
8. When removing auxiliary stage oil filter
for cleaning, also remove triangular pad on sump and
flush out filter compartment.
9. Reinstall filter stack in the filter housing.
The engine filter stack is secured by a %6 -inch hex head
cap screw and safetied with lockwire. The auxiliary
stage filter stack is secured by two 1,4-inch-28 x %-inch
fillister head cap screws and safetied with lockwire.
10. Install new mou nting gasket and replace
filter in engine or auxiliary stage.
(c) 100 HOURS. -At the lOO-hour period, the
Air Maze oil filter, in addition to its periodic 50-hour
cleaning operation, must be further disassembled for a
visual inspection of the wire screens on each filter disc.
This disassembly, which should be performed before
reinstalling the filter stack in the filter housing after the
cleaning operation, should be done as follows:
1. The engine filter stack is disassembled by
removing the cotter key from the l lfs-inch hex nut, fol-
lowed by removal of the hex nut, washer and pilot from
the end of the stack. The discs can then be lifted off
and inspected for possible breaks in the wire screen.
Replace disc, if screen is broken. Reassemble discs to
stack, making certain spacer washer is installed between
each disc, then replace pilot, washer, and nut. Safety
with cotter key.
2. The auxiliary stage filter stack is disas-
sembled by bending up the tabs of the star washer, in
back of the hex nut on the end of the stack. T his will
free the hex nut and permit its removal. W ith the re-
moval of the hex nut, the discs can be removed and
inspected for possible:: breaks in the wire screen. Replace
disc, if screen is broken. Reassemble discs to stack, mak-
ing certain that a washer is installed between each disc
and the spacer installed in its proper position on the
stack. On this auxiliary stage filter stack, a spacer has
been used to separate the stack of discs into two parts.
Install 12 discs, followed by the spacer, then the bal-
ance of the discs, the star washer and the hex nut. After
hex nut is properly positioned, bend down two tabs of
the star washer on to the hex nut.
3. Reinstall fi lter stack in filter housing and
safety with lock wire.
- 106 -
" E" Type
Engi nes
4. Install new mounting gasket and replace
filter in engine or auxiliary stage.
28. AUTOMATIC CONTROLS (REGULATORS).
a. GENERAL.-There are now three types of auto-
matic controls (regulators) which are being used on
Allison engines.
( 1) The first of these is the pressure control, for-
merly designated as the automatic manifold p~es·
sure regulator, which maintains within desirable limits,
a selected manifold pressure from sea level up to the
critical altitude of the supercharger, without further
throttle adjustment. There arc four different models of
these pressure controls (automatic manifold pressure
regulators) which have been designated as PC-1, PC-2,
PC-3, and PC-4. The PC-1 and PC-4 models are the only
controls used on the various engines covered in this
handbook.
(2) Another type of regulator is the automatic en-
gine power control or engine control. This regulator
serves to maintain not only the selected manifold pres-
sure but coordinates as well the selected manifold pres-
sure with proper engi ne rpm. There are also four dif-
ferent models of these engine controls (automatic
engine power controls) which have been designated as
EC-1, EC-2, EC-3, and EC-4. None of these controls are
used on the engine models covered in this handbook.
(3) The third type of regulator is the supercharger
control, which operates the scoop of the hydraulic
coupling of the auxiliary stage supercharger in response
to both altitude and throttle variations. The effective-
ness of the auxiliary stage supercharger is increased or
decreased when the supercharger control moves the
coupling oil control tube. The three models of super-
charger control are designated as SC-1, SC-2, and SC-3.
The SC-3 is the only model used on the models cov-
ered in this handbook and that is used on the V-1710-93.
(4) All V-1710-83 and 85 engines are equipped
with PC-I pressure controls. Some V-1710-35 and -63
engin es are equipped with service-installed or overhaul
depot-installed PC-1 pressure controls. The V-1710-93
engines with the auxiliary stage supercharger are
equipped with the PC-4 type of pressure control together
with the supercharger control SC-3, which are covered
in paragraph c. this section.
b. PC-1 PRESSURE CONTROL.
(1) DIFFERENT TYPES OF PC-1 PRESSURE
CONTROL INSTALLATIONS.-There are three dif-
ferent methods of installing the PC-1 which are dictated
by the degree of engine changes which have been in·
corporated between early and late model engines. Due
to this variation in the method of mounting the PC-1
on early or late engines, we have classified these dif-
ferent installations as Type I, Type 11, and Type Ill,
which have the following detailed differences.
" E" Type Sedlon VI
Engine s ALLISON OPERATION AND MAINTENANCE . HANDBOOK Paragraph 28

Figure J J5-Pressure Control Installed

1-Main Control Leve r S-Carburetor Mixture Control Lever
2- Carbura tor Throttle Rod 6--EcC'elntric Op e ratin1 L.ver
3- Adjustable Stops 7- Prossure Seleetlnc Cam Link Assembly
4-Reculator to Vacuum Pump Fiance Braeke t 8--Piston Link

(a) TYPE I INSTALLATION.- In the Type I
installation the PC-1 is mounted to the flange of the
supercharger inlet cover by using spacer washers and
shims to ·clear the spot faces of the inlet cover flange.
The supercharger pressure is conducted eo the pressure
control from the cop of the center gas intake pipe by
a long air line cube assembly. Engine oil pressure is
conducted to the pressure control from a nipple located
in the top of the engine o~J strainer chamber on the right
side of the accessories drive housing by a long oil
pressure cube assembly which passes over the top of
the accessories drive housing. The Type I installation
\s used on all V-1710-35, and -63 engines that were not
equipped with the lace type of accessories housing and
supercharger inlet cover.
To summarize, the Type I pressure control installation
includes the following three special features:
1. Spacer washers, No. 42686 and leveling
shims, No. 42687 for use under the mounting ftange.
2. Long air line cube to center gas intake pipe.
· 3. Long oil pressure cube to right side of en-
gine required.
(b) TYPE II INSTALLATION.-In the Type
11 installation, the pressure control is mounted on a
mounting pad machined on the upper left side of the
rear face of the supercharger inlet cover. It will have the
same long oil pressure tube assembly as described for
Type I. Engines equipped with this machined mounting
pad contain a drilled passage leading from the super-
charger scroll to the face of this mounting pad. This
supercharger inlet cover air hole then matches up with
an angular air bole in the control mounting flange, with
the supercharger pressure conducted directly into the

- 107-
Se ction VI "E" Type
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

Figure J J 6- Press ure Control Showing Typ e /I nstallation Detail Parts

pressure bellows of the control unit. The Type 11 in-
stallation is used on all V-1710-63 engine models and
early V-1710-83 engine models which are equipped with
the supercharger inlet cover of the late type having the
machined mounting boss for the pressure control. To
summarize, the Type II pressure control installation in-
dudes the following three special features:
1. Machined supercharger inlet cover requires
no spacers or shims to mount control.
2. Mounting boss drilled for air pressure-no
air line required.
3. Long oil pressure tube to right side of en-
gine required.
(c) TYPE Ill INSTALLATION. -In the Type
Ill installation, the pressure control is mounted on the
machined mounting pad as in the Type 11 method of in-
stallation, but will have a short oil pressure tube as-
scmbly connected to a boss on the left side of the acces-
sories drive housing. This boss is located just below the
front corner of the electric tachometer drive mounting
pad. The Type m method of installation is the produc-
tion installation used by the engine manufacturer on all
V-1710-83 and -85 engines. To summarize, the Type Ill
pressure control installation includes the following three
special features:
1. Machined supercharger inlet cover requires
no spacers or shims to mount control.
2. Mounting boss drilled for air pressure-no
air line required.
3. Short oil pressure tube to left side of engine
required.
(2) REMOVAL FROM ENGINE.
(a) It is important that all connecting fittings,
tube assemblies and linkages be left with the engine
whenever the pressure control is removed. These specific

- 108 -
"E" Type Section VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 28

TYPE II INSTALLATION OF REGULATOR

.~
·~~ I
!~f)

figure J J 7-Pressure Control Showing Type 11 In s tallation Detail Parts

details are mentioned in the following procedure for
removaL
(b) All pressure control installations require a
connection for manifold pressure air, a connection for
engine oil pressure and a connection for oil drainage. As
stated above in the case of Type I installations, these
connections are made by three external lines. In the cases
of Type II and Type Ill installations, no external line is
used to supply the manifold pressure air, since super-
charger scroll pressure is supplied through the mounting
pad.
1. Disconnect the oil drain tube union nut from
the elbow located at the extreme lower point at the front
of the control body. After the contro l is removed, the
45-degree elbow will be unscrewed from the body and
attached to the oil drain tube to avoid its being mis-
placed. Install a % -inch N.P.T. plug in the oil drain
opening of the control body.
2. Disconnect the oil pressure tube union nut
from the pipe fitting located on the left side of the con-
trol body at the front immediately below the aneroid
chamber. Remove the fining from the control and attach
to the oil pressure tube to avoid being misplaced. Plug
the opening in the control with 1_4-inch N .P.T. plug.
NOT£
On Type I and ri installations remove the cover
screw in case of interference with the 45-degree
elbow fining. After fitting is removed, replace
screw and Jockwire.
3. On the Type I installations only, it will be
necessary to disconnect the manifold pressure external
air line. Disconnect the air tube union nut from the 90-
degrce "L" pipe fitting located at the uppermost boss on
the front of the control. Remove the 90-degree elbow
from the control and attach it to the manifold pressure
air line to avoid its being misplaced. Plug the opening
in the control. with a Vs-inch N.P.T. plug.

- 109 -
Section VI " E" Type
Paragraph 28 A LLISON OPERATION AND MAINTENANCE HANDBOOK Eng ines

TYPE m INSTALLATION OF REGULATOR

J s~

·~~
e &P~

Figure J J 8- Press ure Control Showing Typ e /I/ In stallation De tail Parts
4. The concrol main lever is next disconnected.
Remove the clamp bolt from the large end of the main
lever ar;~d tap it from serrated shaft. Replace the bolt
and lock washer and leave the lever attached to the air-
plane connecting linkage.
5. The carburetor throttle rod will be discon-
nected at the pressure control end. Remove the cotter
pin and %6 shear castle out from the rear end of the
carburetor throttle rod and differential lever. Tap out
the special bolt and leave the carburetor throttle rod at-
tached to the carburetor lever.
6. Remove the bracket from the stud located
at the lower rear of the control and from the two studs
of the vacuum pump flange pad.
7. Remove the cross brace which runs between
the control and the carburetor on the Type I installation
only. This brace is secured to the control support bracket
by a lf.!-28 bolt, washer and elastic stop nut and to a car-
buretor stud.
8. The pressure control is now ready to be re-
moved from the supercharger inlet cover. The control is
secured to the studs of the supercharger inlet cover by
three sleeve nuts. On late model engines there is an addi-
tional sleeve out which attaches to a stud that has been
added to the supercharger inlet cover. Remove the lock-
wire and sleeve nuts using a %6 -inch Allen wrench. Lift
off the control.
NOTE
On the Type I installations which do not have
a machined mounting pad, spacer washers and
shims must be removed from the studs after the
control has been taken off.
9. After removing the pressure control from
the engine in the case of Type 11 or Type Ill installations,
the manifold pressure air line hole located in the face of
the control mounting pad must be plugged. This plug is

- 110 -
 c c

IREFERENCE KE Y I ALLISON NUMBER «2685 IC R OSS SEC TION I

BELLOWS SECTION
A & A'-ALTERNATE MANIFOLD PRESSURE INLETS. A ' LOCATED
ON MOUNTING FLANGE. (U N USED INLET MUST BE PLUGGED)
8 -MANIFOLD PRESSURE BELLOWS AND SPRING.
C -ANEROID BELLOWS (EXHAUSTED OF AIR)WITH SPRINGS.
0- ANEROID BEL LOWS CALI BRATION,ADJUSTING SCREW.
SERVO, OIL PRESSURE SECT ION
E -ENGINE OIL INLET (65LBS/SQ.IN. NORMAL PRESSURE)
F - SERVO VALVE.
G-SERVO CYLINDER 8. PISTON, WITH RETURN SPRING.
H- MAIN OVERFLOW DRAIN (AND A IR VENT) TO
ACCESSORY HOUSING.
J-SERVO CYLINDER OIL SEAL DRAIN.

-
0
).
OI L IN BELLOWS CHAMBER DRAINS TO THIS LEVEL
WH EN ENGINE IS SHUT DOWN.
CONTROLS AND LINKAGE
K -MAIN L EVER,OPERATED BY PILOT.
L- PRESSURE SELECTION CONNECTING LI NK&<;AM LEVER.
M - PRESSURE SELECTION ROTATING CAM&RETURN SPRING.
N -COM PENSATING LEVER.
P -SERVO PISTON SHAFT &CONN ECTING LINK .
. Q -DIFFERENTIAL LEVER.
R-TH ROTTLE PIVOTING CRANK, LEVER. COCKPIT THROTTLE
S -CARBURETOR THROTTLE LEVER.
T-FOLLOW-UP MECHANISM:ECCENTRIC SLEEVE WITH LEVER&LINK.'S'AND'K{SHOWN WH ITE)ARE
ACTUATING LEVER &LINKAGE TO SERVO PISTON. NOT INCLUDED WITH REGULATOR UNIT.

LOWER OPERATING 0 ~REGULATOR MAINTAINS 0 PILOT SELECT S

RANGE
BELOW 20'HtMANIFOLO PRE55URE,
SERVO PISTON IS HELD BY SPRING
& OIL IN !:lll.l..Q!l! POSITION,THEN
CARBURETOR IS CONTROLLED
MANUALLY BY LINKAGE SHOWN
~IN BLACK.
LINKAGE ANCHOR POINT-*
lr-1 THROTTLE SETT ING MANIFOLD PRESSU RE
WHEN OPERATING ABOVE 20'Hf, WHEN OPERATING ABOVE 20•Hg.
IF MAN IFOLO PRESSURE DROPS MANIFOLO PRESSURE MAY BE
FROM THAT SELECTED BY PILOT ~(AS SHOWN}OR~
THE DIFFEREN CE IS COMPENSAT· BY OPERATING COCKPIT THROTT·
!;Q BY REGULATOR, WHICH LE,WHICHACTUATES CARBU·
-- ...,.q~ SMOOTHLY OPENS CARBURETOR RE TOR THROUGH LINKAGE &
;;~• :l!t~ (ASSHOWN)COAAECT AMOUNT. OIL PRESSURE SYSTEM OF
WHENMeiS~;-ACTION IS REGULATOR.

-o
REVERSED.

MANI F OLD PR ESSU RE . PRESSU R E OI L RETURN OI L .

Figure J J9-Diagrammatic Sketch of PC- J Pressure Control
THIS PAGE INTENTIONALLY LEFT BLANK

RESTRICTED
"E" Type Section VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 28

a special 1,4-28 screw with a o/t 6-inch diameter slotted

head. This screw should be installed with the red "cau-
tion" tag attached.
WARNING
All connecting tubes and linkages have pur-
posely been left attached to the engine and air-
plane. These specific items will not, in any case,
be returned with the control unit since they are
needed for installation of the replacement con-
trol unit. This precaution is necessary since dif-
ferent attaching parts arc required when mak-
ing either Type I, Type II or Type lii installa-
tion.
10. If pressure conrrol is being removed for
malfunctioning, make a careful diagnosis of the probable
cause so that a comprehensive report can be made to
cover the faulty control. After its removal, attach a tag
to the control indicating either the probable defect or the
necessity for flushing. State also the number of hours
the control was in operation. Make such other reports
as may be required for the Army Air Forces Command.
11. Box and pack the pressure control so that
figu re J 20-Supercharger Inlet Cover Flange which
damage will not occur during handling and shipment. Requires Type I Installation of Control
All controls, removed in the field, should be shipped to
the Control Depot in accordance with existing regula-
tions for accessories.
(3) INSTALLATION ON ENGINE.
(a) When installing a replacement pressure con-
trol, the connecting tubing and carburetor linkage should
be in place on the engine as directed in the removal pro-
cedure given in preceding paragraph (2).
NOTE
For installation of a pressu.re control on an en-
gine not previously equipped with one, refer to
T.O. No. 03- :>HA-1.
(b) Remove the o/s-inch N .P.T. plug in the oil
drain hole located in the bottom of the control unit at
the front. The 45-degree elbow which was remo.ved from
the drain hole of the replaced control is then installed
with the elbow pointing forward and about 45 degrees
out from a fore and aft centerline. Use standard pipe
thread compound on elbow threads when installing.
(c) A Type I installation is mounted to the su-
percharger inlet cover by a different method than that
required for a Type 11 or Type Ill installation.
1. Since the Type I installation is mounted on
a supercharger inlet cover that does not have a ma-
chined pad, it is necessary to use spacer washers and
leveling shims between the control mounting face and
the engine. Place the spacer washers over the thru
mounting studs with the small diameter of the washer figure J 2 J -Source of Engine Oil Press ure Supply for
against the supercharger cover. Use a srraight edge and Type I and 11 Installation on Right Side of Engine

- 111 -
Section VI "E" Type
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

sec if these washers arc Rush and form a level mounting

surface. If not, then level using the .002 inch thick spe-
cial shims. (See paragraph 28.b. (l.)(a). I . this section
for pan numbers.) Remove the red "caution tag" which
is wired to the slot headed plug located in the angular
air inlet hole in the mounting face of the control. Screw
this plug in sufficiently tight to seal this air inlet passage.
CAUTION
This plug must be in place in all Type I in·
stallations. Place the control in position on the
leveled spacers and secure with the three long
sleeve nuts. Tighten these nuts with a o/,_ 6-inch
Alien wrench and safety with lockwire.
2. In Type II or HI installations, before
mounting the pressure control to the machined mount-
ing pad of the supercharger inlet cover, the red "cau-
tion" tagged screw plug will be removed from the
mounting face of the control. Clean both mounting
surfaces of all dirt or foreign matter which might pre-
vent forming an air tight joint. Remove the No. 10 hex
head screw and washer from the supercharger inlet cover
mounting pad air hole if it has been installed.
WARNING
After removing No. 10 sc.rew, c.heck this air
opening to be sure there is no obstruction.
Insert a length of lockwire into the opening
and make certain the hole is open to the inside
of the supercharger scroll. In case a late type
supercharger inlet cover is replaced on an early
Figure 723-Checking Level of Spacer Washers on
Type I Installation

type accessories housing of ·35 or -63 models,

Figure 722-Supercharger Inlet Cover Flange which
Requires Type 11 or Ill Installation of Control
this hole will be blocked at the scroll, since
there is no matching hole in the accessory
housing. If the lockwire check indicates this is
the case, the external air line must be installed
as in Type I installation.
Locate the mounting gasket over the attaching studs
and place control in position. Secure to the mounting
studs with three long sleeve nuts and an additional
short sleeve nut, which is used on late engine installa-
tions equipped with the fourth stud. These sleeve nuts
are tightened with a :X G·inch Allen wrench. Safety with
lockwire.
(d) Install the triangular shaped bracket, secur-
ing it to lower rear stud of the control and to the two
upper studs of the vacuum pump flange. Use 1/ 4-28
plain nuts and pal nuts without washers on all three
studs. THIS BRACKET MUST FIT FREELY AND
ALIGN WITHOUT STRAIN.
(e) On the Type [ installation only, remove the
rear nuts and washer from the carburetor regulator-to-

- 112 -
" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOO K
fig ure 124-Location of Control to Carburetor Brace
and Control to Vacuum Flange Bracket
throttle-body support bracket and install the 90 degree
angle end of the control to carburetor brace on this stud.
Secure with self-locking nut but do not install the
washer, as the brace will take the place of the washer.
The hole, in the other end of the horizontal support
bracket should now align with the vertical hole in the
lever support bracket on the rear of the control unit.
These holes must align, so chat the bolt can be inserted
WITHOUT BINDING. If these holes do · not align,
loosen the carburetor mounting scud nuts and re-locate
the carburetor on the mounting studs so that these bolt
holes do align. Install 1,4"-28 x 1" long bolt using
two washers and secure with self-locking nut.
(f) The carburetor throttle rod, which was left
attached eo the carbu.retor throttle lever during removal
of the pressure control will be connected to the differen-
tial lever of the control. Place the throttle rod on the
right side of the differential lever and install the %6 -inch
special bolt from the lever side. The %6 -inch shear castle
nut should then be installed linger tight. The length of
the throttle rod is next checked and adjusted to the
proper length. The length of the rod is correct when
there is a gap, or cushion clearance of .005 inch to .015
inch between the rear adjustable stop and the th.rottle
pivoting crank lever while the throttle lever of the
carburetor is in the fully closed position against the idle
stop. Do not distu.rb the adjustable idle stop setting.
- 11 3 -
Se ction VI
Pa ragra ph 28
See figure 128. Set this gap with a feeler gage by
lengthening or shortening the ca.rbu.retor throttle rod
assembly. After the rod is adjusted, tighten the rod-end
jam nuts and the shea.r castle out on the bolt, and cotter.
CAUTION
The throttle pivoting crank lever front and
rear adjustable stops, on the rea.r of the pres-
sure control, are set with a gage and locked
into the correct position. THESE ADJUST-
ABLE STOPS MUST NOT BE CHANGED
FROM THEIR ORIGINAL SETTING, EX-
CEPT WHEN DEFINITE INCREMENTS OF
ADJUSTMENT ARE AUTHORIZED. All
adjustment at installation must be done by
lengthening or shortening the carbucetor
throttle rod.
(g) The oil pressure tube is next connected.
Remove the pipe plug from the 1,4-inch N .P.T. tapped
hole located on the left side of the control unit directly
below the aneroid bellows chamber. The oil pressure
tube connection is then made to this hole using the
appropriate fitting as indicated below.
1. Type I and Type 11 installations use a %·
inch N.P.T. by fs-·18, 45° elbow installed with the tube
conneccion pointed toward the oil pressu.re tube which
was left in posicion when the replaced control was re-
moved. Auach the oil pressure tube union nut to the
elbow and tighten. Check the secu.rity of the tube
at the two tube clips.
NOTE
On Type I and II installations, remove the
cover screw ih case of inte.rfe.rence. After fitting
is installed, replace screw and lockwire.
Figure 125-Co ntrol Oil Drain Tube Installed-
All Types
Section VI
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK
figure 726-Type I Installation of Control Completed
2. The Type Ill installation uses the short oil
pressure cube which connects to the left side of the
engine. The oil inlet tube is connected to the pressure
control by a straight lA-inch N.P.T. by 1}\ 6 -18 thread
fitting instead of an elbow fitting as in the case of Type
I and Type 11 installation. Install the fitting and attach
the oil pressure tube union out.
(h) Connect the oil drain tube by attaching the
oil drain tube union nut to the o/.i-16 thread end of the
45 degree elbow installed in the oil drain hole. Tighten
nut. Check security of the oil drain cube hose clamps
and re-tighten if necessary.
(i) The manifold pressure air inlet located at
the top front of the control body is connected to an
external air line in the case of Type I installation only.
1. Remove the ~-inch N.P.T. square shank
plug from the air inlet boss of the pressure control and
install a l(s-incb N.P.T. by -f~r-20 thread, 90° elbow
with the tube connection pointing towards the right side
of the engine. Connect the union nut of the air inlet
tube which was left in position on the engine when the
replaced control was removed. Recheck the security of
the hose damps of the manifold air inlet line as well
as the security of the tube dips.
(j) The pressure control main lever is next
mounted on the serrated shaft which is located on the
left side at the rear of the control lever support bracket.
- 114-
"E" Type
Engines
The main lever clamping bolt must be removed before
the lever can be installed on the serrated shaft. Since
the control main lever was left attached to the airplane
throttle linkage when the replaced control was removed,
the approximate main lever angular position on the
serrated shaft can be determined by the following pro-
cedure.
1. Place the cockpit throttle lever Vs inch to
lA inch from the fully closed position. .
2. Push the differential lever of the control to
the front until the carburetor throttle is in the fully
closed position and pressing against the closed throttle
stop of the carburetor. (See figure 128.)
3. The airplane throttle link rod to which the
control main lever was left attached during removal, is
next held in its approximate normal position. Then the
main lever is slipped into position on the serrated shaft.
4. Before the main lever clamping bolt is in-
stalled, the complete linkage from the cockpit throttle
through pressure control to the carburetor throttle must
be checked to determine if the airplane link rod is set at
the proper length to give full emergency throttle posi-
tion. This is done by moving the cockpit throttle to its
open position past the quadrant decent until the throttle
pivoting crank lever of the control comes in contact
with the front stop screw. If the airplane throttle link-
age is of the correct length, the cockpit quadrant throttle
lever will be slightly short (1/s inch to lA inch) of
reaching the full quadrant travel when the throttle
pivoting crank lever of the control comes in contact
with its front stop screw. Install the main lever clamping
screw with lock washer and tighten. The control is next
checked to determine if it is properly adjusted to provide
the required maximum manifold pressure.
(4) CHECKING PC-1 CONTROL SETTING .
FOR REQUIRED MAXIMUM
EMERGENCY MANIFOLD PRESSURE.
(a) MEANING OF THE PRESSURE
CONTROL MAXIMUM PRESSURE
PLATE.
1. On the left side of the pressure control lever
support bracket there is a triangular shaped red plate.
This plate lists the six possible link rod arrangements
.and is stamped to show the maximum emergency mani-
fold pressure to which each of these combinations
wil~ regulate the engine. The manufacturer calibrates
all PC-1 controls to provide these standard maximum
values which are stamped on the plate. The front ad-
justable stop screw is installed, locked and sealed with
a lead seal at the factory in order to maintain the con-
trol at the calibrated serring.
2. It will be noted as indicated on the red
plate, that when the link rod is located in the 1,-3
position, the maximum manifold pressure that the con-
trol will permit the engine to pull is 52" Hg. If
 "E" Type Section VI
Engines · ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragraph 28

CARB. THROTTLE LEVER~ 1'f

CARS. THROTTL~ ROD ASSE::LY:Jt ~
~ 0 0~
J .,
REGULATOR AIR LINE
TUBE DETAILS

00
PC4 OIL
PRESSURE
TUBE---_..\ '

MOLDED RUBBER
DRAIN ELBOW - --1+-+ - -
0 .. PC-4 OIL DRAIN
~ ~f---ELBOW

SUPERCHARGER
CONTROL LINK

TU~ ::JP
SC-3 OIL DRAIN 0

1141f--SC-3 01 L PRESSURE
TUBE DETAILS

Figure J 27-Detail Parts for In stallation o'f Pressure Control and Supercharger Control

the link rod is shifted from 1·3 position to 1-4 position,
the maximum available pressure will be changed to
59" Hg., which is an increase of 7" Hg. In case an inter·
mediate manifold pressure is required, it will be neces-
sary to turn the front adjustable stop screw in or out
a DEFINITE NUMBER OF DEGREES TO OBTAIN
these intermediate pressures. Turning the front ad-
justable stop screw COUNTERCLOCKWISE (out) ap·
proximately 120 degrees, increases the maximum pres-
sure 1" Hg., and turning the screw CLOCKWISE (in)
approximately 120 degrees decreases the maximum pres-
sure 1" Hg.
3. To use the front adjustable stop screw for
obtaining any intermediate maximum manifold pres-
sure setting, the manifold pressure should be limited
to ao increase of I" Hg. over the value stamped on the
red plate for a particular link rod position. However,
the screw may be adjusted to decrease the pressure as

- 115 -
Section VI "E" Type
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

changed a ddinite number of degrees and in-

........................
":--, ~--· ·. dicates the maximum emergency manifold
',
I
:
I

...
: • I
,..':-.:;-") pressure to which the control will limit the
engine.
" ! ·'' .• ,
(. ; "\... ,-.i:

;l...~ ';f~.. :
(b) REQUIRED MAXIMUM EMERGENCY
MANIFOLD PRESSURE.-The maximum allowable
emergency manifold pressure is different for the various
~1 '
r'! .. .. • -
~
.•
~!i
-· ~
models covered in this handbook and depends on
whether or not war emergency powers are being used
r" r
r on the particular airplane. After installation, all con-
trols will be checked to see if the maximum emergency
, _ CARB.
THROTTLE'
" CLOSED"
)
_./
! CARB.
T~ROTTLE
-.10PEN"
_:
_) manifold pressure indicated on the red plate conforms
to the required value for the particular model and con-
dition of operation as indicated in the following table:
Figure J 28-Positions of Carburetor Throltle lever TABLE I
with Throttle Closed and Open llfax. Manifold
Pressure for
much as 6" Hg. from the figure stamped on the name Max. Manifold Star~dard
plate. Therefore, by shifting the link r~d and changing Pressure for Emer!(ency
Engine Model W.E.R. Of/eratio" Operation
the adjustable stop screw a definite amount, any mani-
fold pressure value between those listed on the red V-1710-35 56" Hg. 52"Hg.
plate may be obtained. V-1710-63 60" Hg. 55" Hg.
NOTE V-1710-83 57" Hg. _ 55" Hg.
Whenever pressure control has been adjusted V-1710-85 58.5" Hg. 55" Hg.
to any intermediate setting, the new setting
V-1710-93 60"Hg. 55" Hg.
must be PAINTED in YELLOW FIGURES
on the red plate. These figures provide a warn- In case the figure. painted on the red plate of the
ing that the adjustable stop screw has been control lever support btacket, or in case the stamped

COCI<PIT THftOTT\.E LEVER IN FULLY OPEN POSITION

CAAIUI£ TOll THROTT\.E MUST

BE AGAINST CI.OS[I) STOP • AHO

-
V8" · ll<IOOTTI.[
TO 114" GAP

COCI<PIT l'HilOTTLE LEVER IN FULLY Cl.OSEO POSITION

Figure 129-Schematic Sketch of Cockpit Throttle and Control Stop Clearances

- 116-
"E" Type Sectio n VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Paragra ph 28

value, does not conform to the specified manifold pres-
sure above, the control will be readjusted to the proper
manifold pressure.
(c) ADJUSTING PRESSURE CONTROL TO
PROVIDE THE REQUIRED MAXIMUM
EMERGENCY M~FOLD
PRESSURE.
1. The following tabl~ gives the necessary ad-
justments that must be made on the pressure control to
change its maximum setting from any possible setting
to any required setting. (See table in preceding para-
graph (b) . The adjustment includes changing the front
adjustable stop screw a definite number of degrees and
shifting the link rod combination if the table indicates
this is necessary.
TABLE 11
TABLE OF ADJUSTMENTS FOR CHANGING PC-1
PRESSURE CONTROL MAXIMUM MANIFOLD
PRESSURE SE"ITING
2. It will be noted that the adjustable stop
screw is always turned in steps of 60 degrees or 120
degrees. This is done since each flat or the head of the
hex head stop screw represents 60 degrees and provides
an easy method of observing the number of degrees the
screw is turned.
3. To indicate the use of Tables I and 11, the
following example is given of a pressure control instal-
lation which requires an adjustment.
Adjustment Example:
a. A replacement Pressure Control is in-
staJJed on a V-1710-35 engine.
b. This engine is to be operated at standard
maximum emergency manifold pressure (not to be oper-
ated at War Emergency Raring).

Linkage Hook-Up Turn Front Adjustable

Changing Setting
Stop Screw
Before Change
Item Prom To Changing to Degrees FLATS
1 52" 55" 1-3 1-4 Clockwise (in) 480° 8
2 52" 56" 1-3 1-4 Clockwise (in) 360° 6
3 52" 57" 1-3 1-4 Clockwise (in) 240° 4
4 52" 58.5" 1-3 1-4 Clockwise (in) 60° 1
5 52" 60'' 1-3 1-4 Counterclockwise (out) 120° 2
6 55" 52" 1-4 1-3 Counterclockwise (out) 480° 8
7 55" 56" 1-4 1-4 Counterclockwise (out) 120° 2
8 55" 57" 1-4 1-4 Counterclockwise (out) 240° 4
9 55" 58.5" 1-4 1-4 Counterclockwise (out) 420° 7
10 55" 60'' 1-4 1-4 Counterclockwise (out) 600° 10
11 56" 52" 1-4 1-3 Counterclockwise (out) 360° 6
12 56" 55" 1-4 1-4 Clockwise (in) 120° 2
13 56" 57" 1-4 1-4 Counterclockwise (out) 120° 2
14 56" 58.5" 1-4 1·4 Counterclockwise (out) 300° 5
15 56" 60" 1-4 1-4 Counterclockwise (out) 480° 8
16 57" 52" 1-4 1-3 Counterclockwise (out) 240° 4
17 57" 55" 1-4 1-4 Clockwise (in) 240° 4
18 57" 56" 1-4 1-4 Clockwise (in) 120° 2
19 57" 58.5" 1-4 1-4 Counterclockwise (out) 180° 3
20 57" 60" 1-4 1-4 Counterclockwise (out) 360° 6
21 58.5" 52" 1-4 1-3 Counterclockwise (out) 60° 1
22 58:5" 55" 1-4 1-4 Clockwise (in) 420° 7
23 58.5" 56" 1-4 1-4 Clockwise (in) 300° 5
24 58.5" 57" 1-4 1-4 Clockwise (in) 180° 3
25 58.5" 60'' 1-4 1-4 Counterclockwise (out) 180° 3
26 60'' 52" 1-4 1-3 Clockwise (in) 120° 2
27 60'' 55" 1-4 14 Clockwise (in) 600° 10
28 60'' 56" 1-4 1-4
;~f~ ~--
Clockwise (in) 480° 8
29 60'' 57"· 1-4 1-4 Clockwise (in) 360° 6
30 60" 58.5" 1-4 1-4 Clockwise (in) 180° 3
''·
~

- 117-
 Section VI
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK
CONNECTING LINK " h" - - - . J
Figure J30- Checking Control Cam l ever Minimum Position
c. Refer to Table I in preceding paragraph
(b) to determine the REQUIRED emergency manifold
pressure that must be set on the Pressure Control. This
Table shows that the V-1710-35 engine requires 52"
Hg as listed in the column marked "Maximum Mani-
fold Pressure for Standard Emergency Operation."
d. Since the control just installed is marked
with a yellow figure "55" on the red plate, it will be
necessary to readjust the maximum setting to the re-
quired value' of 52" Hg.
e. Refer to Table 11 in this paragraph. Note
that item 6 of this Table indicates the control adjust-
ment that is necessary to change the setting from 55"
to 52" Hg.
f. Item 6 of the Table indicates that the
linkage is shifted from 1-4 position to 1-3 position.
g. SbifC' the linkage. The stop screw is then
backed out (turned counterclockwise) 480 degrees which
is equivalent to 8 flats of the adjustment screw.
b. Tighten jam nut on screw without dis-
turbing the screw setting.
i. Remove the yellow figure No. 55 from
the face of the red plate.
- 118 -
"E" Type
Engines
CARBURETOR THROTTLE ROD
READJUST IF STOP SCREW
IS CHANGED
REGULATOR MAIN LEVER
NOn
Do not mark the figure "52" in yellow on the
red plate since "52" is already stamped on the
plate for the standard setting with the linkage
in the 1-3 position.
(5) GROUND AND FLIGHT CHECK OF PC-1
PRESSURE CONTROL AITER
INSTALLATION.
(a) Ground Check (engine NOT running).
1. Check the carburetor mixture control link-
age to see that all four mixture control positions are
obtainable in accordance with the markings . on the
cockpit engine control quadrant.
2. Pull back the cockpit throttle lever as far
as it will go to the fully closed position.
a. When the hand pressure on the lever is
released there should be a gap of Vs inch to lJi inch be-
tween the cockpit throttle and the stop at the "closed"
end of the throttle quadrant. Adjust the cockpit to con-
trol linkage if this gap is not obtained. This is done by
changing link rod lengths.
b. With cockpit throttle lever in the correct
position, recheck pressure control and carburetor stops.
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
That is, the throttle pivoting crank lever on the control,
should have a gap of .005 inch to .015 inch with its rear
stop as originally set during installation, and the car-
buretor throttle lever should be in contact with the idle
stop. This recheck is made to insure that no 'error was
made during original installation adjustment of the
carburetor throttle rod covered in paragraph 28,b,(3)
(f), this section.
3. Next, push the cockpit throttle lever for-
ward, as far as it will go to the full "open" position.
a. When the hand pressure is released from
the lever, there should be a gap of Vs inch to lA inch
between the cockpit throttle lever and the stop at the
"open" end of the throttle quadrant.
b. At the control unit, check to see that the
throttle pivoting crank lever is against its front adjust-
able stop. If it is not, adjust the linkage between the
control unit and the cockpit throttle lever. If this link-
age is adjusted, be sure to re-check the closed throttle
gap, as outlined in preceding paragraph 2.
4. To insure that the replacement control link-
age has not been sprung or damaged in storage or
shipment, which could result in the throttle control
mechanism locking in the fully closed position, the
following check should be made. This check is made by
measuring the distance between the points shown in
figure 130.
a. After all linkage has been checked and
adjusted as stipulated in preceding paragraphs 2. and 3.,
place the cockpit throttle lever in the fully closed posi-
tion.
b. Use Manifold Pressure Regulator Cam
Lever Minimum Position Gage, No. 2546, a.nd gage the
minimum position of the cam lever. Place the hole in
the lower end of gage over the 611ister bead of the bolt,
which attaches the sleeve lever "k" to the connecting
link "h". Place the upper end of the gage against the
pressure selecting cam lever "b". (See figure 130.)
NOTE
If gage No. 2546 is not available, this distance
(4,D./') can be measured with a scale as shown
in figure 130.
c. If the cente.rline of the link connecting
hole No. 1 in the cam lever "b" is in lin.e with or above
the upper edge of the gage, the minimum position of
the linkage is satisfactory. If the centerline of the link
is below the upper edge of the gage, loosen the lockout
on the rear adjustable stop screw, then turn the latter
clockwise (without breaking the seal) until the center-
line of hole No. 1 is on a line with the upper edge ·of
the gage. (Sec figure 130.) Since one half to three
quarters f!f a turn should be sufficient, this adjustment
can be made without breaking the seal. It will be neces·
sary to readjust the length of the carburetor throttle rod
if the setting of the adjustable stop screw is changed.
- 119 -
Section VI
Paragraph 28
d. If the minimum position is set correctly
as indicated above, opening and closing the cockpit
throttle several times should show no indication of
locking. .
(b) Ground Check (engine running).
1. After the above checks have been com-
pleted and carried out explicitly as per preceding para-
graph, the control unit is ready for an operation check
with the engine running.
2. Tie the airplane to the ground and start
the engine in accordance with standard starting pro-
cedure specified in section IV, paragraph l.,b., and warm
up engine following the instruction in section Ill, para-
graph s.,b.,(17),(a).
3. After the engine is warmed up to normal
operating temperatures, check the engine for idling and
adjust the carburetor idle stop in accordance with the
requirements of the appropriate airplane Service In-
srructions Technical Order if necessary.
4. Following the idle adjustment check, the
first functional check of the control installation is made
to determine that no manifold pressure air leaks exist
either in the air connections or in the control itself. This
ground check consists of advancing ·the cockpit throttle
control lever very gradually until the manifold pressure
reaches· 32" Hg. Note any unusual operating char-
acteristics as the engine speed increases to the rpm
which gives 32" Hg. manifold pressure. If the engine
operates normaLly through this cycle and then retards
to idling speed, it is evident the control unit is operat-
ing and no air leaks exist.
5. The next operation is to locate the DETENT
POSITION on the cockpit throttle quadrant for Take-
Off manifold pressure. With the airplane tied down,
open the throttle gradually until Take-Off manifold
pressure is obtained. Then set the detent on the cockpit
throttle lever quadrant so that it will stop the lever at
the Take-Off position. Refer to the Speci1ic Operating
Data in Chapter Vll for the correct Take·Off manifold
pressure. After locating the detent in Take-Off position,
tighten the detent securely.
WARNING
Do not operate the engine at Take-Off mani-
fold pressure longer than a few seconds when
airplane is on the ground.
(c) FLIGHT CHECK.
1. Following satisfactory completion of the
above ground checks, the pressure control installation
will next be checked with the airplane in flight. This
check is made to determine if the control linkage is
correct for pulling the stipulated maximum emergency
manifold pressure. This is the manifold pressure which
is available to the pilot for emergency operation when
the cockpit throttle lever is pushed through and beyond
the decent stop.
Section VI
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK
. 2. Although the ground check, with the engine
running, permits the checking of the control linkage
for satisfactory operation at Take-Ofi manifold pressure,
the airplane muse be in flight when the engine is op-
erated for checking the high emergency powers.
WARNING
Do 1101 check the maximum emergency mani-
fold pressure setJi11g with the engine operati11g
on the ground. Ground operation will not pro-
vide sufficient cooling at these emergency pow-
ers eo protect the engine from possible damllge.
3. The airplane will be warmed up and taken
off in accordance with procedure of the appropriate
"Pilots Handbook of Flight Operating Instructions."
The airplane will then be climbed at military speed and
manifold pressure to approximately 5000 feet. The speed
and manifold pressure will be selected at the scare of
the climb and then the climb made without disturbing
the setting of the cockpit throttle lever. Select climbing
angle equal eo best climbing l.A.S. Observe the manifold
pressure during climb. The manifold pressure gage
should not fluctuate more than ± 1 inch Hg from
the selected setting. T his check indicates chat the
pressure control installation is satisfactory and is
automatically controlling the throttle eo compensate for
altirude change.
Figure J 3J - PC-4 Pressure Control and SC-3 Supercharger Control Installation
1- lnstalletion Pressure Control Air Line Connection
2-lnterconnect.i ng Link
3-oil Pressure Tube
- 120 -
"E" Type
Engines
4. The maximum eme.rgency check will next
be made with the airplane in level flight and in accord-
ance with the following procedure.
a. Sec propeller governor control in a~co-
matic position eo maintain 3000 rpm. 1
b. Sec mixrure conrrol in Automatic Rich or
Full Rich.
c. Open the cockpit throttle past the quad-
rant decent stop eo the full open position. Observe the
maximum manifold pressure registered on the gage
and record. This check should not require full throttle
operation for more than 15 eo 30 seconds eo get a
maximum stabilized manifold pressure reading.
5. The maximum reading obtained during the
flight check will be checked with the value appearing
on rhe red plate of rhe control lever support hracket.
This value should check within plus O", minus 2" Hg.
In other words if the control is marked "56" the check
should show that it has limited the engine eo a maxi-
mum manifold pressure somewhere berween 54" and
56" Hg.
CAUTION
Th e maximum setting of the regulator is for
engines operating with streamline manifolds.
In case the check is being made on an engine
4-0il Drain Llno Connection
5-Superc.har&er Control Air Line Connection
6- Main Lever
"E" Type Section VI
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Porogroph 28

figure 132-PC-4 Press ure Control, fittings ond Shipping Plugs

1- .. Air-'" H ole Shippin&: Pluc 4-0it Pressure Line Tube Connector
2-Air Line Nipple 5--011 Drain Line 90• Elbow
3-"0il" Hole Shippinc Pluc 6- uDrain" Hole Shippina PJuc:

using Tee backfire screens, the resistance to air 7. If the flight check shows that the maximum
flow through the backfire screens will reduce manifold pressure does not faJI within the limits given
the maximum pressure available an additional in the above table, adjust the stop screw to bring mani-
2" Hg. In other words, a pressure control set fold pressure within the above limits. The adjustable
to provide 54" to 56" Hg, for an engine with stop screw is turned 120 degrees in (clockwise) to
streamline manifolds will only allow a maxi- reduce the manifold pressure 1" Hg and is turned 120
mum manifold pressure of 52" to 54" for an degrees out (counterclockwisc) to increase the manifold
engine operating with Tee backfire scr eens pressure 1" Hg.
and no adjustment is necessary. c. PC-4 AND SC-3 CONTROLS.
6. The maximum emergency manifold pressure (1) PC4 GENERAL.- The method of operation
setting of the pressure control is correct and no adjust· of the PC-4 pressure control is the same as the PC-1
ment is necessary provided the flight check manifold pressure control (formerly identified as the automatic
pressure falls within the limits indicated on the follow- manifold pressure regulator.) However, the following
ing table: additions and differences in arrangement on the PC-4
En11ines wit/) EtiRines with Tee as compared to the PC-1 should be noted.
If PC-I is Streamlined Manif. Backfire Streens ( a) PC.4 is base mounted on the auxiliary stage,
Marked for Fligbt Check Flight Cluck
Max. Press. o/: • Should Show: Should Show: somewhat in front of the carburetor, whereas the PC-1
52 " 50 "to 52 , Hg. 48 "tO 50 "Hg. is mounted on the accessories housing of the engine.
55
, 53 " to 55 , Hg. 51 " to 53 " Hg. (b) Th e adjustable low pressure stop of the PCI
56
, 54 "to 56 , Hg. 52 "to 54 "Hg.
h as been replaced by a fixed stop on the PC-4.
(c) Maximum pressure selection on the PC-4 is
57 " 55 " to 57 , Hg. 53 "to 55 "Hg. determined solely by adj usting position of high pressure
,58.5" 56.5" to 58.5" Hg. 54.5" to 56.5" Hg. stop screw rather than by shifting link and screw as
60 " 58 " to 60 " Hg. 56 " to 58 " Hg. on the PC-1.

- 121 -
Section VI
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK
(d) When the cam lever is in its forward posi-
tion, the maximum manifold pressure setting will be in-
dicated on the graduated scale directly behind the cam
lever by the pointer on the cam lever.
( 2) SC-3 GENERAL.- Many of the internal parts
of the SC-3 are the same as PC-1, but external linkage
and the operation of the two controls are different.
(a) The servo piston on the SC-3 is connected
directly to the auxiliary stage oil control tube. Servo
piston movement is caused by variations of both bellows
pressure and cockpit throttle position. The actuating
bellows pressure on the SC-3 is carburetor inlet pres-
sure (atmospheric pressure plus the ram) while the
actuating pressure in the bellows of the PC-1 is manifold
pressure.
(b) The automatic operation of the SC-3 differs
from the PC-1 in that the SC-3 maintains a given sched-
ule between the scoop position and carburetor inlet
pressure while the PC-1 alters the carburetor throttle
position in case the manifold pressure tends to change.
(3) REMOVAL OF PRESSURE CONTROL
(PC-4) FROM AUXILIARY STAGE
SUPERCHARGER.
(a) It is important that all connecting fittings,
tube assemblies and linkages be left, as designated in
the following paragraphs, either with the engine, the
auxiliary stage, or the SC-3, whenever these controls
are removed. The specific details for removal are men-
tioned in the following procedure:
(b) Disconnect the PC-4 air line tube assembly
from the PC-4 nipple by loosening two hose clamps
and removing hose. Leave the other end of this tube
connected to the engine. Remove hose nipple from air
opening and install a Vs-inch N.P.T. plug in the open-
ing. Attach hose clamps and nipple to the air line to
avoid their being misplaced.
( ~) Disconnect link from the front end of
slotted lever by removing cotter, nut, washer and wave
washer. Re-install wave washer, wash er,· and nut into
free end of link, the other end of which leave connected
to the eccentric bushing lever assembly of SC-3.
(d) Disconnect the carburetor throttle rod
assembly from the differential lever ·on the PC-4 by
removing the cotter, nut and bolt. Leave the carburetor
throttle rod assembly connected to the carburetor
throttle lever and replace the removed bolt and nut in
its free end.
(e) Disconnect the oil pressure tube fro'm the
JA-inch N.P.T.-o/s-inch tube connector in the "Oil"
passage of PC-4, leaving it connected to the tube tee at
its other end. Remove the %-inch N.P.T.-%-inch tube
connector and install in its place a shipping plug. Attach
the connector to the oil pressure tube.
(f) Remove the two screws from the molded
rubber drain elbow securing it to the top of SC-3.
- 122-
" E" Type
Engines
Loosen the hose clamp on this elbow and slip elbow
off of the %-inch N .P.T. drain elbow of the PC-4. Then
remove the %-inch N.P.T. drain elbow from the PC-4
and reinstall in its place a shipping plug. Attach the
removed drain elbow to the molded rubber drain elbow
and reinstall this assembly on the SC-3 with the two
screws.
(g) Disconnect clip, supporting air line from car-
buretor to SC-3, by removing nut and washer from stud
on PC-4 directly below servo piston. Reattach dip to
air line.
(h) The main lever is next disconnected. Remove
the d amp bolt from the large end of the main lever and
tap it from serrated shaft. Replace the bolt and lock
wasbe.r and leave the lever attached to the airplane
throttle link rod.
(i) The pressure control can then be removed
from the auxiliary stage scroll by removing four pal nuts,
nuts and washers from the mounting studs.
( 4) REMOVAL OF THE SUPERCHARGER
CONTROL (SC-3) FROM AUXILIARY
STAGE SUPERCHARGER.
(a) It is important that all connecting fittings,
tube assemblies and linkages be left, as designated in the
following paragraphs, either with the engine, the auxil-
iary stage or the PC-4, whenever these controls are re-
moved. The specific details for removal are mentioned
in the following paragraphs.
(b) Disconnect the ftexible air line at the Vs-inch
N .P.T. 90-degree elbow installed in the air passage of
SC-3. Remove 90-degree elbow and install in its place a
lA-inch N.P.T. shipping plug. Reinstall 90-degree elbow
on free end of ai.rline.
(c) Disconnect lower end of link from the eccen-
tric bushing lever assembly by removing cotter, nut,
washer and wave washer. Reinstall wave washer, washer,
and nut in free end of link.
(d) Disconnect both oil pressure lines from the
%-inch N.P.T.·o/s inch tube tee in the oil passage of
SC-3. Then remove the tube tee and install a shipping
plug in its place. Attach tube tee to the oil pressure line
coming down from the PC-4.
(e) Remove the two screws from the molded
rubber drain elbow attached to the top of SC-3. Reinstall
shipping cover with gasket on opening with two screws
previously removed, after control is removed from
mounting. Leave molded rubber drain elbow attached
to PC-4.
(f) Disconnect oil drain tube from the %-inch
N .P.T.-45 degree elbow in the "Drain" passage, then
remove elbow and install a shipping plug in its place.
Leave oil drain tube connected at its other end and at-
tach the removed 45-degree elbow to the tube.
(g) Next remove the clevis bolt linking together
the end of the supercharger control link and the coup-
ling oil control tube by removing cotter, washer and
" E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
nut. After separating the linkage, reinstall nut, washer
and clevis bolt on the supercharger control link.
(h) Remove SC-3 from the mounting flange studs
by removing two pal nuts, nuts and washers.
(5) REMOVAL OF BOTH SC-3 AND PC-4.-
The procedure for removing both controls will be ident-
ical with that for each as described in paragraphs (2)
and (3) except that common linkage between them
will have to be removed from the controls and fastened
in some manner to the auxiliary stage supercharger.
These common links are:
(a) The PC-4 oil pressure tube.
(b) The PC-4 oil drain line.
(c) The link connecting the slotted lever on
PC-4 and the eccentric bushing lever assembly on SC-3.
All openings resulting from this additional break down
must be closed with plugs.
(6) PACKING FOR SHIPMENT.
(a) If concrols are being removed for malfunc-
tioning, make a careful diagnosis of the probable cause
so that a comprehensive report can be made to cover the
faulty control. After removal of control, attach a tag to
it indicating either the probable defect or the necessity
for flushing. State also the number of hours the control
was in operation. Make such other reports as may be re-
quired for the Army Air Forces Command.
(b) Box and pack the regulator so that damage
will not occur during handling and shipment. All con-
trols, removed in the field, should be shipped to the
Control Depot in accordance with existing regulations
for accessories.
( 7) INSTALLATION OF PRESSURE CONTROL
(PC-4) ON AUXILIARY STAGE
SUPERCHARGER.
(a) When installing a replacement control unit,
'the connecting tubing and carburetor linkage should be
in place on the engine as directed in the removal pro-
cedure given in paragraph 28. c. (3) this section.
(b) Remove shipping plugs from passages
marked "Oil," "Air" and "Drain."
(c) Remove the lkincb N.P.T.-o/s-inch tube
connector from the free end of the oil pressure line and
install in the "Oil" passage of PC-4.
(d) Remove the %-inch N.P.T. regulator
drain elbow from the molded rubber drain elbow and
install in the "Drain" passage of PC-4. Position the elbow
forward and approximately 30 degrees to right of center-
line of the control.
(e) Mount the PC-4 on the four studs on top of
Auxiliary stage scroll and secure with four washers, nuts
and pal nuts.
(/) Attach clip hanging free on the SC-3 air line
- 123 -
Se ction VI
Pa rag rap h 28
to stud on PC-4 directly below servo piston with washer
and nut.
(g) Remove the two screws from the molded
rubber drain elbow, securing it to the top of SC-3, and
lift off elbow. Slip a hose clamp ov~r the molded rubber
drain elbow, then fit the rubbe.r elbow on to the PC-4
drain elbow. Then reinstall the rubber elbow to its
former position on top of the SC-3 with the two screws
previously removed. Tighten hose clamp in a horizontal
position, pointing away from scroll.
(h) Connect the free end of the oil pressure rube
to the 'kinch N.P.T.·o/s inch rube connector installed
in above paragraph (c).
(i) Remove the bolt and nut from the free end
of the carburetor throttle rod assembly. Place the free
end of the throttle rod assembly on the right side of the
pressure control differential lever, insert the bolt, from
the lever side and install nut and cotter. The length of
the carburetor throttle rod should be checked at this
time. With the carburetor butterfly closed, the pressure
control pivoting crank lever should be ·moved to within
.030-inch to .035-inch of the closed stop. If this gap is
not correct, readjust the length of the carburetor throttle
rod accordingly.
(i) Remove wave washer, washer and nut from
free end of link, the other end of which is connected to
the eccentric bushing lever assembly of SC-3. Connect
free end of link to the free end of the slotted lever on
PC-4 by placing the wave washer over the pilot pin
first, followed by the end of the link, the washer and
nut. Cotter nut.
Figure J 33-fnsta/la tion of Pre ssure Control Molded
Rubber Drain Elbow
Section VI
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK
(k) Remove hose nipple from free end of air
line hose by loosening two damps. Then install nipple
in air passage of control. With two hose clamps loose
on the air line hose, reinstall the hose on nipple. Tighten
hose clamps in a vertical position.
(J) The control main lever is next mounted
on the serrated shaft which is located on the
left side at the rear of the control lever support bracket.
The main lever clamping bolt must be removed before
the lever can be installed on the serrated shaft. Since
the control main lever was left attached to the airplane
throttle linkage when the replaced control was removed,
the approximate main lever angular position on the
serrated shaft can be determined by the following
procedure:
1. Place the cockpit throttle lever lA-inch to
Vs·inch from the fully closed position.
2. Push the differential lever of the control
to the front until the carburetor throttle is in the fully
closed position and pressing against the closed throttle
stop of the carburetor. See figure 129.
3. The airplane throttle link rod to which the
control main lever was left attached during removal,
is next held in its approximate normal position. Then
che main lever is slipped into position on the serrated
shaft.
4. With the main lever clamping bole, with
lock washer, installed linger tight, the complete link-
age from the cockpit throttle through the control to
the carburetor throttle must be checked to determine if
the airplane link rod, is set at the proper length to give
full emergency throttle position. This is done by moving
the cockpit throttle to its open position past the quad-
rant deteoc until the throttle pivoting crank lever of the
control comes in contact with the front stop screw. If
the airplane throttle linkage is of the correct length,
the cockpit quadrant lever will be slightly short (Vs-
inch to lA-inch) of reaching the full quadrant travel
when the throttle pivoting crank lever of the control
comes in contact with the front stop screw. Tighten
the main lever clamping screw. The control is next
checked to determine if it is properly adjusted to
provide the required maximum manifold pressure as
covered in paragraphs 28., b. (4), (b), this section.
(8) INSTALLATION OF SUPERCHARGER
CONTROL (SC-3) ON AUXILIARY
STAGE SUPERCHARGER.
(a) When installing a replacement control unit,
the connecting cube and carburetor linkage should be
in place on the engine as directed in the removal
procedure given in paragraph (3), this section.
(b) Remove shipping plugs from passages
marked "Oil", "Air" and "Drain" from the control.
(c) Remove the %-inch N .P.T.-45-degree elbow
from t~e oil drain tube and install in the "Drain"
- 124-
"E" Type
Engines
passage of SC-3, positioning it approximately 30 degrees
off center line of control and to the right.
(d) Remove the lA-inch N.P.T.-% inch tube tee
from the oil pressure line coming down from the PC-4
and install in the "Oil" passage, positioning it approxi-
mately 30 degrees counterclockwise from vertical center-
line.
(e) Remove the lfs-inch N .P.T.-90 degree elbow
from the free end of the air line coming down from
the carburetor and install in the "Air" passage, posi-
tioning it horizontially and to the right.
(f) Remove shipping cover and gasket from
the top of SC-3 by removing the two screws. Lay aside
the two screws for future use.
(g) Install SC-3 on the two mounting flange
studs on the front face of the auxiliary stage scroll.
Secure with washers, nuts and pal nuts.
(h) Next remove the clevis bolt from the end
of the supercharger control link on SC-3. (See figure
135.) Then check the freeness of che coupling oil control
tube by sliding it backwards and forward. If free, secure
it to the supercharger control link with the clevis bolt,
nut, cotter and washer, with the washer located under
che head of the clevis bolt. Check alignment of this
linkage by pushing the servo piston in and out several
times.
(i) Attach the oil drain cube to the 45-degree
eiJ:>ow in the "Drain" passage.
figure 734-SC-3 Supercharger Control, Fittings
and Shipping Plugs
1- Eccentric Bushing Lever
2-"Air'' Hole Shipping Pluc
3-Al~ Line 90° Elbow ·
4-0il Pressure Line Tube Tee
.s-uow• H ole Shipping P1uc
6-011 Drain Line 45° Elbow
7-Superc.har&er Control Link
8-"Drain" Hole Shippina Pluc
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
Figure J35-Connecting Oil Control Tube to
Supercharger Control Link
(i) Connect the upper and lower oil pr~ssu.re
lines, to the two branches of the tube tee located 10 the
"Oil" passage of the supercharger control.
(k) Loosen hose damp on molded rubber drain
elbow. Then secure the free end of elbow to the top
of SC.3 by means of the two screws removed in para-
graph (f). No gasket is re~uired. Th~ . hose ~la~p
should be tightened in a hortzontal posttlon pornung
away from the scroll. (See figure 133.)
(l) Connect free end of link to the eccentric
bushing lever assembly of SC-3 with the wave washer,
washer and nut which shou ld be found attached to the
link. Cotter nut.
(m) Attach the air line coming down from the
carburetor to the 90-degree elbow in the "Air" passage.
Check this line to make certain that the following hose
clips are securely in place: A rubber lined bracketed
dip attached to the carburetor at accelerating pump,
two rubber lined clips attaching line to fuel and vent
line assembly, and a rubber lined clip attached to PC-4
with a washer and nut.
(9) INSTALLATION OF BOTH SC.3 AND PC-4
ON AUXILIARY STAGE SUPERCHARGER. - The
procedure for installation of both . cont~ol s will be
identical with that for each as deswbed m paragraph
(7) and (8) except that common l inkages between
them must be completely installed, instead ~f conn~ct­
ing only at their free ends. These common hnks, whtch
should be found secured in some manner to the auxil-
iary stage supercharger are:
(a) The PC-4 oil pressure tube.
(b) The PC-4 oil drain line.
( c) The link connecting the slotted lever on
- 125 -
Section VI ·
Paragraph 28
PC-4 and the eccentric bushing lever
assembly on SC-3.
(10) ADJUSTING PC-4 TO PROVIDE THE
REQUIRED MAXIMUM EMERGENCY
MANIFOLD PRESSURE.
(a) Meaning of the Maximum Pressure Dial.
On top of the PC-4 pressure control is a dial with a
scale reading in inches of mercury manifold pressure.
A pointer, located on the manifold pressure selector
cam lever, indicates on this dial the manifold pressure
(scroll pressure) which will be delivered by the engine
for any particular setting of the airplane throttle. Its
reading with the throttle pivoting crank lever against
the front adjustable stop indicates the maximum emer-
gency manifold pressure, which the engine will develop.
(b) Required Maximum Emergency Manifold
Pressure. The war emergency power manifold pressure
required for the V-1710-93 is 60 inches Hg. After ~nstal­
lation all controls should be checked to see tf the
maxi~um manifold pressure shown on the dial with
throttle in full open posirion conforms to this required
value.
(c) Adjusting Control to Provide the Required
Maximum Emergency Manifold Pressure. This is d~ne
merely by turning the front adjustable st?P screw wtth
the throttle pivoting crank lever held agamst the scr~w.
After the desired maximum manifold pressure setung
is indicated on the dial, tighten the jam nut on the
adjustment screw.
(11) GROUND AND FLIGHT CHECK OF
SC-3 AND PC-4 CONTROLS.
(a) Ground Check (engine not running).
1. Check the carburetor mixture control link-
age to see that all four mixture control positions are
obtainable in accordance with the markmgs on the
cockpit engine control quadrant.
2. Pull back the cockpit throttle lever as far
as it will go to the fully closed position.
a. When the hand pressure on the lever is
released there should be a gap of lfs-inch to J.A-inch
between cockpit throttle and the stop at the "closed"
end of the th.rotde quadrant. Adjust the cockpit to
control linkage if this gap is not obtained. This is
done by changing link rod lengths.
b. With cockpit throtde lever in the correct
position recheck control and carburetor stops. T hat is,
the control throttle pivoting crank lever should have a
gap of .030-inch to .035-inch with its rear stop as origin-
ally set during installation, and the ca.rburetor throttle
lever shoul d be in contact with the idle stop. This
recheck is made to insure that no error was made during
original installation adjustment of the carburetor
throttle rod covered in paragraph 28.,c., ( 7) (i).
3. Next, push the cockpit throttle lever for-
ward, as fa r as it will go to the full "open" position.
Se ction VI
Paragraph 28 ALLISON OPERATION AND MAINTENANCE HANDBOOK
a. When the hand pressure is released from
the lever, mere should be a gap of Vs-inch to 1,4-inch
between the cockpit throttle lever and the stop at the
"open" end of the throttle quadrant.
b. At the pressure control unit, check to see
that the throttle pivoting crank lever is against its front
adjustable stop. If it is not, adjust the linkage between
the control unit and the cockpit throttle lever. If
this linkage is adjusted, be sure to recheck the closed
throttle gap, as outlined in paragraph 2.b. above.
(b) Ground Check (engine running).
1. After all the above checks have been com-
pleted and carried out explicitly as per paragraph (a),
above, the control unit is ready for an operation check
with the engine running.
2. Tie the airplane to the ground and start
the engine in accordance with standa.r d starting pro-
cedure specified in section IV, paragraph 1. b. and
warm up engine following the instructions in section
Ill, paragraph 5.b.,( 17) (a).
3. After the engine is warmed up to normal
operating temperatures, check the engine for idling
and adjust the carburetor idle stop in accordance with
the requirements of the appropriate airplane Service
Handbook, if necessary.
4. Following the idl e adjustment check, the
first functional check of the control installation is made
to determine that no manifold pressure air leaks exist
either in the air connections or in the regulator itself.
This ground check consists of advancing the cockpit
throttle control lever very gradually until the manifold
pressures reaches 32 inches Hg. Note any unusual oper-
ating characteristics as the engine speed increases to the
rpm which gives 32 inches Hg manifold pressure. If the
engine operates normally through this cycle and then
retards to idling speed, it is evident the control unit
is operating and no air leaks exist.
5. The next operation is to locate the detenl
positio11 on the cockpit throttle quadrant for Take-Off
manifold pressure. With the airplane tied down, open
the throttle gradually until Take-Off manifold pressure
is obtained. Then set the detent on the cockpit throttle
lever quadrant so that it will stop the lever at the Take-
Off position. Refer to the appropriate engine "Hand-
book of Operating Instructions" to determine the
correct Take-Off manifold pressure.. After locating the
detent in Take-Off position, tighten the detent securely.
WARNING
Do not operate the engine at Take-Off mani-
fold pressure longer than a few seconds when
airplane is on the ground.
(c) FLIGHT CHECK.
1. Following satisfactory completion of the
above ground checks, the control installation will next
- 126 -
"E" Type
Engines
be checked with the airplane in flight. This check is
made to determine if the control linkage is correct for
pulling the stipulated maximum emergency manifold
pressure. This is the manifold pressure which is available
to the pilot for emergency operation when the cockpit
throttle lever is pushed through and beyond the detent
stop.
2. Although the ground check, with the engine
running, permits the checking of the control linkage
for satisfactory operation at Take-Off manifold pressure,
the airplane must be in flight when the engine is
operated for checking the high emergency powers.
WARNING
Do not check the maximum emergency mani-
fold pressure setting with the engine operating
on the ground. Ground operation will not
provide sufficient cooling at these emergency
powers to protect the engine from possible
damage.
3. The airplane will be warmed up and taken
off in accordance with procedure of the appropriate
"Pilots Handbook of Flight Operating Instructions".
The airplane will then be climbed at military speed
and manifold pressure to approximately 5000 feet. The
speed and manifold pressure will be selected at the
start of the climb and then the climb made witllout
disrurbing the setting of the cockpit throttle lever.
Observe the manifold pressure during climb. The mani-
fold pressure gage should not flucruate more than ± 1-
inch Hg from the selected setting. This check indicates
that the control installation is satisfactory and that the
control is automatically controlling the throttle to com-
pensate for altitude change.
4. The maximum emergency check will next
be made with the airplane in level flight and in accord-
ance with the following procedure.
a. Set propeller governor conuol in auto·
matic position to maintain 3000 rpm.
b. Set mixture control in Automatic Rich
or Full Rich.
c. Open the cockpit throttle past the quad-
rant detent stop to the full open position. Observe the
maximum manifold pressure registered on the gage
and record. This check should not require full throttle
operation for more than 15 to 30 seconds to get
maximum stabilized manifold pressure reading.
5. The maximum reading obtained during the
flight check will be checked with the maximum pressure
selection setting as established by the position of high
pressure stop screw and as shown on the PC-4 dial
which reads directly in inches of manifold pressure.
This value should check within plus 0 inch, minus 2
inches Hg. In other words, if the control is set for 60
inches maximum, this check should show that the PC-4
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
has limited the engine to a maximum manifold pressure
somewhere between 58 inches and 60 inches Hg.
NOTE
The dial reading on the PC-4 pressure control
indicates the actual pressure created in the
super~harger scroll. Since there is a slight
pressure drop between this point and the
engine manifolds, from which the cockpit
manifold pressure gage reading is taken, the
manifold pressure recorded during flight check
will be approximately 1-2 inches Hg lower
than that indicated on the pressure control dial
for maximum emergency pressure. The major
portion of this 2-inch tolerance, that is 60
inches plus no inches minus 2 inches, is attrib-
uted to this pressure drop between the scroll
and manifolds.
(d) If the flight check shows that the maximum
manifold pressure does not fall within the limits de-
scribed above, the following checks and adjustment
must be made.
1. The cockpit manifold pressure gage should
be checked for proper calibration. If the gage proves to
be reading correctly, the supercharger control should
then be removed and replaced with a new control. Refer
to paragraph 28. c. ( 4), this section, for removal of
supercharger control and paragraph 28. c. (8) for in-
stallation of replacement control. Do not attempt
aa;ust1ne71t of ~011trol.
d. Installing Cockpit Throtde Detent Break-through
seal.
( 1) On engines which are to be operated under
W .E.R. conditions, a cockpit quadrant detent break-
through seal will be installed at the position established
for Take-Oft (see ground check above).
e. PERIODIC INSPECTION AND MAINTE-
NANCE. -For periodic inspection and maintenance on
the pressure and supercharger controls, refer to section
V, paragraph 2.,g.
f. TROUBLE SHOOTING. -Control malfunctions
will be indicated by the following abnormal engine
operations.
(1) Manual throttle adjustments necessary to main-
tain constant manifold pressure while ascending or
descending indicated that the control is not getting
engine oil pressure, except for V-1710·93 engines.
NOTE
V-1710·93 engines which operate with com-
bined action of the PC-4 and SC-3 pressure
and supercharger controls will not hold
~onstant manifold pressure when climbing at
high rpm and powers. These controls auto-
matically reduce the manifold pressure in climb
- 127-
Sedion VI
Pa ragraph 28
to protect the engine from detonation as alti-
tude is increased. For instance Take-Oft at
W.E.R. manifold pressure of 60 inches Hg
will be automatically and gradually reduced to
52.5 inches Hg as the airplane climbs from
S.L. to 21,700 ft.
(2) Increasing manifold pressure with plane in
level flight indicates a slight crack in the aneroid
bellows.
(3) A sudden increase in manifold pressure in an
amount equating atmospheric pressure indicates rup-
tured aneroid bellows.
( 4) Erratic engine operation, with the manifold
pressure at times rising above the pressure selected and
at other times falling below, could be caused by metallic
chips or other foreign particles, circulating in the engine
oil system, lodging in one of the orifices of the servo
valve.
(5) The manifold pressure increasing while
climbing and decreasing while descending can be
brought about by two control conditions.
(a) Leaky air pressure passage.
(b) Manifold pressure bellows crack
(6) The throttle suddenly opening to full open
from a setting of manifold pressure above atmospheric
pressure indicates either a disconnected or plugged air
pressure passage or a manifold pressure bellows rupture.
g. REPLACEMENT OF CONTROL.- A control
should be replaced when any of the above or other
unsatisfactory operations are encountered.
( 1) When a control is to be replaced on account
of malfunctioning, make certain, before removing the
control assembly, that the trouble does NOT lie in
faulty or improperly installed attaching parts. Check
to see that all attaching parts are properly connected
and that all joints are tight. THIS RECHECKING IS
IMPORTANT since it may avoid the replacement of
a control unit when the t.rouble is in some attaching
part.
(2) When there has been serious contamination of
the engine oil system, due to bearing failures, breakage
of engine parts, or the presence of metallic chips or
other foreign matter, the control must always be re-
moved and returned to the Depot for its inspection
and flushing.
CAUTION
Before installing a replacement control unit
after removal of one for flushing, be sure to
drain the oil from the engine, and clean all
engine and airplane oil passages and lines.
(3) Refer to paragraph 28.b.(2), this section, for
procedure on removal of PC-1 control, paragraph 28.c.
(3),(4) and (5) on removal of PC-4 and SC-3 controls.
THIS PAGE INTENTIONALLY LEFT BLANK

RESTRICTED
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
SECTION VII
OPERATION AND FLIGHT INSTRUCTIONS
1. GEN ERAL.
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 ob-
served, regardless of any information furnished by
sources other than the engine manufacturer. Any re-
visions to these instructions are applicable only when
approved by the engine manufacturer. Failure to
observe these instructions will void the contract war-
ranty on these engines.
2 . PROCEDURE PRELIMINARY TO STARTING. ·
a. Set parking brakes or chock wheels.
b. Before the engine is started the first time after
installation or whenever the carburetor has been
drained, observe the procedure for cold-weather start·
ing outlined in paragraph 3. f. following.
c. With master and ignition switch in the "OFF"
position, turn the propeller slowly by band rwo to
four revolutions to insure that the combustion cham-
bers are clear. If fuel or oil arc present in the combus-
tion chambers, it must be removed. After draining, be
sure spark plugs are dry before replacing them.
CAUTION
Starting the engine with excessive oil or fuel
in the cylinders may result in bent or broken
rods.
d. Clear personnel of propeiJer, place master switch
in "ON" position and propeller control in automatic
"Increase RPM" position (low-pitch).
e. Place carburetor heat control in "Full-Off" or
Cold position and have carburetor air cleaner in oper-
ation if so equipped.
f. Set the oil cooler shutters to the "Closed" posi·
cion.
g. Set fuel selector valve in accordance with airplane
instructions for starting position.
h. Turn ignition switch to "BOTH ON".
i. Place mixtu.r e control in "IDLE CUT-OFF".
;. Set throttle about % inch forward of rear stop
corresponding to 1000-1200 rpm.
3 . STARTING.
a. Turn boost pump " ON" or use emergency fuel
pump if instaiJed and establish maximum fuel pressure
(17 lbs. ± lib.).
b. Energize starter and immediately before meshing
the starter to the engine, turn primer switch to "ON"
position for a period not to exceed 2 seconds to fill
primer lines with fuel. If hand primer is used, fiU line
- 129 -
Section VII
Paragraphs 1-4
with two strokes. This is not intended as a priming
operation, but to fill primer lines so that priming will
be effected immediately.
c. Turn boost pump " OFF". In case of the hand
primer, leave primer in the "OUT" position.
d. When inertia of motor stabilizes at maximum
rpm (by sound), mesh starter and at the same time,
prime the engine. Avoid overpriming. It may be neces-
sary eo use the primer to keep the engine running.
e. When the engine starts firing, move mixture con-
trol immediately to "AUTO-RICH" position and slowly
push primer to "IN" position and lock. (This extra
load from the primer during actual starting minimizes
coughs and backfiring.)
f. During sub-zero weather, if starting difficulty is
encountered, move the carburetor mixture control
frQm the "IDLE CUT-OFF" to the "AUTO-RICH"
position at the same time the starter is engaged with
the engine. If thi.s practice is used, it is essential that
the mixture control be moved back to the " IDLE CUT-
OFF" position if the engine does not start before the
fourth revolution. ,:rhis procedure will result in over-
priming il extreme caution is not used. Normally the
engine will start on the second or third revolution.
However, if the engine does not start, turn off the
ignition switch and pull the engine through by hand
with the carburecor throttle in wide open position to
clear the engine of excess fuel. If the engine fails to
start after a reasonable number of attempts, refer to
section VI, paragraph 1 for possible cause.
4 . WARM- UP AND GROUND TEST.
a. GENERAL.
{1) The following paragraphs describe ground
tests which wiU be performed prior to flight. Any
faulty operation or malfunctioning noted during these
ground tests will be investigated and necessary adjust·
ments made prior to take-off.
(2) Magnetos, spark plugs, propeller controls,
etc., will be checked at 28 to 30 inches Hg manifold
pressure and 2200 to 2300 rpm, except for a check of
the automatic controls which will be accomplished as
described in paragraph d., following.
(3) Under extreme icing conditiom, the carbure-
tor air heater should be set for "HEAT ON" position
during warm-up to eliminate formation of ice in the
carburetor and possible malfunctioning of the carbure-
tor during the ta.ke-off.
(4) Adjust the oil cooler shutters and coolant
radiator shutters as required to maintain specified
temperature limits. (Refer to Specific Operating Data
at end of this section.)
 B£LL P-l9 F "'
ID
~
c;·
::1

INSTUUM£NT PAN[L & CONTROLS ~

I THROTTLE
2-MANUAL MIXER CONTROL
3-PROPELLER GOVERNOR CONTROL ,..
...)>
4-CARBURATOR HEAT CONTROL u;
0
5 -ELECTRIC FUEL PUMP SWITCH z
6-FUEL TANK SELECTOR 0
'V
7-ENGINE PRIMER m
8-0IL DILUTION SWITCH "'-4
)>

9-PROPELLER CONTROL SWITCH 0

10-PROPELLER CIRCUIT BREAKER z
I I-GENERATOR SWITCH )>
.... zc
to) 12- MANIFOLD PRESSURE GAGE
0
0
13-FUEL TANK GAGE :t
)>
14-IGNITION SWITCH
IS- COOLANT TEMPERATURE GAGE
z
-4
m
16- PARKI N9~ BRAKE z
)>
17- TACKOMETER z
t"l
18-0IL TEMPERATURE GAGE m
19-FUEL PRESSURE GAGE ::J:
)>
20-0IL PRESSURE GAGE z
c1:11:1
2 1-FUEL PRESSURE WARNING
0
22- FUEL PRESSURE TEST SWITCH 0
,.::
23·- 0IL PRESSURE GAGE- REDUCTION GEAR
24-STARTER SWITCH
2.5-COOLANT SHUTT ER CONTROL
26-0IL SHUTTER CONTROL

m,;
::1 :
'e. -4
::s'<
Figure 136-lnstrument Panel and Controls ID 'U
"' ID
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
(5) Mixture control will remain in "AUTO -
RICH" position for all ground operation.
(6) Due to insufficient cooling on the ground, the
engine will be stopped rather than idled for prolonged
periods, after the warm-up and ground tests have been
accomplished.
b. OIL PRESSURE AND TEMPERATURE CHECK.
( 1) Engines will always be warmed up until
proper lubrication and engine operation are assured.
(2) As soon as the engine has started, the oil gage
should be watched for pressure. If oil pressure gage
does not indicate pressure within Vz minute the engine
should be shut down immediately and an investigation
made.
(3) Check the reduction gear box oil pressure. See
section VI, paragraph 3.
( 4 ) During the warm-up period the engine rpm
will not be permitted to exceed 1200 until after the
engine maintains without fluctuations at lea.s t rwo-thirds
of the minimum full power oil pressure, or approximate-
ly 30 to 40 pounds, and the oil cemperature gage shows
a definice increase in oil temperature indicating that the
oil is circulating properly. When these conditions are
obtained and being sure that the mixture and propeller
controls are set for take-off, the engine and engine in-
struments should be ground checked prior to take-off at
take-off conditions, if possible. The time limit on ground
operation at high rpm will be limited by the cooling
requirements which must be met, but normally, opera-
tion at high rpm should not exceed 20 to 30 seconds to
avoid overheating of ignition cables.
c. IGNITION SYSTEM CHECK.
( 1) Note the loss of revolutions or manifold pres-
sure when switched to one magneto at a time. Whenever
an engine is operated on only one magneto, the mani-
fold pressure must not exceed maximum cruising mani-
fold pressure to avoid detonation when firing on only
one set o f spark plugs. It is important to switch back
to "BOTH" and leave switch in that position until the
engine has picked up the loss in rpm resulting from
operating on one magneto before testing for rpm on
the other magneto. The normal loss when operating
on one magneto should not exceed 80 rpm. T he differ-
ence in timing of the rwo magnetos results in loss of
rpm or manifold pressure when operating on either
magneto alone. This check should be made in as short
a time as possible and should not exceed 15 seconds.
CAUTION
Since these engines incorporate automatic boost
controls it is necessary to observe the tachom-
eter reading immediately after switching to
single magneto operation before the control
has had time to compensate for the rpm drop.
- 131 -
Section VII
Paragraphs 4-5
( 2) At the start of the day's flying it is necessary
to check the "OFF" position of the ignition switch to
assure the proper connection of the ground wires. This
check should be made at the e.nd of the engine "WARM-
UP" period with propeller in full low pitch and the
engine turning approximately 700 rpm. The switch
should be turned to the "OFF" position momentarily
to note whether or not the engine stops firing and
immediately returned to the "BOTH ON" position.
Two or three seconds is ample time for the switch to
remain in the "OFF" position.
d. AUTOMATIC PRESSURE CONTROL CHECK.
-Set the propeller in "AUTOMATIC" position for
take-off rpm. Open the throttle control to obtain 2400
rpm, and note the manifold pressure with this fixed
throttle and manifold pressure setting. Vary the engine
speed from 2400 rpm to 2000 rpm by manually increas·
ing the propelle.r: pitch. The manifold pressure should
remain constant within 1 inch Hg.
WARNING
The above check can not be made on engines
equipped with coordinated engine-propeller
control. Use check in following sub-paragraph
(1).
( 1) On engines equipped with coordinated engine-
propeller control, check the automatic pressure control
by opening the throttle gradually until 32" Hg manifold
pressure is observed. Then close the throttle slowly to
idle position. Tht! pressure control mechanical linkage
and automatic regulation i.s functioning properly if the
manifold pressure gage reading gradually increases to
32" Hg and returns to idling pressure without any
sudden fluctuation.
e. CO-ORDINATED ENGINE-PROPELLER CON-
TRO L CHECK.-On engines equipped with coordi-
nated engine-propeller controls, the manifold pressure
and rpm synchronization will be checked by opening
the throttle to 35" Hg and check propeller rpm reading
at this throttle position. This rpm should check in ac-
cordance with the manifold pressure-rpm schedule in
the appropriate airplane pilots handbook.
f. FUEL SUPPLY.- Functioning of the fuel system
will be tested in accordance with airplane operating
instructions.
5. TAKE-OFF.
a. Do not start take-off with coolant temperature
above l25°C (257°F), or below 85°C (185°F).
b. Set propeller control in "AUTOMATIC" position
for take-off rpm. (Refer to Specific Operating Data at
end of this section.)
c. Mixture control must be in "AUTO-RICH" posi-
tion.
Section VII
Paragraph 6 ALLISON OPERATION AND MAINTENANCE HANDBOOK
d. During take-off, full power for a maximum period
of 5 minutes is permissible.
e. Refer to Specific Operating Data at end of this
section for specific operating limits.
CAUTION
War Emergency ratings may be used for Take-
Off provided all conditions for the use of war
emergency covered in paragraph 6. e. below are
observed.
6. FLIGHT.
a. The engine rpm, oil pressure, and coolant tem-
perature give the most satisfactory indications of the
engine's performance. If any of these appear irregular,
the engine should be throttled, and if the cause cannot
be eliminated, a landing should be made to investigate
and correct the trouble. Consult Specific Operating Data
at end of this section for maximum and minimum
temperature readings.
b. If roughness is experienced at high altitudes when
flying in "AUTO-RICH" at or below maximum desired
cruising manifold pressure and rpm, the mixture control
may be sec in "AUTO LEAN" as a means of coccecting
this condition.
c. When cruising under icing conditions, it will be
necessary to set the carburetor air heater in full "HEAT
ON" position.
d. The following procedure will always govern when
changing the condition of power:
(1) INCREASING ENGINE POWER.
(a) Adjust mixture control to obtain the mixture
setting specified for the power desired.
(b) Adjust propeller conc.rol to obtain the de-
sired rpm. (Unnecessary with coordinated control.)
(c) . Adjust throttle control to obtain the desired
manifold pressure.
(d) Readjust mixture-control if necessary.
(2) DECREASING ENGINE POWER.
(a) Adjust throttle control to obtain the desired
manifold pressure. (Airplanes with coordinated control
will adj ust propeller control as throttle is moved.)
(b) Adjust the propeller control to obtain the
desired rpm. (Unnecessary with coordinated control.)
(c) Readjust throttle if necessary.
(d) Adjust the mixture control to obtain the
desired mixture ratio.
e. WAR EMERGENCY RATINGS.
(1) War Emergency Ratings have been authorized
for V-1710 engines to provide for greatly increased per-
formance of fighter airplanes when needed in an emer-
gency in combat. Such ratings are well in excess of the
Military Ratings which heretofore have been considered
as the maximum ratings of these engines. Operation
- 132 -
" E" Type
Engines
above Military Rated Power has recently been auc.hor·
ized for use in combat and then ONLY IN CASE OF
AN EMERGENCY. Overboosting and overspeeding of
engines is NOT permissible at any time.
(2) THE WAR EMERGENCY RATING IS AN
OVERLOAD RATING. -It is an overload on the en-
gine and on the coolant and oil systems. Some models
of the V-1710 engine we.re designed to deliver Military
Raced Power at fairly high .altitudes. The highest alti-
tude at which Military Raced Power can be maintained
is known as the "Critical Altitude" of an engine. Below
the critical altitude the engine is capable of developing
excess manifold pressure and power. Under peace time
conditions none of this excess power would ever be
used since its use tends to shorten the life of the engine.
In a state of war, however, it has been deemed advisable
to use part of this excess power for EMERGENCY
ONLY, but some of it can 1zever be used due to the
physical limitations of the engine. Due to weight con-'
siderations, the coolant and oil radiators are designed
just big enough to maintain proper operating tempera-
tures for continuous operation at Normal Rated Power.
A time limit as given in the Specific Operating Data is
necessary for operation at any power above Normal
Rated Power to keep the CQolant and oil temperatures
within operating limits and prevent failure of the en-
gines.
(3) As stated above, some of the excess power of
an engine can uever be used because there are absolute
physical limitations on engine output. These limits have
been determined by actual testing and ace not merely
conservative estimates. The maximum power obtainable
from an engine is limited by the strength of the engine
structure (or mechanical limitations) and by the det-
onation characteristics or ''knock-rating" of the fuel.
Operation of an engine beyond its structural capacity
leads to failures of connecting rods, bearings, gears,
shafts, etc. OVERSPEEDING IS ESPECIALLY DAN-
GEROUS with respect to failures of this type. Operation
of an engine beyond the maximum limit on manifold
pressure leads to detonation, WHICH IS MORE THAN
A "KNOCK"; it can lead to preignitiotz and bum out
a pistOil ;, just a Jew seconds causing piston seizure and
C01lllecting rod failure.
(4) CONDITIONS UNDE R WHICH WA R
EMERGENCY RATINGS ARE PERMIITED.-War
Emergency Ratings are to be used only when strict
compliance to each of the follo~ing conditions is met:
(a) In combat or precombat areas as designated
by the Army Air Forces and then only when emergency
conditiom exist.
(b) Only when Specification No. AN-F-28,
Grade 130 fuel, is used.
(c) The mixture control must be set in "AUTO-
RICH" or "FULL-RICH" position.
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
(d) The following spark plugs must be used:
C35S, C34S, or LS85. All spark plugs should be dis·
carded and replaced with n~w plugs after five hours of
War Emergency Operation.
(e) Only when automatic controls are installed
on the engine and the control setting adjusted to limit
the War Emergency Rating maximum manifold pressure
to the value as listed in section VI, paragraph 28, b.,
(4), (b).
(f) The engine throttle quadrant must be re·
worked for the incorporation of a "break-through seal"
device located at Take-Off throttle position.
1. A break-through of the seal mentioned
above will call attention of the crew chief to the fact
that the engine has been operated using War Emergency
Ratings and he will make such special inspectio71S and
checks to insure that no damage to the engine has oc-
curred.
2. 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 had at War Emergency Rating operating conditions
so that the engineering officer may determine when the
engine should be pulled for tear-down inspection and
reconditioning.
NO.TE
The amount of rime an engine will stand up
under the use of War Emergency Ratings will
vary considerably, dependent upon the area in
which the airplane is located; i.e., operation in
areas having sandy runways will be les~ than
from operation off concrete runways. Vari-
ations will also be noticeable between extreme-
ly cold, moderate, and hot climates. The
engineering officer will have to take these
factors into consideration in establishing the
total time at War Emergency Rating operating
condition when engines should be removed.
Close correlation with the experience of en-
gineering officers in other areas will be valu·
able.
3. Engines must be carefully maintenanced and
checked out for satisfactory operations under current
operating instructions prior to their being considered
satisfactory for the use of War Emergency Ratings in
case of emergencies.
(g) All operation for War Emergency Ratings
n1ust be with the propeller control set in automatic
position to maintain 3000 rpm.
CAUTION
Never ch~~nge propeller governor setting from
the 3000 rpm automatic position while using
War Emergency Rating manifold pressures.
- 133-
Section VII
Paragraph 6
Changing propeller pitch to any setting below
3000 rpm will increase the B.M.E.P. of the
engine in excess of established safe limits and
may result in detonation with extremely dam-
aging results to the engine.
(h) During the use of War Emergency Ratings,
the proper oil must be used and the following oil inlet
temperatures for each must not be exceeded:
Spec. No. AN-VV-0-446a, Grade 1120 95°C (203°F)
Spec. No. AN·VV·0-446a, Grade 1100 80°C (176°F)
CAUTION
If oil dilution has been used it is desirable that
the engine be given 10 to 15 minutes operation
at from 80 percent normal to military power
prior to the use of War Emergency Ratings.
(i) 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 tem-
perature should not be permitted to exceed 125°C
(257°F).
(i) Operation at War Emergency Ratings must
be limited to periods of not more than 5 minutes each.
WARNING
During operation at War Emergency Ratings
the manifold pressure should be reduced im-
mediately if there is any indication of engine
malfunctioning such as detonation, rough en-
gine, overheating, etc.
f. AUTOMATIC PRESSURE CONTROLS.
(1) The V-1710·63, -83 and -85 engines are
equipped with an automatic press~e control that auto-
matically maintains, within desirable limits, a s~lected
manifold pressure from sea level up to the critical alti·
tude of the supercharger.
(2) Engines equipped with an automatic pressure
control are operated in accordance with the same pro·
cedure and within the same limits given in the Specific
Operating Instructions at the end of this section. The
pilot simply opens the cockpit throttle lever uncil the
specified manifold pressure is obtained. The control
will then maintain the specified manifold pressure by
automatically opening or dosing the carburetor throttle
as the altitude is increased or decreased, thus eliminating
the necessity of the pilot's adjusting the throttle.
(3) The pilot can change the manifold pressure at
any rime by operating the throttle lever in the cockpit
in the same manner as operating engines not equipped
with the pressure control.
Section VII
Pa ragraph 6 ALLISON OPERATION AND MAINTENANCE -HANDBOOK
CAUTION
If ice forms in the intake system, it will tend
to reduce the manifold pressure, and the pres-
sure control will open the carburetor throttle
valve wider to maintain the desired pressure.
This operation will be so gradual that the pilot
will have no warning of the icing condition
until the carburetor throttle reaches wide open
position and the manifold pressure begins to
drop. When atmospheric conditions likely to
cause icing arc encountered, heat must be sup-
plied to the carburetor air in order to prevent
ice from forming.
· if a lower manifold pressure is desired, as with any
( 4) The decent in the cockpit throttle quadrant is
set at the location which permits the use of the required
take-off manifold pressure listed in the Specific Operat-
ing Instructions. There will be sufficient throttle travel
remaining beyond the throttle detent to permit the use
of maximum emergency manifold pressures.
(5) If the automatic operation of the pressure
control does not function properly, the pilot can con-
tinue to control the carburetor throttle through mechan-
ical linkage with the cockpit throttle lever. Further
there is more than ample power available with manual
operation to maintain level flight. However, in an ex-
treme condition, where the control malfunctioning is
tending to hold the control open, there may not be
sufficient mechanical control for the pilot to close the
carburetor throttle to the idling position. In this case,
it may be necessary to cut off the ignition when landing.
g. AUTOMATIC PRESSURE AND SUPERCHARG-
ER CONTROLS. (V-1710-93 model only.)
( 1) The auxiliary stage supercharger and engine
are automatically controlled by an automatic manifold
pressure control (bo!)St control) and an automatic
supercharger control. These two controls are inter-
linked and so coordinated that they control the follow-
ing engine functions automatically:
(a) The automatic pressure control will limit the
amount of power which the engines are capable of de-
veloping above the rated take-off or military power;
i. e., it limits the engine to the maximum manifold pres-
sures allowable at 3000 rpm.
(b) The automatic pressure control will main-
tain a scheduled manifold pressure pattern automati-
cally with changes in alritude up to the critical altitude
of the two stage engine. This pattern is designed not to
give constant selected manifold pressure throughout the
full range from sea level to rated altitude, but incor-
porates a gradual droop under certain conditions of
power and altitude as explained in paragraph (2) ( a).
(c) The purpose of the supercharger control is
to regulate the speed of the auxiliary stage supercharger
by increasing or decreasing the slip between the speed
of the auxili!lry stage supercharger and the engine, ac-
- 134-
"E" Type
Engines
cording to carhuretor inlet pressure (atmospheric pres·
sure plus the ram). It therefore controls the amount of
supercharging furnished by the auxiliary stage super-
cha.r ger. There is also a slight adjustment of the slip
due to variations in throttle position. For example, the
speed of the auxiliary Stage supercharger at war emer-
gency power will be approximately 5% greater than at
military power at the same altitude and engine speed.
(2) OPERATION.
(a) The function of the controls is completely
automatic. The only operation required of the pilot to
operate the controls is to move the cockpit throttle lever
forward to obtain a higher manifo ld pressure or back
single stage supercharged engine without automatic
controls. The pressure control and supercharger con-
trol will then operate jointly and automatically, through
changes in altitude, to maintain the selected manifold
pressure or to alter the manifold pressure accordmg to
pattern as follows:
1. The controls will maintain constant mani-
fold pressure at any rpm below 2600 up to some medium
altitude. Above this altitude there will be a gradual
droop in manifold pressure amounting to a 2 to 4-inch
droop at critical altitude.
2. When operating at rpm's above 2600, the
controls will cause the selected manifold pressure to
droop gradually from sea level to the critical altitude.
This gradual reduction in manifold pressure at high
rpm's and powers is incorporated into the controls to
give maximum available power without detonation.
(b) When the pilot selects a desired manifold
pressure from the cockpit, he automatically, with this
throttle movement, sets the supercharger control to give
a definite auxiliary stage supercharger speed as required
to obtain the selected manifold pressure.
(c) Then, as the airplane ascends or descends,
the controls will automatically compensate for differ·
ences in air density at various altitudes by the following
method:
In order to vary the speed of the auxiliary stage super-
charger, the supercharger impeller is driven through a
fluid coupling. When the fluid coupling is complet~ly
filled with oil the transmission of rpm from the engme
to supercharger occurs almost without slip. This condi-
tion of drive with a full coupling is used at high altitude
where the supercharger muse run at its highest speed.
When the airplane is flying at a lower al~tude, le~s
supercharger speed is needed to produce de_sued maru-
fold pressure. This is brought about by p~rually empty·
ing the fluid coupling by means of an 011 con~rol tu~
(or dip stick) which is inserted into the couphng. Th1s
oil scoop will empty the coupling to the level correspond-
ing to the edge of the scoop. The position of the scoop
is automatically set by the supercharger control. An
inter! ink between the pressure control (which controls
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK
carburetor throttle position) and che supercharger con-
trol, synchronizes the two units so that only the pressure
control needs to be connected to the pilot's cockpit
throttle.
(d) The detent stop in the quadrant is set at
Military Power manifold pressure and should be over-
ridden only when War Emergency power is required.
CAUTION
Carburetor Ice. An automatic control will a llow
no indication of ice. If ice forms in the intake
system it will tend to reduce the manifold pres-
sure, and the automatic control performing its
function would open the carburetor throttle
wider to maintain the desired manifold pres-
sure. The action of this boost control is suffi-
ciently smooth and automatic so that the pilot
would probably have no warning until the
boost control had opened the throttle to the
limit of its capacity and then the manifold
pressure would begin to drop, since the boost
control had already reached the limit of its ca-
pacity to adjust the throttle to a greater open-
ing. It is, therefore, necessary to be comlatJtly
on the alert to atmospheric conditions con-
ducive to ici1zg. If atmospheric conditions are
such that icing is apt to occur, carburetor air
heat should be applied. If ice forms in the car-
buretor and the boost control automaticaJiy
compensates for it by opening the carburetor
throttle until nearly full throttle is obtained,
and if the pilot is not alert to the icing con-
dition, extremely heavy accumulation of ice
may be formed which may be very difficult to
remove by the application of carburetor air
heat.
h. INVERTED FLIGHT.- AU AJiison engines are
level flight engines. In any fligh t where the gravity is
shifted to port or starboard in excess of 60°, the oil
pressure will drop to zero in 3 to 30 seconds, depending
on the type of oil tank. T herefore, inverted flight should
never be executed except for split seconds at a time and
then rarely.
7. LANDING.
a. Preparatory to landing, controls will be set in the
following manner:
( 1) The mixture control will be set in "AUTO-
RICH."
(2) T he propeller control will be placed in the
maximum cruising rpm position.
b. In the event it is found necessary to "interrupt the
glide and make another landing approach, the throttle
will be adjusted first and then the propeller controls
placed in high rpm (low pitch) position.
c. Care will be exercised to prevent overcooling of
- 135 -
Section VII
Paragraphs 6-9
the engine during long glides. If the coolant tem-
perature falls below 85°C (185°F) in a glide, close
coolant flaps temporarily.
d. After landing and during taxying, the propeller
controls will be placed in the high rpm (low pitch)
position.
NOTE
Propeller governor settings will be automati-
cally adjusted on installations equipped with
coordinated engine-propeller controls.
8. STOPPING.
a. Propeller controls will be left in the high rpm
(low pitch) position.
b. Allow the engine to idle at faster than normal
idling speed with the radiator shutters fully opened until
the engine has cooled appreciably below cruising tem-
perature. The oil temperature will normally reach
values below cruising temperatures during the gliding
for landing and taxying. Temperatures must be care-
fully controlled and must not be permitted to exceed
the specified limits given in Specific Operating Data at
end of this section.
c. Move throttle to "FULL OPEN" position at the
same time that the mixture control is moved to "IDLE
CUT-OFF" position in order to remove the accelerating
charge from the induction system.
d. Turn ignition switch to "OFF" position after
engine ceases firing.
e. Mixture control wiU be left in the "IDLE CUT-
OFF" position until engine is started again.
f. When a cold-weather start is anticipated and if
oil dilution is desired, hold the oil dilution control in
the "ON" position for a period of 4 minutes at about
1000 rpm, then stop the engine according to procedure
outlined above. After about 15 minute~ .cestart the
engine and repeat the procedure.
9. OPERATION OF CARBURETOR HEAnR.
a. The carburetor heat control shoul d be in "HEAT
OFF" or "COLD" position for all normal operation.
If ice is present or forming, it should be used in full
"HEAT ON" position.
NOTE
Do not operate engine with the carburetor
heat control in any intermediate positions
between "Full Off" and "Full On." Since the
carburetor heat control door in carburetor air
scoop disturbs the air flow at carburetor ven-
turi an d impact metering tubes when partially
open, improper fuel metering will result.
b. In the engines eq uipped with automatic controls,
icing of the carburetor or induction system WILL NOT
BE APPARENT by reduced manifold pressure gage
Section VII
Paragraphs 9-12 ALLISON OPERATION AND MAINTENANCE HANDBOOK
reading or power loss. The control will automatically
open the throttle and maintain the selected manifold
pressure and power. Therefore, if there is any suspicion
chat an icing condition exiscs, heat should be applied
to the carburetor immediately.
c. The use of carburetor heat at low power (5()(1'0 or
below) will result in roughness of the engine when
operating in "Automatic-Rich." Engine can be smoothed
out by "leaning-out" the carburetor mixture slightly,
but should not be operated at "Automatic-Lean," a$
this mixture position is too "lean" when using carbu-
retor heat.
d. If a loss of power or critical altitude is encoun-
tered, check the carburetor heat valve door for air
leakage, as the ramming pressure and carburetor air
intake tlow will be decreased due to the air tlow through
the heat valve door.
1 0. MIXTURE CONTROL.
a. These engines are equipped with pressure type
carburetors, incorporating mixture control having four
main control lever settings ; namely, "FULL RICH."
''AUTO-RICH," "AUTO LEAN," and " IDLE CUT-
OFF" in the order mentioned.
b. Above desired cruising manifold pressure and
speed, sec the mixture control lever at "AUTO-RICH."
c. 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
adjustment, change to "AUTO RICH" before
any appreciable changes in engine operating
conditions are made.
d. When adjusting the mixture control lever below
desired cruising manifold pressure and engine rpm, set
propeller control on "MANUAL." Then ma.ke the de-
sired mixture control setting in accordance with para·
- 136-
"E" Type
Engines
graph 6. d. After the desired mixture adjustment is ob-
tained, reset propeller control to "AUTOMATIC."
11 • FUEL AND OIL.
a. The grade of fuel to be used in the operation of
these engines should conform to Specification AN-F·28,
Grade 130.
b. The grade of oil to be used in the operation of
these engines should conform to Specification AN-VV.
0 -446a, Grade 1120 for summer use and Grade 1100
for winter use.
12. DETONATION.
a. INDICATIONS OF DETONATION.
(1) Engine roughness does not necessarily indi-
cate that detonation is present but when unusual rough·
ness is encountered it may be due to detonation.
(2) If 'exhaust stacks are visible, detonation may
be indicated by intermittent puffs of dense black smoke,
often accompanied with sparks or glowing carbon, in
contrast to the indications of a rich mixture which is
generally indicated by dull red flames with steady black
smoke.
b. CAUSES AND PREVENTION.
( 1) Use of fuel of too-low octane rating. See that
proper grade of fuel is used.
(2) A tQO·low mixture ratio. Do not operate at
mixtures that are too lean.
(3) Operating engine above permissible limita·
tions. Observe specific instructions in fo!Jowiog operat·
iog chart.
c. STOPPING DETONATION IMMEDIATELY
IF PRESENT.
( 1) Reduce the manifold pressure.
(2) Enrich the mixture.
(3) Reduce the carburetor air preheating to the
minimum temperature at which icing of the carburetor
may be prevented.
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Section VII

12. SPECIFIC OPERATING DATA FOR

ALLISON V-1710-35, -63, -83, -85 and -93
STANDARD CONDITIONS
Carb. Inlet Temp....... . ... . ... . .. . .... . .. 15.6 °C.
Carb. Inlet Press ............ . . ............ 30• HG.
Exh. Back Press ....... . ... . ..... . ....... . . 30• HG.
Fuel. . ....... -AN-F-28, Grade 100/ 130 lOO Octane
Max. Diving Manifold Pressure
-35 and -63 ... . .... . .. . ......... . .... .. . 42 • HG.
-83 and -85 . .. . . . . .. ........... . . .. . . . 44.s • HG.
-93 ...... . ....... . ........ . .. .. . • . . .. . sz.s• HG.
Max. Diving Speed .• •. .. . .. . . . .. . .•.. ;H20 R .P.M.

OPERATING CONDITIONS
Fuel Eng. Oil OIL TEMP. °C. Coolant E- RED. GEAR BOX Aux. Stage
Condition Pressure Pressure Summer Wmter Temp. --uiJPI:ess. --urrlemp. Oil Press.
1/Sq. I n. 1/Sq. In. Oil Oil oc. 1/Sq. In. oc. 1/Sq. In.
Desired 16-18 60-70 70-85 60-70 105-115 70-125 45-55 50-60
Maximum 18 ss• 90 75 125 190 60 65
Minimum 16 55 40 35 85 40 45
Idling 10 15 - - - 15 - -
•Max•mum During Warm-Up-120f/Sq. In.

PERFORMANCE DATA
CONSUMPTION
Man. Rated Mixture rUEr OIL
Power Enl Horse- R.P.M. Press. Alt. Control
Settings Mo el power "HG." Feet Position u.s. Im,J;" u.s. Imp.
Gai./ Hr. Gal. Hr. Qt./ Hr. Pt./ He.
-35 1150° 3000 45.5 S.L. Auto R1ch 132 110
Take-Off -63 1325° 3000 51.0 S.L. Auto Rich 142 118
-83 & -85 I 2oo• 3000 51.5 S.L. Auto Rich 148 123
-93 1325 ° 3000 55.0 S.L. Auto Ric h 165 138
War -35 1470. 3000 56.0 S:L. Auto Rich 163 136
Emergency -63 1550° 3000 60.0 S.L. Auto Rich 174 145
Rating -83 & -85 t36o• 3000 57.0 S.L. Auto Rich 170 142
-93 1soo• 3000 60.0 S.L. Auto Rich 187 156
Standard -35 1330° 3000 52.0 S.L. Auto Rich 149 124
Emergency -63 1450° 3000 55.0 S.L. Auto Rich 161 134
Rating -83 & -85 13oo• 3000 55.0 S.L. Auto Rich 163 136
-93 - - - - - - -
Military -35 1150° 3000 42.0 12,000 Auto Rich 132 llO
Rated -63 1 I so•• 3000 42.0 12,000 Auto Rich 132 110
Power -83 & -85 1125° 0 3000 4 4.5 15,500 Auto Rich 138 115
-93 1150 .. 3000 52.5 21,700 Auto Rich 151 126
Nor mal -35 1000 2600 37.2 10,800 Auto Rich 105 88 13.3 22.2
Rated Power -63 1000 2600 37.2 10,800 Auto Rich 105 88 14.0 23.4
lOO% -83 & -85 1000 2600 39.2 14,000 Auto Rich 109 91 14.0 23.4
-93 1000 2600 42.5 17,500 Auto Rich 107 89 14.0 23.4
Maximum -35 750 2280 30.3 10,800 Auto Rich 67 56 10.5 17.6
Cruising -63 750 2280 30.3 10,800 Auto Rich 67 56 . 10.5 17.6
75 % -83 & -85 750 2280 31.7 14,000 Auto Rich 74 62 10.5 17.6
-93 7 50 2300 33.0 21,500 Auto Rich 64 53 10. 5 17.6
-35 670 2280 28.2 10,800 Auto Rich 56 47 9.0 15.0
Auto Lean 50 42
Maximum -63 670 2280 28.2 10,800 Auto Rich 56 47 9. 5 15.8
Cruising Auto Lean 50 42
67 % -83 & -85 670 2280 29.3 14,000 Auto Rich 59 49 9.5 15.8
Auto Lean 54 45
-93 670 2300 30.5 21,500 Auto Ric h 56 42 9.5 15.8
Auto Lean 54 45
·35 600 2190 26.0 10,800 Auto Rich 50 42 8.0 13.4
Auto Lean 45 38
Desired -63 600 2190 2 6.0 10,800 Auto Rich 50 42 8.5 14.0
Cruising Auto Lean 45 38
60% -83 & -85 600 2190 27.5 14,000 Auto Rich 52 44 8. 5 14.0
Auto Lean 48 40
-93 600 2200 30. 5 21,500 Auto Rich 49 41 8.5 14.0

Remarks. . For 5 m•nutes only.

• •Fo e 1 5 minutes only.
Auto Lean 47 39

- 137-
 " E" Type
Se ction VIII ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

SECTION VIII

SERVICE TOOLS
NUMERICAL LIST.
Tool No. N ome,ulature Application
2057 *Indicator T.D. C.
2140-29 *Wrench "L" Head Manifold (with bar)
2149 Wrench 11/s" Cylinder Jacket Coolant Metering Plug
2166 *Wrench Camshaft Drive Housing Packing N ut
2173 Wrench No. 60 Propeller Shaft Thrust Bearing Nut
2228 *Wrench 1 YJ.s" Spark Plug Cable Shielding Elbow
2229 Sling Engine Lift
2241 *Wrench 'Vs"- 12 Point Spark Plug Socket
2243 *Wrench Oil Pressure Relief Valve Body
2244 *Wrench Oil Pressure Relief Valve
2246 *Wrench Strap for Ignition Tube Connector Nuts
2247 Gage 10 Blade Thickness
2294 Tool Valve Holding
2312 Wrench Camshaft Turning
2315 Compressor Valve Spring
2316 Wrench Core Hole Plug
2,380 Disc Magneto Type Timing
2425 *Wrench 11,4"-3" Adjustable Spanner
2443 Gage Valve and Spring Height
2445 Kit-Timing This Kit Includes Tools 2057 and 2380 as listed above
2447 Bracket Propeller Shaft Run Out Indicator
2454 *Wrench %" Spark Plug Cable Shielding Elbow
2479 Sling Auxiliary Supercharger Lift
2546 Gage Manifold Pressure Regulator Cam Lever Minimum Position
2559 Wrench No. 60 Propeller Shaft
2577 Tool . 5 Mm. Ignition Wiring Cap Crimping
2592 Puller Distributor Drive Flange
2597 Tool Distributor Rotor Timing
2643 *Wrench Spark Plug Cable Shielding Nut
250616 Tool Timing Clamp
251283 Tool Ignition Wire Cap Crimping

- 138-
" E" Type
Eng ines ALLISON OPERATION AND MAINTENANCE HANDBOOK Sedion VIII

SERVICE TOOLS (Continued)

NUMERICAL LIST.
Tool No. Nomencl4Jure Application
34A4632 *Universal Joint Assembly Spark Plug Wrench
34A4651 *Bar Spark Plug Wrench %" Diameter
3484630 *Ratchet Handle Assembly V2" Square Drive
3484645-1 *Extension Spark Plug Wrench (5%" long)
3484645-2 *Extension Spark Plug Wrench (3J.A" long)

NOTE
This list is taken from the Tool Catalog which
shall be referred to for additional information,
illustrations, et cetera. Tools numbered with
asterisk (*) indicate items included in the
standard engine Service Tool IGts.

- 139 -
 "E" Type
Appendix ALLISON OPERATION AND MAINTENANCE HANDBOOK Engines

APPENDIX
SECTION I

U.S.A.-BRITISH GLOSSARY OF NOMENCLATURE

AMERICAN BRITISH
Anti-friction bearings Ball and roller bearings
Blade connecting rod (used on multi-bank
in-line engines) Plain connecting rod
Block test Bench test under engine's own power, usua lly after
overhaul
Cap screw Setsc.rew or screw
Capsule stack or pack Aneroid
Clevis Fork joint or knuckle joint end
Cotter pin Split pin
Crock (used in heat-treatment) Earthenware jar
Fillister head screw Cheese head screw
Filter (air) Air cleaner
Flat head screw Countersunk head screw
Gall Free or score
Gasoline (Gas) Petrol (preferable to use "Fuel")
Green run Running in
Ground (electrical) Earth
Kerosene Paraffin
Lock ring Circlip
Lock washer Spring washer
Manifold pressure (usually measured in inches Boost (usually measure in lb. per sq. in. gage, i.e.
Hg. absolute) above atmospheric pressure)
Manifold pressure regulator Boost control unit
Oil pan (used on in-line engines) Sump
Palnut Locknut (type of)
Paraffin Paraffin wa.x
Pilot (a guide .fitting in a recess for location
purposes) Spigot
Piston pin Gudgeon pin
Propeller Airscrew (now obsolete. Use "Propeller")
Round head screw Cup head screw
Screen (oil) Filter
Setscrew Grub screw
Slushing compound Corrosion inhibitor
Spanner nut Ring out
Splitcone or wedge (on valve) Collet
Stack Exhaust pipe
Sylphon Sylphon i.e. aneroid containing an inert gas)
Strainer (oil) Filter
Tag Label

- 140 -
"E" Type
Engines ALLISON OPERATION AND MAINTENANCE HANDBOOK Appendix

APPENDIX (Continued)
AMERICAN BRITISH
Test club Test fan
Tachometer Engine speed indicator
Vi se Vice
# lb or No.

TOOLS
Box-end wrench Ring spanner
Closed spanner-wrench with internal Jugs or
surface lugs Ring spanner
Socket wrench Box spanner
Spanner C-Spanner
Spanner-wrench Ring spanner

NOTE
The nomenclature of tools is somewhat vague
in the case of both the American and the
British terms, but generally speaking, the word
"wrench" is used in one country to describe
what is known as a "spanner" in the other
country, and vice versa.

- 141 -

ALLISON OPERATION AND MAINTENANCE HANDBOOK
ALPHABETICAL INDEX
Page
Accessories Drives--Description . .. . ......... . . . 24
Accessory-Publications . . . . . ....... . ... .. . .. . 93
Accessory Information-General ... . . . .... . ... . 92
Air Leaks ................................ . . . 54
Air Maze Oil Filter-See Oil Strainers
Automatic Manifold Pressure Regulator- PC.!
Control
Checking PC.l Control Setting for Required
Maximum Emergency Manifold Pressure . . . 114
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 106
Ground Flight Check after Installation . . . . . . 118
Inspection and Maintenance . . . . . . . . . . . . . . . 63
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 111
Installed (Illustration) . . . . . . . . . . . . . . . . . . . 107
Periodic Inspection and Maintenance ........ 127
Removal from Engine ..... . . . . .. . : . . . . . . . . 108
Replacement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 127
Table of Adjustments for Olanging Maximum
Manifold Pressure Setting . . . . . . . . . . . . . . . 117
Trouble Shooting . . . . . . . . . . . . . . . . . . . . . . . . 127
Auxiliary Stage Supercharger
Installation of- In Airplane ......... . .. .. . 47
Lubrication System ..... . ........... . .... . 23
Packing for Shipment or Storage ...... . .... . 38
Backfiring . .. . .. . ............... . .......... . 56
Boost Control-See Automatic Manifold
Pressure Regulator
British-U. S. A. Glossary of Nomenclature ........ 140
Cable Lengths--Table . . . . . . . . . . . . . . . . . . . . . . . . 82
Camshaft Gear Train (Illustration) . . . . . . . . . . . . . 14
Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Injection Type (Diagrammatic Sketch) 92A and 92B
Installing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Lack of Fuel at . . . . . . . . . . . . . . . . . . . . . . . . . . 52
Malfunctioning ....... . ... ·. . . . . . . . . . . . . . . 58
Manual Setting Incorrect . . . . . . . . . . . . . . . . . . 52
Periodic Inspection and Maintenance . . . . . . . . 97
Removal of . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 95
Trouble Shooting . . . . . . . . . . . . . . . . . . . . . . . . 97
Carburetor Heater-Operation of . . . . . . . . . . . . . . 135
Checking Distributor Timing on Engine Installed
in Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Checking Magneto Timing on Engine lnstalJed
in Airplane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 85
Checking Regulator Setting for Required Maximum
Emergency Manifold Pressure ................ 114
Checking Valve Timing . . . . . . . . . . . . . . . . . . . . . . . ~5
Cleaning of Ignition Parts . . . . . . . . . . . . . . . . . . . . . 53
Cleaning of Oil Screens--Engine . . . . . . . . . . . . . . . . 69
Cleaning of Oil Screens-Outboard Reduction
Gea.r Box . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
C. L. 0. Mix . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
- 142 -
"E" Type
Engines
Page
Connecting Rod Construction . . .. . . . . ........ . . 16
Coolant-High Temperature . . . ............... . 57
Coolant Hose--Replacement of ... ... ......... . . 89
Coolant Leaks . ...... . ... .. . . ... . ........... . 57
Coolant Metering Orifice Arrangement .......... . 89
Coolant Pump-Replacement of . ........ . ..... . 88
Cooling System-Description ................. . 17
Cooling System-Flushing . . . . ... . ...... . .... . 89
Cooling System-Inspection and Maintenance ... . 62
Crankcase and Oil Pan Construction . . ..... . .... . 16
Crankcase Upper and Lower Halves (Illustration) 16
Cranking Speed- Insufficient .. . . . ........ . . . . . 54
Crankshaft Construction ..................... . 15
Cuno Oil Strainer-See Oil Strainers
Cylinder Bank (IUustration) ................ . . 13
Cylinder Block Construction ............ . .... . . 14
Cylinder Designation Chart ......... . ......... . 1
Cylinder Hold-Down Nuts--Tightening ........ . 92
Daily Inspection and Maintenance--Power Plant .. 59
Defective Ignition ............. . ............ . 53
Defective Ignition Cable--Replacing ............ . 77
Determination of Ethylene Glycol Content
in Coolant-Field Procedure ................ . 90
Detonation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 136
Differences Between Models . . . . . . . . . . . . . . . . . . . 13
Dimensions--Engine Shipping Boxes . . . . . . . . . . . . 39
Distributors-See Magneto
Distributor Drives and Ignition Shielding . . . . . . . . . 71
(Illustration)
Distributor Fingers--Replacement of ... . ...... . . 85
Distributor Fingers--Timing : . ........ .. ...... . 73
Distributor Heads--Replacement of ............ . 85
Distributor Timing- Checking on Engine
Installed in Airplane . . . . . . . . . . . . . . . . . . . . . . . 85
Distributor Wiring and Firing Order. . . . . . . . . . . 85
Electrical System Diagram ........ . .. . ...... . .. 98A
Emergency Ratings-See War Emergency Ratings
Engine
Cooling System Diagram ................. . 19
Cross Section (Illustration) . . .. . ...... . . .. . 12
Fails to Start ........ .. ........ .. ...... . . 52
High Oil Inlet Temperature . ............. . 56
High Oil Pressure ...................... . 56
Installation in Airplane . . . . .. . ........ . .. . 47
Low Oil Pressure .. .. . .......... . .. . .... . 54
Lubrication Diagram . .. .... . ... .' ........ . 21
Oil Screens--Removal and Cleaning ........ . 69
Pre-Oiling .................. . ...... . . .. . . 46
Publications ............................ . 1
Removing from Airplane . . .. . ...... . . . ... . 49
Rough Running ......... . ..... . ...... . . . . 55
Timing-See Distributor Timing
Troubles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
"E" Type
Engines ALLISON OPERATION A ND MAINTENANCE HANDBOOK
ALP H ABE T I CAL INDEX ( Co n tinued)
Page
Equipment Required for Storage of Engine ... . .. . 29
Ethylene Glycol Content in Coolant-
Determination of . . . . . . . . . . . . . . . . . . . . . . . . . . 90
Exhaust Flames (Illustration) ... .. ... . ...... . .. 52B
Exhaust Manifold Gaskets-Replacement of. . . . . . 65
Exhaust Spark Plug Detachable Lead-
Replacement of ................... . ...... . . 77
Exhaust Tube Cable--Replacing ....... . ....... . 78
Extended Storage ........................... . 29
Extension Shaft Center Bearing- Lubrication .. . . 63
Extension Shaft, Reduction Gear and Propeller
Shaft-Construction . . . . . . . . . . . . . . . . . . . . . . . . 17
Filter-Oil-See Oil Strainer
Firing Order and Dimibutor Wiring . . ...... . . . . 85
Flames-Exhaust (Illustration) .... .... . . .. .... 52B
Flight Check of Automatic Manifold Pressure
Regulator after Installation . . . . . . . . . . . . . . . . . . 118
Flight Instructions . . .. . .... .. ....... . . . .... 132·135
Flight Test after Installation of New or
Overhauled Engines . . . . . . . . . . . . . . . . . . . . . . . . 47
Flushing Cooling System . . . . . . . . . . . . . . . . . . . . . . . 89
Fuel- Air Flow through Supercharger
(Illustration) . ..... . ...... .. ............... 24A
Fuel Pressute . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Fuel System-Inspection and Maintenance. . . . . . . . 97
Gas Intake Pipe Sealing Clamp-Tightening... . .. 92
Gear Train Diagram- V-1710-35 Engine .... . . 25
General Accessory Information . . . . . . . . . . . . . . . . . 92
General Discussion of Construction and Purposes 14
Glossary-British-U. S. A . .... . ..... . .. .. ... 140-141
Ground Check of Automatic Manifold Pressure
Regulator after Installation . . . . . . . . . . . . . . . . . . 118
Ground Test- Installation . . . . . . . . . . . . . . . . . . . . . 47
High Coolant Temperature .... . . .. .. . ........ . 57
High Oil Inlet Temperature--Engine .. . .. . ... . . . 56
High Oil Pressure . . ............. . ... . ....... . 56
Engine ................. . .......... . ... . . 56
Reduction Gear Box .... .. ........ .. .. . .. . 56
High Oil Temperature--Reduction Gear Box . .. . . 56
Humidity Indicator Card Chart (Illustration) .. . .. . 36
Ignition- Defective . . ... . .... .. . . .. . . . . ..... . 53
Ignition and Electrical- Inspection and
Maintenance ....... . ........ . . . . ....... . .. . 59
Ignition Shielding Assembly-Removal and
Replacement of .......... . .. . ..... . ....... . 70
Ignition System-Description .. . ... . .......... . 28
Ignition Timing-See Magneto Timing
Induction System-Description .......... . ..... . 23
Induction System (lllustration) ............... . 23
Inspection and Maintenance ............. . . .. . . 59
Air Maze Oil Filter . . .. ... .............. . 104
Automatic Manifold Pressure
Regulator (PC-1) ....... . ... . ... . .. . .. . 63
- 143 -
Page
Carburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 97
Check Off list . . . . . . . . . . . . . . . . . . . . . . . . . . . 64
Cooling System . . . . . . . . . . . . . . . . . . . . . . . . . . 62
Cuno Oil Strainer . . . . . . . . . . . . . . . . . . . . . . . . 103
Daily . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Fuel System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Ignition and Electrical . . . . . . . . . . . . . . . . . . . . . 59
Magneto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Manifolds and Supercharger . . . . . . . . . . . . . . . 63
Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
Power Plant .... . .. . . . .. . ... . .. . ... . .. . . 59·63
Pressure Control (PC-4) . . . . . . . . . . . . . . . . . . 63
Propellers and Accessories . . . . . . . . . . . . . . . . . 63
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 102
Supercharger Control (SC-3) . . . . . . . . . . . . . . . 63
Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 63
Inspection of Coolant Metering Orifice
Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 89
Installation Ground Tests . . . . . . . . . . . . . . . . . . . . . 46
Installation of
Air Maze Oil Filter . . . . . . . . . . . . . . . . . . . . . . 104
Automatic Manifold Pressure Regulator
on Engine . . ........ . ....... . ..... . . .. 111
Auxiliary Stage Supercharger in Airplane . . . . 47
Catburetor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 93
Cuno Oil Strainer . . . . . . . . . . . . . . . . . . . . . . . . 102
F.ngine in Airplane . . . . . . . . . . . . . . . . . . . . . . . 47
Magneto . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Pressure Control . . . . . . . . . . . . . . . . . . . . . . . . . 123
Reduction Gear Box Assembly in Airplane . . . 47
Spark Plugs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 101
Spark Plug Cooling Manifold . . . . . . . . . . . . . . 47
Supercharger Control (SC-3) . . . . . . . . . . . . . . 124
Insufficient Cranking Speed . . . . . . . . . . . . . . . . . . . . 54
Intake Manifold Gaskets-Replacement of . .... . . , 65
Intake Manifold System (Illustration) . . . . . . . . . . . 53
Intake Tube Cable--Replacing . . . . . . . . . . . . . . . . . 77
Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1
Inverted Flight ......... . . . .. . ...... . : . . . . . . . 135
Lack of Fuel at Carburetor . . . . . . . . . . . . . . . . . . . . . 52
Landing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 135
Loose Ignition Cable Tube Connector-
Replacement of . . . . . . . . . . . . . . . . . . . . . . . . . . . . 77
Low Oil Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 54
Low Power . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 55
Lubrication System- Auxiliary Stage--Description 23
Lubrication System-Engine--Description . . . . . . . 19
Lubrication Extension Shaft Center Bearing . . . . . . 63
Magneto and Distributor Assemblies
General . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Installation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 98
Periodic Inspection and Maintenance . ....... 101