allison aircraft engines

Allison Aircraft Engines - Designed and manufactured by the Allison Engine Company, the Allison V-1710 aircraft engine was the only US liquid-cooled V-12 engine in service during World War II. Turbocharged versions gave excellent high-altitude performance in the twin-engine Lockheed P-38 Lightning, and turbochargers were installed in experimental single-engine fighters with similar results.

The United States Air Force's (USAAC) preference for turbochargers during the early development of the V-1710 meant that less effort was required to develop mechanically controlled superchargers suitable for the Allison V-12 and other cold-country V-12 models. models such as the already used British Rolls-Royce Merlin.

Allison Aircraft Engines

Although smaller or cheaper versions of the V-1710 were desirable, they generally performed poorly at higher altitudes. However, the V-1710 provided excellent turbocharged service, particularly in the P-38 Lightning, which made up a large portion of volume production.

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The Allison division of General Motors began development of the ethyl glycol-cooled engine in 1929 to meet the USAAC's need for a modern 1,000 hp (750 kW) engine suitable for a new generation of aerodynamic bombers and fighters. To facilitate production, the new model could be fitted with different propeller-gear systems and superchargers, allowing a single production line to build engines for different fighters and bombers.

The United States Navy (USN) had hoped to use the V-1710 in its Akron and Macon rigid airships, but both were equipped with German Maibach VL-2 engines.

As the V-1710 was still being tested, while the Macon was lost in February 1935 (the Akron was lost in April 1933).

The USAAC purchased its first V-1710 in December 1932. The Great Depression slowed development, and it was not until December 14, 1936 that the engine next flew at the KSA-11A Consolidated Test Field. The V-1710-C6 successfully completed a USAAC 150-hour type test on 23 April 1937 at 1,000 hp (750 kV), the first engine of any type to do so. The engine was offered to aircraft manufacturers where it used the Curtiss KSP-37 prototype. All the planes in the new competition were designed around it, using the Lockheed P-38, Bell P-39, and Curtiss P-40. When UK munitions agents asked North American Aviation to build the P-40 under license, the NAA instead proposed its own improved aircraft design using the V-1710 in the NA-73.

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The V-1710 has 12 cylinders with a bore and stroke of 5.5 x 6 inches (139.7 x 152.4 mm) in a 60° V configuration, a displacement of 1,710.6 cu in (28,032 L) with a compression ratio of 6 : 6. 1. The valve train has one overhead camshaft per cylinder group and four valves per cylinder.

The engine design conformed to Geral Motors' in-built manufacturing and assembly philosophy of versatility and incorporated the modular design philosophy of aero power plants. The engine was built around a basic drive unit, from which various installation requirements could be met by placing a suitable equipment compartment at the back and a suitable power transmission at the front. If desired, a turbo compressor can also be used.

The P-39, P-63, and Douglas KSB-42 Mixmaster used the V-1710-E, replacing the fixed gear with an extension shaft that controlled a remotely located gear and propeller. Aircraft such as the P-38, P-40, P-51A and the North American P-82E used closely coupled propeller gears, a feature of the V-1710-F series.

Optional d was a supercharger with a single or two-speed engine that could have a second stage with or without an intercooler, ignition magnetos and the usual selection of oil and fuel pumps, all dictated by application requirements. The front of the engine can have one of several different output drives. The drive can be a "long-nosed" or close-coupled propeller gear, an auxiliary drive for a remote gear, or a gearbox capable of driving two wing-mounted propellers from a fuselage-mounted engine. Another key design feature of the V-1710 was its ability to rotate the output shaft clockwise or counterclockwise by assembling the engine with a d-to-d crankshaft, incorporating an idler in the supercharger drive, camshafts and accessories, and installing a starter. which rotates in the correct direction, and rearranging the right ignition cables to accommodate the changed firing sequence. No changes had to be made to the oil pump or coolant pump circuits.

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The ability to reverse the direction of rotation with minimal additions to accomplish the task allowed for the use of either a "tractor" or a "thruster". This approach made it possible to easily change the compressor(s) and compressor gear ratio. This gave several critical altitude ratings (the maximum altitude at which the engine could produce full power) ranging from 8,000 to 26,000 feet (2,400 to 7,900 meters).

The V-1710 is often criticized for not having a "high volume" compressor. The comparison is usually made with the later two-stage versions of the Rolls-Royce Merlin Series 60 engine, also built by Packard as the V-1650 and used in the P-51B Mustang and later. The USAAC specified that the V-1710 should be a single-stage supercharged engine, and if more altitude was desired, the aircraft could use its newly developed turbocharger under KSP-37 (IP-37). ), P-38 and KSP-39.

The advantages of the two-stage compressor eventually became so clear that Alison made some efforts in this direction. In various configurations, Allison attached an additional supercharger to the engine's existing supercharger and carburetor. Early versions of these two-stage engines were used in the P-63. These two-stage V-1710 engines were not fitted with an intercooler, aftercooler, or aftercooler (flame trap) (except for the V-1710-119 used in the experimental P-51J, which had an aftercooler). The two-stage Merlin engines had all of these features, designed to prevent an explosion from heating the charge and burning back into the supercharger. The G-series V-1710s fitted to the F-82 E/F/G models only had anti-knock injection (ADI) to deal with these problems and, unsurprisingly, had serious reliability and maintainability problems. One record stated that the F-82 required 33 hours of maintenance for every hour of flight.

Although the early V-1710-powered P-39s, P-40s, and P-51As were limited to combat operations up to 15,000 ft (4,600 m), they were available in relatively large numbers and were a mainstay for some Allies. air force everywhere except in the European theater of war. The gins proved durable and took little damage from machine gun fire. Overall, more than 60 percent of post-June 1941 USAAF fighter aircraft in service during World War II were powered by the V-1710 engine.

Allison V1710 Engines

Allison slowly but steadily improved the engine during the war. The initial output of 1,000 hp (750 kV) was gradually increased; the final V-1710-143/145 (G6R/L) was rated at 2,300 hp (1,700 kV). By 1944, the P-38L's emergency war power was 1,600 hp (1,200 kV).

The most powerful factory version was the V-1710-127, which was designed to produce 2,900 hp (2,200 kV) at low and 1,550 hp (1,160 kV) at 29,000 ft (8,800 m). ). This engine was statically tested to 2,800 hp (2,100 kV) and was designed for installation in the KSP-63H aircraft. The war led to this development, so this promising experiment never got off the ground. The extra power in this version is obtained by using exhaust gas turbines, not to drive the turbocharger, but to return its energy to the rotation of the crankshaft, called a turbocharger.

Manufacturing improvements reduced the manufacturing cost of each engine from $25,000 to $8,500 and allowed engine life to be extended from 300 hours to as much as 1,000 hours in less loaded powerplants. The weight increases required to achieve this were minimal, resulting in all models being able to produce more than 1.6 kW/kg (1.6 kW/kg) at take-off speed.

Comparisons between the Allison V-1710 and Rolls-Royce Merlin engine families are inevitable. What can be said about the Allison is that it made more power with less power, longer service intervals and a parts count that was almost half that of the Merlin engine, which greatly facilitated mass production.

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The parts of the series also had a lot in common. The individual parts of the Allison series were manufactured with a high level of standardization and reliability, using the best technology available at the time. After the war, racing Merlins used Allison connecting rods. As noted earlier, General Motors' policy of versatility meant that their Allison division would also use the modular design features of the V-1710's V-12 unit with a "long-block" core outboard to allow it to be combined with a variety of styles. turbochargers and many other accessories, although the range of turbochargers that could be installed was limited due to the design limitations of single-engine fighters. Because it was produced in large numbers and highly standardized, it was used in many post-war racing models. Its reliability and well-mannered operation enabled it to run at high rpm for a long time.

After the war, North America built 250 P-82E/Fs for air defense in the early 1950s. This was the V-1710's last military role.

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