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Allison Transmission is an American manufacturer of commercial duty automatic transmissions and hybrid propulsion systems. Allison products are specified by over 250 vehicle manufacturers and are used in many market sectors including bus, refuse, fire, construction, distribution, military, and specialty applications. With headquarters in Indianapolis, Indiana, Allison Transmission has regional offices all over the world and manufacturing facilities in Indianapolis, IN, USA, Chennai, India, and Szentgotthárd, Hungary.

For nearly 100 years, Allison Transmission has continuously discovered new ways to make work easier and more efficient. They continue to design and build fully automatic transmissions that deliver premium performance with unrivaled reliability and durability. Allison is the world’s largest manufacturer of fully automatic transmissions and hybrid propulsion systems for commercial-duty vehicles.

Company History

1915
James A. Allison establishes the Speedway Team Company to support his Indianapolis 500 racing activities. From the very beginning, quality and workmanship are the foundation of the company’s business philosophy; and this quote by Jim Allison hung on a sign in the shop: “Whatever leaves this shop over my name must be of the finest work possible.” James Allison is also one of the four founders of the Indianapolis Motor Speedway, which opened in 1909.

1917
One day after World War I is declared, James A. Allison instructs his Speedway Team Company to cease all activities associated with race cars. He informs the media that the Indianapolis 500 will be cancelled until the war ends. Shortly thereafter, the Speedway Team Company applies its automotive engineering expertise toward the United States’ war effort.

Mr. Allison commits his shop’s resources to support the U.S. war effort and undertakes a series of design modifications to existing military equipment. As part of those early developments, the Speedway Team Company focuses on high-speed crawler-type tractors for hauling artillery and battlefield equipment, Whippet tank components, tank tracks, production superchargers and reduction gearboxes.

1920
The Speedway Team Company changes its name to the Allison Engineering Company. By this time, Allison’s reputation for quality is firmly established and the company receives recognition from the U.S. Bureau of Aircraft Production for its Liberty aircraft engines.

Soon after the end of World War I, Allison Engineering is producing precision reduction-gear assemblies for the nation’s Liberty aircraft engines, “V-drive marine gears,” that allow a level-mounted engine to drive a yacht angled prop shaft, four-cylinder generator sets, and 12-cylinder marine engines which produces 425 hp.

1926
Allison General Manager and Chief Engineer Norman H. Gilman develops steel-backed bronze bearings that extend the service life of aircraft engines for the U.S. military. Soon, Allison will supply steel-backed bearing to aircraft engine manufacturers worldwide including Pratt & Whitney, Rolls-Royce and others. The most celebrated airplane to incorporate Allison’s steel-backed bearings is Charles Lindbergh’s Spirit of St. Louis. And in May 1927, Lindbergh’s successful airplane voyage across the Atlantic changes the way air transportation is viewed.

1927
At the request of the U.S. Navy, work begins on a 6-cylinder, in-line diesel engine with intake ports on the bottom, four exhaust values and a Roots-type blower. The agreed upon power range is 900 hp. The development of this diesel engine will provide Allison’s engineers with the power plant experience which will serve them well in the future. Today, diesel engine manufacturers worldwide continue to incorporate Allison transmissions into their drivetrains.

1928
At the age of 55, Jim Allison suddenly dies of bronchial pneumonia and is buried in Crown Hill Cemetery in Indianapolis. Allison Engineering Company is put up for sale with this stipulation: “Offers would only be considered from buyers intending to maintain its assets and operations in Indianapolis for a period of at least 10 years.” Through the present, Allison Transmission’s headquarters and primary manufacturing base remain in Indianapolis.

1929
General Motors purchases Allison Engineering Company for $400,000, from the Fisher Brothers, and names Norman Gilman president and general manager. Gilman believes the company should develop a primary product and directs his team to design a 1,000 hp liquid-cooled aircraft engine. Skeptics don’t believe any company is capable of completing this task. However, time will prove them wrong.

1931
The U.S. Navy signs a contract with Allison to design and develop a fully reversible diesel engine in the 650 hp class to power its zeppelins. After several years, the engines Allison designed pass preliminary installation and flight tests. They are literally being prepared for shipment to the Navy when the U.S. Navy zeppelin Macon breaks up, due to structural airframe failures, and crashes off the California coast. Shortly thereafter, the Navy abandons lighter-than-air operations. However, Allison’s diesel work is not to be lost. General Motors, which have yet to venture into diesel engines, will pick up where Allison engineers leave off, and incorporates many of the engineers’ design ideas into other GM products.

1937
Allison’s V1710 12-cylinder liquid-cooled aircraft engine passes its 150-hour acceptance trails, making it the first 1,000 hp American engine to accomplish this task. The Allison V1710 goes on to power many of the U.S. Army Air Corps’ most famous fighters, including the North American P-51 Mustang, the Lockheed P-38 Lightning, the Curtis P-40 Warhawk (utilized by Chennault’s Flying Tigers), the Bell P-39 Aircobra, and a host of others. These are the  aircraft engines that were later marinized to powered many of the “Thunderboats” in the 1950s & 60s.

1939
Building engines and service parts is only a portion of the job. The complex products shipped from Allison plants also have to be properly operated, serviced and maintained. Training pilots, engineers, mechanics and other support personnel require Allison to develop Customer Support channels for both military and commercial operators.

1941
War breaks out in Europe. Allison’s V1710s, V3420s and their variants are called upon to support the U.S. Army Air Corp and the nation’s allied air forces.

1946
Allison begins production of a marine gear reduction system for Detroit Diesel and enters the commercial transmission field. The first fully automatic transmissions for off-highway operations also are introduced; they support road reconstruction, bridge building and other activities related to the Marshal Plan and rebuilding.

In mid-1940, Allison’s reputation for leading transportation technology continues with the design, development and manufacture of the company’s first generation military tank transmission, the CD-850. It is incorporated into the famous M46 Patton battle tank and other military tracked vehicles.

1947
First Allison “V” (angle drive) transmission is shipped to GM Truck and Coach Division. GM buses equipped with Allison transmissions will transport millions of passengers throughout North America for more than 30 years. GM New Look buses continue to operate with the “V” transmission in parts of North America through the late 1980s. The last “V” transmission is built in 1976.

1970
Merger with Detroit Diesel Engine forms the Detroit Diesel Allison Division, with headquarters in Detroit.

1987
Robert M. Clark Jr. held the position of Indianapolis Operations and General Manager for the Detroit Diesel Allison Division (DDA) from 1980 to 1983. In 1987, General Motors decides Allison would return to full divisional status and the organization separates from DDA. Roger B. Smith, GM board chairman, mandates that Allison Transmission Division’s new general manager will have both transmission experience and previously served as a General Motors general manager. Robert M. Clark Jr. not only met this important criteria but he had established an outstanding record of leadership during his first tour at Allison. Mr. Clark accepts the position of General Manager of Allison Transmission Division in December 1987.

1994
John Smith becomes General Manager of Allison Transmission in 1994 following Bob Clark’s retirement. Mr. Smith is instrumental in developing new business strategies for each of the company’s major market segments; these new business strategies benefit Allison for years to come. Allison’s entire manufacturing philosophy is also revamped under his leadership which results in manufacturing overhead cost reductions, quality improvements and increased product assembly efficiencies. During this time, Allison also embarks on what was to become the forerunner for the GM Allison hybrid bus/truck program. A scaled-down version of the EP40/50 transmission is incorporated in Chevrolet, Cadillac and GMC products.

2003
Allison Transmission is converged with the GM Powertrain Division. GM Powertrain designs, engineers and manufactures engines, transmissions, castings and components for GM vehicles and other automotive, marine and industrial OEMs.

2007
The Carlyle Group and Onex Corporation acquire Allison Transmission from GM for $5.6 billion.

More from Allison Transmission.

Contact Information

Allison Transmission Inc.
1 Allison Way
Indianapolis, IN 46222-3271, USA

Telephone: +1 (317) 242-5000

Website: www.allisontransmission.com

From Allison Transmission.

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Marine Transmission Models M & MH
All provide F-N-R & Reduction as noted

Allison Marine M and MH Transmissions Parts & Service

Being one of the most popular boat transmissions ever built, the Allison Marine M and MH models still provide boaters all around the world with dependability and performance.

Common Questions
What is the difference between an Allison Marine M versus Allison Marine MH transmission?
Both are built for marine use, and are very similar. The main difference is that the MH transmission if built for more heavy-duty applications and are generally larger in size.

What type of oil does this transmission take?
This transmission will usually use a lubricating oil of SAE 40. For cooler conditions, below 32 degrees Fahrenheit, SAE 30 may be used.

Allison Marine M General Information

• This transmission uses 6 quarts of lubricating oil.
• The maximum horsepower is between 375 and 540 horsepower, measured at the shaft.
• This model weights about 350 pounds.

Allison Marine MH General Information

• This transmission uses between 6 to 6.5 quarts of oil. The deep profile uses the higher amount.
• This model weights about 480 pounds.
• The maximum shaft horsepower is 230 at 1800 RPM (For MH 25, 30, 37, 45), 460 at 2100 RPM (for MH 15, 20 and 25 crew boats) and between 600 to 720 at 2300 RPM for the other models.

Overhaul an Allison Marine M Transmission

The overhaul kits are a very valuable addition to our Allison marine parts, and they come complete, ready to get your transmission back to running like new. In order to overhaul the unit, follow these general guidelines. As always, be sure to consult with an experienced mechanic if you need more advanced help.

During the overhaul, discard any gaskets and replace with new ones. If any washers, rings or similar are warped or damaged, be sure to replace them as well. Also, be advised that some seals should not be burned due to the risk of toxic gasses being released. In general, be sure to maintain a clean area, and due to the small amount of clearance between parts, be sure to handle all interior parts carefully so they are not bent or nicked. If you need to clean the interior of the unit, be sure to use mineral spirits. Compressed air can be used to dry, but be sure it is not used on the bearings. Check bores and passages for obstruction. Check mounting faces for scratches and foreign matter. Remove with a crocus cloth.

Step 1 : Secure a sling that can hold one-quarter of a ton, roughly 500 lbs. Bolts can be removed from the bearing retainer to attach a sling to it.

Step 2 : Remove the oil gauge rod, if attached This will be on the lower right side when facing the nameplate.

Step 3 : Remove the breather located directly in front of the name plate.

Step 4 : If there is a selector valve, take out the four screws that hold it in place and remove the entire assembly.

Step 5 : When looking at the gears, remove the input shaft snap ring, which is at the center of the shaft.

Step 6 : The smallest gear, the reverse sun gear, can be removed along with the nearest washers, which include the internal-splined washer and two brass thrust washers.

Step 7 : The reverse planetary assembly can then be removed, along with the washer behind it. This is a slightly larger gear, which fits around the smaller sun gear.

Step 8 : Locate the three split pins and gently drive them in with a hammer until they are flush with the backplate. These pins will be located at the top, bottom left and bottom right side of the plate.

Step 9 : If you have the compressor tool, use it here. Otherwise, compress the backplate to relieve the pressure on the snap ring (the ring that goes along the outside of the backplate.)

Step 10 : Install lifting bolts into the reverse back plate. As it is removed, sixteen springs and three lock pins will fall free. Remove these, along with the three split pins.

Step 11 : After the reverse clutch plate and ring assembly are removed, the reverse piston (the larger gear located behind them) can be removed in the same way, such as using lifting bolts.

Step 12 : Remove the seal ring and expander from the piston and housing.

Step 13 : Put the transmission on wooden blocks so that the front facing down. (See MH section below for differences between the MH and the M transmission.)

Step 14 : Remove the twelve bolts and lockwashers from the oil pan to remove it, along with its gasket.

Step 15 : Remove the three bots and lock washer on the oil baffle, a cylindrical piece located in the front spanner unit.

Step 16 : Remove the cotter pin from the output flange nut, which is the pin in the center of the front.

Step 18 : Use chains, or something similar, to make sure the parts of the transmission do not rotate.

Step 19 : With the motion of the transmission secured, use a spanner wrench to remove the output flange nut.

Step 20 : Remove the output flange, a plate with 6 holes in it on the top of the unit.

Step 21 : Use an impact wrench to loosen the stalking on the front spanner nut. Even if it does not loosen, go ahead and remove the ten bolts and lock washers from the bearing retainer.

Step 22: Attempt to remove the front spanner nut. This can be done with a wrench and torque multiplier. If it is too difficult, this piece can be removed with a rotary file, but be sure to not harm the output shaft, and to clean up all filed materials.

Step 23 : Reinstall the flange and output nut. Install threaded rods and jam nuts. Hold the nuts and turn the jam nuts to raise the shaft, and loosen the front spanner nut. Turn them a little further to remove the front spacer nut.

Step 24 : Remove the reduction gear from the housing, followed by the inner race, rollers and outer race. The shims can also be removed.

Step 25: Finish removing the pinion gear and bearings (as an assembly) as well as any shims and spacers. Finally, remove the input shaft.

Allison Marine MH Overhaul

Listed here is the information for taking apart an Allison MH transmission to perform overhaul work. For the MH, follow steps 1-13 on the M section, because it is very similar. The rest of the process is outlined here:

Step 14 : Once the transmission is on its side, remove the twelve bolts and lock washers from the oil pan to remove it.

Step 15 : Locate the oil baffle and remove the three bolts holding it in place.

Step 16 : Use the oil port in the front of the housing to access the front spanner nut, and destake it by using a hammer to gently tap it.

Step 18 : Use a spanner wrench to prevent the front spanner nut from moving. Use a torque multiplier and spanner wrench to force the output shaft out.

Step 19: Next de-stake the rear output nut, by placing a shop towel or something similar in the gear teeth to prevent rotation.

Step 20 : Remove the 9 bolts and washers from the rear bearing retainer. Use jacking bolts to remove the bearing retainer.

Step 21 : Remove the input shaft assembly.

Step 22 : Remove the six bolts and washers from the lower bearing retainer, and remove them, with the gasket.

Step 23 : Place the output flange and nut back on the unit. Use wood blocks to protect the reduction gear. Install all thread rods with nuts, and use them to raise the output flange. Remove the front roller bearing.

Bearing Maintenance and Repair
The bearings are an integral part of the Allison transmission. Here are some key points to ensure that they last with extended use.
• Bearings should be washed in mineral spirits when possible. If they are filled with hardened grease, soak them in mineral spirits.
• Look for signs that the bearings need to be replaced. These include scored, scratched or otherwise damaged rollers or balls.
• Check for any stray metal particles. If you see any in the bearings, be sure to clean them thoroughly.
• When you get new bearings, keep them in the wrapper as long as possible. If you have to place them down, do so on a piece of paper that is free of lint, instead of on a work bench.
• When installing a bearing on a shaft, heat it to 200 degree Fahrenheit to expand for installation, by using a hotplate or an oil bath. This process should take less than 45 minutes.

Hydraulic Pump System
Of all of our Allison marine parts, one of the most popular is the hydraulic pump. This pump performs an essential function, keeping the transmission running smoothly. Here is an overview of the operation, to help with diagnosing trouble.
At the bottom of most Allison marine transmissions is the sump, where oil collects. This is then pulled up through the oil strainer, before it reaches the pump. It is then pushed through the filter, and then the cooler. The selector valve body at the top of the transmission then pushes it through to lubricate the plates, through an orifice at the top. The selector manages the flow of oil based on whether the unit is forward, reverse, or neutral. There is an orifice at the top of the transmission where the oil is dispersed into the unit. If you suspect that the oil is not circulating properly, as shown by low oil pressure, then check the oil cooler, suction line, flange and pump lines.

Here are some other details about the Allison hydraulic pump system:
• The type is positive displacement, gear pump
• Oil pressure should be 130 PSI minimum in forward gear at 1800 RPM. In reverse, fuel pressure should be at least 110 PSI at 1500 RPM.
• The oil is contained in the flywheel sump for M10 models and the oil pan for other models.
• Always check oil after the engine has been running for a few minutes, and when the transmission is around 180 to 200 degree Fahrenheit. Please note that if the power pack is at an angle, the full mark will actually be above that designated on the dipstick. Be sure to measure when it is full and mark the correct location on the dipstick.
• Low oil levels (below 6 quarts, or 6.5 quarts for deep profile models) can lead to aeration, as well as having too much oil in the sump.
• Aerated oil can have a thin, milky appearance. If the oil has been aerated, it can cause the transmission to overheat or operate irregularly.
• If the water temperature is below 50 degrees Fahrenheit (with SAE 40 oil) or below 32 degrees Fahrenheit (with SAE 30 or SAE 15W-40) then run the engine with the transmission in neutral for at least 20 minutes, or use heating equipment to reach a safe operating temperature.
• If oil pressure is low when the selector is in the forward position, check the forward piston seal rings to see if they need to be replaced. Be sure to also check the flywheel, in case there are loose or missing oil passage plugs. Check the emergency engagement bolts as well for any signs of oil leaks.

More from DieselPro.com — M Parts — MH Parts.

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Parts catalogs.
Registration Number / Date: TX0002834856 / 1990-05-29
Date of Publication: April 10, 1990
Allison Transmission marine models–M10, M11, M15, M17, M20, MH15, MH20, MH25, MH30, MH37, MH45 Parts catalog
Read more: http://www.copyrightencyclopedia.com/allison-transmission-marine-models-m10-m11-m15-m17-m20-mh15/

Allison Marine Transmission Service Manual Mh 15 AAPDF01358544

Allison Marine Transmission Service Manual M20 AAPDF01324068

Allison Marine transmission service manual for M and MH models.

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00 – HOME: CONTENTS, ABOUT EAB: Contact EAB, Abbreviations & Symbols, FAQ, GLOSSARY, ADs,+.
01 – ABOUT BOATS w/Museum Directory: Early History, Recent History, Modern Vessel Types,+.
02 – BOAT BUILDING, OUTFITTING, REFITTING & REPAIR: Materials, Equipment, Builders,+.
03 – BOAT MARKETING: Boat Shows, Dealers & Brokers, Importing & Exporting, Auctions & Sales,+.
04 – BOAT INSPECTION: Types of Marine Surveys, Marine Surveyors, Schools, DIY Inspections,+.
05 – BOAT TITLES & VESSEL REGISTRY: Boat Title & Registration, Vessel Registry, Title Co's,+.
06 – BOAT FINANCING: Conventional (Banks, Credit Unions,+), Unconventional (Creative),+.
07 – BOAT INSURANCE: Maritime & Recreational: Coverage, Carriers, Agents,+., Claim Processing,+.
08 – BOAT TRANSPORT: By Sea (Piggyback, Delivery Skippers & Crews, & Towing), Over-Land,+.
09 – BOAT HAULING & LAUNCHING: Drydocks, Ways, Lifts, Cranes & Hoists, Launch Ramps,+.
10 – BOAT MOORAGE & STORAGE: Builders, Anchorages, Marinas, Yards, Racks & Stacks,+.
11 – BOATING ORGANIZATIONS: Yacht Clubs & Sailing Clubs, Paddling Clubs, Boat Owners,+.
12 – BOATING & TRAVEL: Events, Destinations, Boat Rentals & Charters, Cruises, Voyages,+.
13 – BOATING & MARITIME EDUCATION: Recreational Seamanship, Ship's Master & Crew,+.
14 – MARINE LAWS & REGULATIONS: International & National Laws‚ Lawyers‚ Investigators‚+.
15 – DO-IT-YOURSELF: DIY Boat Building & Repair, DIY Boat Sales, DIY Boat Surveys, DIY Classes,+.
16 – MEDIA w/Creator Directory + Academy eLibrary: pDocs, Books, Magazines, Videos, Websites,+.

The above MAIN TOPICS and a more detailed listing of Subtopics can
be found on the Website Contents page and on the Right Sidebar.

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What we have accomplished so far.
Anchors Aweigh Academy and its EverythingAboutBoats.org website.

• Published over 50,000 website pages about boats and boating, bringing us closer to reaching our goal of becoming "The ultimate reference resource about boats and ships for everyone from the beginning recreational boater to the seasoned professional mariner!"
• Published over 300 website main topic webpages, many with full articles on the topic. See our Website Contents or the Right Sidebar for the listing of the main topic pages.
• Published over 9,000 marine vendor webpages, all with their contact information, most with a description of their products and services, many with product documentation, specifications and independent reviews. (incl.: Boat designers, boat building tools, material and equipment manufacturers and suppliers, boat builders and dealers, yacht brokers, marine surveyors, boat insurers, boat transporters, skippers and crews, boatyards and marinas, yacht clubs, boat rentals and yacht charters, boating, seamanship and maritime schools, marine law attorneys and expert witnesses, boat refitters and repairers, book authors, magazine publishers, video producers, and website creators)
• Acquired over 120,000 pages of product documentation including Catalogs, Brochures, SpecSheets, Pictures, Serial Number Guides, Installation Manuals, OpManuals, Parts Catalogs, Parts Bulletins, Shop Manuals, Wiring Diagrams, Service Bulletins, and Recalls. And have made all viewable to Academy Members through our EAB website eLibrary.
• Acquired over 1,200 books and magazine back issues in our academy library and so far have made over 700 viewable to Academy Members through our EAB website eLibrary.
• Published over 500 DIY How-To articles about boat design, construction, inspection, operation, maintenance, troubleshooting and repair. We are working hard to do more.

We are currently formatting and polishing the Anchors Aweigh Academy online and hands-on courses. Our Marine Surveying course has proven to be excellent for both the beginner and the seasoned surveyor, and especially helpful to the Do-It-Yourselfer.

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Current Academy Members must SIGN IN to gain FULL access to this
website including expanded pages and valuable Academy programs
like our Academy eLibrary and our Ask-An-Expert Program!
If your membership has expired, CLICK HERE to Renew.

IF YOU ARE NOT YET AN ANCHORS AWEIGH ACADEMY MEMBER,
CLICK HERE to discover how you can become a Member and gain FULL access to
thousands of expanded pages and articles, and dozens of excellent programs
WITH JUST A SMALL DONATION!

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Comments for Public Viewing

Submit any comments for public viewing via email To: Comments♣EverthingAboutBoats.org (Replace "♣" with "@")
Please remember to put this webpage's title in the subject line of your email.
All comments are moderated before they appear on this page. See Comment Rules.

General Comments About the Website

FROM Donald: "This is an awesome website. I found the information that I needed right away from one of the over 20,000 free articles that you provide as a public service. I'm surprised that so much if this site is free. But I still signed up so I could access the thousands of expanded pages, interesting articles, and dozens of valuable programs! The member's library of books, magazines and videos that I can view online is really terrific! I understand that you and your staff are all unpaid volunteers. Please keep up the good work. And I commend you for your plans to add another 10,000 free informative articles over the next year. I'm thrilled to support you in this endeavor with my small membership donation. Thanks again for all your hard work."

FROM Huey: "I agree with my Uncle, I too have found the articles to be very enlightening. They say that it will take about 100,000 articles to cover the full scope that they have envisioned for the website. They have over 20,000 articles so far and that's doing pretty well, but it could take several years to get the rest. I also noticed that many of the Main Topic Pages and some of the article pages are still in the rough draft stage. I guess that they will fill in as they can get volunteers to work on them. But what I can't figure out is why anyone would spend the time writing informative in depth articles just to give away free to this website for publication? What's in it for them?"

FROM Dewey: "Well Huey, to me It looks like most of the articles on this website are written by very informed people, like boating instructors, boat designers, boat builders, riggers, electricians, fitters, marine repair technicians and marine surveyors. Writing such articles helps establish them as knowledgeable professionals. After all, this website was originally created by a school for marine technicians and marine surveyors. The website is growing in content every day. They even had to move to a bigger, more powerful server because the website's traffic has been growing exponentially."

FROM Louie: "I agree with everyone above. This site is quickly becoming the ultimate reference resource about every aspect of boats and ships for everyone from the beginning recreational boater to the seasoned professional mariner. I use the topic pages on the right sidebar to browse around the website. It's like a Junior Woodchucks' Guidebook for Boaters. Their Members' Library of over 300 popular and obscure books and over 200 magazine back issues that can be viewed online is fabulous. The Academy's magazine is especially informative. On top of that, there is the "Ask-An-Expert program for members where you can get an expert's answer to any of your boat questions. And a whole years membership is only $25. What a deal! I really love being part of this "Everything About Boats" community and help provide thousands of helpful articles free to the public. I think that I'll sit down right now and write an article about my experiences boating with my uncle."

FROM Scrooge: "You rave about this website like it was the best thing since sliced bread. Well, I think it stinks. Sure, it has a lot of good information for boaters, and they're adding more every day, but it will probably never be finished. Furthermore, I don't even own a boat. And I wouldn't have a boat even if someone gave me one. Boats are a waste of money and time and energy and money! They're just a hole in the water you pour money into. If you gave me a boat, I'd sell it quicker then you could say Baggywrinkle. Then I'd lock up the cash with all my other money so I could keep my eye on it and count it every day. Bah humbug."

FROM Daisy: "I'm just so glad that Donald got the boat so we and the boys could enjoy boating — together. And of course all of the girls, April, May, and June, love to be on the water too, especially when that is where the boys are. Oh poor Scrooge, boating is more fun then you could possibly imagine."

FROM Scrooge: "After seeing how much fun you all have on the water together, I regret that I didn't have that much fun when I was young. I've had a change of heart, and I'm giving each of you a Lifetime Academy Membership."

FROM Editor: "For those of you that have stayed with us this far, many thanks, and we hope that you found this little narrative informative. Your faithful support inspires us to keep working on this phenomenal website. We know that we have a lot more to do. Ultimately, we hope that we can help you enjoy the wonder filled world of boating as much as we do. We are all waiting to see what you have to say about this webpage article. Submit any comments via email To: Comments♣EverythingAboutBoats.org (Replace "♣" with "@"). Be sure to include this page's title in the subject line. Also, your corrections, updates, additions and suggestions are welcomed. Please submit them via email To: Editor♣EverythingAboutBoats.org (Replace "♣" with "@"). It has been truly amazing to see what we have been able to accomplished when we've worked together. Thanks to all those that have donated their valuable time and energy, and a special THANK YOU to all that have supported this cause with their membership donations."

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