Similar to the -E1A4 but with a different turbosupercharger with cast bracket, cast transition and a separate wastegate. ;TIO-541-E1D4 :Six-cylinder, turbocharged, fuel-injected, engine, dry weight , AiResearch T-1879 turbosupercharger, certified 21 October 1969. Similar to the -E1B4 but with a different turbosupercharger with cast bracket, cast transition and a separate wastegate.
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Turbosupercharger: AiResearch TA04. Same as the TO-360-E1A6D But with counter-clockwise (reverse) rotation.
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Incorporates cabin pressurization venturi. ;TIO-541-E1B4 :Six-cylinder, turbocharged, fuel-injected, engine, dry weight , AiResearch T-1823 turbosupercharger, certified 16 December 1966. Similar to the -E1A4 but without the cabin pressurization venturi. ;TIO-541-E1C4 :Six-cylinder, turbocharged, fuel-injected, engine, dry weight , AiResearch T-1879 turbosupercharger, certified 21 October 1969.
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Turbosupercharger: Rotomaster 3BT1EE10J2. Same as the T0-360-C1A6D except for a Bendix RSA-5AD1 fuel injector instead of Marvel-Schebler HA-6 carburetor.
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Provisions for a reverse-pitch propeller control. ;TIGO-541-D1A :Six-cylinder, turbocharged, fuel-injected, geared, engine, dry weight , AiResearch T-18A21 turbosupercharger, certified 26 June 1969. Similar to the -C1A but with a higher power rating and a different turbocharger with provisions for cabin bleed air. ;TIGO-541-D1B :Six-cylinder, turbocharged, fuel-injected, geared, engine, dry weight , AiResearch T-18A51 turbosupercharger, certified 3 December 1976.
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Turbosupercharger: Rajay 301E10-2. Base model, a four-cylinder air-cooled, horizontally opposed, direct drive, carbureted, turbocharged engine with oil jets internal piston cooling. ;TO-360-C1A6D : at 2575 rpm, Minimum fuel grade 100 or 100LL avgas, compression ratio 7.30:1. Turbosupercharger: Rajay 301E10-2. Same as the TO-360-A1A6D but with the power output increased, lower compression ratio and carburetor located after the turbocharger instead of before the turbocharger. ;TO-360-E1A6D : at 2575 rpm, Minimum fuel grade 100 or 100LL avgas, compression ratio 8.00:1. Turbosupercharger: AiResearch TA04. Same as the 0-360-E1A6D but with an AiResearch TA402 turbocharger, 8.0:1 compression ratio pistons, piston cooling oil jets and a high pressure fuel pump. ;TO-360-F1A6D : at 2575 rpm, Minimum fuel grade 100 or 100LL avgas, compression ratio 7.30:1. Turbosupercharger: Rajay 301E10-2. Same as the TO-360-C1A6D but with rear type mounting (long type 1.12 inch conical mount).
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Similar to the -D1A but with an integral wastegate turbocharger and a revised exhaust system and with low drag cylinders. ;TIGO-541-E1A :Six-cylinder, turbocharged, fuel-injected, geared, engine, dry weight , AiResearch T-18A21 turbosupercharger, certified 26 June 1969. Similar to the -D1A but with a lower power rating, different turbocharger spring rate and a variable absolute pressure controller. ;TIGO-541-G1AD :Six-cylinder, turbocharged, fuel-injected, geared, engine, dry weight , AiResearch T-18A21 turbosupercharger, certified 1 May 1975.
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50-cal MG. 500 ordered; cancelled before any built.Norton 2008, p. 83. ;XP-60B :Curtiss Model 95B; V-1710-75 engine with SU-504-2 turbosupercharger; armament: six .50-cal MG. One built, modified to XP-60E.
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Common usage restricts the term supercharger to mechanically driven units; when power is instead provided by a turbine powered by exhaust gas, a supercharger is known as a turbocharger or just a turbo - or in the past a turbosupercharger.
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In 1903 after graduation, Moss became an engineer for General Electric's Steam Turbine Department in Lynn, Massachusetts.Leyes, p.231-232. At GE he worked with Elihu Thomson, Edwin W. Rice, and Charles Steinmetz. While there, he applied some of his concepts in the development of the turbosupercharger.
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Norton 2008, p. 81. ;XP-60A :Curtiss Model 95A; Allison V-1710-75 engine with B-14 turbosupercharger; armament: six .50-cal MG. One built. ;P-60A :Planned production version of XP-60; 1900 ordered, all cancelled. ;YP-60A-1 :Pre-production version of P-60A-1 with single prop.
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For example, one was used for turbosupercharger development by General Electric at Schenectady, New York. After World War II, many examples were used as executive transports, with appropriate internal modifications, and as a result a large number have survived. With its wartime experience with the type, GE bought and used five of them. Howard Hughes (among others) used converted B-23s as personal aircraft.
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Same as the A1A except that it has a straight tubular casting in the induction system and no pressure differential door on 14° down fuel injector adapter. ;TIO-360-A3B6 : at 2575 rpm, Minimum fuel grade 100 or 100LL avgas, compression ratio 7.30:1. Turbosupercharger: AiResearch T04. Same as the A1B but with one 6.3 order and one 8th order counterweights and a pressurized ignition system for high altitude operation. ;TIO-360-C1A6D : at 2575 rpm, Minimum fuel grade 100 or 100LL avgas, compression ratio 7.30:1.
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The first observation of cellular structures resulting from the freezing of water goes back over a century, but the first reported instance of freeze- casting, in the modern sense, was in 1954 when Maxwell et al. attempted to fabricate turbosupercharger blades out of refractory powders. They froze extremely thick slips of titanium carbide, producing near-net-shape castings that were easy to sinter and machine. The goal of this work, however, was to make dense ceramics. It was not until 2001, when Fukasawa et al.
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The plane was sold in September, 1956 to Compania Mexicana Aerofoto S. A. of Mexico City and assigned the Mexican registration XB-FUJ. In Mexico, the Reporter was used for aerial survey work, the very role for which it was originally designed. It was bought by Aero Enterprises Inc. of Willets, California and returned to the US in January 1964 carrying the civilian registration number N9768Z. The fuselage tank and turbosupercharger intercoolers were removed; and the plane was fitted with a 1,600 gal (6,056 l) chemical tank for fire-fighting.
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The resulting altimeter readings are known as flight levels. Piston engine aircraft with constant-speed propellers also use inches of mercury to measure manifold pressure, which is indicative of engine power produced in engines equipped with a supercharger or turbosupercharger (naturally aspirated engines measure manifold vacuum instead). In automobile racing, particularly United States Auto Club and Champ Car Indy car racing, inches of mercury was the unit used to measure turbocharger inlet pressure. However, the inch of mercury is still used today in car performance modification to measure the amount of vacuum or pressure within the engine's intake manifold.
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Durand witnessed a static test of the engine in Lynn, Massachusetts on July 13, 1942 alongside Sanford A. Moss, the engineer Durand had requested from General Electric for the development of turbosuperchargers during World War I. Moss had retired from GE but worked as a consultant on the jet engine. Durand and Moss spoke to each other of the early development of the turbosupercharger as the manager of the facility recorded their conversation. On October 2, 1941 Durand witnessed the first official flight of the J31 equipped Bell P-59 Airacomet at Muroc Army Air Field (today, Edwards Air Force Base).
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Further development of the engine and the aircraft was delayed by a series of changes in the planned turbosuperchargers, as the originally specified GE Type CM-2 two-stage turbosupercharger became unavailable due to demands on GE's production of its other turbosuperchargers. Other turbosuperchargers were considered, but the end result was that the first flights of the B-39 had to be made without any turbosuperchargers at all. In addition, in early 1944, due to a sudden realization from the U.S. Army Air Forces that it required a long range air superiority fighter, Fisher was directed to focus on its other major project, the P-75 Eagle. In June 1944, Fisher received a contract for 2,500 P-75s.
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This unit primarily produced the Bell P-39 Airacobra and P-63 Kingcobra. Bell enjoyed much success the following year with the development of the single engine P-39 Airacobra, of which 9,588 were built. Putting their previous experience with Allison engines to good use, the P-39 placed the engine in the center of the aircraft, with the propeller driven by a long shaft through which a 37mm cannon was also mounted, firing through the propeller's spinner. Due to persistent development and production problems, the original turbosupercharger was deleted from production models, instead using a single-stage, single-speed supercharger, as was standard on all other Allison-powered products, with the exception of the P-38.
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In the United States, the Rolls-Royce Merlin engine was produced under license by Packard Motor Car Company, which was used in the P-51 Mustang fighter. This engine was also incorporated into some models of the Curtiss P-40, specifically the P-40F and P-40L. Packard Merlins powered Canadian-built Hurricane, Lancaster, and Mosquito aircraft, as well as the UK-built Spitfire Mark XVI, which was otherwise the same as the Mark IX with its British-built Merlin. The Allison V-1710 was the liquid-cooled V12 engine designed in the United States that was used on active service during World War II. It was initially used in the P-38 Lightning, but the turbosupercharger system required bulky ductwork and had poor high-altitude performance.
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In order to use a turbine in the tank role, the design would need to use an advanced transmission and clutch that allowed the engine to run at a limited range of speeds, or alternately use some other method to extract power. At first the Army was uninterested, and Müller turned to the design of an advanced turbosupercharger for BMW (it is unclear if this design saw use). When this work was completed in January 1944 he once again turned to the traction engine designs, and eventually met with the Heereswaffenamt in June 1944 to present a number of proposed designs for a 1,000-horsepower unit. Given the extreme problems Germany had with fuel supplies late in the war, use of low-grade fuels, no matter how much of it was needed and used, was actually seen as a major advantage, and the primary reason the Heereswaffenamt eventually became interested in the design.
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