The Engineering Division TW-1 was an American two-seat training biplane designed by the United States Army Engineering Division , only two were built and the type did not enter production.
8-539: Two prototypes of the TW-1 were built powered by a 230 hp (172 kW) Liberty 6 . The second aircraft was tested at McCook Field , (given the McCook designation P-200) and subsequently modified with a 350 hp (261 kW) Packard 1A-1237 engine but no others were built. Data from aerofiles.com General characteristics The Engineering Division TW-1's establishment on August 31, 1918, took place during
16-678: A six-cylinder water-cooled inline aircraft engine developed in the United States during World War I . The Liberty L-6, which developed 200–215 hp, was built by the Thomas-Morse Aircraft Corp . and Wright Aeronautical Corp . Since it was based on the same engine design as the more successful Liberty L-12 V-12 liquid-cooled aviation engine, the L-6's resemblance to the Mercedes D.III German aviation engine,
24-502: A transformative period in military aviation . This division, initially part of McCook Field in Dayton, Ohio, played a pivotal role in the U.S. Army Air Service 's development efforts during and after World War I . It focused on engineering advancements, including creating American versions of foreign aircraft, reverse engineering , and aeronautical research, which were critical for advancing military aviation capabilities. McCook Field
32-837: The L-6 was too large for mail airplanes and other engines were available, the L-6 was canceled after only 52 had been built. In 1920 10 more L-6 engines were ordered, designated L-825, several of which were installed in the Curtiss PN-1 , (only two built), and the Engineering Division TW-1 , (only six built). Hall-Scott also produced a six-cylinder engine using Liberty L-12 components, as the Hall-Scott L-6 . Data from U.S. Army Air Service Information Circular – Performance Test of Fokker D-VII with Liberty Six Engine Comparable engines Related lists This article incorporates text from Liberty L-6 ,
40-400: The U.S. military aviation framework. These advancements reflected the division's mission to modernize the U.S. air fleet during a period when aviation technology and strategies were rapidly evolving. This work helped establish the foundations for subsequent military aviation commands and technological superiority in later decades. Related lists Liberty L-6 The Liberty L-6 was
48-547: The late-war German Mercedes D.IIIaü's 903 cubic inches (14.8 liters) do not seem to have handicapped the American straight-six design, however, as the "Liberty Six" possessed a 5.42:1 CR , while the D.IIIaü had only a 4.64:1 CR, explaining a good bit of the American powerplant's output level—in addition to the 735.5 watt level for German Pferdestärke metric horsepower, versus the then solely-American-based SAE organization's standard of almost 746 watts per one horsepower. Since
56-633: The source for the Liberty V-12's own cylinder and valvetrain design, resulted in the American L-6 engine design bearing a close visual resemblance to the German straight-six aviation powerplant in a number of respects, with at least one L-6 even being mounted postwar into a captured Fokker D.VII fighter for testing in the US. The Liberty L-6's smaller displacement of some 825 cu. in. (13.5 liters) versus
64-502: Was an experimental engineering hub where innovations such as static aircraft tests and safety equipment design occurred. Captured foreign aircraft underwent thorough analysis here, contributing to aircraft like the TW-1. The division underwent several reorganizations, ultimately becoming part of the Air Corps Materiel Division by 1926, where it retained responsibilities for research, development, and logistics within
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