Today's Message Index:
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1. 08:44 AM - Housai engine overhaul update - Very successful extended test of our first Housai overhaul (Richard Goode)
2. 10:55 AM - Re: Housai engine overhaul update - Very successful extended test of our first Housai overhaul (Anthony Savarese)
3. 11:34 AM - Re: Housai engine overhaul update - Very successful extended test of our first Housai overhaul (Mark Bitterlich)
4. 12:48 PM - Re: Nanchang MAUW (woodja51)
5. 01:44 PM - Re: Nanchang MAUW (Ttail)
6. 01:47 PM - Re: Housai engine overhaul update - Very successful extended test of our first Housai overhaul (RICHARD HESS)
Message 1
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| Subject: | Housai engine overhaul update - Very successful extended test |
of our first Housai overhaul
Very successful extended test of our first Housai overhaul!
And dynamometer tested at 354 hp!
We have spent much longer than we would normally to totally overhaul our
first HS-6 engine, although it is almost identical to the AI 14 engine
which we have been overhauling for 60 years. But we had dismantled AI 14
and HS-6 side-by-side to establish the few areas of difference, and also
importantly, which we know will be necessary for military customers for
this engine, we needed to have a full and detailed overhaul manual. We
were able to obtain a slightly abbreviated manual from China, which of
course needed translating, and then combined that with the full AI 14
overhaul manual, but of course using the many thousands of different
Chinese part numbers.
And, as we have written before, we could see that there was a strong
requirement from private pilots to have more power, to an extent to
reduce the attraction of changing to the M 14 engine of 360 hp. Of
course this is a complex change involving quite a lot of differences to
the airframe in terms of oil system; oil breather; mounting of the air
intake gills, and of course the requirement for a totally different
propeller. So we set ourselves the target of 330 hp, which we felt sure
would be conservative.
We planned to achieve this through the following:
* Compression ratio increased to 7.2:1 using Carillo pistons
* Turning the engine faster. The AI 14 is catalogued at 260 hp at 2350
rpm. But the AI 14 RF version produced 300 hp with absolutely no
mechanical change except turning the engine faster. We believe this was
at 2600 rpm.
* When the engines were originally manufactured, it was on a
production-line basis with semi-skilled workforce which meant that the
authorities allowed quite generous tolerances to avoid any problems in
service. In particular the clearance between impeller and diffuser in
the supercharger was significantly larger than can be obtained if very
careful assembly by skilled specialists is used. We know from our M 14
experience that moving the two more closely, albeit totally safely, will
immediately increase power by 25 hp.
* Smoothing the junctions at each end of the intake tubes between
supercharger and cylinders.
* Installing our AYC coils and automotive plug conversion kit.
It should be noted that the reason that the HS-6 develops 285 hp rather
than the 260 hp of the AI 14 is simply because the supercharger turns
faster, rather like our PF conversion on the M 14 engine, through
different gears in the accessory drive.
The final result was 307 hp at 2350 rpm and 354 hp 2500 rpm. The engine
was completely smooth and all parameters absolutely normal. We feel that
increasing it to 2600 rpm will increase the power more, but that the
current limitation is the efficiency of the original Chinese propeller,
and until a better propeller is available, there is probably no point to
increase rpm and obtain more power.
We recognise that some might be sceptical about these power outputs, but
firstly an AI 14 RF but with the HS-6 supercharger gearing would
probably deliver 325 hp at 2600 rpm. Given the other modifications that
we have done, the achievements are quite reasonable. I should also point
out that this is a properly calibrated dynamometer with the strain gauge
inbetween propeller shaft and propeller sending the torque figure via
Bluetooth to a laptop.
Inevitably we expect that people will ask us about potential powers
beyond 354 hp, and importantly that this was measured at only 2500 rpm
on the basis that we felt with current propellers that further power was
not really necessary. However, it is important to examine the HS-6 in
relation to the M 14 P which is of course an uprated and updated version
of the engine. Interestingly the areas that contribute to power in terms
of size of the valves; valve opening and duration are the same between
the engines. So issues of possible mechanical weakness apart, there's no
reason why the two should not give the same power. However the M 14 P is
strengthened in a number of quite important ways. Firstly the piston are
26 mm diameter rather than 24 mm diameter; the crankshaft main bushings
are slightly larger in the M 14 P. And indeed the drive gearbox of the P
has six satellite gears rather than the three of the HS-6.
Having said that, we currently produce M 14 PF engines that give a
reliable 450 hp at 3000 rpm, and given this, we would regard it as being
perfectly safe to produce a version of the Housai at 370 hp at (say)
2600 rpm. Inevitably the more power an engine develops, it will wear a
little more quickly, but typically high power settings are only used for
brief periods, and from our experience, overall life would not be
noticeably affected.
We already have an additional five firm orders for Housai overhauls, but
would be keen to take on further work for later in this year. We can
overhaul your original engine, but to avoid =9Cdown time=9D,
most customers ask us to totally overhaul one of our stock engines to
their specification; we send it to them and they swap the engines over
and send their original engine as a =9Ccore exchange=9D to
us, and we simply charge our standard overhaul price. If anyone is
interested, please come back to us for more information or if you would
like to see a video of the test.
RICHARD GOODE AEROBATICS
Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
e-mail: <mailto:richard.goode@russianaeros.com>
richard.goode@russianaeros.com
www.russianaeros.com <http://www.russianaeros.com/>
WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
In partnership with Aerometal Kft, Hungary.
Message 2
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| Subject: | Re: Housai engine overhaul update - Very successful extended |
test of our first Housai overhaul
Hello Richard,
I would very much like to have a copy of the video.
Dennis Savarese
Sent from my iPhone
> On Feb 10, 2022, at 11:46 AM, Richard Goode <richard.goode@russianaeros.co
m> wrote:
>
> =EF=BB
>
> Very successful extended test of our first Housai overhaul!
> And dynamometer tested at 354 hp!
> We have spent much longer than we would normally to totally overhaul our f
irst HS-6 engine, although it is almost identical to the AI 14 engine which w
e have been overhauling for 60 years. But we had dismantled AI 14 and HS-6 s
ide-by-side to establish the few areas of difference, and also importantly, w
hich we know will be necessary for military customers for this engine, we ne
eded to have a full and detailed overhaul manual. We were able to obtain a s
lightly abbreviated manual from China, which of course needed translating, a
nd then combined that with the full AI 14 overhaul manual, but of course usi
ng the many thousands of different Chinese part numbers.
> And, as we have written before, we could see that there was a strong requi
rement from private pilots to have more power, to an extent to reduce the at
traction of changing to the M 14 engine of 360 hp. Of course this is a compl
ex change involving quite a lot of differences to the airframe in terms of o
il system; oil breather; mounting of the air intake gills, and of course the
requirement for a totally different propeller. So we set ourselves the targ
et of 330 hp, which we felt sure would be conservative.
> We planned to achieve this through the following:
> =C3=98 Compression ratio increased to 7.2:1 using Carillo pistons
> =C3=98 Turning the engine faster. The AI 14 is catalogued at 260 hp at 23
50 rpm. But the AI 14 RF version produced 300 hp with absolutely no mechanic
al change except turning the engine faster. We believe this was at 2600 rpm.
> =C3=98 When the engines were originally manufactured, it was on a product
ion-line basis with semi-skilled workforce which meant that the authorities a
llowed quite generous tolerances to avoid any problems in service. In partic
ular the clearance between impeller and diffuser in the supercharger was sig
nificantly larger than can be obtained if very careful assembly by skilled s
pecialists is used. We know from our M 14 experience that moving the two mor
e closely, albeit totally safely, will immediately increase power by 25 hp.
> =C3=98 Smoothing the junctions at each end of the intake tubes between su
percharger and cylinders.
> =C3=98 Installing our AYC coils and automotive plug conversion kit.
>
> It should be noted that the reason that the HS-6 develops 285 hp rather th
an the 260 hp of the AI 14 is simply because the supercharger turns faster, r
ather like our PF conversion on the M 14 engine, through different gears in t
he accessory drive.
>
> The final result was 307 hp at 2350 rpm and 354 hp 2500 rpm. The engine wa
s completely smooth and all parameters absolutely normal. We feel that incre
asing it to 2600 rpm will increase the power more, but that the current limi
tation is the efficiency of the original Chinese propeller, and until a bett
er propeller is available, there is probably no point to increase rpm and ob
tain more power.
> We recognise that some might be sceptical about these power outputs, but f
irstly an AI 14 RF but with the HS-6 supercharger gearing would probably del
iver 325 hp at 2600 rpm. Given the other modifications that we have done, th
e achievements are quite reasonable. I should also point out that this is a p
roperly calibrated dynamometer with the strain gauge inbetween propeller sha
ft and propeller sending the torque figure via Bluetooth to a laptop.
>
>
> Inevitably we expect that people will ask us about potential powers beyond
354 hp, and importantly that this was measured at only 2500 rpm on the basi
s that we felt with current propellers that further power was not really nec
essary. However, it is important to examine the HS-6 in relation to the M 14
P which is of course an uprated and updated version of the engine. Interest
ingly the areas that contribute to power in terms of size of the valves; val
ve opening and duration are the same between the engines. So issues of possi
ble mechanical weakness apart, there's no reason why the two should not give
the same power. However the M 14 P is strengthened in a number of quite imp
ortant ways. Firstly the piston are 26 mm diameter rather than 24 mm diamete
r; the crankshaft main bushings are slightly larger in the M 14 P. And indee
d the drive gearbox of the P has six satellite gears rather than the three o
f the HS-6.
>
> Having said that, we currently produce M 14 PF engines that give a reliabl
e 450 hp at 3000 rpm, and given this, we would regard it as being perfectly s
afe to produce a version of the Housai at 370 hp at (say) 2600 rpm. Inevitab
ly the more power an engine develops, it will wear a little more quickly, bu
t typically high power settings are only used for brief periods, and from ou
r experience, overall life would not be noticeably affected.
>
> We already have an additional five firm orders for Housai overhauls, but w
ould be keen to take on further work for later in this year. We can overhaul
your original engine, but to avoid =9Cdown time=9D, most custom
ers ask us to totally overhaul one of our stock engines to their specificati
on; we send it to them and they swap the engines over and send their origina
l engine as a =9Ccore exchange=9D to us, and we simply charge ou
r standard overhaul price. If anyone is interested, please come back to us f
or more information or if you would like to see a video of the test.
>
>
> RICHARD GOODE AEROBATICS
> Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
> e-mail: richard.goode@russianaeros.com
> www.russianaeros.com
> WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
> In partnership with Aerometal Kft, Hungary.
>
Message 3
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| Subject: | Housai engine overhaul update - Very successful extended |
test of our first Housai overhaul
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| Subject: | Re: Nanchang MAUW |
At the Nanchang conference the Chinese engineers mentioned a MTOW of around 1650
kg being the end test point. I would assume that 1400 probably came about from
a combination of wear and tear / gear loadings and the fact that with full
fuel , two pax at 100 kg you pretty much hit 1400kg. So why pay higher landing
fees for no reason. The other reason might be the stall speed of 59-60 knots
might keep the aircraft within the risks associated with the category of aircraft
( we call it permit index etc in OZ) .. so in all practicalities , pushing
the weight up anything up to 250 kg is probably of little real effect - on both
airframe / gear in normal use. It might have some effect on fatigue in the
long run. The other point to note is that the CoG envelope also has an expanded
envelope which I used in my re-weigh a few years ago. It meant I didnt need
as much ballast to replace the ADF gear removed etc. By the way , for those
who have lead ballast in the tail frame , make sure you check it for cracking.
My LAME found a crack in the aft frame last inspection. Check rudder balance
as well !
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=505978#505978
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| Subject: | Re: Nanchang MAUW |
What is this extended C of G envelope of which you speak Wodja ? love to see some
details.
--------
Sean Trestrail
ttail[at]internode.on.net
Read this topic online here:
http://forums.matronics.com/viewtopic.php?p=505979#505979
Message 6
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| Subject: | Re: Housai engine overhaul update - Very successful extended |
test of our first Housai overhaul
Congrats
Richard!
Richard Hess
C 404-964-4885
> On Feb 10, 2022, at 1:27 PM, Richard Goode <richard.goode@russianaeros.com
> wrote:
>
> =EF=BB
>
> Very successful extended test of our first Housai overhaul!
> And dynamometer tested at 354 hp!
> We have spent much longer than we would normally to totally overhaul our f
irst HS-6 engine, although it is almost identical to the AI 14 engine which w
e have been overhauling for 60 years. But we had dismantled AI 14 and HS-6 s
ide-by-side to establish the few areas of difference, and also importantly, w
hich we know will be necessary for military customers for this engine, we ne
eded to have a full and detailed overhaul manual. We were able to obtain a s
lightly abbreviated manual from China, which of course needed translating, a
nd then combined that with the full AI 14 overhaul manual, but of course usi
ng the many thousands of different Chinese part numbers.
> And, as we have written before, we could see that there was a strong requi
rement from private pilots to have more power, to an extent to reduce the at
traction of changing to the M 14 engine of 360 hp. Of course this is a compl
ex change involving quite a lot of differences to the airframe in terms of o
il system; oil breather; mounting of the air intake gills, and of course the
requirement for a totally different propeller. So we set ourselves the targ
et of 330 hp, which we felt sure would be conservative.
> We planned to achieve this through the following:
> =C3=98 Compression ratio increased to 7.2:1 using Carillo pistons
> =C3=98 Turning the engine faster. The AI 14 is catalogued at 260 hp at 23
50 rpm. But the AI 14 RF version produced 300 hp with absolutely no mechanic
al change except turning the engine faster. We believe this was at 2600 rpm.
> =C3=98 When the engines were originally manufactured, it was on a product
ion-line basis with semi-skilled workforce which meant that the authorities a
llowed quite generous tolerances to avoid any problems in service. In partic
ular the clearance between impeller and diffuser in the supercharger was sig
nificantly larger than can be obtained if very careful assembly by skilled s
pecialists is used. We know from our M 14 experience that moving the two mor
e closely, albeit totally safely, will immediately increase power by 25 hp.
> =C3=98 Smoothing the junctions at each end of the intake tubes between su
percharger and cylinders.
> =C3=98 Installing our AYC coils and automotive plug conversion kit.
>
> It should be noted that the reason that the HS-6 develops 285 hp rather th
an the 260 hp of the AI 14 is simply because the supercharger turns faster, r
ather like our PF conversion on the M 14 engine, through different gears in t
he accessory drive.
>
> The final result was 307 hp at 2350 rpm and 354 hp 2500 rpm. The engine wa
s completely smooth and all parameters absolutely normal. We feel that incre
asing it to 2600 rpm will increase the power more, but that the current limi
tation is the efficiency of the original Chinese propeller, and until a bett
er propeller is available, there is probably no point to increase rpm and ob
tain more power.
> We recognise that some might be sceptical about these power outputs, but f
irstly an AI 14 RF but with the HS-6 supercharger gearing would probably del
iver 325 hp at 2600 rpm. Given the other modifications that we have done, th
e achievements are quite reasonable. I should also point out that this is a p
roperly calibrated dynamometer with the strain gauge inbetween propeller sha
ft and propeller sending the torque figure via Bluetooth to a laptop.
>
>
> Inevitably we expect that people will ask us about potential powers beyond
354 hp, and importantly that this was measured at only 2500 rpm on the basi
s that we felt with current propellers that further power was not really nec
essary. However, it is important to examine the HS-6 in relation to the M 14
P which is of course an uprated and updated version of the engine. Interest
ingly the areas that contribute to power in terms of size of the valves; val
ve opening and duration are the same between the engines. So issues of possi
ble mechanical weakness apart, there's no reason why the two should not give
the same power. However the M 14 P is strengthened in a number of quite imp
ortant ways. Firstly the piston are 26 mm diameter rather than 24 mm diamete
r; the crankshaft main bushings are slightly larger in the M 14 P. And indee
d the drive gearbox of the P has six satellite gears rather than the three o
f the HS-6.
>
> Having said that, we currently produce M 14 PF engines that give a reliabl
e 450 hp at 3000 rpm, and given this, we would regard it as being perfectly s
afe to produce a version of the Housai at 370 hp at (say) 2600 rpm. Inevitab
ly the more power an engine develops, it will wear a little more quickly, bu
t typically high power settings are only used for brief periods, and from ou
r experience, overall life would not be noticeably affected.
>
> We already have an additional five firm orders for Housai overhauls, but w
ould be keen to take on further work for later in this year. We can overhaul
your original engine, but to avoid =9Cdown time=9D, most custom
ers ask us to totally overhaul one of our stock engines to their specificati
on; we send it to them and they swap the engines over and send their origina
l engine as a =9Ccore exchange=9D to us, and we simply charge ou
r standard overhaul price. If anyone is interested, please come back to us f
or more information or if you would like to see a video of the test.
>
>
> RICHARD GOODE AEROBATICS
> Rhodds Farm, Lyonshall, Hereford, HR5 3LW, UK
> Tel: +44 (0)1544 340120 Fax: +44 (0)1544 340129
> e-mail: richard.goode@russianaeros.com
> www.russianaeros.com
> WORLD LEADERS IN RUSSIAN SPORTING AIRCRAFT & ENGINES
> In partnership with Aerometal Kft, Hungary.
>
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