Designed by Aksel Kristiansen and built by Honningstad, the Norge Model A was light transport aircraft of 1938.
Honningstad Norge Model A
Inter-Wars
Honningstad
Norway
Established 1936, Honningstad designed and built the Norge Model A light transport aircraft in 1938. Designed a twin-engined, 12-passenger amphibian built by Norsk Flyindustri AS, as the Finnmark 5A, intended specifically for operation in the Northern and Arctic regions; only one prototype was completed. The Honningstad Polar C5 bush-plane was built in 1948 by Wideroes Flyveselskap OG Polarfly.
Holdsworth 1931 Sailplane
The Holdsworth Sailplane was a single seater designed and built in 1931 by H.Holdsworth, the ground engineer of the Bradford & County Gliding Club.
Of conventional wooden construction, it was designed to have a high wing loading.
Only one was built and no CofA is recorded.
Hockaday Aircraft Corp
USA
Formed in 1937. Design work on the CV-139 Comet two-seat high-wing cabin monoplane, but was suspended in 1940 to make way for military contract work for other aircraft companies. The project was resumed in 1944, when the sole prototype was test flown.
Hispano-Suiza 14AA
The Hispano-Suiza 14AA was a fourteen-cylinder aircraft radial engine used in France during the late 1930s. As Hispano-Suiza lacked recent experience in developing radial engines, it was derived from the licensed Wright R-2600 engine. Due to reliability problems, the engine was largely supplanted by the similar Gnome-Rhône 14N.
Not to be confused with the smaller Hispano-Suiza 14AB, which was derived from the smaller Wright Whirlwind series.
Applications:
Amiot 341
LeO 45
Farman F.223
Latécoère 530
Latécoère 570
Koolhoven F.K.58
Specifications:
14AA-04
Type: Fourteen-cylinder two-row supercharged air-cooled radial engine
Bore: 156 mm (6.13 in)
Stroke: 170 mm (6.69 in)
Displacement: 45.25 l (2,761 in³)
Length: 1,650 mm (64.96 in)
Diameter: 1,260 mm (49.61 in)
Dry weight: 640 kg (1,411 lb)
Valvetrain: Overhead valves
Supercharger: Single-speed centrifugal type supercharger, 10.0:1 reduction
Fuel system: Carburetor
Fuel type: 85-87 octane rating gasoline
Cooling system: Air-cooled
Reduction gear: 1.58:1
Power output: 793 kW (1,063 hp) at 2,125 rpm for takeoff
Specific power: 17.52 kW/l (0.39 hp/in³)
Compression ratio: 6.2:1
Specific fuel consumption: 369 g/(kW•h) (0.61 lb/(hp•h))
Oil consumption: 12 g/(kW•h) (0.32 oz/(hp•h))
Power-to-weight ratio: 1.24 kW/kg (0.75 hp/lb)
Hispano-Suiza 12N
Up to 1927, Hispano-Suiza’s many engine types, of various layouts and cylinder numbers, were all recognisable developments of the World War I V-8 Hispano-Suiza 8. 1927-8 saw the introduction of four completely new engines, two V-12s designed by Marc Birkigt, and two with six cylinders inline. The Hispano-Suiza 12N, known by the manufacturers as the Type 61, was the larger of the V-12s, with a displacement of 36.0 L (2,197 cu in), the other being the 27.0 L (1,648 cu in) 12M. Apart from capacity and power, these two engines had much in common. The 12M first ran in 1927 and the 12N a year later.
Both 12M and 12N were 60° V engines with carburettors, inlets and exhausts on the outer faces. There were three carburettors per bank, each charging a pair of cylinders. Much of the new technology was in the cylinder design: these types introduced wet liners, an Hispano automobile engine innovation which brought the cooling water into direct contact with the steel cylinder barrel rather than by screwing it into an aluminium water jacket. This improved cooling, simplified assembly and allowed larger cylinder bores without increasing their separation. The cylinder barrels were open at top and bottom and threaded for screwing into the block only near the top, with valve seats ground into the aluminium cylinder head. The lower end of the barrel extended into the crankcase, simplifying both manufacture and assembly. Block and crankcase were bolted together.
The 12M and 12N engines were the first to use the gas nitriding surface hardening process on the cylinder walls, which reduced both wear and oil consumption. They also used a novel, complicated but effective method of main bearing cooling, enhancing the local lubricant flow without requiring high overall oil pump speeds. The unit cost in 1931 was 250,000 FF.
Both types were designed so that Epicyclic gearing could be added or removed quickly; some earlier Hispano-Suiza engines offered gearing but as a permanent fixture on a specific sub-type. The gears added 45 kg (99 lb) to the weight. In 1935 the 12Ner variant was fitted with an in-flight- electrically operated variable pitch propeller.
The 12N series was developed into the 12Y (Type 73) supercharged engine, first run in 1932.
A Hispano-Suiza 12Nb powered the Breguet XIX Point d’Interrogation on the first non-stop flight from Paris to New York in September 1930. This was the first east to west flight between Europe and the USA, rather than to the North American continent.
In the early 1930s, 12N engines powered the flying boats operating the French Atlantic and African routes.
The Swiss government, in the form of the KTA (Kriegstechninischen Abteilung or War Technical Department) purchased construction licences for the 12Nb and in 1932 eighty units were built at the Saurer lorry factory.
Variants:
12Nb/650
Compression ratio 6.2, maximum power 560 kW (750 hp) at 2,100 rpm.
12Nbr/650
Compression ratio 6.2, maximum power 550 kW (740 hp) at 2,100 rpm. Gearing ratio of 2:1 or 1.61:1.
12Ns
Compression ratio 7, nominal power 670 kW (900 hp) at 2,200 rpm. For Schneider Cup 1928.
12Nsr
Compression ratio 10, nominal power 745 kW (1,000 hp) at 2,400 rpm. For Schneider Cup 1931. Farman compressor.
12Nc
Compression ratio 6.2, nominal power 533 kW (715 hp) at 2,000 rpm. For Ford 14A Trimotor.
12Ncr
12Ndr
Electrically controlled pitch propeller, anti-clockwise turning (1935).
12Ner
As 12Ndr, modified with articulated connecting rods.
12Nfr
As Ndr, clockwise turning.
12Ngr
As Ner, clockwise turning.
Applications:
Amiot 140
Avia B-34
Bernard H.V.41
Bernard H.V.42
Bernard 80 & 81
Blériot 5190
Breguet XIX Point d’Interrogation
Breguet 330
CAMS 58.3
Couzinet 70
Farman F.302
Latécoère 28
Latécoère 290
Latécoère 300 and 301
Latécoère 381
Latécoère 440
Latécoère 490
Latécoère 521
Letov Š-616
Levasseur PL.14
Levasseur PL.15
Lioré et Olivier LeO 25.8
Westland Wapiti IV (uncertain if completed with 14N)
Specifications:
12Nbr/650
Type: V-12, water cooled
Bore: 150 mm (5.90 in)
Stroke: 170 mm (6.69 in)
Displacement: 36.0 L (2,197 cu in)
Dry weight: 520 kg (1146 lb)
Reduction gear: 2:1
Power output: (normal) 550 kW (740 hp) at 2,000 rpm
Compression ratio: 6.2
Hispano-Suiza 12M
Up to 1927, Hispano-Suiza’s many engine types, of various layouts and cylinder numbers, were all recognisable developments of the World War I V-8 Hispano-Suiza 8. 1927-8 saw the introduction of four completely new engines, two V-12s designed by Marc Birkigt, and two with six cylinders inline. The Hispano-Suiza 12M, known by the manufacturers as the Type 57, was the smaller of the V-12s, with a displacement of 27.0 L (1,648 cu in), the other being the 36.0 L (2,197 cu in) 12N. Apart from capacity and power, these two engines had much in common. The 12M first ran in 1927 and the 12N a year later.
Both 12M and 12N were 60° V engines with carburettors, inlets and exhausts on the outer faces. There were three carburettors per bank, each charging a pair of cylinders. Much of the new technology was in the cylinder design: these types introduced wet liners, an Hispano automobile engine innovation which brought the cooling water into direct contact with the steel cylinder barrel rather than by screwing it into an aluminium water jacket. This improved cooling, simplified assembly and allowed larger cylinder bores without increasing their separation. The cylinder barrels were open at top and bottom and threaded for screwing into the block only near the top, with valve seats ground into the aluminium cylinder head. The lower end of the barrel extended into the crankcase, simplifying both manufacture and assembly. Block and crankcase were bolted together.
The 12M and 12N engines were the first to use the gas nitriding surface hardening process on the cylinder walls, which reduced both wear and oil consumption. They also used a novel, complicated but effective method of main bearing cooling, enhancing the local lubricant flow without requiring high overall oil pump speeds. In 1931 the unit cost was 240,000 FF.
Both types were designed so that epicyclic gearing could be added or removed quickly; some earlier Hispano-Suiza engines offered gearing but as a permanent fixture on a specific sub-type. The Farman gears added 45 kg (99 lb) to the weight.
The first commercial version of the 12M was the 12Mb of 1929. This had a compression ratio of 6.2 and a maximum power output of 432 kW (580 hp) at a speed of 2,100 rpm. In geared-down form it became the 12Mbr. These both had aluminium crankcases but the next model, the 12Mc of 1930, replaced the aluminium with Elektron metal both there and in other previously aluminium components. Though rather brittle, Elektron metal has only 2/3 the density of aluminium and the result was a 20 kg (44 lb) weight reduction from the 12Mb to the 12Mc. The 12Mc also had an increased compression ratio of 7.0, raising the power from the nominal 478 kW (575 hp) of the 12Mb to 477 kW (640 hp). The model 12Md retained the Elektron metal components but returned to the 6.2 compression ratio of the 12Mb. Both 12Mc and 12Md had geared down versions, the 12Mcr and 12Mdr respectively.
The 12Mc was an early example of an attempt to solve the problem of falling engine power with increasing altitude; it was “undercharged”, running lean at sea level and only developing its maximum power at 2,000 m (6,490 ft). A final 12M variant, the 12Mdsh run in 1932, addressed this problem differently; it was the first Hispano-Suiza engine to be supercharged, blown by a Rateau turbine. It produced 477 kW (640 hp) at 2,250 rpm at an altitude 2,950 m (9,678 ft). Test flown in a Dewoitine D.32, it maintained power up to 5,500 m (18,000 ft). The 12M series was developed into the 12X (Type 72) supercharged engine, first run in 1931.
The Swiss government, in the form of the KTA (Kriegstechninischen Abteilung or War Technical Department) purchased construction licences for the 12Mb and in 1932 sixty units were built at the Schweitzerische Lokomotive und Maschinfabrik factory.
A Blériot-SPAD S.91-7, powered by a 12Mc engine, set a 500km closed-circuit record of 308.78 km/h (191.91 mph) on 2 June 1932.
Variants:
12Mb/500
Compression ratio 6.2. Nominal power 428 kW (575 hp) at 2,000 rpm.
12Mbr/500
Compression ratio 6.2. Nominal power 421 kW (565 hp) at 2,000 rpm. As 12Mb but with Farman reducer.
12Mc/500
Compression ratio 7.0. Nominal power 477 kW (640 hp) at 2,200 rpm. Elektron crankcase and other components.
12Mcr/500
As 12Mc but with Farman reducer.
12Md
Compression ratio 6.2. Nominal power 428 kW (575 hp) at 2,100 rpm. Elektron crankcase and other components.
12Mdr
As 12Md but with Farman reducer.
12Mdsh
Nominal power 477 kW (640 hp) at 2,250 rpm and altitude 2,950 m (9,678 ft). First supercharged version.
Applications:
Blériot-SPAD 91-7[4]
Dewoitine D.32[2]
Lioré et Olivier LeO 252, 235, 234, 236
Nieuport-Delage 622 and 629
Specifications:
12Mbr/500
Type: V-12, water cooled
Bore: 150 mm (5.90 in)
Stroke: 170 mm (6.69 in)
Displacement: 27.0 L (1,648 cu in)
Dry weight: 455 kg (1,003 lb)
Reduction gear: 2:1
Power output: (normal) 421 kW (565 hp) at 2,000 rpm
Compression ratio: 6.2
Hispano-Suiza 12Y / HS-77 / Klimov M-100 / Avia Vr. 36 / Avia HS 12Ydrs
The 12Y was a fairly traditional in construction, a 36-litre water-cooled V-12 with the two cast aluminium cylinder banks set at 60 degrees to each other. The 12Y design was based on the earlier and smaller, 12X. The cylinder heads were not removable, instead the entire block could be quickly removed from the engine. This made it somewhat famous for being leak-proof, a design feature that was considered by other designers and almost became a part of the Rolls-Royce Merlin. The major design change from the earlier 12X was to use a master-articulated connecting rod system, instead of the fork-and-blade type. A single overhead camshaft (SOHC) drove the valves, which were filled with liquid sodium for cooling. Only a single intake and exhaust valve were used, unlike most designs of the era which had moved to three or four valves per cylinder. A single-stage, single-speed supercharger was standard, although the art of designing a useful intake was not as well developed as in other countries, and high altitude performance was always lacking.
The first 12Y test articles were constructed in 1932, and almost immediately the entire French aviation industry started designing around it. At the time the engine developed only 760 hp (570 kW), but it was clear it had potential to the 1,000 hp (750 kW) class. An early modification led to the Hispano-Suiza 12Ycrs which used a hollow propeller shaft to allow a 20 mm cannon to fire through the propeller spinner (a combination known as a moteur-canon). All later designs shared this feature. The 12Ydrs was the next major series, with a basic rating of 836 hp (623 kW) at sea level with a compression ratio of 5.8:1.
The Armée de l’Air changed their nomenclature, so the next version was the Hispano-Suiza 12Y-21, which increased the compression ratio to 7:1, when running on 100 octane gasoline. This boosted power to 867 hp (647 kW). In 1936 the connecting rod design was changed slightly to create the 12Y-31, but the lower 5.8:1 compression ratio was retained and the power was increased only slightly over the drs model to 850 hp (630 kW). Nevertheless this became one of the most used engine designs of the pre-war era, used in almost all French fighter designs and prototypes.
A real effort to improve the performance of the engine in 1938 resulted in the Hispano-Suiza 12Y-45, which used the S-39-H3 supercharger co-designed by André Planiol and Polish engineer Joseph Szydlowski. The Szydlowski-Planiol device was larger, but much more efficient than the indifferent Hispano-Suiza models. When used with 100 octane fuel, the supercharger boosted to the -21’s 7:1, increasing power to 900 hp (670 kW). Combined with the fully adjustable Ratier propeller, this allowed the D.520 to perform as well as contemporary designs from Germany and England.
Another improvement in supercharging led to the Hispano-Suiza 12Y-49, whose performance improved from 850 hp (630 kW) at sea level to 920 hp (690 kW) at just over 10,000 ft (3,000 m). This improvement in power with altitude was a common feature of most engines of the era, the result of the supercharger “robbing” power at low altitudes.
The final major version was the 1,085 hp (809 kW) Hispano-Suiza 12Y-51, which had just started into production at the time of the Armistice with Germany. The -51 was the first version that came close to the performance limits of the engine, although the single-stage supercharging meant that it was unable to compete with designs from England and Germany above 15,000 ft (5,000 m).
Foreign derivatives
In the early 1930s the Czechoslovakian Republic gained rights to build a license version of the HS-12Y. This was initially known locally as the Avia Vr. 36 and was produced by Avia (Škoda) at Prag – Čakovice. The engine was intended to become the standard powerplant of all Czech military aircraft. Both the HS-12Ycrs and HS-12Ydrs were built in quantity and were more commonly known by these names rather than any Czech designation. Aircraft powered by these engines included the Avia B-34, Avia B-534, Avia B-71, Avia B-35 and Avia B-135.
In the mid-1930s, Russian engineer Vladimir Klimov was sent to France to obtain a license for local production of the 12Y. A series of design changes were added to cope with cold weather operation, and the engine entered production in 1935 as the Klimov M-100 with about 750 hp (560 kW). However a series of continual upgrades increased the allowable RPM from the 12Y’s fairly low 2,400 to 2,700, thereby increasing power to 1,100 hp (820 kW). The resulting design, the Klimov M-105 (VK-105) became one of the major Soviet engine designs during the war, powering all Yakovlev fighters.
Variants:
Type 73 Hispano 12Yb
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1932
Compression: 6.4
Power: 785 hp
Max power rpm: 2,200
TO power: 785 hp
Output reduction: 1.5
Weight: 415 kg)
Rated power (650 hp) less than nominal 785 hp
Left turning
Type 73 Hispano 12Ygrs
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1932
Compression: 5.8
Power: 850 hp
Max power rpm: 2,400
TO power: 800 hp
Output reduction: 1.5
Supercharger optimum altitude: 4,000 m
Weight: 430
Rated power (650 hp) less than nominal 850 hp
Left turning
Type 73 Hispano 12Y dr
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Compression: 6.4
Year: 1934
Power: 800 hp
Max power rpm: 2,200
TO power: 800 hp
Output reduction: 1.5
Weight: 440
Left turning
Type 73 Hispano 12Y drs
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1934
Compression: 5.8
Power: 860 hp
Max power rpm: 2,400
TO power: 835 hp
Output reduction: 1.5
Supercharger optimum altitude: 4,000 m
Weight: 470 kg
Left turning
Type 73 Hispano 12Y 12Ydrs1
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1934
Compression: 5.8
Power: 880 hp
Max power rpm: 2,400
TO power: 890 hp
Output reduction: 1.5
Supercharger optimum altitude: 2,400 m
Weight: 470 kg
Left turning
Type 73 Hispano 12Y drs2
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1934
Compression: 5.8
Power: 930 hp
Max power rpm: 2,400
TO power: 992 hp
Output reduction: 1.5
Supercharger optimum altitude: 900 m
Weight: 470 kg
Left turning
Type 73 Hispano 12Y frs
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1934
Compression: 5.8
Power: 860
Max power rpm: 2,400 rpm
TO power: 835 hp
Output reduction: 1.5
Supercharger optimum altitude: 4,000 m
Weight: 470 kg
Right turning
Type 73 Hispano 12Y frs1
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1934
Compression: 5.8
Power: 880 hp
Max power rpm: 2,400
TO power: 890 hp
Output reduction: 1.5
Supercharger optimum altitude: 2,400 m
Weight: 470 kg
Right turning
Type 73 Hispano 12Y frs2
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1934
Compression: 5.8
Power: 930 hp
Max power rpm: 2,400
TO power: 992 hp
Output reduction: 1.5
Supercharger optimum altitude: 900m
Weight: 470 kg
Right turning
Type 73 Hispano 12Y 21
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1935
Compression: 7.0
Power: 910 hp
Max power rpm: 2,400
TO power: 880 hp
Output reduction: 1.5
Supercharger optimum altitude: 3,600m
Weight: 470 kg
Type 73 Hispano 12Y 25
Configuration: 60° V-12
Bore: 150 mm (5.906 in)
Stroke: 170 mm (6.693 in)
Capacity: 36.0 litres (2,199.9 cu,in)
Length: 1,722 mm (67.8 in)
Width: 764 mm (30.08 in)
Height: 935 mm (36.81 in)
Year: 1935
Compression: 5.8
Power: 860 hp
Max power rpm: 2,400
TO power: 943 hp
Specific power: 17.08 kW/lt (0.38 hp/cu.in)
Specific fuel consumption: 328 g/(kW/hr) (0.54 lb/(hp/hr))
Oil consumption: 11 g/(kW/hr) (0.28 oz/(hp/hr))
Power-to-weight ratio: 1.32 kW/kg (0.8 hp/lb)
Output reduction: Spur, 1.5
Fuel system: Six Solex 56 S.V.C carburetors
Fuel type: 85/100 octane gasoline
Supercharger: Gear-driven single-speed centrifugal type, 10.0:1 gear ratio
Supercharger optimum altitude: 3,600m
Dry weight: 475 kg (1,050 lb)
Cooling system: Pressurised, Liquid-cooled: 600 litres/min.
Valvetrain: One intake and one sodium-filled exhaust valve per cylinder actuated via a single overhead camshaft per bank.
Left turning, variable ignition timing
Type 73 Hispano 12Y 27
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1935
Compression: 5.8
Power: 900 hp
Max power rpm: 2,400
TO power: 950 hp
Output reduction: 1.8
Supercharger optimum altitude: 850m
Weight: 483 kg
Type 73 Hispano 12Y 33
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1936
Compression: 7.0
Power: 965 hp
Max power rpm: 2,400
TO power: 960 hp
Output reduction: 1.5
Supercharger optimum altitude: 2,250 m
Weight: 490 kg
Type 73 Hispano 12Y 39
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1936
Compression: 7.0
TO / Max Power: 1000 hp
Max power rpm: 2,400
Output reduction: 1.5
Supercharger optimum altitude: 3,400m
Type 73 Hispano 12Y 5
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1938
Power: 920 hp
Max power rpm: 2,400
TO power: 950 hp
Output reduction: 1.5
Supercharger optimum altitude: 10,000m
3 speed compressor
Type 77 Hispano 12Y crs
Configuration: 60° V-12
Bore: 150 mm (5.906 in)
Stroke: 170 mm (6.693 in)
Capacity: 36.0 litres (2,199.9 cu,in)
Length: 1,722 mm (67.8 in)
Width: 764 mm (30.08 in)
Height: 935 mm (36.81 in)
Year: 1934
Compression: 5.8
Power: 860 hp
Max power rpm: 2,400
TO power: 835 hp
Specific power: 17.08 kW/lt (0.38 hp/cu.in)
Specific fuel consumption: 328 g/(kW/hr) (0.54 lb/(hp/hr))
Oil consumption: 11 g/(kW/hr) (0.28 oz/(hp/hr))
Power-to-weight ratio: 1.32 kW/kg (0.8 hp/lb)
Output reduction: Spur, 1.5
Supercharger: Gear-driven single-speed centrifugal type, 10.0:1 gear ratio
Supercharger optimum altitude: 4,000m
Weight: 470 kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Fuel system: Six Solex 56 S.V.C carburetors
Cooling system: Pressurised, Liquid-cooled: 600 litres/min.
Valvetrain: One intake and one sodium-filled exhaust valve per cylinder actuated via a single overhead camshaft per bank.
Type 77 Hispano 12Y brs
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1934
Compression: 5.8
Power: 860hp
Max power rpm: 2,400
TO power: 835hp
Output reduction: 1.0625
Supercharger optimum altitude: 4,000m
Weight: 470kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Type 77 Hispano 12Y 29
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Compression: 7.2
Power: 920hp
Max power rpm: 2,400
TO power: 910hp
Output reduction: 1.5
Supercharger optimum altitude: 3,600m
Weight: 475kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Type 77 Hispano 12Y 31
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1936
Compression: 5.8
Power: 860hp
Max power rpm: 2,400
TO power: 830hp
Output reduction: 1.5
Supercharger optimum altitude: 3,250m
Weight: 468kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Redesigned connecting rods
Type 77 Hispano 12Y 37
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1936
Compression: 7.0
Power: 960hp
Max power rpm: 2,400
TO power: 1,050hp
Output reduction: 1.8
Supercharger optimum altitude: 1,250m
Weight: 483kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Type 77 Hispano 12Y 41
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1936
Compression: 7.0
Power: 920 hp
Max power rpm: 2,400
Output reduction: 1.5
Supercharger optimum altitude: 3,600m
Weight: 483kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Type 77 Hispano 12Y 45
Configuration: 60° V-12
Bore: 150 mm (5.906 in)
Stroke: 170 mm (6.693 in)
Capacity: 36.0 litres (2,199.9 cu,in)
Length: 1,722 mm (67.8 in)
Width: 764 mm (30.08 in)
Height: 935 mm (36.81 in)
Compression: 7.0
Power: 920hp
Max power rpm: 2,400
TO power: 935hp
Output reduction: Spur, 1.5
Fuel system: Six Solex 56 S.V.C carburetors
Fuel type: 92/100 octane gasoline
Specific power: 17.08 kW/lt (0.38 hp/cu.in)
Specific fuel consumption: 328 g/(kW/hr) (0.54 lb/(hp/hr))
Oil consumption: 11 g/(kW/hr) (0.28 oz/(hp/hr))
Power-to-weight ratio: 1.32 kW/kg (0.8 hp/lb)
Supercharger: Gear-driven single-speed centrifugal type, 10.0:1 gear ratio
Supercharger optimum altitude: 4,200m
Dry weight: 515 kg (1,140 lb)
Cooling system: Pressurised, Liquid-cooled: 600 litres/min.
Valvetrain: One intake and one sodium-filled exhaust valve per cylinder actuated via a single overhead camshaft per bank.
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Szydlowsky-Planiol (SP) supercharger
Type 77 Hispano 12Y 47
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1936
Compression: 5.8
Power: 860 hp
Max power rpm: 2,400
TO power: 830 hp
Output reduction: 1.5
Supercharger optimum altitude: 3,250m
Weight: 468 kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Type 77 Hispano 12Y 49
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Compression: 7.0
Power: 910hp
Max power rpm: 2,400
TO power: 910hp
Output reduction: 1.5
Supercharger optimum altitude: 5,250m
Weight: kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Szydlowsky-Planiol (SP) supercharger, variable ignition timing
Type 77 Hispano 12Y 51
Configuration: V-12
Bore: 150 mm
Stroke: 170 mm
Capacity: 36.0 litres
Year: 1939
Compression: 7.0
Power: 1,000hp
Max power rpm: 2,500
TO power: 1,100hp
Output reduction: 1.5
Supercharger optimum altitude: 3,260m
Weight: 492kg
20 mm calibre Hispano-Suiza 404 cannon between cylinder banks, firing through propeller shaft.
Szydlowsky-Planiol (SP) supercharger, variable ignition timing
Licence built variants:
Avia Vr. 36
License production in Czechoslovakia.
Klimov M-100
License production in the USSR.
Hispano-Suiza HS-77
Licence-built 12Ycrs produced in Switzerland.
Applications:
Amiot 370
Arsenal VB 10
Arsenal VG-33
Avia 156
Avia B-534
Bloch MB.177
Dewoitine D.510
Dewoitine D.513
Dewoitine D.520
EKW C-35
Fairey Fantôme
Farman NC.223.3
Farman NC.223.4
Ikarus IK-2
Latécoère 298
Latécoère 521
Loire-Nieuport 161
Morane-Saulnier M.S.406
Morane-Saulnier M.S.475
ANF Les Mureaux 110-119 series
Renard R-36
Rogozarski IK-3
Wibault 366
12Y Derivatives Applications:
Arkhangelsky Ar-2
Lavochkin-Gorbunov-Goudkov LaGG-1
Lavochkin-Gorbunov-Goudkov LaGG-3
Mörkö-Morane
Petlyakov Pe-2
Petlyakov Pe-3
Yakovlev Yak-1
Yakovlev Yak-2
Yakovlev Yak-3
Yakovlev Yak-4
Yakovlev Yak-7
Yakovlev Yak-9
Yermolayev Yer-2
Hispano-Suiza
In 1968, Snecma took control over Hispano-Suiza, which included the mechanical engineering firm Bugatti, the landing gear manufacturer Messier, and the engine maker Berthiez. All of these were at the edge of ruin.
Hispano HS-50
During World War I, the Spanish Air Arm was unable to obtain combat aircraft from abroad to modernise its operational units. Hispano enlisted the services of French designed Emile Dewoitine who designed a fighter monoplane, the HS-50, which was to be powered by the Hispano-Suiza HS-12-Z-89 engine.
The design reached full-scale mock-up stage when the decision was made to build the Messerschmitt Bf109G-2 under licence.
All Aero 