O.S. has been a leader in the field of four stroke engine design for over 20 years, so it comes as no surprise then that they should be the first manufacturer to the marketplace with the next generation of four stroke technology. The FSa-56 Four Stroke engine has NO crankcase vent! It's sized as a exact drop-in replacement for the familiar FS-52 Surpass engine and the new design F-4040 quite muffler is compact and offers an infinitely adjustable tailpiece for improved flexibility of cowl installations. Let's get this baby fired up!
|Displacement:||0.569cu in (9.32cc)|
|Bore:||0.945 " (24.0mm)|
|Practicle RPM:||2,400-13,000 RPM|
|Power Output:||1.0 ps @ 10,000 RPM|
|Weight w/Muffler:||16.26 oz (461 g)|
|Recommended Props:||12x6-8, 13x6-7|
|Available From:||Great Planes Model Distributors and Fine RC Hobby Shops|
The new engine comes well protected with each part individually bagged and a hard air cell wrap encircling all.
A big performance boost for any 40-size plane!
Opening a new era in O.S. 4-stroke technology, the FSa-56 is the first in the new "Ventless" Crankcase Series of engines. The 56 has the latest advancements for boosting performance, and it mounts with no-mod ease in the same space as the FS-52.
The F-4040 muffler is new also. In addition to less noise, it features a multi-positional tailpiece with a rubber O-ring that helps prevent oil leakage.
A newly designed lubrication system eliminates the need for crankcase ventilation.
Since the new design doesn’t have a crankcase vent, what happens to all the oil that accumulates in the engine? Let’s follow it as it makes its way out of the engine. First the oil is pushed into the center of the hollow crankshaft helped along by the pressure of the piston on the down stroke during the power stroke and the intake stroke. It then exits the crankshaft through a hole located in front of the rear crankshaft bearing and just behind the camshaft gears.
After lubricating the camshaft gears and the crankshaft bearings, the oil continues up the pushrod tubes into the valve gallery. In the gallery, the oil lubricates the lifters and the valves.
This is where the magic takes place. The oil is drawn into a small hole that exits into the space behind the intake valve.
On the next intake stroke, the oil is drawn into the combustion chamber along with the fresh air and fuel charge. Pretty neat! Not only is the oil “recycled” until it is burned, but it is pumped along through the camshaft gears, and into the valve gallery to provide improved lubrication to these normally oil starved areas. Way to go OS Engines! Look for this new technology to appear in many of their new four stroke offerings.
The 40NA carburetor is equipped with a venturi that reduces the chance of fuel leaking out into the cowl, while also creating more positive air/fuel flow
The FSa-56 engine is now more tolerant of fuel lubrication oils. The manual states that the fuel should contain not less than 18% (volumetric) castor oil, a top quality synthetic oil, or a combination of both. This should allow the user a lot more flexibility in fuel selection.
Other Improvements include:
The O.S. manual stated that only a short and simple break-in was needed and that the proceedure could be carried out with the engine installed in the model. The process called for running the engine with the throttle set at the fully opened position, and regulating the engine R.P.M. by opening and closing the needle valve one full turn. This process was used with increasing run time at the leaner settings until two tanks of fuel had been used. The engine was then ready to fly at a slightly rich setting. The needle valve was then closed a little after each flight until the full power setting was achieved after 10 flights.
The FSa-56 started so easily and ran so strong, that I decided to use it in my Aerostar Trainer that was scheduled for Buddy Box duty at our annual community flight training event. During the event, the engine started every time with just a touch of the starter and ran stronger with each flight. At the end of the event, the 56 had logged over 2 hours of flight time without a single problem.
With break-in completed, it was time for prop testing.
I used two different fuels for the prop testing. The break-in and initial prop testing were done with POWERMASTER 15% Helicopter All Synthetic Fuel. This fuel contained 20% All Synthetic Oil. The second set of tests were conducted using POWERMASTER 30% Helicopter (Low Viscosity Oil) fuel. This fuel contained 23% All Synthetic Oil.
The needle valve was opened an additional 1/4 turn between each run. The engine was started and allowed to warm up at midrange R.P.M. The throttle was then opened all the way and the needle valve closed until the engine reached a peak RPM. The engine was adjusted till it would hold a peak R.P.M and then that value was recorded. The engine was then throttled back to an idle and the throttle closed until the minimum reliable idle was obtained. The engine was required to maintain that R.P.M. for 30 seconds and then the throttle was shoved wide open. If the engine did not accelerate smoothly to full speed, then a higher idle R.P.M. was tried. Once the idle R.P.M. was established, the value was recorded, the engine was shut off, the needle valve opened an additional 1/4 turn, and the prop was changed.
|15% POWERMASTER Helicopter Fuel|
|PROP||MAX R.P.M.||IDLE R.P.M.|
|11x6 Master Airscrew 3 Series||12,240||2280|
|12x5 Master Airscrew K Series||11,250||2250|
|12x6 Master Airscrew K Series||11,070||2080|
|12x7 APC C2 Sport Series||9,930||2070|
|12x8 Master Airscrew K Series||9,660||2050|
|13x4W APC C2 Sport Series||10,270||2050|
|13x6 Master Airscrew K Series||10,060||2070|
|13x7 APC C2 Sport Series||8,970||2040|
|13x8 APC C2 Sport Series||8,580||2040|
|30% POWERMASTER Helicopter Fuel|
|11x6 Master Airscrew 3 Series||NA|
|12x5 Master Airscrew K Series||11,640|
|12x6 Master Airscrew K Series||11,370|
|12x7 APC C2 Sport Series||10,230|
|12x8 Master Airscrew K Series||10,200|
|13x4W APC C2 Sport Series||10,860|
|13x6 Master Airscrew K Series||10,560|
|13x7 APC C2 Sport Series||9,510|
|13x8 APC C2 Sport Series||9,060|
After some testing, it became apparent that a reliable idle speed for this engine was something around 2000 R.P.M. While you could get the engine to idle slower with some of the larger props and with the higher Nitro fuel, it really wasn't a practical "useable" idle speed. Thus the idle speed figures were omitted from the 30% Nitro chart.
The FSa-56 was a real pussycat when it came to starting and idling and a real TIGER when it came to turning up the speed.
I included the 30% Nitro Heli Fuel test because a large number of four stroke pilots have been reporting excellent results using these higher nitro content helicopter fuels. An interesting result of the testing was that the smaller props only gained an additional 300 R.P.M. but the larger props gained about 500 R.P.M. That level of performance gain on a big prop could make the difference between a scale model that flies, and one that really performs.
I had a Brad Shepard Stephens Akro model with an O.S. FS-48 Surpass engine that flew OK on an 11x6 Master Airscrew K Series prop, but I had to fly it at full throttle (9800 R.P.M.) all the time and it was somewhat limited in vertical performance. The new FSa-56 bolted right in without any modifications. I didn't even have to enlarge any of the cowl cutouts. I checked out my prop test chart and settled on using a 13x6 Master Airscrew prop. I decided to try one of the new S-2 Series props I had on hand and the 15% Heli fuel. What a combination! The Akro went from a chore to fly to a gem. With the FSa-56 I got unlimited vertical and a dependable idle I could count on 100% of the time. Now I could fly long, low speed inverted passes as well as multiple snaps and spins and the engine was always rock steady. You still can't wipe the grin off of my face!
Absolutely! This is one of the most user friendly four stroke I've ever run. It would be great for a beginner or even as a first four stroke for an intermediate pilot. Seasoned flyers will appreciate the ease of operation, reliability, and power.
The new O.S. FSa-56 is a real Powerhouse of an engine. I highly recommend this engine to anyone wanting to improve the performance of any 40 size airplane. Try an O.S. FSa-56, you won't be disappointed.
|Nov 06, 2007, 10:17 AM|
Joined Mar 2007
wow! what a little power house nice review Mike, looking at this motor for 3-d bird around 4lbs. How was the bottom end grunt with the 13x6s2 prop. These # are as good as the os 70s2 and the 70 is much heavier. what about fuel consumption, I would assume it to be good being an os. thank you David well i check the rpms on my 70os s2 today with a master air screw k 13x6 12.5% cool power and came out with 11,500 rpms so the 70 is a good bit more powerful
|Nov 06, 2007, 12:02 PM|
I have a Morris-the-Knife that I have a Saito 72 on right now that I've been eyeing as the next perch for the O.S. 56. I should see an improvement in performance just based on the weight reduction. The Stephens Akro weighs 5 1/2 pounds and has unlimited vertical, so your 4 pound 3D should fly very well. You may want to consider the 13x4W for hovering. The 6 pitch prop may give you too high a top speed and you may get surface flutter.
As far as the "grunt" factor, the FSa-56 flew the Aerostar trainer all day at 1/2 to 2/3 throttle and never missed a beat. However, my heart missed a few as my students put the plane in some very unusual attitudes. I'd leave my TX throttle set at Max on the Master so that when I took control, I had plenty of power coming to help get me out of trouble. The 56 would rev right up and fly through the "High G" recoveries and settle back down to 1/2 throttle when I returned control to the student. Fuel consumption was about the same as with my Saito 56 and better than with my Magnum.
Remember to view the test criterion carefully that I listed for the Prop Tests. Those numbers are maximum sustainable R.P.M. values. I would back off of these numbers and richen up my engine slightly before I'd fly my plane. I expect the FSa-56 to easily exceed the posted numbers once airborne when the props unload.
|Nov 06, 2007, 04:33 PM|
Dallas, Texas area
Joined Sep 2003
|Nov 06, 2007, 08:07 PM|
Joined Aug 2006
Great Review Mike
Great review Mike. Since we belong to the same club, I've seen this engine in action and it's everything you say it is. Two observations. For reasons I can't explain, the results on this engine are superior to those Chris Chianelli reported in his review in Model Airplane News. But I know yours are accurate; once or twice my tachometer was involved. Second, at a $250 street price, I think the cost is pretty steep. For my money, I'd spend another $5 and buy a Saito fa-82.
|Nov 07, 2007, 07:42 AM|
While I agree the Saito 82 is about the same price, it's a heavier (+1oz) and a physically much larger ( +3/8" wider & 1-3/4" longer) engine than the 56. The O.S. FSa-56 will easily fit in most 40 sized scale and sport models while the 82 probably won't.
I remember when the AX series of O.S. engines first came out, they were more expensive than the competition. But today, I'd rather have a 55AX and pay the few extra bucks than buy someone else's 46.
Like the old saying goes "You pays your money, You takes your choice". In the 40 sized four stroke class, I choose the O.S. FSa-56.
|Nov 08, 2007, 06:38 PM|
Saw a while ago this link to the new upcoming OS engines:
|Dec 07, 2007, 05:53 PM|
Update: In the Letters section of this month's Model Airplane News they mention that they reran the RPM numbers on their test of the OS 56a. Their new RPM numbers are a lot closer to mine.
You get the straight scoop here on RCGroups.
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