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Viking Aircraft Engines replied to Joshua Twomey's discussion Fastest Viking?
"If you can slow down a little, this is my favorite:
http://www.rans.com/s-21-outbound"
22 hours ago
Viking Aircraft Engines replied to Joshua Twomey's discussion Fastest Viking?
"The RV-9 or 9A would be your best choice. The turbo engine would take you to 18,000 feet easy. Install an oxygen system and you have a great aircraft."
22 hours ago
Joshua Twomey posted a discussion
Need some help brainstorming.  I am looking for the ideal airframe that a Turbo Viking can go on and go fast.I want side by side seating with the highest VNE possible.My thoughts are the Sonex B with a 200mph VNE (i know weight will be an issue) and the 130 is likely a better option.  Any other thoughts on a small side by side slippery airframe?Jan, you pointed one out to me at Oshkosh but I couldn't find it.  Do you remember the name or the guys name that was building it in NC or SC?Thanks!
22 hours ago
Max P. Rentz and Jim Owens are now friends
yesterday
Viking Aircraft Engines posted a blog post
This area of the forum will be specifically for the installation of the Viking 130 GDI engine.












Step 1 Get your Installation DVD from Homebuilt Help Here
Step 2  Wire the aircraft in accordance with :
Step 3 See related videos




VIDEO 1 - Viking 130 installation

Video show an RV-12 installation but also apply to other aircraft






VIDEO 2 - Viking 130 installation






You will need to wire the TAC this way in order for your instrument to read the 1 pulse / rev from the ECU

ECU and engine wire colors


 



Step 3   Install the fuel system in accordance with



Remove Fitting from engine carefully by pressing the plastic tabs together and gently pulling the connector off of the pump.  Hold a rag over the setup when you do this.  Bleed air from the system by turning on the fuel pumps to spray the fuel into a bucket.  Just as the pumps are turned off, install the fuel fitting back onto the engine.  Be sure to practice this and to align the tabs with the openings in the…
yesterday
Randy Cechini posted photos
yesterday
geo. keyes, jr. is now a member of Viking Aircraft Engine Forum
Wednesday
Viking Aircraft Engines replied to Bud SMith's discussion Air conditioning
"Yes, it can"
Tuesday
Bud SMith posted a discussion
Could a stock Honda AC compressor be mounted and plumbed to custom condenser evaporated? 
Tuesday
Don Bowen replied to Randy Cechini's discussion First Start
"Congrats on the first start up of your Viking. Yes, it really is a thrill to hear that engine running so well. Jan is right, it sounds better with the prop installed. My Viking seems to run and sound better each time I start it up!"
Tuesday
Viking Aircraft Engines replied to Randy Cechini's discussion First Start
"You will like the sound even more with the propeller"
Tuesday
Randy Cechini posted a discussion
Well, finally!! Got our first start yesterday September 25th. Had the motor hanging on the nose longer than I had hoped but well worth the wait!! That was exciting and nerve racking all together! It purrs and purrs!! Cool sound and oh so smooth!! Mesmerizing!! So much so don't forget the big "fan" isn't there so watch the temps! Thanks Jan! And all Of Viking for making our "addiction" more affordable!! Looking forward to the new turbo!! Next on my list!!
Tuesday
Jim Owens replied to Jim Owens's discussion Any Viking 110 customers with the engine still on the crate interested in selling?
"I am still searching for a late model Viking 110 still on the shipping crate or not cranked for my Sonex A model project. Please call or text me at 507-271-5775 or email me at jimowensmn@yahoo.com
Thanks,
Jim Owens"
Monday
Viking Aircraft Engines replied to Randy Cechini's discussion Capacitor
"It is not about commenting or not commenting. Right or wrong. It is about finding the reason why this has happened to several installations.

Viking is an engine company. Install a truck battery, wire the ecu and fuel pump to it and fly is just fine. We don't care how it is done. For many, a simplistic setup like that would serve well.

However, in the spirit of light weight and redundancy, we have posted diagrams that have worked for us. Since the components used are from different vendors, there is no guarantee this will work the same for everyone. It is interesting to try to find the cause of any abnormality."
Monday
Higgy replied to Randy Cechini's discussion Capacitor
"Respectfully, I disagree that it is a capacitor issue. Also snapjack (device with other names) is a diode device (uses two zener diodes instead of just one regular diode). I am a degreed electrical engineer with over 36 years experience designing circuits and industrial control systems and my intent here is to not let someone think they have fixed an issue (when in fact that have not addressed the root cause problem) and spread that information to others who might implement the same thing thinking it is a best practice. I am sorry and apologize for being so blunt and persistent about this issue. I spoke my peace and I promise not to comment on it again."
Monday
Joe Mclaughlin is now a member of Viking Aircraft Engine Forum
Monday
Randy Cechini posted discussions
Monday
Viking Aircraft Engines replied to Randy Cechini's discussion Capacitor
"From all available information at this point, the capacitor is to be blamed. I now recall also solving the issue by disconnecting it on one aircraft.
Norm second this with his findings."
Monday
Ken Ryan replied to Randy Cechini's discussion Capacitor
"Higgy, a snapjack is not a diode. The diode will block spikes to the bus but not to the battery. Norm has stated that removing the capacitor from the circuit solves the problem. He's not theorizing about this, he actually removed it and saw the problem go away. Even if the problem is the battery circuitry (which it probably is) the real problem is how the circuitry of the battery is interacting with everything else. If it were me, I would try the snapjacks. If the problem is a spike to the battery circuitry, the snapjack might well solve the problem. On the other hand, it the problem is with the low voltage protection, the snapjack would probably have no effect. But at least one more thing would be eliminated."
Sunday
Higgy replied to Randy Cechini's discussion Capacitor
"Again, this is not a diode or a capacitor issue. I didn't know anything about the EarthX batteries before I made my original post on this topic so I researched them on their website. I believe the problem as Jan stated earlier in his comment has to do with the lithium EarthX battery. Lithium batteries are a lot different than lead acid batteries and for those who don't know the difference, it can be confusing as we see by the comments already posted. Lithium batteries are not as forgiving as lead acid batteries in regards to voltage range and to protect them from having a catastrophic event, EarthX has built-in protection circuitry ... like a smart battery if you will. The lead acid is "dumb" and does not have this. The EarthX battery with it's internal circuit can actually disconnect it's load (turn itself off) when it detects low voltage or over voltage. Because it can turn itself off automatically (without warning), this is most likely why your contactor cycles on and off (…"
Sunday
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  • After trying out the Corvair, Richard spent 6 months and some money to redo his airplane with a Viking 130 engine.  He made aviation history yesterday by being the first to fly a low winged Zenith aircraft with the Viking 130 engine model.  I spoke with him today and he could not stop talking about what a huge difference the engine has made to his airplane.  We hope to have a takeoff video from him shortly in order to get a before / after comparison to the airplane being powered with the earlier engine.  Richard already has a video showing that.  

    Congratulations are in order for a job well done.  He used the Homebuilthelp Viking installation DVD and said it made all the difference.  

    Dick has set his Wordwind prop pitch to 22 degrees and will fly more this weekend.  Cant wait to get his before / after data.  He has weighed his airplane to get the new CG and it was within half lbs of the Corvair engine, ready to fly - fluids, radiator and all

  • Many pusher configured aircraft use a 2" square aluminum tube as the backbone for the center wing and engine attachments.  

    Viking now has standard 2" square tube top mount available for 130 engine.  Use on 1/4" thick SeaRey root tube.  Just drill 4 x 3/8 holes and bolt engine into place.  Replace entire tube with 1/4" wall thickness rather than the stock sleeved tube to handle the additional thrust of the engine.  

    4 x AN-6 bolts attach the engine to the air-frame

    Rear mount bolt directly to engine casting using sleeves to reduce holes to 3/8 and 3 spacer washers to clear the starter ring-gear

    Rear mount ready to bolt to the aircraft.  (Gearbox not installed)

    Front adapter fasten to original engine mounting rubbers

    THE POWERFUL VIKING SEAREY ON VIDEO

  • Hi Jan!
    I'm thinking about ways to reduce the engine noise. Why all piston engines are so loud when installed in an aircraft? For few HP gained thanks to a shorter exhaust pipe?
    On anyway case, an too short or an too long exhaust reduces the power. Personnaly, I prefere few HP less than many decibels more!
    Considering that an Viking engine makes gain few dozen pounds of weight, I'm thinking about using these to soundproof the engine compartment and by leading the exhaust pipe further aft, behind the cabin. If this would result in lowering the noise level in the cabin down to acceptable level, p.ex. 90 to 95 dB, it would be great!
    What do you think?
    Best regards
    Sasha B.

    • I think if you want to be serious about this, get a Viking Turbo engine.  You can reduce the RPM of the propeller to 1500 in cruise and truly enjoy quiet flying.  

    • I'm realy serious about noise reduction. 1500rpm would give a quiet and pleasent fly. Consequently, the 1,5Turbo will be my choise!
      Thanks Jan
  • Facts:

    • A CROSS COUNTRY ZENITH CRUZER AIRCRAFT POWERED WITH A VIKING ENGINE JUST PLACED #1 BY BEATING A ZENITH FACTORY DEMO, ROTAX 912 POWERED CH-701 STOL AIRCRAFT IN THE KITPLANE SPONSORED 2016 ZENITH STOL COMPETITION.  YES, THIS WAS A CH-750 WITHOUT ANY STOL EQUIPMENT AGAINST THE MUCH LIGHTER CH-701 STOL 

    • A TURBOCHARGED VIKING CRUZER HAS DEMONSTRATED AN EASY 144 MPH SEALEVEL INDICATED CRUISING AIRSPEED AND IS ABOUT TO DEMONSTRATE A 200 MPH TAS RUN AT 17,500 FEET.  ALL WHILE STAYING BELOW THE AIRCRAFT'S VNE OF 145MPH.  

    video 1

    video 2

    video 3

  • The long Way to success

    The long road of building the engine, then installing it.

    The scary part of having no real power 

    Happy days of finding another engine

    Having more than enough power - giving you a choice

    Flying in today's world

  • Your new product chart includes the V150T @ 250 lbs and the V170T @ 270 lbs,  What are the differences given the the 20 lb delta?

    Are the weights listed dry weights of engines that can run (without propeller)?

     

  • VIKING MOTOR GLIDER 

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