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We have introduced a map to enable builders and flyers to see where other Viking customers are in relation to eachother. It is a work in progress and we are still continuing to add names daily. If you see an area you would like to contact a customer and reach out to contact Alissa@VikingAircraftEngines.com for more information.

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Viking fuel system for Rotax and UL Engines
One day at Viking Aircraft Engines
Introducing our 12 year old Leo to the 8 week old Rudder
Viking 90 Installation
Sending your flying Videos to Viking
Aventura 130 Viking blowing the doors off the "competition"
Art Interview
Aventura Aircraft Restoration Part 1

VIKING 130 OR CONTINENTAL 0-200

When you install an O-200 engine, or a Viking 130 aircraft engine, the weight of the aircraft will be about the same.

HOWEVER

  • You will have 30 more HP and close to 100% more static thrust.  
  • You will have a 2018 model Honda, usually built in America - not a 1945 design now sold to China
  • You will have 5,000 Honda dealerships from where you can get parts.  
  • You will have DIRECT, into the cylinders, fuel injection.  No carburetor anywhere
  • You will pay much less for much more.

NEW! Every Viking Customer has their own page on our website to showcase their aircraft which will also coincide with the map. If you want your aircraft displayed, please send me in some pictures at Alissa@Vikingaircraftengines.com

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Comments

  • Thank you for generating a POH for the Viking 90 in the CH-701

     

    Shutdown procedure is:

     

    1. Turn off the alternator and note an RPM increase, Voltage decrease and engine still running
    2. Turn off battery one - note engine still running
    3. Pull throttle all the way back
    4. Turn off battery two - note engine shutting down
    5. Fuel pumps are now already off since master switches are off.  (No reason to turn switch / switches off)

     

    By the way, your engine mount is at the powder coater for glossy white.  Here are the welds of the 4130 steel mount.  

     

     

  • 701 Viking 90 install

  • The Viking fuel system is now universal to most injected light sport aircraft engines and is available in different sizes.  

  • It has not really hit the aviation community yet how many advantages a Direct Injected Engine has. It is a perfect match to high output, low fuel burn, high compression, advanced ignition timing, internal cylinder cooling of engine parts and a high threshold for detonation.

    The discussion is no longer about old or new technology, air or liquid cooled, car engine or lookalike aircraft engine with internal car parts, fuel injection or carburetor, etc. It is now about Direct Injection or not.

    It is a choice you can only make by understanding the benefits.

    While learning about GDI systems, on YouTube for instance, you will find a lot of information concerning carbon buildup on the intake valves due to crankcase blow-by being introduced to the intake manifold, rather than overboard or into a catch can, as on all aircraft engines. Since only air passes through the intake runners on the Viking 130, no carbon deposits are possible. You are left with only the GDI advantages and none of the drawbacks.

  • One day at Viking

  • Viking 90 radiator layout

  • Some real word numbers - If you ever wondered what the hype about "Direct Injection" is all about, take a look at the TOTAL fuel usage for the entire flight

    Alissa,
    Attached is the flight data, in spread sheet form to share with Jan, which I mentioned to you yesterday for our Zenith STOL CH750.

    Conditions were good for the test and after running the groundspeed check, I landed and loaded the aircraft to gross weight (1440 lbs.) and did my first takeoff at this weight. Ground run was just a few seconds longer but when it came off the ground, I could feel the power and acceleration pick up as I began to climb out.

    Solo and with full fuel, I am typically off the ground in 6 to 8 seconds. At gross it was around the 10 to 12 second time frame. Still damn quick.
    I flew a total of 2.3 hours yesterday and burned 5.56 gallons for an average fuel burn of 2.3 GPH. True a lot of the time aloft was at reduced power settings but still impressive numbers for such a draggy little airplane.

    Jerry Wade
    N939JS
    STOL CH750 with the 130 HP Viking.

     

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