Welcome to the Viking Aircraft Engine Forum and online community. This Forum is for and about Viking Aircraft Engine builders and flyers and all others interested. We invite you to explore and to share your own information. See www.Vikingaircraftengines.com for the official Viking website.

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

Find One of Over 500 Customers on the Map

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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  • A lot happening at Viking - a RV12 showed up for an Annual Condition Inspection after being purchased with a Viking 110 and we are getting her ready to fly. More information on that later! Today a Searey showed up for the Viking 130 installation and in the background we actually have a Sonex getting the full 90 HP treatment. Not to mention the Just Superstol left last week, each engine model getting a little bit of love lately. Don't forget we offer so many more service and products here than just engines! 

  • I remember Viking posting videos of the 130 model on a plane and the plane connected to a scale and showing thrust at full throttle. Can you do that with the 90 hp engine also? I have seen thrust tests on the O-200 and would like to have something to compare it too. From a geared reduction standpoint, I believe that the 90 hp engine will produce more thrust but I just don't know how much. The 90 may be a very good match for a plane like a Onex but without actual thrust numbers, it's hard to know for sure.

    • Hello, the O200 in weight is actually slightly heavier than the Viking 130, the 90 HP is substantially lighter and it produces 420 lbs of thrust. We are currently installing the 90 HP on 2 Sonex. There will be more information next week.

    • That sounds like a great match for a Onex. It no doubt puts out much more thrust than the Aerovee at 420 pounds. The O-200 has approximately 340 pounds of thrust at 100hp I would be very surprised if the 80 hp aerovee made more than 300 pounds of thrust.

      An engine that light with that much thrust in a Onex would be great.

      I'm anxious to see actual numbers of your Sonex with the 90 hp on it. There are numerous examples of what a Sonex will do with the Aerovee so a head to head comparison with the 90 hp numbers will be great.






    First and foremost, as many of you know it is not a small undertaking to start building your own aircraft and we are always excited to watch our customers, after all the work and time they dedicated to their aircraft get its wings in the air. It makes us happy to know that they chose a Viking engine to help them get there.
    One of our customer, Patrick Hoyt graciously took the time to answer some of our questions and in turn thought we would share them with all of you.
    Patrick has been flying about 12 years, he typically flies with his wife when flying cross-country, but there is a lot of solo flying as well and he has been an EAA member since he was a kid, but only within the last handful of years was he able to really participate in aviation the way he wanted. It took him 7 years to go from his first introductory flying lesson until he had built his own airplane (and engine) and took it up into the air with his own hands. Patrick is just now getting to experience the Viking engine with around 5 hours thus far, and we will definitely be following up in the future – so many others have established success with Viking and we are excited to see Patrick putting some hours on his engine.
    When we asked Patrick why he chose Viking he simply responded:
    “I chose Viking after unexpectedly finding myself in need of an engine for my Zodiac airframe (which I had previously flown for about 180 hours). I had built my previous engine myself, and I was perfectly willing to build another one; however, I was concerned about long lead-times for some specialized parts. It's fine to slowly accumulate parts during the years that you're building an airplane, but it's quite another thing to have your completed airplane "down" while waiting for custom parts to trickle in. Even though my airplane was already set up "firewall forward" for my previous engine, I was concerned that I would be unlikely to get the airplane flying again anytime soon (I even considered selling the airframe as a 'firewall-back' project). The Viking offered the advantage that I was able to get everything I needed all at once.
    Even with the Viking's advantages, it was still a very difficult decision for me. I really agonized over it as I had built up a lot of loyalty around the other engine over the years, and I still have an interest in building another one someday. People are starting to ask me if the Viking 130 is a better engine, and that's a really tough question, because each builder has their own mission, and different engines will have their own advantages that are pertinent to their pilot's particular mission. I think it would do builders a disservice to make a blanket statement that one particular engine is better or worse than another. People should realize that the mission may change as time passes. In my case, part of my original mission 10 years ago was to build an engine myself, so I went with the type of engine that made most sense for me at that time, and I'm happy I did that. Years later, my mission became "get my airplane back in the air in a reasonable amount of time, and with a stronger engine", so the Viking 130 became the logical choice, and I'm happy I did that, too. The answers for some questions depend not only on who you ask, but when you ask them...”
    Does the Viking engine have more power?
    “Yes, it does. I'm still getting the prop dialed in, but my Zodiac has already seen an increase of 38mph on the top end, over what I was previously getting, and that's with no aerodynamic changes beyond a different cowl, a different prop, and the addition of a large radiator under the fuselage. Same airplane. Same airspeed indicator. Same pitot-static system. Takeoffs are shorter, with more brisk acceleration. I would not have thought that much of an increase to be possible, and if somebody had told me that the aircraft would see that level of a performance increase, I simply would not have believed them. This speed is close to Vne, and is for Phase One testing only, in the interest of demonstrating the possibility of safe operation above normal flight speeds - it is not a speed that I would otherwise fly at, nor would I want to encourage others to do that.
    We asked Patrick about his most memorable flight, and a couple came to mind.
    ” Several flights stand out as memorable. Of course everyone remembers their first Solo (mine was in a Piper Warrior). Another highlight was when I took my Zodiac up on its first flight. A big one was my first landing at Oshkosh, during AirVenture a few years ago (and they did an aerial photo-shoot and put my airplane on the cover of the January 2015 issue of Experimenter). Another one was when I lost an engine after takeoff, but was able to make it to the runway and land ok (right after that happened I had the great pleasure to shake the hand of the flight instructor with whom I'd practiced emergency landings a few days prior).
    Patrick doesn’t have a huge background in aviation, like so many of us, he became interested as a child and was able to later in life bring that passion to fruition. Patrick explain,
    “We didn't see airplanes very often where I grew up (in rural north-western Wisconsin). Whenever an airplane flew over, we would run out of the house to go look. I always wanted to be a pilot, and I built a lot of model airplanes as a kid. Along the way I've also noticed that "airplane people" tend to be really good people. Indeed, I would say that "airplanes" are just a small part of "aviation". The biggest part of aviation is all the wonderful and interesting people that you meet.”

  • Another 2018 1.5 Honda Accord Turbo engine hitting the Viking factory.  Only 4000 miles and as always, no damage and all Honda quality


  • Buying more engines this week for our Viking Customers.  Just genuine Honda engines.  



  • Ted Taylor just got his Airworthiness Certification! I am blown away! What an absolutely gorgeous build. 

  • Viking specializes in the recycling of Honda car engines for aviation use. This shows last weeks deliveries of low mileage 2017 and 2018 Honda Fit engines. Pick one and reserve it as the basis of your aircraft engine by calling Alissa at 386-566-2616.

     This one has less than 7,000 miles.  

     Here is one with 1,800 miles. Basically brand new.

    5,000 miles on this one. 

    This one also has the engine compartment untouched and has not yet hit 2,000 miles.  


     8,000 miles on this one but still a fine aircraft engine.  


  • The beginning of Viking 

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Viking Fuel Vent Line

I am wanting some insight on how we might be able to create a vent line.  We are currently building a 750 with the 130 and mini header tank.  The video we have is the older one where there is a return line T-off from the pum back into the inlet…

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1 Reply · Reply by Loren Warner Sep 21, 2018

Viking 110

Hello, new member here and I just have hopefully a simple question.  I have the chance to purchase a Viking 110 at a really reasonable price for what is included.  I know this model has been dicontinued and some of the mandatory upgrades have been…

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1 Reply · Reply by Viking Aircraft Engines Sep 7, 2018


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


  • 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.