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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 Aircraft Pictures

Latest Videos

Viking 130 engine Installation
SeaRey pulling out of water
Karl Johnson thrust test with the Viking 130 on his Savannah
Test of Aventura aircraft with 130 hp engine
Viking 110 in Second hand RV-12
Bruce Cobo Viking Powered Zenith 750 First Flight
Viking Just Aircraft Super Stol
Viking the USA DUC dealer

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

  •  These videos are to reflect on the engine, not the different aircraft.

     

     

     

     

     

     

     

     

  • I believe the question for Viking would be, is there any reason that a engine run-up is necessary beyond 3,500 rpm prior to takeoff?

     

    • There is not.  However, be sure you reach your normal RPM early in the takeoff roll.  If not, abort.

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  • If you're happy with the stopping power during high speed taxi, then I wouldn't be to concerned with holding power during run-up.  

    With this ECU controlled direct gas injected engine, it's not like you're needing to check the magnetos or anything.  Just confirming the brakes work up through a reasonable rpm, say perhaps 3,500 rpm, and then taxi around a little to warm up the engine, charge the batteries, test fuel pumps and batteries.   If all parameters are normal, confirm ability for full throttle during takoff roll and go.

  • Jan:

    A question about braking and the Viking 130 in a Zenith Cruzer.

    I have someone helping me to first fly and he is concerned about not being able to hold the Zenith Cruzer above 4000 rpm with the installed Matco brakes.

    The plane starts to creep.

    I assume with the torque generated with the 130,  and that is what is expected?

    Terry Hall

     

    Any help or reassurance?

    Terry Hall

     

     

     

    • Nothing against the brakes but it is true.  As sold, they do not work well.  You need the intensifier kits, duel calipers and a good look at the positioning of your foot to the pedal. Matco also blame Zenith for not having enough leverage built into the pedal travel?

      Not exactly sure if there is anyone to blame :)  But they are not very firm.  Obviously, the problem is worse with close to 600 lb of thrust.  

    • Same for me - starts to creep at 3800rpm.  I think, this is to be expected.  I also have Matco's master cylinder intensifier kits installed, see here http://www.matcomfg.com/MASTERCYLINDERINTENSIFIERKIT-idv-3282-46.html

       

      MASTER CYLINDER INTENSIFIER KIT
      Increases pressure by 60% for same applied force. Kit includes sleeve, piston, seals, and installation drawing. Works for all MC-5 series master cyli…
  • Mike Wilson - Extraordinary Zenith builder and Viking Engine installer / Pilot

     

     

     

     

     

     

     

     

     

     

     

    Mike has a CH-701, the CH-750 STOL, the CH-750 Cruzer and now building a CH-650.
    They are ALL Viking powered

     

     

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