"The modern engines do not care what altitude they are at. The engines do not “know” what altitude they are at. They do not need this information.
The engine “Know” what the temperature and manifold pressure is. From this, the correct amount of…"
The engine “Know” what the temperature and manifold pressure is. From this, the correct amount of…"
"Thanks. How about the Turbo 195 - does it lean with altitude like the 130?
Bill"
Bill"
"Only if you would like to do so. The engine will start and warm up on its own."
"Thanks! I have another newbie question. Since the Viking engine is built to automotive tolerances regarding piston to cylinder clearance - is preheating required in cold weather?"
"Hi Bob. Yes you are right. The manual says maximum of 15% but all auto gas here in Brazil has 25% or 27% ethanol. Since I am monitoring closely and I had no issues with 90 hours of flight and it is a very clean fuel, the only concern would be the…"
"thanks jose. isn't 25% a little high for this engine?"
"Hi Bob. My 110 engine has 90hs. I use auto gasoline here in Brazil with 25% ethanol. It has 95 octane. I used 100 LL only once just to test. Saw no noticable difference."
"Yes, it does that and there is no altitude limit for this"
"The easiest way is to call Viking:)
We tried calling you but busy. I think you have a land line.
In any case, here is a video as well.
Viking phone is 386-566-2616"
We tried calling you but busy. I think you have a land line.
In any case, here is a video as well.
Viking phone is 386-566-2616"
"thanks norm, i will probably start with 18."
"Bob, on my CH-750 I have it set at 19 degrees which gives me about 5200 on takeoff and climb. I previously had it at 18 and as I recall it was around 5400."
"I can't match the performance of a Super Cub on Steroids but as I've gotten older, landing on a 500ft. gravel bar isn't that appealing. I removed the slats at 30 hrs and like the airspeed indicating 7-8 mph faster. Maybe John will chime in later.…"
"I'd like to hear how these two planes compare. Both are high on my list of "next projects".
No slats on the 750...?
- Pat"
No slats on the 750...?
- Pat"
Comments
Hi Heliano. Send me your email.
Hello, Jose! Where are you in Brazil? I have a few questions I'd like to ask you about your experience with importing and installing a Viking engine. I am currently in Campinas area, and am planning on importing a Viking 130 next april.
Hi Idrise. Congratulations for your choice of building a Vans RV-9. It is a great airplane. As you can see, it accepts a wide margin of engines: from 118hp (prototype) up to 160hp according to Vans website. I am in the lowest side of the power range. As Jan said, my engine is a Viking 110. It provides a maximum of 110 hp, but performance is nice. Takeoff numbers are very good. At 5,300 ft density altitude I reach takeoff in 800 ft and climb at 1,000 ft/min at Vy of 86 mph. Max cruise is around 150 mph with autogas. If I want to cruise at 12,000 ft I have 120 KTAS at 5.0 gph, it will give me an endurance of 7 hours. As you said, I still can increase my top speeds around 10 mph with better cowling and new Viking 110 muffler. I am curious to see a flying RV-9A with a Lyc. O-235 (118 hp) cruising at 163 mph as Vans site states. Notice that I have a light aircraft as well. My empty weight is only 920lb. which puts the CG to the aft side of things. Remember that I don´t have the "normal" 300 lbs in the nose which is the installed weight of a Lyc. IO-320
but only 200lbs of a Viking 110, so I am careful not to put 75 lbs in the baggage area which is the Vans number. Now if I went for the price, a top XIO-320 would cost me $ 28,000 plus firewall forward of $ 5,000 plus C/S prop $ 7,000 etc... totaling $ 40,000 FOB. It is scary. If I were at your stage I would think about a Viking 150 turbo and the adaptations involved. That would be nice. Good luck! José Almeida.
Jose has a 110 hp engine in his 9. Not a 135 hp engine
Congrats on completing your RV-9 and installing the Viking power plant!
I'm about halfway with my RV-9 airframe and starting to look at engines. Vans published performance numbers for the RV-9 seem to be significantly different for 135 HP from what you're reporting. Even with a 118 HP Lycoming, it should be topping out near 170. Of course speed isn't everything, but I'm curious why there's such a significant difference. Do you think your engine and propellor combination isn't developing comparable thrust? Perhaps the Viking specific cowling and cooling inlets are increasing drag? What are your thoughts? Thanks!
https://www.vansaircraft.com/public/rv9perf.htm
Marcus wrote in Portuguese:
"Jose, instalei o motor Viking em um Conquest da Inpaer e estou muito satisfeito"
Jose Pedro's reply In Portuguese:
Wow! Maravilha! Então perdi para você a posição de ser o primeiro cliente que voa Viking no Brasil. Estou enfrentando atrasos por causa dos adaptadores do berço Dynafocal tipo 1 para o backplate do Viking. Como seu berço já é preparado para o Rotax 912, presumo que sua instalação deve ter sido mais fácil. Vamos manter contato.
IN ENGLISH:
"Jose, I installed the Viking engine in a Inpaer Conquest and I am very satisfied."
Jose Pedro's reply In ENGLISH:
Wow! Wonderful! Then I lost the position of being the first Viking flying customer in Brasil. I am facing delays because of the Dynafocal type 1 adaptors to Viking backplate. Because your engine mount is already prepared to Rotax 912, I presume your installation was easier. Let us keep in touch.