Viking Installation

VIDEO 1 - Viking 130 installation

Viking has now taken the time to correct this and are producing a dual in-tank experimental aircraft fuel system.

The benefits of the in-tank fuel pump system are:

• Provides some backup Fuel
• Most fittings are inside the tank, small leaks don't matter. 
• Return fuel is handled inside the tank and never leave the tank
• Inlet filters are lifetime and inside the tank
• Check valve to maintain rail pressure is inside the tank
• Dual pumps are available 
• No chance of vapor lock
• Steady fuel delivery without air in the lines
• Smaller / lighter pumps drawing less amperage.
• Easy maintenance -remove pump easily

Vikings latest mini fuel sump.  This is for those just looking for the benefits of a dual submerged pump system without any additional fuel reserve.  This is the bottom.

Top of above tank.  This tank will fit easy at the center front of any low-winged aircraft.  Usually between the rudder cables.  This is the top.  The tank has mounting holes all around and is CNC machined from billet aluminum.  All "return" fuel is handled inside the tank.

Hoses or aluminum lines can be used.  All ports are 1/8 NPT.   Each pump only draw 1.6A and provide 1.5 bar / 44 psi of pressure.

Reply  Edit  Delete

• 

  Tom Neal > Viking Aircraft Engines April 22, 2017 at 11:16am

  What type of electrical fitting is used? Does it add to the total height of the unit?

  Reply  Edit  Delete
• 

  Viking Aircraft Engines > Tom Neal April 22, 2017 at 8:33pm

  

   

  Here is the connector.  It does not stick down below the pump

  Reply  Edit  Delete
• 

  Dale Medendorp > Viking Aircraft Engines April 20, 2017 at 9:54pm

  The writeup says all "Return" fuel is handled inside the tank.  If that's true, what are the 6 ports used for?  Can you show a sketch of how this is hooked up? What are the overall dimensions? How does the sound level compare to the old pumps?

  I presently have two fuel pumps mounted between the seats of my CH650B, but I like the looks of this mini fuel sump better.

  Reply  Edit  Delete
• 

  Viking Aircraft Engines > Dale Medendorp April 20, 2017 at 11:29pm

  No sound at all.  Only 1.6A draw compared to 6A of earlier pumps.

  • You need a feed line from each tank.
  • You need at least one vent line to either tank, or one to each tank. 
  • The two pump outlet go together to the engine
  • 6x7x4"

  Reply  Edit  Delete
• 

  C.L. Newman > Viking Aircraft Engines April 22, 2017 at 10:21am

  What is total weight of assembly with pumps?

  Reply  Edit  Delete
• 

  Glenn Davis > Viking Aircraft Engines April 21, 2017 at 7:47am

  I just had Samantha update my engine order to include the mini sump for my 650. Thinking of putting it firewall forward somewhere and venting the sump with a check valve. I will be using the Belite pressure sensors for tank fuel levels which has proven problematic in the 601 series. Would appreciate any thoughts on alternate locations of the sensors. This sump will eliminate the fuel selector valve and all but one fuel flow transducer. I think you will also need a shut off valve somewhere between each tank and sump for service.  would you need to install checks on the inlet side to the sump from each tank or just let the fuel level between the tanks seek it's own level?  it is unlikely that the fuel draw from each tank would be equal.

  Reply  Edit  Delete
• 

  Viking Aircraft Engines > Glenn Davis April 22, 2017 at 9:44am

  Hi Glen.  Lets review all above 

  First, lets describe a system identical to what it was designed to be:

  • The sump tank mounted in the location of the original selector valve, as low as possible, on the floor
  • One fuel line from the left tank and one from the right, to the bottom two inlets.  Hose or hard line.
  • One vent line to one wing tank (top fitting)
  • Alternatively, one vent line to each tank
  • One fuel hose through the firewall from each pump
  • A fuel manifold mounted to the firewall with 5 x 1/8 NPT inlets

   

  FUEL MANIFOLD

  • One inlet from pump 1 through one way check-valve
  • One inlet from pump 2 through one way check-valve
  • One fuel pressure transducer
  • One outlet to high pressure filter then engine

   

  ALTERNATIVES / CONSIDERATIONS

  Alternatives are not recommended unless you are a test pilot but listed to give more information

  • A couple of in-line fuel valves could be installed if left / right fuel management is desired.  The Cessna 150 does not have any.  
  • An opening can be made in the floor for the pump bodies to stick out below the center of the aircraft and the hoses running below the floor if "fuel in the cabin " is a consideration.  Or just mount inside and turn off the leaky pump if there ever is such an issue.  
  • Never mount the tank in the engine compartment.  The tank should be at the lowest point of the aircraft and rely on gravity feed for fuel.  Also, the tank is made from aluminum and would boil the fuel in the hot engine compartment
  • Any vent should be unobstructed and not contain any check valves, etc.  The vent has to have the same,  or lower pressure than that of the fuel tanks to allow proper fuel flow into the tank.   If the vent is not going into the fuel tank, extreme care must be made such that ram pressure or siphoning is not taking place.  Ram pressure to the vent would prevent gravity flow and the opposite (Suction) could siphon the fuel from the airplane.  Hence the safest venting is in the fuel tank

HERE IS A WRITE-UP COMPARING FUEL SYSTEMS USED BY DIFFERENT ENGINES

ENGINE MONITOR INSTALLATION

SEE INSTRUCTIONS HERE

ALSO:

VIKING PARAMETERS FOR YOUR VIKING 130 INSTRUMENTATION

Max Flow ? GPH - 12
Min Flow ? GPH - 0
Max OilP ? PSI - 100
Min OilP ? PSI - 17
Min Crz_OilP ? PSI (this limit is active only when RPM is above Min Lim-RPM) - 30
Min Lim-RPM ? RPM - 4000
Max OilT  ºF (gearbox) - 220
Min OilT ? ºF (gearbox) - 0
Max RPM ? RPM - 6000
Max FuelP ? PSI - 50
Min FuelP ? PSI - 35
Max H2O  ºF - 220
Min H2O ? ºF - 0
Max Amp ? Amp - 40
Min Amp ? Amp - 0