IMPORTANT VIKING 110 INFO
Here is a VERY important Viking 110 Newsletter. Several engines are now around 500 hr and a few close to 1,000. Guidelines for successful operation are mentioned here.
This is a trick used to top the engine with NPG coolant. Wrap a rag around the base, making sure it can not get caught in the pump pulley.
Remove the NPT plug and screw a plastic funnel into the opening. Add coolant to the funnel and protect with a rag and rubber band during engine runs with a propeller up front. Idle engine until the thermostat has opened and the radiator is warm.
While topping off the coolant, clamp off the small hose running over to the firewall coolant bottle to prevent it from overflowing. Be sure to add a strip of colored tape in order not to forget to remove it when done.
This picture show the best oil pickup system for the Viking 110 engine. Some engines already have this but might use 1/2" hose, rather than a 5/8 hose and fittings. This particular engine can maintain 55-70 psi of oil pressure.
No 90 degree fittings if possible. 3/8 NPT threads. 5/8 hose barb. 5/8 hose rated for oil and suction
Oil pressure transducers are not very reliable and have a short lifespan if mounted directly onto an aircraft engine. Be sure to change it if oil pressure is suspect.
Muffler. The updated muffler for the 110 engine, combined with the latest ECU programming will add power and a nice tone to the engine. Straight down and under-the-engine layouts are available.
The oil cooler shroud has room for an additional air intake duct if needed.
Pilot side Oil cooler inlet
Full size radiator opening
Co-Pilot side oil cooler inlet
At one point, the thermostat by-pass hose was moved to the rear of the gearbox, thinking it would make gearbox service easier. The problem with the aft location is that, in the event of a rubber particle separating from the drive system, it can damage this hose and create a coolant leak. This can get serious and all engines should now fly with the system pictured here.
Several styles of Oil Tanks were used for the 110 engine. Here is one converted from a top suction tube system to a bottom oil pickup.
Air cleaner cooling duct. Cold air to the air-cleaner is extremely important for performance.
Be sure to to use this brake-in oil for 20 hr each year. Then run 5W-20 cheap oil the rest of the year and mid grade or 100LL fuel. Because the 110 is laying on it's side, this will keep oil consumption down and pressure up. Make sure all vales adjustments are loose every annual inspections. Tight vales are much worse than looser settings.
This airplane has the systems mentioned above. It has great performance, use very little oil, starts instantly, has perfect oil pressure and sounds great. Since new it has had every update offered. The latest update was the heavy duty drive coupling system. The airplane is usually in the air several times every week.
HERE IS A LIST OF CHANGES THAT WERE MADE TO THE VIKING 110 ENGINE DURING IT'S PRODUCTION AND SUGGESTIONS, UPDATES THAT WILL KEEP THINGS SAFE.
- Intake manifold went from a rectangular to a tubular design for better performance.
- Coolant system was simplified from one with tanks on the engine to one with no tanks on the engine and an overflow tank on the firewall.
- Some engines use gear oil for lubrication and some use engine oil. Each work good. Engine oil gearboxes need to verify oil flow during the annual inspection. Gear-Oiled engines must change the oil more frequently. Gear Oiled engines must have a vented gearbox.
- Wiring should be in accordance with the latest diagram for the Viking 130. Earlier "wirebus" prefabbed products should not be used. ECU power should be direct from the main bus. It is recommended that any dual ECU switching is eliminated by a solid wire connection between the ECU select wire and ECU 1 wire and the removal of this switch. All, ECU's should have software from 2017.
- All alternators should be genuine ND brand. With ND embossed into the aft cover. All aluminum idler pulleys should have been replaced and any alternator mount using a single top mounting ear from the engine need a second bolted on.
- Muffler tail pipes need regular inspection for cracks unless gussets are welded in or muffler is of Viking 130 style.
- Valve adjustment should be done yearly
- Use engine brake-in oil for 20 hr / year to maintain good compression and low oil consumption
- Use 5/8 good quality hose from bottom of oil tank to pump inlet for maximum oil pressure. The best valve cover is the original Honda unit with a built in oil separator. The engine crankcase should be vented to a firewall mounted catch tank from the valve cover and from the oil tank