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  #1  
Old 02-08-2012, 05:50 AM
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Geico266 Geico266 is offline
 
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Default Viking Engine Performance Data

Another thread prompted me to ask a question of those who have installed the Viking engine.

Ron Russ posted a speed of 136.5 MPH (verified w/ 4 way GPS) in the RV-12, climb rate of 1,000 fpm, and 200' take offs on the Viking web site.

An unconfirmed report from a Sea Ray says the performance was that of an 80 HP engine and 30 pounds over a 912s and the engine was replaced.

Real numbers please?
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Last edited by Geico266 : 02-08-2012 at 09:07 PM.
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  #2  
Old 02-08-2012, 07:44 AM
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I don?t think there are any other RV-12?s flying with the Viking. I am considering using the Viking when I build but not based on the performance figures but more on the technology, design and value of the engine. I first met Ron at Sebring when he arrived and he stated that it was his first long XC trip and he was very happy with the performance. I don?t remember any exact numbers but I think the important things to consider are how the aircraft performs in normal cruise configuration, not top speeds at wot. The Viking may not have been a good fit for the SeaRay due to its high drag airframe but seems to work fine on RV-12 type aircraft. I am looking forward to seeing how the next batch of Vikings turn out as I?ve seen they are now in customers hands and should be flying within the year.
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  #3  
Old 02-08-2012, 07:58 AM
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Quote:
Originally Posted by JoeM View Post
I am considering using the Viking when I build but not based on the performance figures but more on the technology, design and value of the engine.
A question, and not just for Joe.

What technology and/or design features are superior to the Rotax 912, and why?
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  #4  
Old 02-08-2012, 08:49 AM
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Things like fuel injection, electronic ignition and liquid cooling. I know the technology of the past century of carbs and mags is proven and very reliable but as in every other application for internal combustion engines the aircraft industry is far behind. The outboard marine engine industry has continued to develop its product and reliability is better than it has ever been. (The basic engine used by Viking is used in the Honda outboard.)
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  #5  
Old 02-08-2012, 11:43 AM
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Quote:
Originally Posted by JoeM View Post
Things like fuel injection, electronic ignition and liquid cooling. I know the technology of the past century of carbs and mags is proven and very reliable but.....
The 912 has electronic ignition and liquid cooling. The electronic ignition requires no ship's power. As you say, the Bing CV's have proven to be very reliable....and likewise require no power source.

Try again. What technology and/or design features are superior to the Rotax 912, and why?
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  #6  
Old 02-08-2012, 01:02 PM
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I’m not knocking the 912, I’m just open to alternatives and am glad to see people trying the Viking, UL and Jabaru engines. All four engines have their pros and cons, it’s just nice to have a choice.

Also, keep in mind my opinions are from someone that is fairly new to general aviation and my lack of experience may affect my judgment I’m learning a lot from VAF. As you can see from my avatar I’ve worked on old and new technologies and admit in some areas the old is more reliable.
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Last edited by JoeM : 02-08-2012 at 01:15 PM.
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  #7  
Old 02-08-2012, 01:14 PM
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Does anybody know the service interval for Viking's and Rotax's PSRU?

What is inside the PSRU? Belts? or gears?

If belts, how often do they need to be replaced?
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  #8  
Old 02-08-2012, 01:25 PM
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I?m almost sure gears on the Viking. When I was talking to Jan at Sebring the holdup in shipping the engines was due to his gear supplier.
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  #9  
Old 02-08-2012, 08:47 PM
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Quote:
Originally Posted by JoeM View Post
Things like fuel injection, electronic ignition and liquid cooling. I know the technology of the past century of carbs and mags is proven and very reliable but as in every other application for internal combustion engines the aircraft industry is far behind. The outboard marine engine industry has continued to develop its product and reliability is better than it has ever been. (The basic engine used by Viking is used in the Honda outboard.)
In the certified world I would agree some things are way behind. But in the experimantal world fuel injection, electronic ignitons that very timing with altitude are already commonplace on Lycomings.

As to liquid cooling,well on a fast airplane liquid cooling only appears to add significant drag.

A well equipped Lycoming is a very efficient motor..especially when run LOP, I'm not aware of any car engines who's fuel management systems allow for LOP running.

Frank
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  #10  
Old 02-08-2012, 10:46 PM
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Quote:
Originally Posted by frankh View Post
In the certified world I would agree some things are way behind. But in the experimantal world fuel injection, electronic ignitons that very timing with altitude are already commonplace on Lycomings.

As to liquid cooling,well on a fast airplane liquid cooling only appears to add significant drag.

A well equipped Lycoming is a very efficient motor..especially when run LOP, I'm not aware of any car engines who's fuel management systems allow for LOP running.

Frank
Car engines do, sorta. Exhaust gas recirculation creates effectively lean of peak mixtures. Fuel injected small block Fords (the ones I'm most familiar with) are well known to suffer decreased fuel economy when the EGR is disconnected.

I'm hair-splitting though. I agree with you; our air-cooled aircraft engines have the capacity to be amazingly efficient. The limitation is the systems bolted to them, not the engines themselves.

Aircraft engines achieved astonishingly good fuel specifics all the way back in the third decade of the 20th century. A somewhat rare but fascinating book on the subject is "The Power To Fly", by LJK Setright (George Allen & Unwin LTD, Great Britain, 1971).
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