Many years ago, Bellanca promoted their Viking with a picture of a dozen or so people sitting on a wing with the caption, Try this with an aluminum wing. There’s another picture of a Bellanca tangling with a building and it looks like the building lost.
Peek inside a Viking wing and you’ll see two laminated wood spars running the length of the wing, connected by a system of ribs. Peek inside the fuselage and you’ll see a system of steel tubes that form the engine mount, then carry through the fuselage to form the tail. Add laminated spruce forming one axis and a steel roll cage forming the other and youve got a very sturdy airframe. Any Viking owner can tell you about the superb handling characteristics of the airplane. Push-rod aileron controls, high wing-loading and a huge rudder/tailfin give it a tight, sports car-like feeling in the air. A big engine to get it moving and 46 degrees of flaps to slow it down give the pilot lots of options for takeoffs and landings. The airplane stalls with a buffet and a clean break and recovers easily. Its also a stable IFR platform. With all that going for it, why don’t we see more Vikings on the ramp?
History
The Vikings family tree (pun definitely intended) traces its roots back to the old Bellanca Cruisaire, a triple-tailed retractable taildragger design reminiscent of aviation pioneer Giuseppe Bellancas early designs. The first Model 17 Viking appeared in 1967, powered by a 300-HP Continental IO-520-D.
Over the years, major changes were few, consisting mainly of various engine options. The Continental-powered Viking was called the 17-30, while the 17-31 Super Viking, introduced in 1969, was powered by a 290-HP (later 300-HP) Lycoming IO-540, either normally aspirated or turbocharged. Either engine was available for much of the early production run; the 17-31 was discontinued after 1979 and in 1996, the Continental IO-550 was made available as an option. The original hydraulic gear and flap actuation system was redesigned midway through the 1968 model year with the introduction of electric flaps, which improved matters.
The original fuel system-five tanks, two fuel selectors, eight possible combinations of selector settings and several sometimes incomprehensible gauges-was simplified to a left, right and aux system in 1974. After that mod, the fuel mismanagement accident rate for Vikings dropped dramatically.
Production continued at a modest rate-in the peak production year, 1973, just under 200 were built- until Bellanca Aircraft Corp. went bankrupt in 1980, the year things turned sour for the entire industry. In 1984, though, the company got back on its feet and started building Vikings again on a limited, custom-order basis. Only nine were built in 1984 and 1985 and none in 1986. About 30 were produced between 1987 and 1997.
Two airplanes were built in 1998 and one was delivered in each of 1999 and 2000. Thats a total of 1356 Vikings in the fleet, most of which are Continental-powered. In 2001, Bellanca went bankrupt again. In 2002 a group of six Bellanca enthusiasts bought the company from the state of Minnesota and established Alexandria Aircraft Co. LLC. Their immediate goals were to provide technical support and parts to owners and A&Ps in the field. The owners of AALLC also reduced parts prices substantially and rewrote the type certificate for Continental-powered Vikings, which helped prospective buyers looking to replace a run-out 520 with a 550. So in terms of factory support for a used Viking, this is perhaps the best time in years. Theyll also be showing a brand new IO-550-powered Viking at Oshkosh in 2005.
Market Scan
If youre looking for a used Viking, you’ll be happy to know prices have stabilized and in some cases pulled back a bit. In 1999, Bluebook for a 1970 normally-aspirated model was $43,000. In 2000, that number was $46,000.
In 2005 it was $45,000. In 1999, Bluebook for a 1975 turbo Viking was $61,000; six years later its $69,000. At press time, there were 34 Vikings listed in Trade-A-Plane. There are a few neglected and derelict Vikings, but for the most part, Vikings are loved and pampered by their owners.
Look for one that has flown regularly. Engine time is only part of the story-youre looking for regular use. Moisture in the wings is the biggest threat to the value and the airworthiness of the airplane and drying them out at 160 knots is the best thing for them.
Bellancas have been a good deal in terms of purchase price all along and that continues today. Most Viking owners are convinced theyre getting the most bang for the buck. Where else, they ask, can you find a four-place, retractable, 160- to 165- knot airplane for around $50,000?
The cost of a new Viking, they add, is not too different from that of a new Cessna Skylane and you get a bigger engine and retractable gear and a Skylane will never handle like a Viking.
Performance, Payload
By the standards of other aircraft in its peer group (big-engined retracts), the Viking is not exactly what one would call an overachiever. Normally aspirated models cruise at around 160 knots, a good 10 knots slower than big singles like the Cessna 210 and A36 Bonanza. The turbo helps, of course. Haul the airplane up to FL200 and you’ll see 190 knots. Respectable, but still slow compared to its peers.
But a Viking will outclimb a 210 or an A36. The book claims 1210 FPM and owners report similar numbers. For all its power, the Vikings useful load is typically only 1000 pounds or so, and even less with a lot of equipment on board. Thats in the range of an average 200-HP retractable, such as a Mooney or Arrow. On top of this, the big engine requires a lot of fuel, which further limits the cabin load.
Fuel capacity is either 60 or 75 gallons; with the bigger tanks full, cabin load is limited to only 550 pounds. With full fuel, my 1973 Viking will carry three passengers, or two passengers and baggage, reports one owner.
Comments another about his turbo: Lycoming engine, heavier than the Continental, plus two turbos, equals a pathetic full-fuel legal load of two adults plus bags. Compare that to a Cessna 210, which has a useful load pushing 1400 pounds in some cases and can typically haul 90 gallons and four people plus baggage.
But the Viking has always been more sports car than pick-up truck. The pre-1973 Vikings standard 60 gallon fuel supply is barely adequate-three hours at fast cruise would be pushing it-and even the 75-gallon system is marginal to feed an engine that typically burns 13 to 15 GPH at cruise and will suck over 20 GPH during climb.
With all four seats occupied by FAA-standard humans and 100 pounds of baggage, the airplane can ship maybe 40 gallons of avgas-enough to fly 250 miles with IFR reserves. However, most owners of post-1973 Vikings comment that theyre content with a choice of full seats or full tanks and insist that their bladders usually give out before the fuel does. HandlingThe Viking is almost universally praised for its light, smooth aileron control. The best flying characteristics, bar none, of any airplane flying today, raves one owner. It practically begs to be rolled.
Another says, It spoils you for riding in any other airplane. Indeed, the Viking is one of the few production aircraft to have flown regular airshow routines. Landing can be tricky. Power off, with gear and flaps out, the Viking has an awesome sink rate that owners liken to Steinway pianos.
The steep descent angle, however, does allow a skilled Viking pilot to make very short landings and the excellent climb rate enables the airplane to depart from short fields just as well. The Vikings cabin dimensions are modest at best, a reflection of its 1930s design heritage. The cabin is small for two guys my size, reports a 210-pound Viking pilot. Even a rabid pro-Viking zealot admitted that the cabin is not roomy. Hes an inch shy of six feet and 160 pounds and says he has plenty of room without bumping elbows with his front-seat passenger. Wives, kids and other small-to-medium-sized people will find the rear seats comfy enough, but big men will feel cramped.
Interior appointments draw raves, however. Many Vikings have a leather or crushed-velour upholstery that puts the chintzy interiors of Pipers and Cessnas to shame. Cabin noise, on the other hand, is awful, a fact that virtually every Viking owner we heard from complained about. Atrocious, said one. We suggest redirecting some of those bang-for-the-buck funds into a good ANR headset for each seat. We don’t think there’s much to differentiate the two normally aspirated engines from an ownership point of view. The turbo is another matter.
Prospective buyers should carefully consider whether the extra acquisition cost, complexity, fuel consumption and potential overheating problems are worth the benefits of turbocharging. Since its a turbo normalized system-you get full power all the way to the flight levels rather than an extra boost on the ground-in most cases (outside the Rockies, at least) the answer is probably not.
One reader who owns both advises against the turbo version. Gear collapses and gear-up landings, both inadvertent and mechanically caused, accounted for some Viking non-fatal accidents. Gear-ups are hard to figure, since Vikings have an Auto-Axion gear extension system, but weve seen some confusion in the field about exactly how to adjust the microswitches to make the system work.
The emergency gear extension in a Viking is two-thirds foolproof and one-third tricky. When the mains retract, they fold forward and are held there under pressure, so dumping pressure causes them to fall into the slipstream and lock. Step one of the emergency extension procedure is to slow the airplane to 90 knots, so the over-center spring can push the nosegear through the slipstream and let it lock. No cranking or huffing and puffing necessary-just slow the airplane down.
Hangar: A Must
Owners were virtually unanimous in emphasizing the need to hangar a Viking. Absolutely imperative! said one. A crucial necessity, echoed another. The primary reason is to prevent the accumulation of moisture that can trigger wood rot in the wing, but its also a good idea to protect the fuselage fabric from ultraviolet radiation and moisture. The lifetime Dacron covering will last a very long time in a hangar, but owners report the need to re-cover in as little as six years if the airplane is left outside.We have to agree: Get a hangar and factor its cost as part of the normal operating expenses. The Viking is one of those airplanes that should be maintained by a specialist in the breed. The factory can help you find one.you’ll also find advice galore from fellow Viking owners.
The International Viking Owners Group is run by Gary Robinson, who flies a 17-31 based just north of San Diego and publishes a monthly newsletter. Tom Russ, an A&P in the Tucson area, flies a 17-30A and maintains a very informative Website at www.bellancaviking.com. He also monitors a Viking Chat Group on Yahoo, where members exchange information and set up fly-ins.
Its a very active online owner group. For instance, in 2004, Alexandria Aircraft issued a safety alert after finding cracks in the steel tubes of a 1967 models tail feathers. Viking owners, sensing a one-time event, used the chat line to report inspection complete; no cracks found, and quickly gave AA the information it needed to follow up with the FAA.
In the 1990s, Bellanca addressed a recurring problem with drag strut brackets by offering a heftier firewall mount. A simple retrofit eliminated recurring inspections. 78-08-04 is the AD dealing with dry rot. As one owner put it, No standing water, no dry rot. Period. Other ADs, for the most part, address different engine and prop configurations.
Owner Comments
I purchased a 1976 Bellanca Turbo Viking last year, upgrading from a Cherokee. Simply put, a Viking will give you the most value for your dollar in general aviation today. The Viking handles like its wired to my brain, is a dead stable IFR platform when trimmed for cruise or in an approach and has the lowest number of airframe and manufacturer ADs of any other aircraft of similar performance and vintage.
The limitations of the Viking are few and it has the traditional payload and fuel tradeoffs common in high performance aircraft. I cannot load my aircraft with four adults and then have full fuel and luggage.
One needs to trade off fuel for payload-a common problem with hi-performance retractable singles. My Viking allows me to put my family-two adults and one child-into it with full fuel (75 gallons) and a two airliner -style rolling bags. This will generate on average a 600 to 700-mile stage with an IFR reserve, perhaps longer than some people want to spend in GA airplane. My Viking can easily outlast most peoples bladders, even with leaving the 15-gallon aux tank empty to get more payload. My choice for a Turbo took me into the Arrow price range.
However, with built-in O2, I can cruise in the flight levels if need be, get above most weather in cruise, have full takeoff horsepower to at least 18,000 feet and see between 158 to 166 knots in the mid-teens, where my Viking is at home.
That generates ground speeds in excess of 200 MPH most times at those altitudes, as we’ll as ground speeds into average headwinds approaching the 75 percent power cruise speed of a Skylane. It is tremendous to see 130- to-150 knot ground speeds into headwinds when in my Cherokee I would be sub-100 knots and Arrows and Skylanes are 20 knots slower than my speeds.
Joseph Farrell
Marlborough, Connecticut
I maintain a web site on the Bellanca Vikings (www.bellanca.us) that has all the service letters, FAA ADs, POH, Bellanca Viking service manual, parts catalog, service ideas, Bellanca links and much more.
If a Bellanca driver is away from his or her home base and encounters a mechanical problem, they can go to my site and retrieve anything that the A&P might need to repair the aircraft. I have had this site up for about four years now and receive an average of 64 hits a day.
We have several fly-ins a year and have had as many as 61 Bellancas on the ramp at one time. This is a very close group of owners. There are no fees assessed to anyone and all are willing to help each other when someone is in need.
Victor Catalanotto
Mansfield, Texas
As a lifetime subscriber, I thought it appropriate to comment on my present aircraft, a 1979 Bellanca Super Viking. The Super Viking is the fourth aircraft Ive owned, the others being V-Tails and a Bonanza A-36.Of these aircraft, I favor the Super Viking for its handling and strength.The aileron control response is instantaneous while the pitch is quite stable, making for a maneuverable yet delightful instrument platform. This 1979 Super Viking is equipped with 75 gallons of fuel- two main tanks and a 15-gallon reserve tank. I flight plan between 8000 to 12,000 feet and 15 GPH. I have improved that figure by using GAMIjectors.
The interior comfort, once in, is quite comfortable for this 6-foot 2-inch, 200-pound pilot. It will carry four people in comfort, with the back seat folks a bit more friendly than the front seaters. Getting in and out is a practiced motion thats quickly learned. Most of my flying is IFR and the 1979 vintage electronics do a nice job; the spoiler is a Century IV autopilot. It is coupled and has RNAV capability. The airplane has a great climb capability and can carry a bit of ice; not a recommended procedure on any light airplane.
My normal cruise speed is 160 to 170 knots at 2500 RPM and max MP because of cruise altitudes. The engine airframe combo has a sweet spot for 2300 to 2500 RPM, slower than that and you might incur a vibration. Insurance is on a par with other airplanes that I have owned and is not difficult to find.
There are several Internet support groups that do an outstanding job for the fledging or experienced owner. After 42 years of aviation in military, airline and pleasure flying, the Super Viking gives me the most bang for the buck. A great strong airframe, fast and comfortable at about half the price of an equivalent Bonanza. Just fly it regularly.
Tom McIntyre
via Email
The Bellanca Viking is a superb aircraft that is misunderstood by many who have simply chosen to parrot the misconceptions of others who have never flown one, much less owned one. The wing was built from the finest available aircraft quality Sitka spruce and has many advantages over any metal or composite wing. It will not corrode, it will not delaminate in heat like a modern composite and you can paint the wing any color you want.
The wing gently flexes in turbulence and absorbs the bumps better than any other light aircraft structure. The wood will not fatigue like an aluminum wing. If you keep the woods moisture level below 20 percent, there will be no dry rot. Period.
I live in humid Florida and my wing gets moisture checked every annual and it is always below 14 percent. The glue thats used to put it together has been used in aircraft since the 1930s and the wood will fail before any Resorcinol joint fails.
Each wing attaches to the tubular steel fuselage with four big bolts and the metal straps that attach to the wood spars (forward and aft) are impressive and massive by any light aircraft measure. The wing is strong and its connection to the equally strong fuselage is very secure. T-34 owners may be better served by bolting on Viking wings rather than trying to resurrect tired metal-fatigued structures. Purely from an aesthetic standpoint, the Bellanca Viking wing is absolutely lovely. The sweep at the trailing edge as it joins the fuselage and its perfectly smooth skin and supple ailerons are a delight to any pilot. I can hardly bring myself to look out the forward windscreen because I marvel at how beautiful the wing shape is out my side windows. The Viking wing will never need any STC to aid its handling characteristics.
It was built right from the start and any Viking owner will tell you that they have never flown another four-place general aviation airplane that flew better and say it without equivocation. The horizontal tail is strut braced…some drag, yes, but who cares? The Viking tail will always follow the rest of the structure just like a strut braced Cessna 172 does. The vertical tail is large and is basically an integrated part of the fuselage.It also would have to hit something to ever arrive sans airplane.
I have emphasized structure because that is where most of the misconceptions begin. As for the usual chart stuff, my Viking holds its own with any Wichita product. I cruise at 170 knots and can fly as high as FL240 behind a twin Rajay turbonormalized Lycoming IO-540K.
Obviously, I think the Viking is an incredible value in todays marketplace and I have to shake my head sometimes at the ignorant commentary that this airplane can incite.
Tim Averett
via Email
Also With This Article
“Bellanca Viking Charts and Specs”
“When Buying, Find An Expert”
“Accident Scan: Fuel Mismanagement “