Bellanca Super Viking

I've heard that the wood wing is less abusive to passengers in turbulence than a spam can. Have the Viking pilots here experienced that?
 
iamtheari said:
I've heard that the wood wing is less abusive to passengers in turbulence than a spam can. Have the Viking pilots here experienced that?
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I have some decent BL17 time, and own a Bonanza. I think the Vike is better in turbulence.
 
Anything with a wooden wing is much smoother than a metal wing. The wood flexes and takes all the shock where a metal wing has no flex so you feel everything.
 
Not that it's particularly warranted, but there's been a Super Viking for sale in Enid, OK for at least 6-8months. Priced a little high ($34K) as its got 1500 on the engine, but most of it looks pretty nice. A little panel update and you'd have a nice bird for a few hundred hours before overhaul, assuming it needed anything done at that point.

http://wichita.craigslist.org/for/5551598949.html
 
Not sure. The gear doors functioned normally
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the 'gaping gear doors' I mentioned is only noticed during a flyby where the slipstream sucks them open a bit, not noticeable in a gear test. Speed killer and easily adjusted.

Normally didn't cruise at full throttle
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That would explain your poor speed right there.
 
I never understood comments about a Viking being a gas hog. Many have the same model engine as many Bonanzas, the IO -520, so its going to burn pretty much the same (unless you are unaware of the panel's red knob).
In any case, a random pic of last Monday's 7hr flight. I think I was (level) at 11K. 15kt almost direct xwind. Never below 150kts, got up to 157kts.
 

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I always liked the design of Vikings and recently also saw one at our airport - sweeet. Actually, I would even be interested in owning one.

Looking at the relatively low prices, for which they are offered, I am however wondering if this might me an indication that they are hard to sell?
What also concerns me is the maintenance of the wooden wings. Is a 'normal' A&P IA even able to assess the condition of the wooden components of the plane, not to speak of possible repairs?
 
Looking at the relatively low prices, for which they are offered, I am however wondering if this might me an indication that they are hard to sell?
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The market will accommodate price on almost any ordinary item, so if demand is low then price will follow. That doesn't mean a thing is hard to sell, it means you will only get the price the market is supporting. You can also look at it this way: with the current market you can go 1000nm nonstop at 160kts, to the flight levels, in style, with an airplane that does ifr with aplomb, can land in a wicked xwind, can land on grass, can carry a decent load...all for $30,000.

What also concerns me is the maintenance of the wooden wings. Is a 'normal' A&P IA even able to assess the condition of the wooden components of the plane, not to speak of possible repairs?
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You will spend 95% of your time fixing (as with all complex high performance airplanes) things in front of the firewall (the continental or lycoming items, accessories, attached parts), landing gear, radios - not wood or fabric. If you buy good wood (inspected by the top 3 Viking shops) and keep the seals in good shape, keep it in a hangar, it is unlikely you will have any major wood concerns.
 
Most of them were built in the 70's and need new fabric, no matter what anyone tells you.
 
Can only imagine trying to find a CFI for transition training. I had enough trouble with a Mooney. And good luck getting someone to work on that wood.
 
kgruber said:
Most of them were built in the 70's and need new fabric, no matter what anyone tells you.
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What is the life limit of fabric? What is the in the field life limit, for fabric on a hangared airplane?
 
steingar said:
Can only imagine trying to find a CFI for transition training. I had enough trouble with a Mooney. And good luck getting someone to work on that wood.
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On the Viking chat, we regularly see new owners relating how they just completed their training with ___ instructor all over the country. I cannot recall a single "This is not happening because I cannot locate an instructor" post.
 
I will say that, in 17 years of owning and enjoying a Viking and being online trying to answer questions about the type, the same discussion continues.

People are afraid of ___ (wood, fabric, flying). That is understandable. Concern about the unfamiliar. Many will cut that option out of their shopping options, just like many would an LSA or EXP. This is why demand for the type compared to Cessna or Bonanza is low and why prices are commensurately low. (Which makes it a tremendous deal for those who are able to get past the irrational fear!)
The other thing that has not changed is that you will see posts online from people who either are not involved with the type, or have one small experience with the airplane, but who seem to be really effective at planting unfounded seeds of doubt regarding the airplane.
If you want to learn about the Viking, please join the SuperViking forum and ask the people who have collectively owned them for hundreds of years and can give you the experience from their lengthy track record of ownership.
I am not all starry-eyed about the Viking, it is like every one of the dozen other airplanes I have flown, it has it's weaknesses. It has however given me incredible utility and performance at an amazingly low price.
 
Let'sgoflying! said:
I will say that, in 17 years of owning and enjoying a Viking and being online trying to answer questions about the type, the same discussion continues.

People are afraid of ___ (wood, fabric, flying). That is understandable. Concern about the unfamiliar. Many will cut that option out of their shopping options, just like many would an LSA or EXP. This is why demand for the type compared to Cessna or Bonanza is low and why prices are commensurately low. (Which makes it a tremendous deal for those who are able to get past the irrational fear!)
The other thing that has not changed is that you will see posts online from people who either are not involved with the type, or have one small experience with the airplane, but who seem to be really effective at planting unfounded seeds of doubt regarding the airplane.
If you want to learn about the Viking, please join the SuperViking forum and ask the people who have collectively owned them for hundreds of years and can give you the experience from their lengthy track record of ownership.
I am not all starry-eyed about the Viking, it is like every one of the dozen other airplanes I have flown, it has it's weaknesses. It has however given me incredible utility and performance at an amazingly low price.
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You coming to Gaston's this year?
I would like to swap rides w/ you and learn more about the plane.
I really love the way they look.
 
My wife and I are currently entertaining the idea of replacing our 172 with something faster, which offers a better take off performance and a greater range.

While a Super Viking would be quite the opposite of what we want (2 doors, fixed gear, common type, ideally experimental) their performance, looks and cost certainly make me wonder if we should reconsider our position.

Frankly, it is already a major pain to get any work done on our 172 at our aifield, because their is no shop and because the two mechanics at our airport are often unavailable and have only minimal equipment in their (unheated) hangars.
A complex and pretty rare aircraft type with wooden wings would certainly not make the situation any easier. :(
 
Let'sgoflying! said:
Do what I did, GG - get your A+P and learn all about her!
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The local guy I know with a Viking is also an A&P. I would love to be an A&P for many reasons, but it seems that is the single most difficult FAA rating to get without dedicating months of your life to it and no other pursuits. Is there an easier way?
 
I don't know an easier way. I have heard that some parts of the country are more lenient than others, when it comes to fulfilling the requirements.
 
You can work on your own airplane. Just find a mechanic that lets you work on it. Pay him to tell you how to do it. He will inspect your work and sign it off. When you own a plane, there really isn't any need for those mechanic licenses. You need those to make a living being an airplane mechanic, not own an airplane. You cant annual your own airplane no matter how many licenses you have. So you have to payhim to do that. But you can do much of the work. You have to be mechanically inclined and have patience to be a mechanic. Its hard work. Those bolts don't want to come off. And wait until you strip one.
You get dirty and scrape your knuckles and fingers a lot.
 
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coloradobluesky said:
You have to be mechanically inclined and have patience to be a mechanic. Its hard work. Those bolts don't want to come off. And wait until you strip one.
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I worked on my old Porsche for a number of years. I imagine it's very similar. The 911 is assembled primarily with bolts that you can't reach; can't see; can't break loose without a creative application of penetrating oil, heat, and/or damage; and/or can't figure out an angle to get a tool on. The main differences from an airplane is that it's all metric (almost: there is evidently some stupid law about seat belt bolts being SAE), it's a lot harder to get to the spark plugs to do a compression or leak-down test, and you are very likely to drop part of the car on yourself or at least get a shower of oily dirt in your eyes.

When my plane needs work, I'll talk to that A&P I know about supervising me. It'll be fun. :)
 
Let'sgoflying! said:
On the Viking chat, we regularly see new owners relating how they just completed their training with ___ instructor all over the country. I cannot recall a single "This is not happening because I cannot locate an instructor" post.
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Oh yeah, I found an instructor. In Georgia. They're just not that many around that are comfortable in old johnson bar Mooneys. I suspect that goes double for Bellancas, which are also rare on the ground.

Glad you like it and it likes you. Cumbayah and all that. But I doubt everyone has easy access to the needed training and competent mechanical services.
 
Our A&P actually lets me work on the plane, but I still need him to sign of my work. I looked into becoming an A&P, but meeting the experience requirements is just not feasible for me.

Actually, the pain of maintaining an old bird is one of many reasons why we are currently building an Van's RV-10 vs. buying an older Bonanza for a similar amount.

Well, a Viking would at least be quite a bit newer than a 182 In the same price range...
 
.....Viking.......best handling personal light aircraft. Nothing else is even close. A pleasure to hand fly!!
 
iamtheari said:
I have spent my entire time learning to fly wanting a Cruisemaster just because it looks so cool and requires almost every CFI endorsement there is to fly. <snip>
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No kidding, I trained a private pilot in one a few years ago. Had a lot of fun flying it. Easiest Wheel landing airplane I ever flew, at least after we had the 3 point landing down. I think the POH landing instructions say something like "lands conventionally, other pilots will be impressed with you landings". That is about all it says, nothing about air speeds, flaps, or technique.

Brian
CFIIG/ASEL
 
great that this thread is back!
I've been toying with the idea of a Viking but :

Is a viking a good first airplane?

Would it be stupid to not hanger it? With prices around my area, having to hangar a plane would pretty much make it not possible for me to own one :(
 
Is a viking a good first airplane?
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It depends on your experience.
If you have 100hrs in a hp retract, no problem.
If you are a 50hr new PP, it can be done but I can't say it's a great first airplane.
(I do know people have done ab initio in them)


Would it be stupid to not hangar it?
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I would never call a person stupid, or I hope I wouldn't...but the answer has to be yes.
That does not mean you cannot fly it in weather or leave it on a ramp for trips.
 
I am mostly likely going to be renting an open T-Hangar.
Would that be ill-advised for this plane as well?
 
MarcoDA40 said:
great that this thread is back!
I've been toying with the idea of a Viking but :

Is a viking a good first airplane?

Would it be stupid to not hanger it? With prices around my area, having to hangar a plane would pretty much make it not possible for me to own one :(
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It was my first plane @80hr TT in a 172. It makes a great first plane if you have adequate transition training. My insurance required 20 hrs and I'm glad they did. I have about 200hrs on it now. The upside is it is a great handling, quick plane for the money. The downside for me (not being an A&P) has been finding a mechanic comfortable with its nuances. So for a few things (gears, wings, annuals, etc.) It really needs to be seen by one of the few shops that are experts. Overall, 2 years in, it's been a good experience and I'm happy with my choice.
 
SixPapaCharlie said:
Here's a nice example. I like the panel
http://www.trade-a-plane.com/search...VIKING+300&listing_id=2184912&s-type=aircraft
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Really nice. Just sent a text to our A&P, asking if he'd be comfortable working on a Super Viking. Also signed up to the Viking forum, to gather some information and to see if there are some reasonably experienced shops in our area. :cool:
I already found the recommended specialists, but none of them is close to where we live.

Bang for the buck of these birds seems to be really amazing. Almost too good to be true... :rolleyes:
 
What's nice about the super Viking is the cheap annuals. You can have the terminix guy sign off on the plane. :) J/K
 
German guy said:
Really nice. Just sent a text to our A&P, asking if he'd be comfortable working on a Super Viking. Also signed up to the Viking forum, to gather some information and to see if there are some reasonably experienced shops in our area. :cool:
I already found the recommended specialists, but none of them is close to where we live.

Bang for the buck of these birds seems to be really amazing. Almost too good to be true... :rolleyes:
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Don't worry too much about the whole "Big 3" Viking shop thing, so long as you have a competent and adaptable A&P. The airplane has a few quirks, but overall it's pretty easy to work on.
 
SixPapaCharlie said:
I am mostly likely going to be renting an open T-Hangar.
Would that be ill-advised for this plane as well?
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A well-constructed shadeport should be OK; sun is the worst offender in aircraft damage.
 
bradg33 said:
Don't worry too much about the whole "Big 3" Viking shop thing, so long as you have a competent and adaptable A&P. The airplane has a few quirks, but overall it's pretty easy to work on.
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Our A&P just told me that he doesn't want to work on a Super Viking. Even though the price / performance ratio is really tempting, I guess we'd better look for something more common.
 
German guy said:
Our A&P just told me that he doesn't want to work on a Super Viking. Even though the price / performance ratio is really tempting, I guess we'd better look for something more common.
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Or just find another A&P. I certainly wouldn't let my A&P dictate my aircraft choices.
 
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