The complex fuel system-five tanks, two fuel selectors, eight possible combinations of selector settings and several sometimes incomprehensible gauges-was simplified a bit in 1974, after a spate of fuel-mismanagement accidents. The original hydraulic gear and flap actuation system was notoriously balky, and was redesigned midway through the 1968 model year with the introduction of electric flaps, which improved matters. 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 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, either normally aspirated or turbocharged. Over the years, major changes were few, consisting mainly of various engine options. The first Model 17 Viking appeared in 1967, powered by a 300-HP Continental IO-520-D. The Vikings family tree (pun definitely intended) traces its roots back to the old Bellanca Cruisaire, a triple-tailed retractable taildragger design that looked old-fashioned forty years ago. That means maintenance by properly qualified individuals, who are getting to be as rare as hens teeth.īut Viking prices are low on the used-plane market, so you can get a lot of airplane for your dollar if youre willing to put up with its idiosyncrasies-and to vigilantly guard against dry rot in the wing, which has triggered several fatal Viking wing failures and much expensive repair work.
On top of that, the fuselage is fabric-covered and the wing is made of wood.
The Bellanca Viking is one of general aviations split personalities: a powerful four-place retractable that has great handling and superb built-in craftsmanship, but on the other hand is an antiquated design thats cramped, noisy, short-ranged and not very fast.
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