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I just purchased a Viking 90 and will be updating my panel at the same time as the engine installation.
What EMS you use or how do you monitor your Viking? Does the ECU interface with the CANBUS on any of the EMS Systems?
Looking at either the Viking EMS (But then how do I setup HOBBS meter?) or a MGL Xtreme EMS with either connection to Viking CANBUS if possible or a RDAC XF.
Any information on how you have setup your EMS is appreciated.
Brad, I'm unfamiliar with the Viking 90, but the Grand Rapids Technologies (GRT) EIS has been very popular to use with the Viking 110 and 130. What I like about using our GRT EIS 4000 is that it allows us to monitor so much more than just the engine, and connect to other systems such as Levil Aviations iLevel 3AW so the data is also WiFi'd to our iPads. In addition to monitoring our basic engine parameters, the EIS 4000 also monitors fuel flow, wing and header tank levels, voltage, amperage, speed, and altitude.
We offer the Viking View engine monitor because we know what you need, and what you don't need. It is made as a compact unit in order for it to just monitor the engine, nothing more, nothing less. It was never made to take care of other aircraft functions.
Retail price is $1,000 but Alissa has made deals with anyone that would like to use one. It is something we would like to see in your panel. Other engine monitors are not plug and play. They usually take up most of your 40 hour phase 1 to adjust properly. The View is like the engine, already programmed and ready to use.
I agree with Jan, the other systems like GRT can be time consuming and confusing. You likely cannot beat Vikings plug and play for basic engine monitoring.
How do you connect a HOBBS meter to the Viking 90? Is there one on the Viking EMS? Is there an extra port on the engine to connect an Oil Pressure switch to drive a HOBBS meter?
I like the "Plug and Play" aspect of the Viking EMS. A little surprised there is no CHT or EGT, but I suppose on a liquid cooled engine, coolant temp and oil temp will let you know if something is going wrong.
One of the big advantages to the engine you bought is that you don't have to monitor CHT / EGT's
The coolant, gearbox temp and oil pressure will let you know how the engine is doing.
Here is an hour meter you could try
Are there any extra ports on the Viking 90 for oil pressure that I could connect a Oil pressure switch to? I've tried the "Tiny Tach" and a few others similar to the one you linked above with mixed results.
How are you measuring HOBBS on your aircraft?
Im using a "T" where you connect the oil presure sender and a normaly open switch,whe the engine is on the switch close and complete the negative circuit for the hours meter.
That's what I was considering doing if there wasn't an extra port. Thanks!
You can screw an oil pressure switch into the block if you would like. The 90 has 2 additional ports easily accessible.
I bought a small, inexpensive hour meter from Amazon and tied it to the alternator power. That achieves the same functionality as tying to an oil pressure switch but is far simpler to install. I wasn't able to imagine any sort of common scenario where I'd want the hour meter to run but not have the alternator on.
That is a briliant idea! Unfortunatly would not be quite accurate with the 90. You start it and taxi out with the alternator off as it warms up. I would probably lose .05 or .1 hr every flight if I tied the HOBBS to the Alternator. Great idea though if you run your alternator 100% of the time. I ended up installing an oil pressure switch. I'm just shy of 60 hrs and so far, so good.
Oh, I didn't realize that was the practice on the 90. Do keep the avionics off while taxiing, or do you turn them back off and then on again after switching the alternator on, or do you not worry about it and just turn on the alternator on with the avionics on?