VIKING of the MONTH

November 2000

"Miss November"

N8842V is a 1971 17-30A owned by Richard Dews

This Viking is based in Big Timber, MT (LVM)

Before & After!

Richard writes: "More than a few months (and many dollars and frowns) ago, I thanked you for your wonderful website and mentioned my restoration project. My 1971 17-30A, N-8842V, was a camera ship from Stephensville, Montana."

"She had original avionics (C-II w/Hdg only, DG, MK-16's, etc), original red/black interior (Galaxy 500 theme), and a run-out motor requiring a VAR crank. It can truly be said that I was a babe in the woods, and the wolves/coyotes were hiding. To have chosen a Ferrari as my first aircraft was fool-hearty, at best -- especially one with which none of my local shops was experienced/comfortable."

"However, $100-120K beyond acquisition and seven months later, I now have a reasonable understanding -- and a great respect/appreciation -- for Mr. Bellanca's design. I now understand and share your commitment to the airframe. There is now a custom, high-end upholsterer here in Kalispell, MT (KFCA) capable/comfortable in creating Viking interiors. Her name is Penny White, at 406-862-1315. My craft has all new pieces, backed with new sound insulation and a forming material called Kydek (sp?) or something. You heat form it and then attach the armrests, foam/material, etc. It's backing the headliner and sidepanels. In other words, the whole interior is new -- minimal reuse of original components. The interior is high grade pale gray leather, with coordinating suede and fabric inserts for style -- most tasteful. The cabin speaker, light, and interior support wiring are new, with all grilles stripped/repainted/replacarded. The carpet is a high-grade charcoal."

"One of the many difficulties in restoration involved the original floorboards. After some 650 hours of in-and-out, on-your-back labor in the avionics shop, these pathetic 1/4" non-aircraft-grade plywood boards had the support and feel of cardboard. So a local aerospace specialist took it upon himself, at considerable cost, to redesign the fit and finish and add additional strengtheners, to Aircraft Spruce plywood, with spar varnish too. The result is amazing."

"I also went through considerable grief, time, and cost in installing the electro-inflatable door seal system. Mounting the electric pump was no small task, if done right. It necessitated installation of an indicator light, master breaker/switch, hosing, wire, a control valve and -- oh yes, that ridiculous seal. As with so many of the STC'd items I've stuck on this bird to bring her into the millenium, the documentation from the manufacturer stunk. Right now, that same aerospace specialist is crafting an aluminum backing plate to provide inflation directional support to focus the seal against the door jamb and away from the door stay."

"The folks at ADC, providing a $1K remote oil filtration system with chip, low pressure, and bypass mode sensors/indicators, also added to the fun. Perhaps Chuck, at Bellanca, faxes his same nearly- illegible schematics with minimal documentation to these unseasoned manufacturers who themselves never apply their design, in practice, to an actual Viking airframe. If this is not the case, then I'm at a loss to suggest why the installation documentation is so far off/indiscernible. The three push-to-test indicators have been tastefully installed at the top of the panel in lieu of the old marker beacons."

"The JP Instruments EDM-800 with all options installed unusually easily, albeit with much redundancy of those never-ending thermocouple wires, heat shrink, terminals, and lock washers."

"The engine rebuild, at Blueprint Aircraft Engines, was the most enjoyable phase of the project. Mike R. completed the rebuild, balance and blueprint, redressing the case halves and reboring the cam/crank tunnels and plopping on Millenium jugs in record time (3 weeks in mid summer). They are truly professionals -- a pleasure to work with. In case anyone else inquires, $21.3K without installation/removal labor and firewall forward overhaul/replacement of accessories. I figure the cowl contents should easily top $40K."

"The local fellow responsible for overhauling the prop governor has an interesting way of draining the core case -- he places it on the edge of a old trash can. His son mistakenly knocked the governor in, without noticing, and it was thrown away. Six months later, I still don't have the right replacement governor."

"Those goofy boots, sealing the nose gear steering rods to the firewall, have been replaced with factory new. What a peach of a project there...Got the new light gray smoke windows installed with many grins, too. The poor folks over at the avionics shop had the most fun, though, with Chuck indicating that the installation of a slaved HSI into a 1971 wing has not been done -- don't know if it can be done -- all slaved units are built into the wing during manufacture. Peachy. That burnt $1.50+ in avionics labor. The antennae placements were not straightforward, either."

"The panel looks as follows: clock replaced with a Flightcom DVR-300I clock/chrono/timer/digital voice recorder, EI VA-1A ammeter/voltmeter installed to check the new electrical tax on the alternator/battery, TAS nearly new already, new blue/brown pilot horizon, moved to bottom 3" row with NSD-360 slaved/bootstrapped HSI above (wouldn't fit below), overhauled VSI, nearly new 30K' altimeter, Precision Instruments PAI vertical card compass in-panel above the new S-Tec 30 T/C A/P with alt hold and electric trim, moved the tach above the MP/FP/FF gauge, new brown/blue copilot horizon directly above the co-pilot yoke with a new KI-209A above it, EDM-800 analyzer to its right with FF (GPS-coupled), MP, RPM, OAT, Oil Temp, EGT/CHT, and data storage/port), Terra ADF below, suction gauge to the bottom right. All new switches and bussing, pull-to-isolate breakers (28 now), new subpanel label decals to properly label all 3 subpanels, avionics master, alternator switch, new ignition and all new solenoids, all new placards and labels, and new flap indicator lights. Pilot radio stack is a GNS-430, KX-155A, co-pilot stack is a GMA-340, Terra Xponder, Terra ADF, and an AI-CD AM/FM/CD. At the bottom of the co-pilot stack are three lighted annunciator switches for: 1) switching the S-Tec 30 Nav mode drive from the GNS-430 to the KX-155A, 2) switching the KI-209A co-pilot (backup) GS drive between the GNS-430 and KX-155A, and 3) switching between distinct transponder/encoder/antennae systems of the dual transponders (the 2nd occupies a tasteful custom mount into the old Century Mitchell II hole in the center of the center subpanel. The RS-232 and 429 interfaces from the GNS-430 are plumbed into hi-tech connectors beneath the Bellanca nameplate in the center of the center subpanel."

"We'll pick the type/brand of standby vac once we've seen the weight and balance and the VA-1A current surplus indication. There's a 3-port cool can recessed into the pilots kick panel, blowing into the 430 etc. I'm number 50 on the ship list for S-Tec's GPSS to be remotely installed in a prepared square hole next to the annunciator switches at the bottom of the co-pilot stack."

"The panel lighting has been removed, and augmented with lighted instruments and light bezels. New remote testable ELT. All new antennae -- and boy, this thing's a real porcupine now! The gear have been gone through, with new retract cables. The ailerons had to be tightened, and control cables adjusted. It had to be one of the most fanatical and thorough annuals ever."

"So what's left? Installation of the correct prop governor and linkage, installation of the cowl, spin-up test and debug of all systems, and return to the avionics shop to hang 4 of the instruments, plumb to vacuum hoses, do an IFR cert, and debug the whole installation and dial in. After all of that, it goes into the paint shop for a lengthy fabric restoration away from white/red/black/gold to Glacier White/ Reflex Blue. I hope to have her finished by 3/15/2000. All in all, that would be 9+ months and about $150K+ cost, including acquisition. Having scoped your listings for previous Vikings of the Month, it should be the most modern equipped and pristine 1971 in existence. I do plan to promote, to the press as well, my enthusiasm for this fine aircraft, as a platform worthy of bringing into the millenium and paying homage to the Bellanca legacy and supporters. I hope that some of this helps, and yes, I've been keeping detailed notes and pictures. I do hope to have her in magazines repeatedly and drive the ramp drool factor nationally. Viking of the Month is an aspiration, too."

"In the meantime, please advise me of any hints or tips to a new Viking owner/operator. May I also applaud you for your Owner Registry section of the website, specifically. It is likely that market value and consumer following would both be stimulated, continually, if there could be specs/pictures/testimonials and stories for each listed aircraft. Thanks for a fine website and all the helpful, supportive information."

P.S.: "This aircraft has a working future with extreme visibility. I have invented a computerized, GPS-driven, automatic, scalable, modular Ash Scattering System that will be flight tested and showcased in this aircraft. The Viking can mimic the variable speeds and altitudes from a Skyhawk to a 310. N-8842V will be my flagship of my prototype system, and the traveling platform for its perfection and promotion, nationally, starting this summer. With my business/marketing/advertising plans, this should bring frequent exposure to an incredible Viking. If I may help you or yours in any way, please do not hesitate to ask."

Richard can be reached at: rgdews@angelair.net

Picture YOUR Airplane Here!

Send me photos and some history about your Viking, and I'll place it on this page for all Bellanca Fans to see! Snail mail photos to: 3741 N. Forgeus Ave, Tucson, AZ 85716 (all photos will be returned promptly)...or e-mail .jpg files to:
Vikingdrvr@att.net

Previous "Vikings of the Month"

N 1285R...Don Ame's 1972 Turbo Viking N 93570...Larry Smalley's 1973 17-31A N 39819...Jim Howell's 1973 17-30A N 4081B...Tom Binder's 1975 17-31ATC N 4052B...The DeFoe's 1976 17-30A N 28067...Craig Gifford's 1979 17-30A N 6578V...James Gryder's 1970 17-31ATC N 93554...Troy Foster's 1974 17-31ATC N 110CB...RJ Lint's 1974 17-30A N 6639V...Michael Waiwood's 1970 17-30A N 147PH...Ron Bianchi's 1974 17-30A N 7379V...Bob & Bette Nixon's 1969 17-30 N 7358V...Troy Foster's 1969 17-31TC N 8811V...Jeremy Reiley's 1971 17-30A N 9996V...Lee Moore's 1971 17-30A N 14732...Lynn Walker's 1975 17-30A CFMJT...Eric Hansen's 1974 17-31ATC N 4101B...Peter Knize & John Sullivan's 1974 17-31ATC N 8229R...Bill Dudley's 1972 17-30A N 4851V...Carl Fleece's 1968 17-30 N 7300V...Lee McGee's 1969 17-30 N 8281R...Victor Catalanotto's 1972 17-30A N 228CM..Curtis Hannay's 1973 17-31ATC

Return to the 'Viking of the Month' Page
Return to the Viking Main Page