Vickers Viscount

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The Vickers Viscount is a retired British medium-range turboprop airliner first flown in 1948 by Vickers-Armstrongs. A design requirement from the Brabazon Committee, it entered service in 1953 and was the first turboprop-powered airliner.

DevelopmentEdit

OriginsEdit

File:BRITISH AIR FERRIES VICKERS VISCOUNT 806 G-APIM VISCOUNT STEPHEN PIERCEY CABIN VIEW AT THE BROOKLANDS MUSEUM WEYBRIDGE SURREY JUNE 2014 (14617759204).jpg

Five-abreast cabin

File:Vickers Viscount front cabin.jpg

Front cabin

File:Vickers Viscount 806 G-AOYN G-OPAS c-n 263 Cockpit.jpg

Cockpit

The Viscount was a response to the 1943 Brabazon Committee's proposed Type II design for a postwar, small, medium-range, pressurised aircraft to fly less-travelled routes, carrying 24 passengers up to 1,750 mi (2,816 km) at 200 mph (320 km/h).<ref name=greatac>Cacutt 1989, pp. 323–333.</ref> During discussions between the committee and Vickers' chief designer, Rex Pierson, Vickers advocated turboprop power. The committee was not convinced and split the specification into two types, the Type IIA using piston power, which led to the Airspeed Ambassador, and the turboprop-powered Type IIB, which Vickers was selected to develop in April 1945.<ref name="TaylorAE p. 1">Taylor Air Enthusiast August–November 1984, p. 1.</ref> British European Airways (BEA) was involved in the design and asked that the aircraft carry 32 passengers, instead, but remained otherwise similar.

The first design in June 1945 was based on the Viking with four turboprop engines and 24 seats and designated the VC-2 or Type 453.<ref name="Turner-1">Turner 1968, pp. 1–5.</ref> Later, a double-bubble fuselage was proposed to give extra underfloor cargo space.<ref name="Turner-1" /><ref name = "flight 569"/> Neither was pressurised, but the designers soon realised that for economical operation, an altitude above Template:Convert was needed. Thus, pressurisation was required.<ref name="Turner, P.St. John 1968, pg. 2">Turner 1968 p. 2.</ref> The decision for pressurisation resulted in the double-bubble and elliptical fuselage designs being abandoned.<ref name="Turner, P.St. John 1968, pg. 2"/> A circular cross-section variant was offered at the beginning of 1946.<ref name="Turner-1" /> The resulting 28-seat VC-2 was financed by the Ministry of Supply with an order for two prototypes. Before the contract was signed, though, the government asked for the capacity to be increased to 32. This stretched the fuselage from Template:Convert to Template:Convert and meant an increased wingspan of Template:Convert.<ref group="N">The wings and fuselage of the Viscount were similar to the earlier Viking; however no components were shared.<ref name = "flight 569">Flight, 20 November 1947, p. 569.</ref></ref><ref name="Turner-1" />

The contract for the aircraft to Air Ministry specification C.16/46 was signed on 9 March 1946 and Vickers allocated the designation Type 609 and the name Viceroy.<ref name="Turner-1" /> Although George Edwards had always favoured the 800 hp Rolls-Royce Dart<ref>Flight 20 March 1953, pp. 357–358.</ref> other engines were considered, including the Armstrong Siddeley Mamba, which the government specified for the two prototypes. The choice of the Mamba engine increased the weight, but Vickers made sure the engine nacelle would fit either the Mamba or Dart.<ref name="Turner-1" /><ref name = "flight 568">Flight 20 November 1947, p. 568.</ref> While the Dart progressed better in development, the government asked in August 1947 for the second prototype to be Dart-powered.<ref name="Turner-1" /> The second prototype was designated the 630 and was named as the Viscount.<ref name="Turner-1" /> The first prototype already under construction was converted to the Dart as a 630, as well.<ref name="Turner-1" />

The resulting Vickers Type 630 design was completed at Brooklands by chief designer Rex Pierson and his staff in 1945, a 32-seat airliner powered by four Dart engines for a cruising speed of 275 mph (443 km/h). An order for two prototypes was placed in March 1946, and construction started in the company's Foxwarren Experimental Department. Originally named Viceroy after the viceroy of India, Lord Louis Mountbatten, the aircraft was renamed Viscount following India's independence in 1947.<ref>Pigott 2005, p. 125.</ref> Work took place on replacing the Darts with the Mamba, but this was dropped by the time the prototypes were reaching completion. After Pierson's death in 1948, George Edwards (later Sir George Edwards) took over as chief designer and assumed all technical control over the Viscount project.<ref>Gardner 2006, p. 71.</ref>

PrototypesEdit

Template:Quote box The prototype Type 630, registered G-AHRF, made its maiden flight from the grass airfield at Wisley on 16 July 1948, piloted by Joseph "Mutt" Summers, Vickers' chief test pilot.<ref name="Andrews Vickers, pp. 424–5">Andrews and Morgan 1988, pp. 424–425.</ref> The design was considered too small and slow at 275 mph (443 km/h), making the per-passenger operating costs too high for regular service, and BEA had placed an order for 20 piston-engined Airspeed Ambassadors in 1947. Retrospectively commenting on Britain's aviation industry, Duncan Burn stated: "Had BEA committed itself to full support of the Viscount... it was quite likely that the smaller version would have gone into production... It was in a sense BEA's lack of enthusiasm for the [Type] 630 which made possible the [Viscount's] success."<ref>Burn 1958, pp. 72–73.</ref>

Early flight trials, however, showed the qualities of a turboprop, resulting in a February 1949 order from the Ministry of Supply for a prototype of a stretched version with more powerful engines, the Type 700.<ref name="Story p. 86">Flight, 15 July 1955, p. 86.</ref> Meanwhile, the first prototype Type 630 was awarded a restricted Certificate of Airworthiness on 15 September 1949,<ref name="Jackson v3, p. 224">Jackson 1988, p. 224.</ref> followed by a full certificate on 27 July 1950, which allowed the aircraft to be placed into trial service with BEA on 29 July to familiarise the pilots and ground crew with the new aircraft. It flew scheduled flights between London and Paris, and London and Edinburgh until 23 August 1950.<ref name="Andrews Vickers, p. 427">Andrews and Morgan 1988, p. 427.</ref> The 29 July 1950 flight between Northolt and Paris – Le Bourget Airport with 14 paying passengers was the first scheduled airline flight by any turbine-powered aircraft.<ref name="Turner9">Turner 1968, p. 9.</ref>

File:Vickers 663 Tay Viscount.jpg

Type 663 Tay Viscount demonstrating at Farnborough in September 1950

The second prototype Viscount, the Type 663 testbed, had two Rolls-Royce Tay turbojet engines, and first flew in RAF markings as serial VX217 at Wisley on 15 March 1950.<ref name="Andrews Vickers, pp. 425–6">Andrews and Morgan 1988, pp. 425–426.</ref> It was demonstrated at the Farnborough SBAC Show in September and was later used in the development of powered controls for the Valiant bomber.<ref name="Jackson v3, p. 224"/> It later was used as a test bed by Boulton Paul Ltd for the development of electronic flight-control systems.<ref>"Flight Systems: Electrical Flight Controls". Flight International, Number 2767 Volume 81, 22 March 1962, p. 459.</ref><ref name="flight 42">Flight 11 July 1958, p. 42.</ref>

The designers then went back to the drawing board and the aircraft emerged as the larger Type 700 with up to 48 passengers (53 in some configurations), and a cruising speed of 308 mph (496 km/h). The new prototype G-AMAV first flew from Brooklands on 28 August 1950, and served as a development aircraft for the type for several years.<ref name="Story p. 93">Flight, 15 July 1955, p. 93.</ref> In late August 1950, BEA placed an order for 20 aircraft; further orders came in the following year from operators such as Air France, Aer Lingus, and Misrair.<ref>Burn 1958, p. 72.</ref><ref name="guttery 52">Guttery 1998, p. 52.</ref> In 1953, the basic cost given for a Viscount was £235,000.<ref>"Towards Turboprosperity." Flight, 20 March 1953. p. 357.</ref>

Performance and changesEdit

File:Air Zimbabwe Viscount 1981.jpg

The Viscount's large oval windows, Air Zimbabwe 1981

One reporter, after travelling on an Air France Viscount, wrote in 1953: "Noise level was less than that of piston engines. It was a definite relief to be rid of the rough vibrations... The turboprop is an excellent shorthaul airplane and a definite crowd pleaser. The substitution of a lower constant-pitch noise and smoothness for the vibration, grunts, and groans of the piston engine gives the hesitant passenger a feeling of confidence."<ref>American Aviation, 7 December 1953, p. 64.</ref> Viscount cabin windows were huge ellipses, 19 by 26 inches.<ref group="N">Elliptical windows required the least weight of structural reinforcement in a pressurised fuselage.<ref name = "flight 570">Flight, 20 November 1947, p. 570.</ref></ref><ref>American Aviation, 11 April 1955, p. 66.</ref> Viscount operational costs were lower than many rival aircraft;<ref name = "Sutton 434"/> Vickers projected a 700 could carry a 13,000-lb payload from Chicago to New York in 2 hours 45 minutes against a 10-mph headwind, burning 6395 lb of fuel.<ref>American Aviation, 3 August 1953, p. 43.</ref>

Template:Quote box All production Viscounts were powered by the Rolls-Royce Dart turboprop; from its initial 800 hp, and then 1,000 hp and higher, Rolls-Royce extensively developed the Dart engine, due to its popularity and use on the Viscount and several later aircraft.<ref group="N">Other aircraft powered by the Rolls-Royce Dart engine include the Fokker F27 Friendship, Hawker Siddeley HS 748, Grumman Gulfstream I, Handley Page Herald, Armstrong Whitworth AW.660 Argosy, and NAMC YS-11.<ref>Fricker, John. "The Growing Potential of the Rolls-Royce Dart." Flying, Volume 70, Number 3. March 1962. {{#if:0015-4806|Template:Catalog lookup link{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}}}}}}}}}}}}}}}}}}}|Template:Error-small}}. pp. 41, 62, 66.</ref></ref> One key model was the Dart 506 engine, with better fuel efficiency than earlier models, allowing airline Viscounts to fly longer routes, with more payload.<ref>Gunn 1999, pp. 113–114.</ref> With the availability of more powerful engines, Vickers continued to develop the Viscount's design.<ref group="N">During the 1960s, the occurrence of metal fatigue in the Viscount's wing spar led to Vickers implementing tighter restrictions on the lifespan of the spars.<ref>Hill 2005, p. 123.</ref> To gauge the progress of fatigue and for added safety, electromechanical strain range counters were retrofitted on some aircraft.<ref>Hicks 2001, p. 61.</ref></ref> Later models could carry more passengers and had fewer load limitations.<ref>Gunn 1999, p. 144.</ref>

Three basic versions of the Viscount were built. The first production version was the Type 700 powered by R.Da.3 Dart 505 and later R.Da.3 Dart 506s.<ref name="Turner, P.St. John 1968, pgs. 87-88">Turner 1968, pp. 87–88.</ref> A subvariant was the type 700Ds powered by R.D.a Dart 510s.<ref name="Turner, P.St. John 1968, p. 88">Turner 1968, p. 88.</ref>

The second version was the Type 800, which was shorter in range and had a higher passenger capacity aircraft than the 700. The fuselage was lengthened Template:Convert and the rear pressure bulkhead was moved aft Template:Convert, allowing more passengers to be carried. The 800s (excepting the 806s) were powered by the Dart 510.<ref name="Turner, P.St. John 1968, pgs. 42,59-61">Turner 1968, pp. 42, 59–61.</ref>

The third type of Viscount was the 810. It was the same size as the 800s, but was powered with R.Da. 7/1 Mk 225 or Mk 530 Darts. With the greater power, the 810 was faster and longer ranged than the 800.<ref name="Turner, P.St. John 1968, pgs. 62-63">Turner 1968, pp. 62–63.</ref>

Proposed type 740, 850, and 870 Viscounts never left the drawing board.<ref name="Turner, P.St. John 1968, p. 63">Turner 1968, p. 63.</ref>

The Viscount's good performance and popularity with customers encouraged Vickers to privately finance and develop an enlarged and re-engined variant of the Viscount, later designated as the Vickers Vanguard.<ref name="burn 73"/> The Vanguard drew extensively from the knowledge and design of the Viscount, and maintained its advantage of lower operating costs over jet airliners, but its disadvantage in being slower became critical as jets became more available.<ref name="new scientist 50"/>

Operational historyEdit

Regular passenger flights were launched by BEA on 18 April 1953, the world's first scheduled turboprop airline service. BEA became a large user of the Viscount, as well the rival Handley Page Dart Herald; by mid-1958, BEA's Viscount fleet had carried over 2.75 million passengers over 200,000 flight hours.<ref name="flight 44">Flight, 11 July 1958, p. 44.</ref> Following BEA's launch of the type, multiple independent charter operators, such as British Eagle, were quick to adopt the Viscount into their fleets.<ref>Manning 2000, pp. 9–10.</ref> During the 1960s, the Viscount formed the backbone of domestic air travel in Scotland.<ref name="warner 39">Warner 2005, p. 39.</ref>

File:Viscount 700 G-AMAV NZ Air Race.jpg

Viscount 700 prototype G-AMAV as competitor No. 23 in the NZ Air Race at London Airport, 8 October 1953

The early operational service of the Viscount quickly proved it to have significant performance advances over its rivals, and orders rapidly rose as a result; up to November 1952, only 42 aircraft had been ordered; by the end of 1953, the order book had risen to 90, and 160 by the end of the following year.<ref group="N">Out of the Viscount's total production, 80 percent of aircraft were produced for export customers.<ref name = "Sutton 434">Sutton 2001, p. 434.</ref></ref><ref name = "burn 73">Burn 1958, p. 73.</ref> Vickers was able to quickly respond to the new orders, as it had gambled on such orders emerging and early on the decision had been taken to commit to a high production rate at the company's own risk.<ref>Burn 1958, p. 84.</ref> In 1957, the Vickers production line was producing the Viscount at a rate of one aircraft every three days.<ref name="new scientist 50">"Vicker's £163 million turnover". New Scientist, 2(27). 23 May 1957. {{#if:0262-4079|Template:Catalog lookup link{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}}}}}}}}}}}}}}}}}}}|Template:Error-small}}. p. 50.</ref>

In October 1953, the Viscount 700 prototype G-AMAV achieved the fastest time (40 hours 41 minutes flying time) in the transport section of the 12,367 mi (19,903 km) air race from London to Christchurch, New Zealand. The aircraft averaged 320 mph (520 km/h) in the event, crossing the finish line nine hours ahead of its closest rival, a Douglas DC-6A of KLM, with the latter winning on handicap. En route, equipped with extra fuel tanks, it flew 3,530 mi (5,680 km) nonstop from the Cocos (Keeling) Islands to Melbourne's Essendon Airport in 10 hours 16 minutes (343.8 mph).<ref name="Story p. 93"/><ref name="Race">Flight, 16 October 1953, pp. 521–523.</ref><ref>Gunn 1999, pp. 100–101.</ref>

Trans Australia Airlines (TAA) received its first Viscount in 1954, and the aircraft quickly proved profitable, leading to additional orders.<ref>Gunn 1999, pp. 134, 145.</ref> The Viscount proved to be an invaluable aircraft for TAA, aviation author John Gunn stating, "TAA had achieved dominance on Australia's trunk routes with its turboprop Viscounts".<ref name = "Gunn 134">Gunn 1999, p. 134.</ref> TAA procured over a dozen Viscounts, and purchased later turboprop aircraft such as the Fokker F27 Friendship;<ref group="N">The Fokker Friendship was powered by the same Rolls-Royce Dart engine as the Viscount. TAA had initially approached Vickers with a desire for a smaller, twin-engined aircraft to accompany the larger Viscount, but Vickers dismissed the idea of developing such an aircraft.<ref>Gunn 1999, pp. 107–108.</ref></ref> It later transitioned to jet aircraft as passenger demand outgrew the capacity of the Viscounts.<ref name = "Gunn 134" /> To compete with its rival TAA, another Australian airline, Ansett-ANA also procured its own small Viscount fleet;<ref>Gunn 1999, pp. 145, 217.</ref> the Viscount allowed Ansett to set out a faster and superior service than the larger TAA for the first time.<ref>Gunn 1999, p. 156.</ref> The Two Airlines Policy was formally established in 1952 by the Fifth Menzies Ministry. The policy took practical effect when Ansett purchased the failing Australian National Airways in 1957, resulting in it being the only competitor for the government-owned TAA. Unstated was the requirement for both airlines to have identical equipment.

File:Trans-Canada Airlines Vickers Viscount (1).jpg

Trans-Canada Airlines Viscount making a low pass sometime in the 1960s

The first North American airline to use turboprop aircraft was Trans-Canada Air Lines (TCA), with a small fleet of Type 700 Viscounts. Initially, TCA was cautious of the Viscount due to the turboprop engine being a new technology, and a preference had existed for acquiring the piston-engined Convair CV-240, instead; praise of the Viscount from pilots and a promise from Vickers to make any design changes desired by TCA persuaded it to procure the Viscount, instead.<ref group="N">In meeting the requirements of United States market, Vickers developed an "Americanised" version of the Viscount; this later acted as the basis for most of the export models sold.<ref name = "flight 44" /> Many localised avionics systems were often fitted, such as American-sourced radios on Viscounts bound for service with US operators.<ref>Hill 2005, p. 41.</ref></ref> On 6 December 1954, the first Viscount was delivered to Canada in a large media event that included an improvised aerial display.<ref>Pigott 2005, p. 127.</ref>

TCA became a prolific operator of the type, placing multiple follow-up orders for additional Viscounts. By 1958, TCA had an operational fleet of 51 Viscounts.<ref name="flight 48">Flight, 11 July 1958, p. 48.</ref> Aviation author Peter Pigott later wrote: "For TCA and Vickers, the Viscount was a public-relations coup. Passengers loved the quiet ride and panoramic windows. No other airline in North America flew turbo-prop airliners then, and no other British aircraft was bought by American airlines in such quantity."<ref>Pigott 2005, pp. 127–128.</ref> TCA operated the Viscount for two decades until Air Canada (TCA relabelled with a name equally at home in English and French), ended Viscount services in 1974. The type was replaced by the McDonnell Douglas DC-9.<ref name = "Pigott 128" />Routine Flight (1955) featured the TCA introduction of the Viscount in this National Film Board of Canada documentary.

TCA's procurement of the Viscount generated considerable interest from airlines and industry figures across the United States, including American aviation pioneer Howard Hughes, who purchased 15 Viscounts immediately after personally flying one.<ref name="Pigott 128">Pigott 2005, p. 128.</ref><ref>"Hughes Buys 15 Vickers Planes for $12 Million, Plans to Make Caravelles." Wall Street Journal, 24 June 1957.</ref> US Capital Airlines became an important operator of the Type 700 Viscount,<ref group="N">Adaptions on Capital Airline's Viscounts include the addition of weather radar and a built-in airstair.<ref name = "flight 45"/></ref> using it heavily throughout the eastern US routes; in 1958, Capital reportedly had accumulated over 350,000 flight hours on its Viscounts, more than any other operator.<ref name = "flight 45">Flight, 11 July 1958, p. 45.</ref> Continental Airlines and Northeast Airlines also became US Viscount operators.<ref name = "flying 1996"/>

File:Vickers Viscount 807 ZK-BRD Wellington 210471.jpg

National Airways Viscount at Wellington Airport, 1971

The first airline in Latin America to operate the Viscount was Cubana de Aviación. Cubana's −755D Viscounts, delivered in 1956, were placed on the Havana-Miami and Varadero-Miami routes, and were successful at raising Cubana's market share on these routes.<ref>Hill 2005, p. 51.</ref> During the 1958 Cuban elections, a Cubana Viscount was hijacked by gunmen aligned with the 26th of July Movement; the aircraft crash-landed in the sea, reportedly killing 17 of the 20 occupants.<ref>Márquez-Sterling 2009, pp. 169–173.</ref> When the US government imposed its embargo on Cuba in 1962, Cubana decided to sell all of its Viscounts. They were replaced by Soviet-built turboprop aircraft.Template:Citation needed

South African Airways (SAA) was another major operator of the Viscount; by January 1959, it was operating on all of SAA's domestic routes.<ref>Guttery 1998, pp. 187–88.</ref> In 1961, SAA had seven Viscounts, and acquired a further aircraft from Cuba in the following year.<ref group="N">South Africa Airways had intended to procure more than one Viscount from Cuba; arrangements proposed included an exchange for a pair of Lockheed Constellations, but this did not happen.<ref name = "guttery 188" /></ref><ref name="guttery 188">Guttery 1998, p. 188.</ref> In 1965, SAA began receiving Boeing 727s, which had been selected the previous year as a jet-powered replacement for the Viscount.<ref name="guttery 188"/> SAA sold its last Viscount to British Midland in the 1970s.<ref>Guttery 1998, p. 190.</ref>

Central African Airways (CAA) had been a traditional customer of Vickers, already operating a number of Vickers Vikings when it received its first Viscount on 25 April 1956.<ref>Guttery 1998, pp. 225–26.</ref> The introduction of the Viscount roughly coincided with the opening of a major airport at Salisbury, and the Viscount became the mainstay of the route between Johannesburg in South Africa, Salisbury (now renamed Harare) in modern-day Zimbabwe, and London, England.<ref>Guttery 1998, p. 226.</ref> CAA had enough Viscounts to entirely replace its Viking fleet and to occasionally lease them to other operators.<ref>Guttery 1998, pp. 226–229.</ref> More Viscounts were purchased by CAA right up until 1965, when CAA announced its intention to procure the British Aircraft Corporation's jet-powered BAC 1-11 successor as the long-term successor to the Viscount.<ref>Guttery 1998, p. 228.</ref>

File:Cambrian viscount g-amon in 1963 arp.jpg

Viscount 701 of Cambrian Airways at Bristol Airport, 1963

BEA, and its nationalised successor British Airways (BA), vigorously operated the Viscount on Britain's domestic routes.<ref name = "warner 39" /> In the 1980s, BA began withdrawing its ageing Viscount fleet; all BA Viscount operations in Scotland had ended in 1982.<ref name="warner 39"/> Former BA aircraft were often sold on to charter operators such as British Air Ferries. Some airlines chose to replace the Viscount with a newer turboprop aircraft, the Hawker Siddeley HS 748.<ref>Warner 2005, p. 48.</ref> On 18 April 1996, British World Airlines conducted the last Viscount passenger service in Britain, exactly 46 years after BEA's inaugural flight; on board the flight were Sir George Edwards and Sir Peter Masefield.<ref name="flying 1996">"Farewell, Viscount." Flying Magazine, 123(7). July 1996. {{#if:0015-4806|Template:Catalog lookup link{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}}}}}}}}}}}}}}}}}}}|Template:Error-small}}, p. 34.</ref>

In late 1960, the People's Republic of China had begun negotiations with Vickers for as many as 40 Viscounts, but negotiations were protracted due to political tensions.<ref>Mitcham 2005, pp. 52, 68, 77.</ref> At this point, China sought arrangements to purchase Viscounts second-hand from existing operators, and later achieved successive deals regarding the Viscount with Britain directly.<ref>Mitcham 2005, pp. 75–77, 84.</ref><ref>"China Eyeing More Planes of Britain." Spokesman-Review, 30 December 1961.</ref> The last batch of six aircraft built was for the Chinese CAAC Airlines, which was delivered during 1964; at the end of production. 445 Viscounts had been manufactured.<ref name="Andrews Vickers, p. 537">Andrews and Morgan 1988, p. 537.</ref> Many Viscounts were refurbished and saw new service with African operators; sales of these second-hand aircraft continued into the 1990s.<ref>Pigott 2005, p. 129.</ref><ref>Manning 2000, p. 8.</ref>

The last airworthy Viscount, 9Q-COD, is believed to have been flown last in January 2009 for Global Airways in the Democratic Republic of the Congo.<ref>{{#invoke:citation/CS1|citation |CitationClass=web }}</ref>

Accidents and incidentsEdit

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VariantsEdit

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File:Bea vickers viscount g-aohj arp.jpg

British European Airways Vickers Viscount 802 at London Heathrow Airport in 1964: Behind it is a BEA Hawker Siddeley Trident and on the right a BEA Vickers Vanguard.

Type 630: First prototype, with short fuselage (74 ft 6 in (22.71 m), accommodating 32 passengers and powered by four 1,380 ehp (1,032 kW) Rolls-Royce Dart R.Da Mk 501 engines.<ref name="Andrews Vickers, p. 436">Andrews and Morgan 1988, p. 436.</ref>
Type 663: Second prototype, testbed for Rolls-Royce Tay turbojet.<ref name="Andrews Vickers, pp. 425–6"/>
Type 640: Planned third prototype, to be powered by four Napier Naiad turboprops. Not built, with parts incorporated in Type 700 prototype.<ref name="Andrews Vickers, p. 537"/>
Type 700: The first production version, 1,381 hp (1,030 kW) engines, 287 built, the "D" suffix was used for aircraft powered by the 1,576 hp (1,175 kW) Dart 510 engines.
Type 800: Improved variant with fuselage extended by 3 ft 10 in (1.2 m), 67 built
Type 810: Improved longer-range variant with 1,991 hp (1,485 kW) Dart 525 engines, 84 built
VC-90: Brazilian Air Force designation for a VIP transport variant of the Viscount.<ref>{{#invoke:citation/CS1|citation

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OperatorsEdit

{{#invoke:Labelled list hatnote|labelledList|Main article|Main articles|Main page|Main pages}}

Aircraft on displayEdit

File:Viscount2 wcam.JPG

Tail fin of a Viscount 757 at the Western Canada Aviation Museum in Winnipeg, Manitoba.

File:Viscount Presidencial.JPG

Brazilian Air Force Viscount used by Brazilian authorities on display at Brazilian Air Force Museum, in Rio de Janeiro

Type 701A (Registration G-ALWF c/n 5) named Sir John Franklin, on display in BEA colours at Duxford, Cambridgeshire, England.<ref>"Vickers V701 Viscount – G-ALWF." Template:Webarchive Duxford Aviation Society, 2010. Retrieved: 14 September 2010.</ref><ref>{{#invoke:citation/CS1|citation

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Type 701 (Registration G-AMOG c/n 7) named Sir Robert Falcon Scott, on display in BEA colours at National Museum of Flight, East Fortune, East Lothian, Scotland.<ref>{{#invoke:citation/CS1|citation

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Type 701C (Registration PP-SRO c/n 64) in VASP colours at the Museu Eduardo André Matarazzo, Jardim Recantro, Bebedouro, State of São Paulo, Brazil<ref>{{#invoke:citation/CS1|citation

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Type 708 (Registration F-BGNR c/n 35) once named Victoria Lynne, in Air Inter livery at the Midland Air Museum, Coventry Airport, England<ref>{{#invoke:citation/CS1|citation

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Type 708 (Registration F-BGNU c/n 38) on display in Air Inter style livery with Air France titles at Sinsheim Auto & Technik Museum, Germany.<ref>{{#invoke:citation/CS1|citation

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File:Vickers Viscount at the Pima Air & Space Museum, Tucson, Arizona, USA.jpg

Vickers Viscount Type 724 (Registration N22SN c/n 40) in Viscount Air Services Inc. colours at the Pima Air & Space Museum, Tucson, Arizona, US.

Type 724 (Registration N22SN c/n 40) in Viscount Air Services Inc. colours at the Pima Air & Space Museum, Tucson, Arizona, US. Originally delivered to Trans Canada Airlines as CF-TGI in early 1955, it operated the first international commercial flights in North America.<ref>{{#invoke:citation/CS1|citation

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Type 724 (Registration F-BMCF c/n 54) in Air Inter colours at the IAAG -Institute Aéronautique Amaury de la Grange, Merville-Calonne aerodrome, Merville, France<ref>{{#invoke:citation/CS1|citation

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Type 701 (Registration Z-YNA c/n 98) in Air Zimbabwe colours at the National Aviation Museum of Zimbabwe, Gweru, Zimbabwe <ref>{{#invoke:citation/CS1|citation

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Type 756C (Registration VH-TVL c/n 197) in Trans Australia Airlines colours (fuselage only, mated with replica wings) at Possum Park caravan park and camping ground, near Miles, Queensland, Australia.<ref>{{#invoke:citation/CS1|citation

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Type 757 (Registration N382S c/n 144) Brownsville Airport Emergency Services, Brownsville, Texas, US<ref>{{#invoke:citation/CS1|citation

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Type 757 (Registration CF-THG c/n 224) in Trans-Canada Air Lines colours fully restored at the British Columbia Aviation Museum, Sidney, British Columbia, Canada.<ref>{{#invoke:citation/CS1|citation

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Type 757 (Registration CF-THI c/n 270) on display in Trans-Canada Airlines colours at Canada Aviation and Space Museum, Rockcliffe, Ontario, Canada.<ref>{{#invoke:citation/CS1|citation

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Type 757 (Registration CF-THS c/n 279) on display in Air Canada colours at Western Canada Aviation Museum, Winnipeg, Manitoba, Canada.<ref>{{#invoke:citation/CS1|citation

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Type 794D (Registration TC-SEL c/n 430) in Turkish Air Force colours, Istanbul Aviation Museum.<ref>{{#invoke:citation/CS1|citation

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Type 789D (Serial Number FAB2101 c/n 345) on display in Brazilian Air Force colours at the Museu Aeroespacial, Campos dos Afonsos, Rio de Janeiro, Brazil.<ref>{{#invoke:citation/CS1|citation

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Type 798D (Registration I-LIRG c/n 284) in Alitalia colours at the "Istituto Tecnico Aeronautico Francesco De Pinedo", Roma, Italy.<ref>{{#invoke:citation/CS1|citation

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Type 798D (Original registration N7464 c/n 226), last true registration was XC-FOV. Once painted in fictitious 'Aero Puembo' livery with fictitious registration HC-CAG). Privately owned by the daughter of Carlos Alfredo Gudìño. The Viscount is at 'Laguardia', Puembo, Ecuador. It is fitted with a VIP interior including a bedroom. Not open to the public.<ref>{{#invoke:citation/CS1|citation

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Type 798D (Registration N7471 c/n 233) in original Capital Airlines colours, at the Mid-Atlantic Air Museum, Reading, Pennsylvania, US.<ref>{{#invoke:citation/CS1|citation

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Type 804 (Registration G-CSZB c/n 248) on static display at East Midlands Aeropark (nose section only)
Type 806 (Registration G-APIM c/n 412) was named Viscount Stephen Piercey in 1984 while in service with British Air Ferries (BUAF); on display in BUAF colours at Brooklands Museum, Surrey, England.<ref>{{#invoke:citation/CS1|citation

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Type 807 (Registration ZK-BRF c/n 283) named City of Christchurch, on display at the Ferrymead Heritage Park, New Zealand.<ref>{{#invoke:citation/CS1|citation

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Type 813 (Registration G-AZNA c/n 350) named Viscount Banjul. Previously operated by British Midland Airways. On display at Dancing Kokorico, N9 baan Gent-Eeklo, Grote Baan 22, Lievegem, Belgium.<ref>{{#invoke:citation/CS1|citation

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Type 814 (Registration D-ANAM c/n 368) on display at Flugausstellung Hermeskeil at Hermeskeil in Germany.<ref>{{#invoke:citation/CS1|citation

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Type 814 (Registration D-ANAB c/n 369) Flugzeug Restaurant Silbervogel, Hanover, Germany.<ref>{{#invoke:citation/CS1|citation

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Type 814 (Registration D-ANAF c/n 447) Technik Museum Speyer, Speyer, Germany.<ref>{{#invoke:citation/CS1|citation

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Type 816 (Registration VH-TVR c/n 318) named John Murray, is on display in Trans Australia Airlines colours at the Australian National Aviation Museum, Moorabbin, Australia.<ref>{{#invoke:citation/CS1|citation

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Type 827 (Registration CX-BJA c/n 400) in PLUNA colours from the time it saw service. On display at the Colonel Jaime Meregalli Aeronautical Museum next to the Carrasco International Airport, Uruguay. Open to public.<ref>{{#invoke:citation/CS1|citation

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Type 843 (Serial Number 50258 c/n 453) in People's Liberation Army Air Force colours at the Beijing Air and Space Museum (previously known as Beijing Aviation Museum), People's Republic of China.<ref>{{#invoke:citation/CS1|citation

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Specifications (Type 810)Edit

Template:Aircraft specs

ReferencesEdit

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Burn, Duncan. The Structure of British Industry, Volume 2. CUP Archive, 1958.
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Hill, Malcolm L. Vickers Viscount and Vanguard. Ramsbury, Wiltshire, UK: Crowood, 2005. Template:ISBN.
"Introducing the Viscount". Flight, 20 November 1947, pp. 568–571.
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Prins, François. "Birth of a Classic: Conception and Development of the Vickers Viscount". Air Enthusiast, No. 73, January/February 1998, pp. 50–57. {{#if:0143-5450|Template:Catalog lookup link{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}}}}}}}}}}}}}}}}}}}|Template:Error-small}}.
Sutton, John. Technology and Market Structure: Theory and History. MIT Press, 2001. Template:ISBN.
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Taylor, H.A. "The Viscount ... Vickers Peer Without a Peer". Air Enthusiast, Twenty-five, August–November 1984, pp. 1–17. {{#if:0143-5450|Template:Catalog lookup link{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}{{#if:Template:Trim|{{#ifeq:Template:Yesno-no|yes|Template:Main other|{{#invoke:check isxn|check_issn|Template:Trim|error=Template:Error-small Template:Main other}}}}}}}}}}}}}}}}}}}}}}|Template:Error-small}}.
Turner, P. St. John. Handbook of the Vickers Viscount. London: Ian Allan, 1968. Template:ISBN.
"Viscounts for the World". Flight, 11 July 1958. pp. 42–51.
Warner, Guy. Orkney by Air. Erskine, Renfrewshire, Scotland: Kea Publishing, 2005. Template:ISBN.