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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.
The Viscount was well received by the public for its cabin conditions, which included pressurisation, reductions in vibration and noise, and panoramic windows. It became one of the most successful and profitable of the first postwar transport aircraft; "No Profit in Building Civil Aircraft in Britain?" New Scientist, 69(988). 19 February 1976. . 445 Viscounts were built for a range of international customers, including in North America.
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.Turner 1968, pp. 1–5. Later, a double-bubble fuselage was proposed to give extra underfloor cargo space. Neither was pressurised, but the designers soon realised that for economical operation, an altitude above was needed. Thus, pressurisation was required.Turner 1968 p. 2. The decision for pressurisation resulted in the double-bubble and elliptical fuselage designs being abandoned. A circular cross-section variant was offered at the beginning of 1946. 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 to and meant an increased wingspan of .
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. Although George Edwards had always favoured the 800 hp Rolls-Royce Dart Flight 20 March 1953, pp. 357–358. 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.Flight 20 November 1947, p. 568. While the Dart progressed better in development, the government asked in August 1947 for the second prototype to be Dart-powered. The second prototype was designated the 630 and was named as the Viscount. The first prototype already under construction was converted to the Dart as a 630, as well.
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.Pigott 2005, p. 125. 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.Gardner 2006, p. 71.
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. Flight, 15 July 1955, p. 86. Meanwhile, the first prototype Type 630 was awarded a restricted Certificate of Airworthiness on 15 September 1949,Jackson 1988, p. 224. 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.Andrews and Morgan 1988, p. 427. The 29 July 1950 flight between RAF Northolt and Paris – Le Bourget Airport with 14 paying passengers was the first scheduled airline flight by any turbine-powered aircraft.Turner 1968, p. 9.
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.Andrews and Morgan 1988, pp. 425–426. It was demonstrated at the Farnborough SBAC Show in September and was later used in the development of powered controls for the Vickers Valiant bomber. It later was used as a test bed by Boulton Paul Ltd for the development of Fly-by-wire systems. "Flight Systems: Electrical Flight Controls". Flight International, Number 2767 Volume 81, 22 March 1962, p. 459.Flight 11 July 1958, p. 42.
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. Flight, 15 July 1955, p. 93. 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.Burn 1958, p. 72.Guttery 1998, p. 52. In 1953, the basic cost given for a Viscount was £235,000. "Towards Turboprosperity." Flight, 20 March 1953. p. 357.
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. 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.Gunn 1999, pp. 113–114. With the availability of more powerful engines, Vickers continued to develop the Viscount's design. Later models could carry more passengers and had fewer load limitations.Gunn 1999, p. 144.
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.Turner 1968, pp. 87–88. A subvariant was the type 700Ds powered by R.D.a Dart 510s.Turner 1968, p. 88.
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 and the rear pressure bulkhead was moved aft , allowing more passengers to be carried. The 800s (excepting the 806s) were powered by the Dart 510.Turner 1968, pp. 42, 59–61.
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.Turner 1968, pp. 62–63.
Proposed type 740, 850, and 870 Viscounts never left the drawing board.Turner 1968, p. 63.
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. 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.
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.Burn 1958, p. 73. 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.Burn 1958, p. 84. In 1957, the Vickers production line was producing the Viscount at a rate of one aircraft every three days. "Vicker's £163 million turnover". New Scientist, 2(27). 23 May 1957. . p. 50.
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). Flight, 16 October 1953, pp. 521–523.Gunn 1999, pp. 100–101.
Trans Australia Airlines (TAA) received its first Viscount in 1954, and the aircraft quickly proved profitable, leading to additional orders.Gunn 1999, pp. 134, 145. 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".Gunn 1999, p. 134. TAA procured over a dozen Viscounts, and purchased later turboprop aircraft such as the Fokker F27 Friendship; It later transitioned to jet aircraft as passenger demand outgrew the capacity of the Viscounts. To compete with its rival TAA, another Australian airline, Ansett Australia also procured its own small Viscount fleet;Gunn 1999, pp. 145, 217. the Viscount allowed Ansett to set out a faster and superior service than the larger TAA for the first time.Gunn 1999, p. 156. 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.
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. On 6 December 1954, the first Viscount was delivered to Canada in a large media event that included an improvised aerial display.Pigott 2005, p. 127.
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. Flight, 11 July 1958, p. 48. 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."Pigott 2005, pp. 127–128. 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. 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.Pigott 2005, p. 128."Hughes Buys 15 Vickers Planes for $12 Million, Plans to Make Caravelles." Wall Street Journal, 24 June 1957. US Capital Airlines became an important operator of the Type 700 Viscount, 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. Flight, 11 July 1958, p. 45. Continental Airlines, Northeast Airlines and
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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.Hill 2005, p. 51. 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.Márquez-Sterling 2009, pp. 169–173. 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.
South African Airways (SAA) was another major operator of the Viscount; by January 1959, it was operating on all of SAA's domestic routes.Guttery 1998, pp. 187–88. In 1961, SAA had seven Viscounts, and acquired a further aircraft from Cuba in the following year.Guttery 1998, p. 188. In 1965, SAA began receiving Boeing 727s, which had been selected the previous year as a jet-powered replacement for the Viscount. SAA sold its last Viscount to British Midland in the 1970s.Guttery 1998, p. 190.
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.Guttery 1998, pp. 225–26. The introduction of the Viscount roughly coincided with the opening of a major airport at Harare, 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.Guttery 1998, p. 226. CAA had enough Viscounts to entirely replace its Viking fleet and to occasionally lease them to other operators.Guttery 1998, pp. 226–229. 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.Guttery 1998, p. 228.
BEA, and its nationalised successor British Airways (BA), vigorously operated the Viscount on Britain's domestic routes. In the 1980s, BA began withdrawing its ageing Viscount fleet; all BA Viscount operations in Scotland had ended in 1982. 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.Warner 2005, p. 48. 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 Peter Masefield. "Farewell, Viscount." Flying Magazine, 123(7). July 1996. , p. 34.
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.Mitcham 2005, pp. 52, 68, 77. 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.Mitcham 2005, pp. 75–77, 84."China Eyeing More Planes of Britain." Spokesman-Review, 30 December 1961. 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.Andrews and Morgan 1988, p. 537. Many Viscounts were refurbished and saw new service with African operators; sales of these second-hand aircraft continued into the 1990s.Pigott 2005, p. 129.Manning 2000, p. 8.
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.
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