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Vickers Viscount

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Vickers-Armstrongs
IndustryAerospace, Defence
Founded1828
FateMerged into British Aircraft Corporation in 1960
Headquarters
United Kingdom
ProductsAircraft, including the Vickers Viscount


Template:Pp-pc1 Template:EngvarB

The Vickers Viscount is a British medium-range turboprop airliner, now out of service, that first took to the skies in 1948 under the development of Vickers-Armstrongs. Originating from a specification set by the Brabazon Committee, it commenced commercial operations in 1953 and holds the distinction of being the inaugural airliner powered by turboprop engines.

Praised by passengers for its comfortable cabin environment, the Viscount featured pressurisation, significant reductions in noise and vibration, and large panoramic windows. It emerged as one of the most lucrative and widely adopted postwar transport aircraft, with a total production run of 445 units serving various international airlines, including operators across North America.

Origins

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 seating arrangement
File:Vickers Viscount front cabin.jpg
Forward cabin section
File:Vickers Viscount 806 G-AOYN G-OPAS c-n 263 Cockpit.jpg
Flight deck

The Viscount’s inception can be traced back to the 1943 Brabazon Committee’s Type II specification for a postwar, small to medium-range pressurised aircraft designed to service less frequented routes. The original requirement was for an aircraft capable of transporting 24 passengers over distances up to 1,750 miles (2,816 km) at approximately 200 mph (320 km/h). During consultations between Vickers’ lead designer, Rex Pierson, and the committee, Vickers proposed using turboprop engines. However, the committee remained unconvinced and consequently divided the specification into two categories: Type IIA featuring piston engines—leading to the development of the Airspeed Ambassador—and Type IIB powered by turboprops, which was awarded to Vickers in April 1945. Meanwhile, British European Airways (BEA) contributed to the design process, requesting an increase in passenger capacity to 32 while maintaining other design aspects.

The initial design presented in June 1945 was derived from the Vickers VC.1 Viking platform and incorporated four turboprop engines with seating for 24 passengers; it was designated VC-2 or Type 453. Subsequently, a double-bubble fuselage configuration was proposed to enhance underfloor cargo volume. Neither configuration initially included pressurisation; however, it soon became evident that operating economically at altitudes above 20,000 ft (6,100 m) necessitated a pressurised cabin. This requirement led to abandoning both double-bubble and elliptical fuselage designs in favour of a circular cross-section layout introduced early in 1946. The finalized VC-2 model accommodated 28 seats and received financial backing from the Ministry of Supply through an order for two prototypes. Prior to contract finalisation, government directives increased seating capacity to 32 passengers, extending fuselage length from 65 ft 5 in (19.94 m) to 74 ft 6 in (22.71 m) and expanding wingspan to 89 ft (27 m).[N 1]

On 9 March 1946, Vickers secured a contract under Air Ministry specification C.16/46 and assigned the project designation Type 609 with the initial name Viceroy. While George Edwards advocated for employing the 800 hp Rolls-Royce Dart engine, alternative powerplants were evaluated, including the government-mandated Armstrong Siddeley Mamba for the two prototypes. Although using Mamba engines increased weight, Vickers ensured engine nacelles were compatible with either Mamba or Dart units. As development progressed more favourably with the Dart engine, a government request in August 1947 stipulated that the second prototype be fitted with Darts. This second prototype received designation Type 630 and was named Viscount. The first prototype under construction was also modified to incorporate Dart engines.

The finalized Type 630 design emerged at Brooklands under Rex Pierson’s leadership in 1945 as a four-engine Dart-powered airliner offering seating for 32 passengers and cruising speeds around 275 mph (443 km/h). Two prototypes were ordered in March 1946 with construction commencing within Vickers’ Foxwarren Experimental Department. Initially named Viceroy after Lord Louis Mountbatten—the viceroy of India—the aircraft was renamed Viscount following India's independence in 1947. Efforts to revert to Mamba power were abandoned as prototypes neared completion. After Pierson’s passing in 1948, George Edwards assumed chief designer responsibilities and full technical oversight of the Viscount programme.

Prototypes

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The initial prototype, designated Type 630 and registered as G-AHRF, took to the skies for the first time on 16 July 1948 from the grass airstrip at Wisley, with Vickers' lead test pilot Joseph "Mutt" Summers at the controls.[2] However, this model was deemed too compact and slow, achieving only 275 mph (443 km/h), which led to higher operating costs per passenger than acceptable for routine service. Additionally, BEA had already ordered 20 piston-powered Airspeed Ambassadors in 1947. Reflecting on the state of British aviation, Duncan Burn noted: "If BEA had fully backed the Viscount... it is quite possible that the smaller variant would have entered production... In a way, BEA's lack of enthusiasm for the [Type] 630 enabled the [Viscount's] eventual success."[3]

Flight testing early on revealed the advantages of turboprop propulsion, prompting the Ministry of Supply to commission a prototype of an extended model with more powerful engines—the Type 700—in February 1949.[4] Meanwhile, the first Type 630 prototype received a restricted Certificate of Airworthiness on 15 September 1949,[5] and subsequently attained full certification on 27 July 1950. This clearance allowed BEA to initiate trial operations starting on 29 July to train pilots and ground personnel on this new aircraft. It conducted scheduled services between London and Paris as well as London and Edinburgh until 23 August 1950.[6] Notably, the flight on 29 July 1950 from Northolt to Paris – Le Bourget Airport carrying fourteen fare-paying passengers marked the first scheduled airline journey powered by turbine engines.[7]

File:Vickers 663 Tay Viscount.jpg
Type 663 Tay Viscount performing at Farnborough in September 1950

The second Viscount prototype, known as Type 663, served as a test platform equipped with two Rolls-Royce Tay turbojet engines. It debuted in RAF livery bearing serial number VX217 during its maiden flight at Wisley on 15 March 1950.[8] This aircraft was showcased at the Farnborough SBAC Show in September and later contributed to developing powered flight controls for the Valiant bomber.[5] Subsequently, it was utilized by Boulton Paul Ltd as a testbed for pioneering electronic flight control technologies.[9][10]

Following these developments, the design team revisited their plans and introduced a larger model: the Type 700, capable of accommodating up to forty-eight passengers (with some layouts seating fifty-three) and cruising at approximately 308 mph (496 km/h). The prototype G-AMAV conducted its inaugural flight from Brooklands on 28 August 1950 and continued serving as a development platform for several years.[11] Later that month BEA placed an order for twenty units; additional purchases followed in subsequent years from carriers including Air France, Aer Lingus, and Misrair.[12][13] By 1953, the base price for a Viscount was listed at £235,000.[14]

Performance and modifications

File:Air Zimbabwe Viscount 1981.jpg
The Viscount's distinctive large oval windows, Air Zimbabwe 1981

In 1953, a journalist who flew on an Air France Viscount observed: "The noise was noticeably quieter compared to piston engines. Experiencing the absence of harsh vibrations was a welcome change... The turboprop excels as a short-haul aircraft and is well-liked by passengers. Replacing the constant-pitch noise and smooth operation in place of the piston engine’s rattles and groans instills confidence in even reluctant travelers." Viscount cabins featured expansive elliptical windows measuring 19 by 26 inches.[N 2][16] Operating expenses for the Viscount were comparatively lower than many competitors;[17] Vickers estimated that a Model 700 could transport a payload of 13,000 pounds from Chicago to New York in approximately two hours and forty-five minutes against a 10 mph headwind, consuming 6,395 pounds of fuel.[18]

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Every Viscount produced was equipped with Rolls-Royce Dart turboprop engines; initially rated at 800 hp and later increased to over 1,000 hp. Rolls-Royce invested heavily in refining the Dart due to its widespread adoption on the Viscount and other aircraft.[N 3] A notable variant was the Dart 506 engine, which improved fuel efficiency compared to earlier versions, enabling airlines to operate longer flights with higher payloads.[20] As more powerful engines became available, Vickers continued to enhance the Viscount’s design.[N 4] Subsequent models accommodated more passengers and faced fewer loading restrictions.[23]

Three primary variants of the Viscount were manufactured. The initial production model was the Type 700, powered by R.Da.3 Dart 505 engines initially, later upgraded to R.Da.3 Dart 506 units.[24] A submodel known as the Type 700Ds utilized R.D.a Dart 510 engines.[25]

The second variant was the Type 800, which featured an increased passenger capacity but shorter range relative to the Type 700. Its fuselage was extended by 3 ft 10 in (1.17 m), and the rear pressure bulkhead was relocated aft by 5 ft 5 in (1.65 m), allowing for additional seating. Except for the Type 806 models, all Type 800s were powered by Dart 510 engines.[26]

The third variant was designated as the Type 810; it maintained similar dimensions to the Type 800 but was equipped with more powerful R.Da.7/1 Mk225 or Mk530 Dart engines. This resulted in enhanced speed and extended range compared to its predecessor.[27]

Conceptual designs for Types 740, 850, and 870 Viscounts were developed but never progressed beyond planning stages.[28]

The Viscount’s strong market performance and customer approval motivated Vickers to independently fund and create a larger and re-engined derivative known as the Vickers Vanguard.[29] Drawing heavily on Viscount design experience, the Vanguard preserved cost advantages over jet airliners; however, its slower speed became increasingly disadvantageous as jets gained prevalence.[30]

Operational history

BEA inaugurated the world's first scheduled turboprop passenger service on 18 April 1953, marking a significant milestone in commercial aviation. The airline rapidly became a major operator of the Viscount; by mid-1958, its fleet had transported over 2.75 million passengers across more than 200,000 flight hours. Following BEA's introduction of the type, numerous independent charter carriers, including British Eagle, swiftly incorporated the Viscount into their operations. Throughout the 1960s, the Viscount was the primary aircraft supporting domestic air travel within Scotland.

File:Viscount 700 G-AMAV NZ Air Race.jpg
Viscount 700 prototype G-AMAV competing as No. 23 in the New Zealand Air Race at London Airport, 8 October 1953

The Viscount’s initial operational phase demonstrated notable performance advantages compared to competing aircraft, which led to a rapid increase in orders. Prior to November 1952, only 42 units had been requested; however, by the end of 1953, orders had escalated to 90, and reached 160 by the conclusion of the following year. Approximately 80 percent of all produced Viscounts were destined for export markets. Vickers had anticipated this demand and committed early to an accelerated production schedule at its own financial risk. By 1957, the manufacturing line was assembling a new Viscount approximately every three days.

In October 1953, the Viscount 700 prototype G-AMAV set the fastest time in the transport category of a 12,367-mile (19,903 km) air race from London to Christchurch, New Zealand, completing the journey in 40 hours and 41 minutes of flight time. Averaging speeds of around 320 mph (520 km/h), it finished nine hours ahead of its nearest competitor—a Douglas DC-6A operated by KLM—which ultimately won on handicap. During this event, equipped with additional fuel tanks, it completed a non-stop leg of 3,530 miles (5,680 km) from the Cocos (Keeling) Islands to Melbourne’s Essendon Airport in just over ten hours at an average speed of nearly 344 mph.

Trans Australia Airlines (TAA) introduced its first Viscount in 1954; the aircraft quickly demonstrated profitability and prompted further acquisitions. Aviation historian John Gunn noted that TAA "secured dominance on Australia's main routes through its turboprop Viscounts." The airline acquired more than a dozen Viscounts and later procured turboprops such as the Fokker F27 Friendship—the latter powered by the same Rolls-Royce Dart engine. Although TAA initially approached Vickers with interest in a smaller twin-engine aircraft to complement its larger Viscounts, Vickers declined to develop such a model. As passenger volumes increased beyond Viscount capacity, TAA transitioned to jet aircraft. To compete effectively with TAA, Ansett-ANA also invested in a modest fleet of Viscounts; this enabled Ansett to offer faster and superior services compared to its larger rival for the first time. The Two Airlines Policy established under the Fifth Menzies Ministry in 1952 formalized this duopoly; after Ansett acquired Australian National Airways in 1957, it became TAA’s sole competitor—with both airlines expected to operate identical equipment.

File:Trans-Canada Airlines Vickers Viscount (1).jpg
Trans-Canada Airlines Viscount performing a low pass during the 1960s

In North America, Trans-Canada Air Lines (TCA) was the pioneer operator of turboprop aircraft with a small fleet of Type 700 Viscounts. Initially cautious about adopting turboprop technology and favoring piston-engine Convair CV-240s instead, TCA was eventually persuaded by pilot endorsements and Vickers’ commitment to implement requested design modifications. To suit American market requirements, Vickers developed an "Americanised" version of the Viscount that formed the basis for most export variants; these often featured locally sourced avionics such as US-made radios. The first Canadian delivery occurred on 6 December 1954 amid considerable media attention including an impromptu aerial demonstration.

TCA became a significant user of Viscounts, placing multiple subsequent orders; by 1958 its fleet numbered 51 aircraft. Aviation author Peter Pigott described this as "a public-relations triumph for both TCA and Vickers," highlighting passengers’ appreciation for the quiet cabin and expansive windows. At that time no other North American airline operated turboprop airliners or purchased British aircraft in such volume. TCA maintained Viscount operations for around two decades until rebranding as Air Canada and retiring them in favor of McDonnell Douglas DC-9 jets in 1974. The introduction of the Viscount was also documented in the National Film Board of Canada's Routine Flight (1955).

TCA’s acquisition spurred interest among US airlines and industry leaders such as Howard Hughes, who bought fifteen Viscounts after personally flying one. Capital Airlines became a notable operator on eastern US routes with Type 700 models outfitted with weather radar and built-in airstairs; by 1958 they had accumulated over 350,000 flight hours on these aircraft—the highest among operators at that time. Continental Airlines, Northeast Airlines, and United Airlines also incorporated Viscounts into their fleets.

File:Vickers Viscount 807 ZK-BRD Wellington 210471.jpg
National Airways' Viscount at Wellington Airport in 1971

Cubana de Aviación was Latin America’s first airline to operate the Viscount; its −755D models arrived in 1956 and were deployed on Havana–Miami and Varadero–Miami routes where they successfully increased market share. During Cuba’s 1958 elections, one Cubana Viscount was hijacked by insurgents linked to the 26th of July Movement; it crash-landed into the sea with an estimated loss of seventeen lives out of twenty onboard. Following the United States embargo imposed on Cuba in 1962, Cubana divested its entire Viscount fleet and replaced them with Soviet-built turboprops.

South African Airways (SAA) was another prominent user; by January 1959 it operated Viscounts across all domestic routes. In 1961 SAA owned seven aircraft and acquired an additional unit from Cuba a year later—a deal that initially considered exchanging Lockheed Constellations but ultimately did not materialize. Starting in 1965 SAA began introducing Boeing 727 jets as replacements for its turboprops after selecting them the previous year. The last SAA Viscount was sold during the 1970s to British Midland.

Central African Airways (CAA), already familiar with Vickers products such as Vikings, received its first Viscount on 25 April 1956. This arrival coincided with opening a major airport at Salisbury (now Harare), whereupon the Viscount became central to connecting Johannesburg-Salisbury-London routes. CAA acquired sufficient numbers to fully replace its Viking fleet and occasionally leased surplus aircraft to other operators. The airline continued purchasing Viscounts until announcing plans to introduce British Aircraft Corporation's jet-powered BAC One-Eleven as their long-term successor in 1965.

File:Cambrian viscount g-amon in 1963 arp.jpg
Cambrian Airways' Viscount 701 at Bristol Airport in 1963

BEA and its nationalized successor British Airways extensively operated the Viscount across UK domestic services throughout their histories. By the early 1980s British Airways began phasing out older Viscounts; all Scottish operations ceased by 1982. Many retired BA aircraft were sold to charter operators like British Air Ferries or replaced by newer turboprops such as Hawker Siddeley HS748s. On exactly April 18th, 1996—46 years after BEA’s inaugural flight—British World Airlines conducted Britain’s final passenger service using a Viscount; notable passengers included Sir George Edwards and Sir Peter Masefield.

Negotiations between Vickers and China for up to forty Viscounts began around late 1960 but were prolonged due to geopolitical tensions. China initially sought second-hand aircraft from existing operators before securing direct purchase agreements with Britain later on. The final six units produced were delivered during 1964 to CAAC Airlines of China—the endpoint marking total production at approximately 445 aircraft. Numerous refurbished Viscounts found new life with African airlines well into the late twentieth century through ongoing second-hand sales.

The last known airworthy Viscount—registered as 9Q-COD—reportedly flew for Global Airways based in the Democratic Republic of Congo until January 2009.

Accidents and incidents

Main article: List of accidents and incidents involving the Vickers Viscount

Variants

Main article: Vickers Viscount variants
File:Bea vickers viscount g-aohj arp.jpg
A British European Airways Vickers Viscount 802 at London Heathrow Airport in 1964. Behind it stands a BEA Hawker Siddeley Trident, with a BEA Vickers Vanguard visible on the right.
Type 630
The initial prototype featured a shortened fuselage measuring 74 ft 6 in (22.71 m), seating 32 passengers, and was equipped with four Rolls-Royce Dart R.Da Mk 501 engines producing 1,380 ehp (1,032 kW) each.[31]
Type 663
The second prototype served as a test platform for the Rolls-Royce Tay turbojet engine.[8]
Type 640
This planned third prototype was intended to be powered by four Napier Naiad turboprop engines but was never constructed; its components were utilized in the Type 700 prototype.[32]
Type 700
The first production model featured engines rated at 1,381 hp (1,030 kW), with a total of 287 units manufactured. Aircraft fitted with the Dart 510 engines delivering 1,576 hp (1,175 kW) were designated with a "D" suffix.
Type 800
An enhanced version featuring a fuselage lengthened by 3 ft 10 in (1.2 m), with 67 aircraft produced.
Type 810
A further improved model offering extended range capabilities and powered by Dart 525 engines rated at 1,991 hp (1,485 kW); a total of 84 were built.
VC-90
The Brazilian Air Force's designation for a VIP-configured variant of the Viscount.[33]

Operators

Main article: List of Vickers Viscount operators

Aircraft on display

File:Viscount2 wcam.JPG
Tail section of a Viscount 757 exhibited at the Western Canada Aviation Museum in Winnipeg, Manitoba.
File:Viscount Presidencial.JPG
Viscount operated by the Brazilian Air Force for governmental use, displayed at the Brazilian Air Force Museum in Rio de Janeiro
  • Type 701A (Registration G-ALWF c/n 5), bearing the name Sir John Franklin, is presented in British European Airways livery at Duxford’s Imperial War Museum in Cambridgeshire, England.[34][35]
  • Type 701 (Registration G-AMOG c/n 7), named Sir Robert Falcon Scott, is exhibited in BEA colors at the National Museum of Flight located in East Fortune, East Lothian, Scotland.[36]
  • Type 701C (Registration PP-SRO c/n 64) displayed in VASP livery at the Museu Eduardo André Matarazzo in Jardim Recantro, Bebedouro, São Paulo state, Brazil.[37]
  • Type 708 (Registration F-BGNR c/n 35), formerly known as Victoria Lynne, is painted in Air Inter colors and preserved at the Midland Air Museum near Coventry Airport, England.[38]
  • Type 708 (Registration F-BGNU c/n 38) is shown in Air Inter livery featuring Air France markings at the Sinsheim Auto & Technik Museum in Germany.[39]
File:Vickers Viscount at the Pima Air & Space Museum, Tucson, Arizona, USA.jpg
Vickers Viscount Type 724 (Registration N22SN c/n 40) painted in Viscount Air Services Inc. colors displayed at Pima Air & Space Museum in Tucson, Arizona, USA.
  • Type 724 (Registration N22SN c/n 40), wearing Viscount Air Services Inc. colors at the Pima Air & Space Museum in Tucson, Arizona. Initially delivered to Trans Canada Airlines as CF-TGI early in 1955 and notable for operating North America's first international commercial flights.[40]
  • Type 724 (Registration F-BMCF c/n 54) exhibited with Air Inter markings at IAAG - Institute Aéronautique Amaury de la Grange located at Merville-Calonne aerodrome in Merville, France.[41]
  • Type 701 (Registration Z-YNA c/n 98) painted in Air Zimbabwe colors on display at Zimbabwe’s National Aviation Museum in Gweru.[42]
  • Type 756C (Registration VH-TVL c/n 197), shown in Trans Australia Airlines colors (fuselage only joined to replica wings), located at Possum Park caravan park and camping site near Miles, Queensland, Australia.[43]
  • Type 757 (Registration N382S c/n144) held by Brownsville Airport Emergency Services in Brownsville, Texas, USA.[44]
  • Type757 (Registration CF-THG c/n224) fully restored and painted in Trans-Canada Air Lines livery at British Columbia Aviation Museum in Sidney, British Columbia, Canada.[45]
  • Type757 (Registration CF-THI c/n270) displayed in Trans-Canada Airlines colors at Canada Aviation and Space Museum located in Rockcliffe, Ontario.[46]
  • Type757 (Registration CF-THS c/n279) presented with Air Canada markings at Western Canada Aviation Museum in Winnipeg, Manitoba.[47]
  • Type794D (Registration TC-SEL c/n430) preserved with Turkish Air Force colors at Istanbul Aviation Museum.[48]
  • Type789D (Serial Number FAB2101 c/n345) exhibited wearing Brazilian Air Force colors at Museu Aeroespacial in Campos dos Afonsos, Rio de Janeiro.[49]
  • Type798D (Registration I-LIRG c/n284) displayed with Alitalia livery at Istituto Tecnico Aeronautico Francesco De Pinedo in Rome, Italy.[50]
  • Type798D (Original registration N7464 c/n226; last official registration XC-FOV) privately owned by Carlos Alfredo Gudìño’s daughter and located at Laguardia airport near Puembo, Ecuador. It features a VIP interior including a bedroom and was once painted with fictitious 'Aero Puembo' markings bearing HC-CAG registration. Not accessible to the public.[51]
  • Type798D (Registration N7471 c/n233) preserved with original Capital Airlines paint scheme at Mid-Atlantic Air Museum located in Reading, Pennsylvania, USA.[52]
  • Type804 (Registration G-CSZB c/n248) nose section only exhibited statically at East Midlands Aeropark.
  • Type806 (Registration G-APIM c/n412), christened Viscount Stephen Piercey during its service with British Air Ferries (BUAF) in1984; currently displayed in BUAF livery at Brooklands Museum in Surrey, England.[53]
  • Type807 (Registration ZK-BRF c/n283), named City of Christchurch, preserved at Ferrymead Heritage Park in New Zealand.[54]
  • Type813 (Registration G-AZNA c/n350), known as Viscount Banjul, previously operated by British Midland Airways; currently on display at Dancing Kokorico located on Grote Baan22,N9 baan Gent-Eeklo,Lievegem,Belgium.[55]
  • Type814 (Registration D-ANAM c/n368) preserved within Flugausstellung Hermeskeil museum locatedin Hermeskeil,Germany.[56]
  • Type814 (Registration D-ANAB c/n369) serves as Flugzeug Restaurant Silbervogel situatedin Hanover,Germany.[57]
  • Type814 (Registration D-ANAFc/n447) displayedat Technik Museum Speyerin Speyer,Germany.[58]
  • Type816(Registration VH-TVRc/n318), named John Murray, is presentedin Trans Australia Airlines liveryat Australian National Aviation Museum,Moorabbin Australia.[59]
  • Type827(Registration CX-BJAc/n400), shownin PLUNA colors from its periodof serviceand displayedat Colonel Jaime Meregalli Aeronautical Museum adjacentto Carrasco International Airport Uruguay.Opento public.[60]
  • Type843(Serial Number50258c/n453), paintedin People's Liberation Army Air Force markingsand housedat BeijingAir and SpaceMuseum(formerly BeijingAviationMuseum),People’s Republicof China.[61]

Specifications (Type 810)

Template:Aircraft specs

See also

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Notes

  1. ↑ Although resembling the earlier Vickers VC.1 Viking, no components were interchangeable between the wings and fuselage of the Viscount.[1]
  2. ↑ Elliptical window shapes minimized the structural reinforcement needed for pressurized fuselages.[15]
  3. ↑ Other aircraft utilizing Rolls-Royce Dart engines include the Fokker F27 Friendship, Hawker Siddeley HS 748, Grumman Gulfstream I, Handley Page Herald, Armstrong Whitworth AW.660 Argosy, and NAMC YS-11.[19]
  4. ↑ In the 1960s, metal fatigue issues in the wing spars prompted Vickers to impose stricter lifespan limits on these components.[21] To monitor fatigue progression and improve safety, some aircraft were retrofitted with electromechanical strain range counters.[22]

Citations

  1. ↑ Flight, 20 November 1947, p. 569.
  2. ↑ Andrews and Morgan 1988, pp. 424–425.
  3. ↑ Burn 1958, pp. 72–73.
  4. ↑ Flight, 15 July 1955, p. 86.
  5. ↑ 5.0 5.1 Jackson 1988, p. 224.
  6. ↑ Andrews and Morgan 1988, p. 427.
  7. ↑ Turner 1968, p. 9.
  8. ↑ 8.0 8.1 Andrews and Morgan 1988, pp. 425–426.
  9. ↑ "Flight Systems: Electrical Flight Controls". Flight International, Number 2767 Volume 81, 22 March 1962, p. 459.
  10. ↑ Flight 11 July 1958, p. 42.
  11. ↑ Flight, 15 July 1955, p. 93.
  12. ↑ Burn 1958, p. 72.
  13. ↑ Guttery 1998, p. 52.
  14. ↑ "Towards Turboprosperity." Flight, 20 March 1953. p. 357.
  15. ↑ Flight, 20 November 1947, p. 570.
  16. ↑ American Aviation, 11 April 1955, p. 66.
  17. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Sutton 434
  18. ↑ American Aviation, 3 August 1953, p. 43.
  19. ↑ Fricker, John. "The Growing Potential of the Rolls-Royce Dart." Flying, Volume 70, Number 3. March 1962. Template:ISSN. pp. 41, 62, 66.
  20. ↑ Gunn 1999, pp. 113–114.
  21. ↑ Hill 2005, p. 123.
  22. ↑ Hicks 2001, p. 61.
  23. ↑ Gunn 1999, p. 144.
  24. ↑ Turner 1968, pp. 87–88.
  25. ↑ Turner 1968, p. 88.
  26. ↑ Turner 1968, pp. 42,59–61.
  27. ↑ Turner1968, pp.62–63.
  28. ↑ Turner1968,p63.
  29. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named burn73
  30. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named new scientist50
  31. ↑ Andrews and Morgan 1988, p. 436.
  32. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Andrews Vickers, p. 537
  33. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  34. ↑ "Vickers V701 Viscount – G-ALWF." Archived 15 November 2010 at the Wayback Machine Duxford Aviation Society, 2010. Retrieved: 14 September 2010.
  35. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  36. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  37. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  38. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  39. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  40. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  41. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  42. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  43. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  44. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  45. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  46. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  47. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  48. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  49. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  50. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  51. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  52. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  53. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  54. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  55. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  56. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  57. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  58. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  59. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  60. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  61. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).

Bibliography

  • Andrews, C.F. and E.B. Morgan. Vickers Aircraft since 1908. London: Putnam, Second Edition, 1988. ISBN 0-85177-815-1.
  • Burn, Duncan. The Structure of British Industry, Volume 2. CUP Archive, 1958.
  • Cacutt, Len, editor. "Vickers Viscount." Great Aircraft of the World. London: Marshall Cavendish, 1989. ISBN 1-85435-250-4.
  • Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  • Dunn, Robin MacRae. Vickers Viscount (AirlinerTech Volume 11). North Branch, Minnesota: Specialty Press, 2004. ISBN 978-1-58007-065-2.
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  • Jackson, A.J. British Civil Aircraft since 1919 (Volume 3). London: Putnam, 1974. ISBN 0-370-10014-X
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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. Template:ISSN.
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  • "The Story of the Viscount: Evolution of an Airliner: The First Ten Years." Flight, 15 July 1955, pp. 83–86, 93.
  • Taylor, H.A. "The Viscount ... Vickers Peer Without a Peer". Air Enthusiast, Twenty-five, August–November 1984, pp. 1–17. Template:ISSN.
  • Turner P. St. John. Handbook of the Vickers Viscount. London: Ian Allan Publishing Ltd.,1968. ISBN 9780711000520.
  • "Viscounts for the World". Flight, 11 July 1958. pp. 42–51.
  • Warner Guy. Orkney by Air. Erskine Renfrewshire Scotland: Kea Publishing Ltd.,2005. ISBN 0-95189-587-7.

External links

Template:Vickers aircraft Template:ADF aircraft designations Template:FAB aircraft designations

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