Post WW2

Victa Airtourer

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Airtourer T3A

In response to a 1953 Royal Aero, Club competition for a club trainer to replace the biplane Tiger Moth, aeronautical engineer Henry Millicer entered a winning design for a side by side, enclosed cabin, aircraft powered by a 65hp Continental A65 engine.

A wooden prototype was constructed as VH FMM and first flew on 31 March 1959. Victa Consolidated Industries became interested and re-engined VH-FMM with a 90 hp Continental engine. While this aircraft was on a demonstration tour of New Zealand work on an all-metal Airtourer 100 was underway. The all metal Airtourer VH MVA was flown on 12 December 1961 and, following type certification on 4 July 1962 (the first Australian light aircraft design to be so approved), was put into production as the all metal Airtourer 100 and T2. Two versions of this fully aerobatic two-seater were available, powered by 100 hp Continental O-200-A and 115 hp Lycoming O-235-C1BB engines.

The first production model was VH-MVC.

T3A

After producing 167 aircraft Victa closed down and during 1967 all production rights were sold to Aero Engine Services Ltd of Hamilton. Three partially built Victa Airtourers were completed before production of AESL aircraft. They immediately continued production and built a further 80 examples and developed the 130 hp T3A. New Zealand’s very first home grown Airtourer ZK COZ (c/n 501) became airborne off Hamilton airport in October 1967. Progressively more horse powered T3, T4, and T5 variants were developed.

Victa 100s were often later converted to V115 standard or, by AESL, to Airtourer T3A (130-hp engine).

AESL re-designated the model numbers and product line, with the Airtourer 100 becoming the T1 before being dropped from production (although one was later re-manufactured from Victa c/n 50 to AESL c/n 556), and the 115 became the T2. The T3, powered by a 130 hp Continental, was a field modification with only one produced from new; the 150 became the T4, and the T5 was a 150 fitted with a constant-speed propeller.

Finally came the 150 hp Lycoming powered T6/24. Which featured a 24-volt electrical system in place of the earlier 12-volt system. The last examples of the T6 were fitted with a 160 hp engine.

Victa T3 Handling Notes

In 1968 designed and built the first 150 hp T6/24 Super 150 Airtourer. A total of 80 were built in all. The T6-24 differed in having a larger engine, constant speed prop, electric flaps and trim.

AESL Airtourer 150 ZK-CXS

Following evaluation flying of the prototype Airtourer at Wigram, the Royal New Zealand Air Force saw the potential of this locally produced aircraft as a primary trainer. Four T6/24s were ordered in October 1969 and entered service in May and June 1970 as NZ1760 to NZ1763. The aircraft were used by the RNZAF until 1993 when they were retired and sold by tender.

The Glos-Air assembly line of Airtourers included 115s c/ns 525, 528, 529, 530, 531 and 533, 150s c/ns 535, 539, 540-549 and 550 in July 1971 with 535 flying as G-AZBE on July 19. These were imported from New Zealand for completion and assembly at Staverton.

The Airtourer has been out of production since 1973, the last two flying in 1973. The line was shut down, the jigs placed into storage until, as with ZK DAH in 1979, Australian interests purchased the hardware and the rights to build the aircraft back in Australia. The Australian Airtourer Association provides spares for its members and Airtourers still flying worldwide.

Airtourer 150

Gallery

AT100
Engine: Continental O-200A, 100 hp

AT115
Engine: Lycoming O-235-C2A, 115 hp
Prop: fixed pitch

T2
Engine: Lycoming O-235-C1B, 115 hp
Wing span: 7.92 m
Length: 6.33 m
Cruising speed@65% pwr: 115 mph / 185 kmh
Fuel consumption @ 65% power: 32 lb/hr
Endurance @ 65% power: 5.45 hr
Stalling speeds (clean/flaps down): 58-52 mph / 93-83 kph
Useful load: 505 lb / 229 kg
Max. ROC: 900 fpm / 274 m/min
Accommodation: Pilot and one passenger

T3A
Engine: Rolls Royce/Continental O-240A, 130 hp
Prop: fixed pitch
Wing Span: 21 ft 6 in (6.55 m)
Length: 21 ft 6 in (6.55 m)
Height: 6 ft 10 in
Maximum Speed: 142 mph (230 kph)
Range: 710 miles (1140 km)
Service Ceiling: 14,000 ft (4264 m)
Load factor: +6 -3 G
Fully aerobatic

T4
Engine: Lycoming 0-320-E2A, 150 hp
Prop: fixed pitch
Wingspan: 26 ft 0 in / 7.92 m
Length: 21 ft 5 7/8 in / 6.55 m
Cabin length: 5 ft 8 in / 1.73 m
Cabin width: 3 ft 6 in / 1.07 m
Cabin max height: 4 ft 2 in / 1.27 m
Baggage space: 8 cu.ft / 100 lb / 0.23 cu.m / 45 kg
Empty weight equipped: 1165 lb / 528 kg
MTOW: 1750 lb / 793 kg
Max cruise 4000 ft / 1220 m: 122 kt / 140 mph / 225 kph
Max ROC SL: 980 fpm / 299 m/min
Service ceiling: 15,500 ft / 4725 m
Range max fuel: 542 nm / 625 mi / 1005 km
Seats: 2 side by side

T5
Engine: Lycoming 0-320-E1A, 150 hp
Prop: Constant speed

T6/12
Engine: Lycoming 0-320-E1A, 150 hp
Prop: Constant speed

T6/24 Super 150
Engine: Lycoming 0-320-E1A, 150 hp
Prop: 2 blade fixed pitch
Prop diameter: 6 ft 0.5 in / 1.82 m
Wingspan: 26 ft 0 in / 7.93 m
Length: 21 ft 6 in / 6.55 m
Height: 7 ft 0 in / 2.13 m
Wheel track: 9 ft 0 in / 2.75 m
Empty weight: 1120 lb / 508 kg
Useful load: 630 lb / 286 kg
Fuel capacity: 29 Imp.Gal / 35 USG / 132 lt
Max level speed: 150 mph / 242 kph / 130 kt at SL
Cruising speed@ 65% pwr: 125 mph / 201 kmh
Fuel consumption @ 65% pwr: 44 lb/hr
Endurance @ 65% pwr: 3.9 hr
Cruising speed@ 75% pwr: 145 mph / 234 kmh / 125 kt at 4000 ft
Stalling speeds (clean/flaps down): 58-52 mph / 93-83 kmh
Useful load: 500 lb / 227 kg
Max. ROC: 980 fpm / 299 m/min
Best climb speed: 92 mph / 149 kph / 80 kt
Service ceiling: 18,000 ft / 5480 m
Max range: 505 miles / 803 km / 438 nm
Max payload range: 375 mi / 605 km / 326 nm
TO dist 50 ft: 1200 ft / 365 m
Approach speed: 80 mph / 129 kph / 70 kt
Ldg from 50 ft: 860 ft / 263 m
Aerobatic load: +6 / -3
Seats: 2
Price 1970: £5750 / $13,800

Airtourer T2

Victa

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Australia.
Initially producer of 2-stroke engines and lawnmowers; Aviation Division established September 1959 to manufacture Airtourer, two-seat aerobatic lightplane designed by Henry Millicer, chief aerodynamicist of Government Aircraft Factories. Prototype built by Air Tourer group of Australian Ultra Light Aircraft Association and first flew March 1959; production deliveries began mid-1962. Also that year produced prototype Victa 67A two-seat autogyro. Aviation Division closed 2 January 1967; manufacturing rights in Air tourer and later Aircruiser obtained by Aero Engine Services Ltd of New Zealand.

Vickers VC-10

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VC-10

Vickers had honed the VC10 since the cancellation of the VC7/V1000 in 1955. As it became clear that BOAC would buy Boeing 707s for trans-oceanic routes, George Edwards aimed his design at their Medium-Range Empire routes to countries with undeveloped hot and high airports. Alongside this, he also had in mind the RAF’s need for a personnel/freight transport, again to ‘up-country’ destinations. Though in time the Super VC10 did come to fly the North Atlantic, its progenitor was never intended as a true long-ranger, nor was it ever a pure civilian machine. The VC10/Super VC10 needs 17 hydraulic actuators in their tailplanes. Much of its structure was famously milled from solid billets of metal.

Vickers VC-10 Article

A long range civil transport featuring rear mounted engines emerged when introduced, the VC10 tailored closely to the requirements of BOAC. The prototype (G ARTA) flew for the first time on 29 June 1962, powered by four Rolls-Royce Conway turbofan engines.

Vickers VC10 Srs1100

The VC10 entered service on BOAC’s route to West Africa on 29 April 1964. Four production variants and a modification of the prototype were produced: the Model 1101, of which 12 went to BOAC accommodated 16 first-class and 93 economy passengers; the Model 1102, of which two went to Ghana Airways, one with a large hydraulically operated cargo door between the standard passenger doors and both with 4% chord leading-edge extension from wing root to fence; the Model 1103, of which three went to British United Airways with cargo door and extended leading edge; Model 1106, of which 14 went to RAF Air Support Command with cargo door, folding hatracks, machined cargo floor, extended leading edge, 97kN Conway RCo.43 Mk 301 turbofans and fin fuel tank; and the Model 1109, the prototype brought up to airline standard for Laker Airways, with the Model 1106 wing. Standard engines for the VC10 were four 90.6kN Rolls-Royce Conway RCo. 42 turbofans in lateral pairs on each side of the rear fuselage. RAF basic transport version designated VC10 C.1. C.2 is the unconfirmed designation of flight refuelling tanker conversions of five VC10 and four Super VC10.

A developed version, the Super VC 10, with a longer fuselage, an improved wing leading edge and more powerful engines was able to accommodate up to 174 economy class passengers and had a maximum range of 4,720 miles (7,600 km).

Super VC-10

The stretched fuselage Super VC-10 overflew the 1964 Farnborough Air Show. Landings are made using two section flaps and deflecting leading edge slats.

Only 54 sold. Only nine of those built were for customers outside of Britain.

VC-10

Eleven Super VC 10s, once operated by BOAC and British Airways, were pur¬chased by the RAF/Ministry of Defence in 1981 and flown into long term storage at Abingdom. In 1990 the decision to convert six of the stored airframes to three point refuelling tankers at British Aerospace’s Filton facility was announced.

Gallery

Engines: 4 x RR Conway RCo-42 turbo-jet, 93.4kN
Max take-off weight: 141521 kg / 312002 lb
Empty weight: 67094 kg / 147918 lb
Wingspan: 44.6 m / 146 ft 4 in
Length: 48.4 m / 158 ft 10 in
Height: 12.0 m / 39 ft 4 in
Wing area: 264.3 sq.m / 2844.90 sq ft
Cruise speed: 915 km/h / 569 mph
Range w/max.fuel: 8328 km / 5175 miles
Range w/max.payload: 6680 km / 4151 miles
Crew: 4-6
Passengers: 108-151

Engines: 4 x Rolls-Royce Conway RCo.42 turbofan, 20370 lb (9240 kg)
Wing span: 146 ft 2 in (44.55m)
Length: 158 ft 8 in (48.36m)
Wing area: 2,851 sq ft (264.9sq.m)
Gross weight: 314,000 lb (142,430 kg)
Max cruising speed: 568 mph (914 kph)
Typical range: 5,040 miles (8,115 km) with max payload
Crew: 3-4
Pax cap: 109

VC-10 Srs 1100
Engines: 4 x RR Conway, 21,000 lb
Wing span: 146 ft 2 in (44.55 m)
Length: 158 ft 8 in (48.36m)
Height: 39 ft 6 in (12.04 m)
Max TO wt: 312,000 lb (141,520 kg)
Max level speed: M0.86

Super VC 10
Engines 4 x 22,500 lb. (10,205 kg.) Rolls Royce Conway RCo.43 turbofan
Length 171.7 ft. (52.32 m.)
Wing span 146 ft 2 in (44.55 m.)
Height, 39 ft 6 in
Gross wing area, 2 932 sq.ft
Basic operational weight, 154 552 lb
Max. take-off, 335 000 lb
Max. landing, 267 000 lb
Max. payload (volume limited), 47,150 lb
Max. zero fuel, 215,000 lb
Total fuel, 154,700 lb
Power loading (max. take-off weight), 3.72 1b/1b
Wing loading (max. take-off weight), 114.2 lb/sq.ft
Wing loading (max. landing weight), 80.9 lb/sq.ft
Accommodation: 24 first-class at 46 in pitch and 103 coach class at 33 in pitch
Max. high density seating: 169 at 33 in pitch.
High-speed cruise, 500 kt. at 33 000 ft
Long-range cruise, 459 kt at 40 000 ft
Approach speed, 134 kt
Take-off field length, ISA at sea level, 8660 ft
Landing field length, ISA at sea level, 6830 ft
Range with allowances, max. fuel, 25,750 lb payload, 5 450 nm
Max. usable floor area, 1130 sq.ft
Max. usable cabin volume , 7600 cu.ft
Max. cabin length, 103 ft
Max. width, 137.8 in
Aisle height, 91 in.
Freight and baggage holds: 1930 cu.ft

Super VC-10

Vickers 660 Valiant

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To meet the need for long range high altitude heavy bomber aircraft, capable of carrying nuclear weapons, the Avro Vulcan, along with the Handley Page Victor and Vickers Valiant, was developed in accordance with an Air Ministry specification that originated in 1947.

Vickers Valiant Article

The Vickers Valiant was designed to Air Ministry specification B.9/48. It was a cantilever shoulder-wing monoplane of all-metal stressed-skin construction. The wing had compound sweepback on the leading edge, somewhat similar to that of the Handley Page Victor, air-brakes, double-slotted flaps and powered ailerons. The fuselage was a circular-section semi-monocoque structure, incorporating a pressurised cell to contain the crew of five, and a large bomb bay which later proved capable of accommodating a Blue Steel stand-off weapon. The tail unit was conventional, but the tailplane was mounted almost half-way up the fin to keep it clear of the efflux from the four turbojet engines, buried in the inner wing adjacent to the fuselage. Landing gear was of tricycle type electrically retracting tan¬dem main gears folding outwards. The Valiant was largely conventional in construction, with a giant radar in its underside, an inflight refuelling probe (added after delivery) above and a ventral blister for a visual bombing station. The main weapon bay could house all the UK’s nuclear bombs (or the Blue BoarTV guided bombs) or up to 21 HE bombs of 454 kg (1,000 lb) each. One unusual feature was the extensive use of electrical power for the actuation of practically all movable units, even powered controls. The only exception was a minor hydraulic system for brakes and powered steering, but even this had its pumps driven by electric motors.

Two prototypes were ordered initially, one to be powered by four Rolls-Royce RA.3 Avon 204 turbojets and the other by four Armstrong Siddeley Sapphires. The first prototype made its maiden flight on 18 May 1951, but was lost in an accident on 12 January 1952. The second prototype flew first on 11 April 1952, but was powered by RA.7 turbojets instead of the Sapphires as planned originally.

Vickers Valiant 2nd prototype

In spite of the fact that two types of so-called V bomber were already on order it was put into production as well, allegedly as an insurance against ‘failure’ of the others.

Named Valiant, B.1 began to enter service in January 1955, the first of the V-bombers to serve with the RAF. They were followed by B(PR).1 long-range strategic reconnaissance; B(PR)K.1 multi-purpose bomber, photo-reconnaissance, tanker; and BK.1 bomber/tanker aircraft. Production totalled 111 examples, including one B.2 pathfinder prototype. Used extensively in service, Valiants dropped the first British hydrogen and atomic bombs and during operations in the Suez campaign operated with high-explosive bombs.

Javelin FAW.8 refuelling from a Vickers Valiant

Vickers built 108 including prototypes, and from January 1955 these served with 10 RAF squadrons. At first painted all in anti flash white, with very pale roundels and serials, they set a high standard in navigation and bombing, though most crews wished to forget their one taste of actual warfare when in late 1956 four squadrons bombed Egyptian targets during the ill starred Suez campaign. Valiants carried out all of the UK’s live air tests of nuclear weapons. There were reconnaissance, tanker and multi role versions, and from 1963 Valiants were given regular grey and green camouflage and assigned to low level missions using conventional bombs in support of SACEUR (Supreme Allied Commander, Europe) as a NATO force, though still based in the UK. By this time they were the RAF’s only inflight refuelling tanker force.

In the Autumn of 1957 these four Valiants, with two Vulcans, flew to the US to compete with USAF teams in anannual bombinng compteition. One Valiant came 11th of the 100 aircraft competing.

Intended for fast high-altitude strategic bombing, the Valiant – in company with other V-bombers – was switched to low-level operations. There seems little doubt that the stresses imposed by such a role accelerated the wingspan metal fatigue first reported in late 1964, and which led to the scrapping of all Valiants in January 1965.

The RAF did not buy the Valiant Mk 2, first flown in 1953, which was specially designed for low level operations. With just over 100 built at Brooklands aerodrome, production ended in the autumn of 1957.

Gallery

Vickers Valiant B.Mk.1
Engines: 4 x Rolls-Royce RA.28 Avon 204/205, 10,050 lb / 44.7kN
Wingspan: 34.85 m / 114 ft 4 in
Length: 32.99 m / 108 ft 3 in
Height: 9.8 m / 32 ft 2 in
Wing area: 219.43 sq.m / 2361.92 sq ft
Max take-off weight: 63503 kg / 140001 lb
Empty weight: 34419 kg / 75881 lb
Max fuel w/underwing tanks: 9972 gal
Max speed: 492 kts / 912 km/h / 567 mph at 30,000 ft
Max cruise: 553 mph at 30,000 ft
Service Ceiling: 16460 m / 54000 ft
Range w/max.fuel: 7242 km / 4500 miles
Bombload: 9525kg / 21,000 lb or 2 x 1615 flight refuelling tanks
Crew: 5

Valiant B(K)Mk.1
Type: five seat bomber and inflight refuelling tanker
Engines: 4 x 4763 kg (10,500 lb) thrust Rolls Royce Avon 201 turbojets
Max speed 912 km/h (567 mph) at 9145 m (30,000 ft)
Service ceiling: 16460 m (54,000 ft)
Range with reduced bombload 7242 km (4,500 miles)
Wing span: 34.85 m (114 ft 4 in)
Length (normal long ECM tailcone): 33.00m(108ft 3in)
Height: 9.81 m (32 ft 2 in)
Wing area: 219.44 sq.m (2,362.0 sq ft)
Bombload: 9526 kg (21,000 lb)

Vickers Valiant

Vickers Viscount

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Viscount 806

The origin of the Viscount can be traced back to the war-time Brabazon Committee, which was charged with the task of steering Britain’s aircraft industry in the right direction in the immediate post-war years. One of its recommendations was the development of a turboprop-powered short/medium-range airliner (identified originally as the Brabazon IIB), and in April 1945 Vickers were instructed to proceed with its design and development, then identified by the company as the VC2 project.

Vickers Viscount Article

Discussions between the committee, liased with B.E.A., and Vickers designers resulted in the developing of the Type 609. Construction of two prototypes began in December 1946, modified to a 32-seat capacity at the request of British European Airways, renumbered Type 630 and named Viceroy. The name was changed to Viscount in 1947. This was the first of the company’s designs to be brought to fruition under the leadership of George (later Sir George) Edwards, following the death of Rex Pierson.

As finalised, a circular-section pressurised fuselage was chosen with low-set monoplane wings, a Vickers-style tail unit, retractable tricycle-type landing gear and four of Rolls-Royce’s new Dart turboprops.
Despite the efforts of Edwards, his design team and Vickers’ engineers, interest in the project waned when BEA had doubts about the aircraft’s economics in the autumn of 1947.

Prototype Model 630 Viscount (G-AHRF) powered by Rolls-Royce Darts engines was flown first on 16 July 1948. The second prototype (G-AHRG; VX217), completed with Rolls-Royce Tay turbojets was used as an engine test-bed. The design was considered as to small and slow, went back to the drawing board and re-emerged as the larger Type 700 with a 53-seat capacity. The new prototype (G-AMAV) flew for the first time on August 28, 1950. By this time, BEA had already bolstered Vickers’ enthusiasm by ordering 20 (later 26) Viscount 701s on 3 August.

Flying the Vickers Viscount

The Viscount prototype was loaded to British European Airways and operated the world’s first turboprop service on 29 July 1950. An order for 30 Viscounts was signed by BEA in August 1950 with BEA operating the first commercial flights on 18 April 1953.

A C.A.A. team arrived on May 16th 1954 to evaluate the Viscount. Their visit, the first step towards American certification of the Viscount, resulted from negotiations between Vickers-Armstrongs and TransCaribbean Airways, an American independent airline.

The Italian journal Alata reported in May 1954: “The Viscounts destined for the R.A.F., probably three in number – two to replace the present Royal Vikings – will be 700Ds, and will be powered by the new Dart RDa.6.”

The Viscount 700 had a fuselage 80 inches longer, albeit bringing a 7,500 lb weight increase. The proto-type had a fuel load of 1,620 gallons whereas pro¬duction Type 701s would carry 1,920 gallons. A total of 287 of the Viscount 700 Srs. were built.

The 800 series had more powerful engines and a longer fuselage seating up to 75 pas¬sengers and flew on 27 July 1956, sixty-seven being produced, followed by 84 Viscount 810 Srs. aircraft.

The prototype Viscount 802, G-AOJA, was the first production aircraft and destined for service with BEA. BEA had 24 Viscount on order.
The BEA Viscount 802 featured an altered instrument panel to fit a Smiths Flight System direction indicator and beam compass and Decca Flight Log.

KLM began receiving the first of nine Viscount 803s at the end of 1957. By the middle of 1958 40 airlines had ordered the Viscount 400 had been sold so far at over £150 million.

Viscount 803

One development, flown but not continued, was a RR Tay powered version.
Between 1953 and 1959 438 were sold and orders from Capital Airlines of Washington totalled 60 aircraft.

Gallery

700
Engines: 4 x 1,530 h.p. Rolls Royce Dart 506 turboprop
Length 81.2 ft. (24.75 m)
Wing span 94 ft. (28.65 m)
Weight, loaded 56,000 lb. (2,540 kg)
Seats: 3 to 4 crew; 40 to 48 passengers
Max cruise speed: 300 mph (480 kph)
Ceiling 28,500 ft. (8,700 km) fully loaded
Range: 750 miles (1,200 km) 13,000 lb payload

Viscount 700D
Engines: 4 x RR Dart 510
Span 93 ft 8.5 in
Length 81 ft 2 in
MAUW 60,000 lb
Cruise speed 320 mph

Vickers V 800 Viscount
Engines: 4 x Rolls Royce Dart 510, 1989 shp
Length : 85 ft 7 in / 26.11 m
Height : 26.739 ft / 8.15 m
Wingspan : 93 ft 8.5 in / 28.65 m
Max. speed : 297 kts / 550 km/h
Cruise speed: 315 mph
Service ceiling : 25098 ft / 7650 m
Crew : 3+60
MAUW: 62,000 lb

807
Engines: 4 x Rolls-Royce Dart

810 Viscount
Crew: 2
Passengers: 75
Engines: 4 x Rolls-Royce Dart RDa. 7/1 Mk 525 turbo-prop, 1566kW
Max take-off weight: 32885 kg / 72499 lb
Empty weight: 18854 kg / 41566 lb
Wingspan: 28.56 m / 94 ft 8 in
Length: 26.11 m / 86 ft 8 in
Height: 8.15 m / 27 ft 9 in
Cruise speed: 563 km/h / 350 mph
Ceiling: 7620 m / 25000 ft
Range w/max.payload: 2776 km / 1725 miles

Vickers Viscount

Vickers 952 / 953 Vanguard / Merchantman

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In early 1953, not long after the Viscount entered service with British European Airways (BEA), discussions began to initiate the design of a successor. Both BEA and Trans-Canada Airlines were interested in a generally similar aircraft; compromise in design to satisfy the views of these two operators resulted in the low-wing configuration and ‘double-bubble’ fuselage to provide a large underfloor cargo hold beneath the main cabin.
The power plant considered originally for inclusion in the design was the Rolls-Royce Dart. But Rolls-Royce intimated that development of a new engine, the RB.109, was then well under way and it (later known as the Tyne) was chosen to power this new transport. Construction was entirely conventional except for the wing, which introduced integrally machined skins of light alloy to provide spanwise stiffening at low cost, and three shear webs instead of the single spar in the Viscount wing. When tied together by closely spaced ribs it produced a rigid box structure and outboard of the centre-section it was sealed to form integral fuel tanks.

First flight of the prototype Vanguard, as the new aircraft had been named, was made on 20 January 1959. But because of the normal development programme of a new civil airliner – coupled with delays caused by problems with the new power plant – it was not until 1 February 1961 and 1 March 1961 that these aircraft began regular service with Trans-Canada Airlines and BEA respectively. The Vanguard made its first public appearance flying London-Hamburg-London (940 sm) in 2 hr 33 min. The flight was made by the second prototype G-APEA. By then this and other second-generation turboprop-powered airliners had been deposed by the development and introduction into service of economical turbojet-powered airliners such as the Boeing Model 707. Consequently production ended after the original orders had been completed: 20 for BEA and 23 for Trans-Canada Airlines.

Trans-Canada Airlines increased its order for Vickers Vanguards to 23 during 1960.

On 10 October 1969 the first of nine freighter conversions of the Vanguard by Aviation Traders (Engineering) Ltd, called Merchantman, was flown for BEA.

Gallery

Type 952 Vanguard
Engines: 4 x Rolls-Royce Tyne RTy.11 Mk 512 turbo-prop, 4135kW / 5545 shp
Props: 4 blade, 14.5ft dia
MTOW: 146,500 lb (66451 kg)
Empty weight: 37421 kg / 82500 lb
Wingspan: 36.14 m / 118 ft 7 in
Length: 37.45 m / 122 ft 10 in
Height: 10.64 m / 35 ft 11 in
Wing area: 141.86 sq.m / 1526.97 sq ft
Cruise speed: 684 km/h / 425 mph at 20,000ft
Ceiling: 9145 m / 30000 ft
Range w/max.payload: 2945 km / 1830 miles with max payload (37000lb/16,783kg) at 420 mph
Typical range: 1830 miles (2945 km)
Crew: 2-3
Passengers: 97-139

Type 953C Merchantman

Vickers Vanguard

Vickers Valetta

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Valetta C.2

The Valetta was a military transport aircraft, the prototype of which flew for the first time on 30 June 1947. The C.I was the standard RAF version for use by Airborne Forces; could be used in various roles, such as troop-carrying, freighting, paratroop-carrying, supply-dropping and as an ambulance. The C.2 was a special VIP version for 9 to 15 passengers. The T.3 was designed specifically for use as a navigational flying classroom. A number of T.3s were later converted into T.4s with radar fitted in an extended nose. Production totalled 260 aircraft. Power was provided by two 1,472kW Bristol Hercules 230 radial engines.

Gallery

Vickers Valetta

Vickers 648 Varsity / 668 Varsity

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The Varsity general-purpose aircrew trainer retained the general characteristics of the Valetta C.I, but had a tricycle landing gear and a slightly longer fuselage. For bomb-aiming training, a bomb bay and bomb-aiming station were provided in the form of a pannier fitting against the fuselage underbelly.

Vickers Varsity Article

The prototype type 648 first flew in July 1949 and type 668 Varsity T.ls went into service with the RAF in 1951. A total of 163 were built.

Varsity T.1

When the Swedish Air Force purchased a Vicker Varsity in the 1950s it was said it would be employed on high-altitude radio trials. It flew COMINT missions until 1973, festooned with antennas. It is now in a Swedish Air Force museum near Linköping.

Swedish COMINT Varsity

A Vickers Varsity was experimentally fitted by Napier with two Eland turboprops.

Vickers 648 Varsity
Engine : 2 x Bristol Hercules 264, 1923 hp
Length : 67.487 ft / 20.57 m
Height : 23.917 ft / 7.29 m
Wingspan : 95.571 ft / 29.13 m
Wing area : 974.142 sq.ft / 90.5 sq.m
Max take off weight : 37507.1 lb / 17010.0 kg
Weight empty : 27044.3 lb / 12265.0 kg
Max. speed : 250 kts / 463 km/h
Cruising speed : 208 kts / 385 km/h
Service ceiling : 28707 ft / 8750 m
Wing load : 38.54 lb/sq.ft / 188.0 kg/sq.m
Maximum range : 2300 nm / 4260 km
Range : 2300 nm / 4260 km
Crew : 2

Vickers Varsity

Vickers 610 Viking

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The Viking was a twin-engined 24-27-seat transport and was the first completely new post-World War II airliner to fly in the world. For speed and cheapness parts of the Wellington bomber were used, particularly in the wings. The fuselage, of stressed skin construction, was new.

Vickers 610 Viking Article

British European Airways operated a fleet of 49 on its European network and total production was 163. BEA aircraft were modified to allow them to carry up to 34 or 38 tourist-class passengers when required. Four also flew with the Queen’s Flight.

On 1 September 1946 the first Viking joined the British European Airways (BEA) fleet. BEA were to eventually operate 75 Vikings, fitted for 21 passengers.

In December 1946, the Vikings were grounded due to the icing up of control surfaces. After extensive modifications to the elevators and de-icing system, the Vikings were back in the air the following April.

On 30 October 1954 two farewell flights marked the retirement of BEA Vikings and the last commercial service from RAF Northolt.

Gallery

Engines 2 x 1,690 hp Bristol Hercules
Length 65.1 ft (19.8 m)
Wing span 89.25 ft (27.2 m)
Weight empty 22,910 lb (10, 400 kg.)
Seats: 2 crew and 21 passengers
Cruise speed 210 mph (340 kph)
Ceiling 22,000 ft (6,700 km) fully loaded
Range 1,875 miles (3,000 km)

Viking IB
Engines: 2 x Bristol Hercules 634, 1260kW
Max take-off weight: 15354 kg / 33850 lb
Empty weight: 10546 kg / 23250 lb
Wingspan: 27.2 m / 89 ft 3 in
Length: 19.86 m / 65 ft 2 in
Height: 5.94 m / 20 ft 6 in
Wing area: 81.94 sq.m / 881.99 sq ft
Cruise speed: 338 km/h / 210 mph
Ceiling: 7240 m / 23750 ft
Range w/max.payload: 837 km / 520 miles
Crew: 3-4
Passengers: 21-38

Vickers 610 Viking IB