Vickers Type 71 Vixen I G-EBEC stbd front Brooklands 1923
The Vickers Type 71 Vixen I at Brooklands as originally flown in February 1923.
The Vickers Type 71 Vixen I two-seat military biplane, built as a private venture by Vickers Ltd (Aviation Department),with an eye to offering a general-purpose replacement for the Bristol F2B Fighter and the Airco DH9A. The Vickers Vixen was designed around the powerful and reliable 450 hp Napier Lion engine and was first flown in February 1923.  
Although the Vickers Vixen I did not enter production, the design was extensively developed over the years and was the direct ancestor of several other Vickers types, including the Vickers Valparaiso, Vickers Venture, Vickers Vivid and Vickers 131 Valiant
During the period shortly after the end of the First World War, there was little official interest in the procurement of new military types for the much-reduced Royal Air Force. However, the war had clearly demonstrated the value of air power and the Vixen was aimed at attracting sales from nations that were developing their own embryonic air forces.
As a result, the Vickers Vixen attracted widespread foreign interest with European inquiries from Denmark, Greece, Portugal, Russia and Serbia; South American interest from Peru and Chile, and also from Australia.
Following official trials, the Vickers Vixen I received its Certificate of Airworthiness, and was placed on the register (G-EBEC). The performance demonstrated by the Vickers Vixen I was superior to that of other general-purpose types in service and the Air Ministry suggested that the type be adapted for use as a Day-Bomber.
This was duly done, by the modification of the prototype which was fitted with equipment suitable for the role such as a revised engine installation (with a ventral radiator), together with a three-foot longer fuselage. With the changes, it was designated as the Vickers Type 87 Vixen II, although it retained the same registration.
To increase the range, two additional fuel tanks were introduced, faired into the lower surface of the upper wing.
Vickers Type 87 Vixen II G-EBEC port front
G-EBEC as the Vickers Type 87 Vixen II with revised engine installation and other changes. .
The Vickers Vixen II was flown for the first time on 13th August 1923, with onward delivery to the Aeroplane and Armament Experimental Establishment (A&AEE) at Martlesham Heath, for official trials in February 1924. These trials were sufficiently positive enough that the Air Ministry ordered a further 'revised' variant against Specification 45/23, for use in the reconnaissance role. This resulted in the Vickers Type 94 Venture.
The next development was the Vickers Type 91 Vixen III, built as a private venture and allocated a civil registration (G-EBIP).
This aircraft retained all the improvements of the Vickers Vixen II, together with a rudder aerodynamic balance at a 45 degree angle, as had been introduced on the Type 94 Venture. The wing area was also increased by 18 sq ft and rounded wingtips fitted, with a one-and-a-half degrees of dihedral being introduced on the upper wing.
Vickers Type 91 Vixen III G-EBIP port front view
Type 91 Vixen III G-EBIP at Brooklands with Chilean aviation mission representatives.
A higher compression Napier Lion II engine was installed and it was flown for the first time in April 1924. It also entered the 1924 King’s Cup Air Races, where it was was placed fifth.
Later in 1924, it was converted to a 'Seaplane configuration' for initial testing at Hamble, before completing official trials at RNAS Felixstowe.
Vickers Type 91 Vixen III G-EBIP floatplane port at Felixstowe
The Vickers Type 91 Vixen III G-EBIP floatplane at Felixstowe for trials in March 1926.
Converted back to landplane configuration, the Vickers Vixen III competed in the 1925, 1926 and 1927 King’s Cup Races. During the 1926 competition, it was fitted with a Napier Lion V engine for race where it was placed second on handicap.
In 1927 race, it started from scratch and was placed third on handicap, completing the race at an average speed of 141.6 mph.
In parallel with these endeavours, the original prototype (G-EBEC) was modified by the fitting of a 650 hp Rolls-Royce Condor III engine, becoming the Vickers Type 107 Vixen IV. This variant was intended for use as a night-fighter and although the aircraft showed some improvement in performance, it was not deemed to be a sufficient advance over the Vickers Vixen III.
The next and most important version was the Vickers Type 116 Vixen V.
Chile had already purchased the related Vickers Type 93 Valparaiso and were said to be very satisfied with the type. As a result, in May 1925, an order was place for 12 Vickers Vixen V General Purpose aircraft, based on the Vickers Vixen III. This order was later increased to 18 aircraft.
Vickers Type 116 Vixen V port front view Chile
One of the 18 Vickers Type 116 Vixen V aircraft supplied to Chile photographed at Brooklands.
The Vickers Vixen V was very similar to the Vickers Vixen III, apart from a cambered fin (to reduce rudder pedal loads) and a reduced rudder chord. Power was provided by a 500 hp Napier Lion V engine with a view to maximising the climb rate. This was needed to clear the high Cordillera mountains that dominate the nation’s terrain. The Chilean Vickers Vixens all gave excellent service in demanding, difficult conditions and probably paved the way for the subsequent Chilean purchase of Vickers Wibault Scouts.
The final variant was the Vickers Type 126 Vixen VI.
This was yet another incarnation of the original prototype (G-EBEC) fitted with a geared Rolls-Royce Condor III engine. Modifications were adopted from other related aircraft including the wing area and upper-wing dihedral of the Vickers Vixen III.
In addition, it had an enlarged rudder and elevator area plus fuel system modifications derived from Vickers Venture and Vickers Vixen III.
The Vickers Vixen VI had the highest performance of the family, climbing at 1,000 ft/min to 20,000 ft. Despite this sadly, it failed to attract any orders.
Vickers Type 126 Vixen VI EBEC side view
The prototype Vixen G-EBEC in its final guise as the Condor-powered Type 126 Vixen VI.


Variants & Number Built

Vickers Type 71 Vixen I
Powered by Napier Lion I. One only (G-EBEC). Later modified as Vickers Vixen II, Vickers Vixen IV and Vickers Vixen VI
Vickers Type 83 Vixen II
1 only (G-EBEC) with several modifications following official trials.
Vickers Type 91 Vixen III
1 only G-EBIP with Lion II, increased wing area and revised tail surfaces. Later modified to Vickers Type 130 Vivid (G-EBPY)
Vickers Type 107 Vixen IV
1 only (G-EBEC) with direct drive Rolls-Royce Condor III
Vickers Type 116 Vixen V
18 aircraft for Chile, based on Vickers Vixen III with 500 hp Lion V engine
Vickers Type 126 Vixen VI
Rebuilt (G-EBEC) with geared high compression Rolls-Royce Condor engine
Total: 20 aircraft
2 prototypes (G-EBEC, G-EBIP), plus 18 production aircraft for Chile



           Vixen I            
Vixen V
Vixen VI
One 450 hp Napier Lion I
One 500 hp Lion V
One 650 hp Rolls-Royce Condor
40 ft 0 in
44 ft 0 in
44 ft 0 in
Maximum Weight
4,720 lb
5,080 lb
5,080 lb
Two crew pilot and gunner; two fixed forward firing Vickers guns and Lewis gun on Scarff ring in rear cockpit
Maximum Speed
137 mph at 10,000 ft
134 mph at sea level
126 mph at 10,000 ft
764 miles





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