The Vickers-Armstrongs Viscount had its origins as the Brabazon Committee’s Type IIB. When introduced, largely due to its four Rolls-Royce Dart gas turbine engines, it revolutionised BEA’s European and domestic routes especially when compared with the piston-engined Douglas DC-3s that it replaced.
Initially specified by the Brabazon Committee to have only 24 seats, by the time the prototype (G-AHRF) had made its first flight on 16th July 1948, capacity had been increased to 32 passengers.
A second prototype (VX217), designated the Vickers Type 663 Viscount, also known as the Tay Viscount, was powered by two Rolls-Royce Tay pure-jet engines. Serving as a test bed for the Tay, it was later operated by Boulton Paul Aircraft Ltd, developing powered flight control systems for the Vickers Valiant V-bomber.
Discussions with British European Airways and the availability of more powerful versions of the Rolls-Royce Dart engine resulted in the definitive Viscount Type 700 production aircraft. BEA ordered 26 Type 701s with 47 to 53 seats and the increased seat capacity required an 88-inch increase in fuselage length to 81ft 10in. A single prototype was built (G-AMAV), first flying on 28th August 1950.
The first production Viscount 701 (G-ALWE) first flew in August 1952, entering full passenger service with BEA on 18th April 1953. The new type was an immediate success both in terms of economics and passenger appeal particularly for its superb passenger windows and smooth ride and was also sold worldwide.
The proven success of the Viscount in BEA service led to orders from Air France, Aer Lingus and Trans-Australian Airlines (TAA). These were followed by orders of another 15 for Trans-Canada Airlines and 60 for Capital Airlines, the latter being Britain's largest ever export order at the time. Ultimately, 147 of the 445 Viscounts built were exported to the North American market.
This was followed by the Viscount 800, which was stretched to by a further 46 inches to 85ft 8in to provide a capacity of 57 - 65 passengers, depending on seat configuration. The rear bulkhead was also moved aft, resulting in an overall increase in the internal cabin length of 111 inches.
Once again, the lead customer was BEA, whose variant was designated as the Viscount Type 802 and the first example (G-AOJA), first flew from Weybridge on 17th July 1956. The Type 800 can readily be identified by an extra pair of cabin windows on each side forward of the propellers.
At its peak, BEA operated a fleet of no less than 77 Viscounts of various marques with their popularity and financial success contributing to further sales of the type in the export market. Ultimately, more than 60 operators in 40 countries purchased Viscounts.
The Viscount 810 introduced a new variant of the Rolls-Royce Dart engine, the 1,990 ehp Dart 525. This provided improved 'hot and high' take-off performance which allowed an increase in maximum gross weight. Although not produced in the same numbers as the Viscount 700 series, additional export sales were made to airlines such as All Nippon Airways, Cubana, Ghana Airways, Pakistan International, Lufthansa and VASP.
The success of the type resulted in Vickers-Armstrongs opening a second production line at its Hurn (Bournemouth) Airport factory, which had previously produced the Vickers Varsity.
In total, Viscount production comprised three prototypes (one Type 630 (G-AHRF), the Rolls-Royce Tay-powered Tay Viscount (VX217) and the prototype Type 700 (G-AMAV) plus 442 production aircraft.
The Vickers Viscount Type 810 demonstrator (G-AOYV) was subsequently adapted and fitted with an icing spray rig for de-icing trials, in support of the development of the Vickers Vanguard.
The last Viscount passenger service in Britain was flown by Southend-based British Air Ferries in April 1996.