25 February 2017
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Established 2005
Vickers Viscount Network
A Virtual Museum dedicated to the Vickers-Armstrongs VC2 Viscount
   

Viscount c/n 3

Operational Record

Photo of Viscount c/n 3
Vickers-Armstrongs (Aircraft) Ltd


England flag England

This V.700 series Viscount was built for
Vickers-Armstrongs (Aircraft) Ltd as G-AMAV

It first flew on Monday, 28 August 1950 at Weybridge, Surrey, England powered by Rolls-Royce Dart 504 engines.


During its life this aircraft was also owned and/or operated by
Ministry of Supply and BEA - British European Airways Corporation


Photo of Viscount c/n 3
Vickers-Armstrongs (Aircraft) Ltd


England flag England

Its final owner/operator was
Vickers-Armstrongs (Aircraft) Ltd as G-AMAV.

Its fate:-
Used for certification trials for the V.701, V.800 and V.801 series Viscounts, and also used for Vanguard control system trials. Fitted with Rolls-Royce Dart RDa7 Mark 525 engines for V.840 trials at 400 MPH.

Displayed flying at an airshow at RAF Syerston, Nottinghamshire, England 14 September 1957.

Delivered to Wisley Airfield, Surrey, England for storage 1 April 1958. Registration cancelled as aircraft permanently withdrawn from use 11 October 1960.

Fuselage cut into two sections in 1961. The rear section was transferred to Weybridge Airfield, Surrey, England for BAC One-Eleven engine installation trials in 1961. The front fuselage section was transferred to the Ministry of Aviation Fire fighting School at Stansted Airport, Essex, England in August 1963.

The front fuselage section was later broken up for scrap. The rear fuselage section was noted in the middle of Weybridge Airfield joined to a hut that had a BAC One-Eleven nose at one end and the Viscount rear section at the other. The tail section was used for BAC One-Eleven APU trials in 1975. Only the BAC One-Eleven nose section was noted in June 1976 so the Viscount rear fuselage section had presumably been scrapped before then.


Operational record
Photo of Vickers-Armstrongs (Aircraft) Ltd Viscount G-AJZW

Country of Registration United Kingdom

June 1947 to April 1948

Vickers-Armstrongs (Aircraft) Ltd

G-AJZW - c/n 3 - a V.700 series Viscount
United Kingdom registered

25 June 1947
Registered to Vickers - Armstrongs (Aircraft) Ltd.

13 August 1947
Contract issued by the Ministry of Supply to Vickers for a VC.2 Viceroy powered by four Napier Naiad engines.

1947
Aircraft construction as a V.640 started at Foxwarren, Surrey, England but not completed as British European Airways Corporation (BEA) had placed an order for twenty Airspeed Ambassadors.

Parts used to build the prototype V.700 Viscount G-AMAV using the same construction number.

9 April 1948
Registration cancelled.


Photo of Vickers-Armstrongs (Aircraft) Ltd Viscount G-AMAV

Country of Registration United Kingdom

February 1949 to June 1950

Vickers-Armstrongs (Aircraft) Ltd

G-AMAV - c/n 3 - a V.700 series Viscount
United Kingdom registered

24 February 1949
V.700 Viscount prototype ordered by the Ministry of Supply.

19 April 1949
More detailed specification issued as Spec 21/49.

Construction of a V.609 Viscount c/n 3 began at Foxwarren, Surrey, England but not completed. Parts from this and V.640 G-AJZW were used to build the V.700 prototype.

1949/1950
Due to Foxwarren being involved in building the Vickers Valiant, the fuselage of G-AMAV was built at the Supermarine facility at South Marston, Wiltshire, England with the wings being built at the Supermarine facility at Itchen, Hampshire, England. Once complete they were transferred to Weybridge Airfield, Surrey, England for final assembly.

April 1950
Assembled at Weybridge Airfield, Surrey, England and originally given construction number 739099. Fitted with Rolls-Royce Dart RDa3 Mark 504 development engines.

19 June 1950
Registered to the Ministry of Supply.


Photo of Ministry of Supply Viscount G-AMAV

Country of Registration United Kingdom

June 1950 to August 1952

Ministry of Supply

G-AMAV - c/n 3 - a V.700 series Viscount
United Kingdom registered

19 June 1950
Registered to the Ministry of Supply.

28 August 1950
First flight from Weybridge Airfield, Surrey, England piloted by Gabe Robb 'Jock' Bryce and landed at Wisley Airfield, Surrey, England to continue the trial flights.

It was in full British European Airways Corporation (BEA) livery.

It landed at Wisley Airfield, Surrey, England for fitting out and test flying as the runway at Weybridge was too short for a completed aircraft to takeoff.

Exhibited at the SBAC show at Farnborough Airfield, Hampshire, England that included flying demonstrations by GR 'Jock' Bryce.
SBAC airshow at
Farnborough Airfield, Hampshire, England

September 1950
Exhibited at the SBAC show at Farnborough Airfield, Hampshire, England that included flying demonstrations by Gabe Robb 'Jock' Bryce. One of the flying passes was carried out with three engines feathered, leaving one outboard engine to maintain flight. This could only be done with a lightly loaded aircraft but certainly impressed the crowd.

June 1951
Exhibited at the Paris Salon at Le Bourget Airport, Paris, France still in British European Airways Corporation (BEA) livery.

September 1951
Exhibited at the SBAC show at Farnborough Airfield, Hampshire, England including flying demonstrations still in British European Airways Corporation (BEA) livery.

3 October 1951
Restricted Certificate of Airworthiness issued which did not include the pressurisation or de-icing systems.

Departed from Hurn Airport, Hampshire, England for tropical trials in South Africa.
Departed Hurn Airport, Hampshire,
England for tropical trials in
South and East Africa

5 October 1951
Departed from Hurn Airport, Bournemouth, Hampshire, England at 08:00 for tropical trials in South and East Africa.

The aircraft was flown by Captain S N Sloan and BEA Captain W R Mitchell. Wing Commander G E Lowdell was the tour manager, J Leech a Vickers design engineer and D Ganson a Vickers flight observer. There were 21 people on board including representatives from various UK companies including William Harold Palmer who was an engineer with Dunlop Ltd and D Heathcote and D Jackson, both from Rolls-Royce Ltd. Other surnames of those on board were: - Fell, Jauncey, Morris, Muir, Pickett, Pralle, Radlett, Stratford, J P Thomas, another Thomas, Walker and Wrenn.

It arrived at Cote D'Azur Airport, Nice Airport, France at 10:25 and departed at 12:30, arriving at Luqa Airport, Malta at 14:55 where it night-stopped.

6 October 1951
Departed from Luqa Airport, Malta at 07:40 to RAF El Adem near Tobruk, Libya, arriving at 09:50.

Departed from RAF El Adem near Tobruk, Libya at 11:50 to Wadi Halfa Airfield, Northern Sudan, arriving at 14:50 where it night-stopped.

7 October 1951
Departed from Wadi Halfa Airfield, Northern Sudan at 07:55 to Wadi Seidna Airfield, Sudan, arriving at 09:35.

This airfield was 10 nautical miles north of Khartoum Airport, Sudan and at 1,256 feet above sea level.

The main city airport was undergoing repairs at the time which sometimes restricted its use.

Departed from Wadi Seidna Airfield, Sudan at 10:00 to Khartoum Airport, Sudan, arriving at 10:10 where it night-stopped.

8 October 1951
Departed from Khartoum Airport, Sudan at 07:30 back to Wadi Seidna Airfield, Sudan arriving at 07:40.

Departed from Wadi Seidna Airfield, Sudan at 10:45 for a trials flight, returning at 11:20.

Departed from Wadi Seidna Airfield, Sudan at 14:00 back to Khartoum Airport, Sudan, arriving at 14:10 where it night-stopped.

10 October 1951
Departed from Khartoum Airport, Sudan at 07:15 to Wadi Seidna Airfield, Sudan, arriving at 07:25.

Departed from Wadi Seidna Airfield, Sudan at 09:45 for a trials flight, returning at 11:30.

Departed from Wadi Seidna Airfield, Sudan at 13:10 for a trials flight, returning at 14:15.

Departed from Wadi Seidna Airfield, Sudan at 15:05 back to Khartoum Airport, Sudan, arriving at 15:15 where it night-stopped.

11 October 1951
Departed from Khartoum Airport, Sudan at 09:35 to Wadi Seidna Airfield, Sudan, arriving at 09:45.

Departed from Wadi Seidna Airfield, Sudan at 11:30 for a trials flight, returning at 12:30.

Departed from Wadi Seidna Airfield, Sudan at 13:45 for a trials flight, returning at 13:55.

Departed from Wadi Seidna Airfield, Sudan at 14:40 back to Khartoum Airport, Sudan, arriving at 14:50 where it night-stopped.

12 October 1951
Departed from Khartoum Airport, Sudan at 07:55 to Wadi Seidna Airfield, Sudan, arriving at 08:05.

Departed from Wadi Seidna Airfield, Sudan at 09:45 for a trials flight, returning at 10:40.

Departed from Wadi Seidna Airfield, Sudan at 12:25 for a trials flight, returning at 13:20.

Departed from Wadi Seidna Airfield, Sudan at 14:25 back to Khartoum Airport, Sudan, arriving at 14:35 where it night-stopped.

13 & 14 October 1951
Ground maintenance work / crew rest period.

15 October 1951
Departed from Khartoum Airport, Sudan at 07:45 to Wadi Seidna Airfield, Sudan, arriving at 07:55.

Departed from Wadi Seidna Airfield, Sudan at 09:55 for a trials flight, returning at 11:10.

Departed from Wadi Seidna Airfield, Sudan at 12:55 for a trials flight, returning at 13:40.

Departed from Wadi Seidna Airfield, Sudan at 14:20 back to Khartoum Airport, Sudan, arriving at 14:30 where it night-stopped.

16 October 1951
Departed from Khartoum Airport, Sudan at 08:50 for a short trials flight, landing at Wadi Seidna Airfield, Sudan at 09:10.

Departed from Wadi Seidna Airfield, Sudan at 14:35 for a short trials flight, landing back at Khartoum Airport, Sudan at 14:55 where it night-stopped.

17 October 1951
Departed from Khartoum Airport, Sudan at 07:25 to Wadi Seidna Airfield, Sudan, arriving at 07:35.

Departed from Wadi Seidna Airfield, Sudan at 09:15 for a trials flight, returning at 09:55.

Departed from Wadi Seidna Airfield, Sudan at 12:10 for a trials flight, returning at 13:00.

Departed from Wadi Seidna Airfield, Sudan at 14:00 back to Khartoum Airport, Sudan, arriving at 14:10 where it night-stopped.

18 October 1951
Departed from Khartoum Airport, Sudan at 07:50 to Wadi Seidna Airfield, Sudan, arriving at 08:00.

Departed from Wadi Seidna Airfield, Sudan at 09:50 for a trials flight, returning at 10:40.

Departed from Wadi Seidna Airfield, Sudan at 11:55 for a trials flight, returning at 13:00.

Departed from Wadi Seidna Airfield, Sudan at 13:30 for a trials flight, returning at 14:15.

Departed from Wadi Seidna Airfield, Sudan at 15:45 back to Khartoum Airport, Sudan, arriving at 15:55 where it night-stopped.

19 October 1951
Departed from Khartoum Airport, Sudan at 07:20 to Wadi Seidna Airfield, Sudan, arriving at 07:30.

Departed from Wadi Seidna Airfield, Sudan at 08:55 for a trials flight, returning at 10:10.

Departed from Wadi Seidna Airfield, Sudan at 11:05 back to Khartoum Airport, Sudan, arriving at 11:15 where it night-stopped.

20 & 21 October 1951
Ground maintenance work / crew rest period.

22 October 1951
Departed from Khartoum Airport, Sudan at 11:05 to Wadi Seidna Airfield, Sudan, arriving at 11:20 where it night-stopped.

23 October 1951
Departed from Wadi Seidna Airfield, Sudan at 05:05 to Entebbe Airport, Uganda arriving at 09:25.

Departed from Entebbe Airport, Uganda at 11:45 to Eastleigh Airport, Nairobi, Kenya, arriving at 13:10 where it night-stopped.

24 October 1951
Ground maintenance work / crew rest period.

25 October 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 11:35 for a trials flight, returning at 13:30 where it night-stopped.

26 October 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 11:05 for a trials flight, returning at 12:15.

Departed from Eastleigh Airport, Nairobi, Kenya at 12:25 for a trials flight, returning at 13:35 where it night-stopped.

27 to 30 October 1951
Ground maintenance work / crew rest period.

31 October 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 07:10 to Belvedere Airport, Salisbury, Rhodesia, arriving at 11:40 where it night-stopped.

1 November 1951
Ground maintenance work / crew rest period.

2 November 1951
Departed from Belvedere Airport, Salisbury, Rhodesia at 06:45 on a demonstration flight, returning at 07:35.

Departed from Belvedere Airport, Salisbury, Rhodesia at 09:30 on a demonstration flight, returning at 10:15.

Departed from Belvedere Airport, Salisbury, Rhodesia at 12:00 on a demonstration flight, returning at 12:40.

Departed from Belvedere Airport, Salisbury, Rhodesia at 14:15 on a demonstration flight, returning at 14:45 where it night-stopped.

3 November 1951
Departed from Belvedere Airport, Salisbury, Rhodesia at 05:30 to Lusaka Airport, Zambia, arriving at 06:40.

Departed from Lusaka Airport, Zambia at 09:30 on a demonstration flight, returning at 10:20.

Departed from Lusaka Airport, Zambia at 12:30 to Belvedere Airport, Salisbury, Rhodesia, arriving at 13:40 where it night-stopped.

4 November 1951
Departed from Belvedere Airport, Salisbury, Rhodesia at 05:45 to Chileka Airport, Blantyre, Malawi, arriving at 07:05.

Departed from Chileka Airport, Blantyre, Malawi at 09:30 on a demonstration flight, returning at 10:20.

Departed from Chileka Airport, Blantyre, Malawi at 13:30 to Belvedere Airport, Salisbury, Rhodesia, arriving at 14:50 where it night-stopped.

5 November 1951
Departed from Belvedere Airport, Salisbury, Rhodesia at 12:30 on a demonstration flight, returning at 15:50 where it night-stopped.

6 November 1951
Departed from Belvedere Airport, Salisbury, Rhodesia at 06:45 to Jan Smuts Airport, Johannesburg, South Africa, arriving at 09:20 where it night-stopped.

7 November 1951
Departed from Jan Smuts Airport, Johannesburg, South Africa at 07:00 on a demonstration flight, returning at 08:05.

Departed from Jan Smuts Airport, Johannesburg, South Africa at 09:30 on a demonstration flight, returning at 10:15.

Departed from Jan Smuts Airport, Johannesburg, South Africa at 13:00 on a demonstration flight, returning at 13:50 where it night-stopped.

8 November 1951
Ground maintenance work / crew rest period.

9 November 1951
Departed from Jan Smuts Airport, Johannesburg, South Africa at 05:05 to Kasama Airport, Northern Province, Zambia, arriving at 09:30.

Departed from Kasama Airport, Northern Province, Zambia at 12:20 to Eastleigh Airport, Nairobi, Kenya, arriving at 15:25 where it night-stopped.

10 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 08:30 to Entebbe Airport, Uganda, arriving at 09:55.

Departed from Entebbe Airport, Uganda at 12:30 on a demonstration flight, returning at 12:40.

Departed from Entebbe Airport, Uganda at 13:00 to Eastleigh Airport, Nairobi, Kenya, arriving at 14:30 where it night-stopped.

11 to 13 November 1951
Ground maintenance work / crew rest period.

14 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 07:10 for a trials flight, returning at 07:55.

Departed from Eastleigh Airport, Nairobi, Kenya at 08:45 for a trials flight, returning at 09:40 where it night-stopped.

15 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 07:00 for a trials flight, returning at 07:55 where it night-stopped.

16 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 13:15 for a trials flight, returning at 14:45 where it night-stopped.

17 to 19 November 1951
Ground maintenance work / crew rest period.

20 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 09:00 to Mombasa Airport, Kenya, arriving at 10:10.

Departed from Mombasa Airport, Kenya at 14:00 to Eastleigh Airport, Nairobi, Kenya, arriving at 15:10 where it night-stopped.

21 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 07:30 for a trials flight, returning at 08:20.

Departed from Eastleigh Airport, Nairobi, Kenya at 09:00 for a trials flight, returning at 09:55.

Departed from Eastleigh Airport, Nairobi, Kenya at 11:45 for a trials flight, returning at 12:30.

Departed from Eastleigh Airport, Nairobi, Kenya at 13:15 for a trials flight, returning at 14:00 where it night-stopped.

22 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 07:05 for a trials flight, returning at 07:40.

Departed from Eastleigh Airport, Nairobi, Kenya at 08:45 for a trials flight, returning at 09:35.

Departed from Eastleigh Airport, Nairobi, Kenya at 11:15 for a trials flight, returning at 12:15.

Departed from Eastleigh Airport, Nairobi, Kenya at 13:00 for a trials flight, returning at 14:15 where it night-stopped.

The above flying included touch and go landings and overshoots with RAF and Army personnel volunteers as passengers including National Service Sapper Bruce Peeke who was very impressed with the smooth flight.

23 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 06:30 for a trials flight, returning at 07:50.

Departed from Eastleigh Airport, Nairobi, Kenya at 08:50 for a trials flight, returning at 09:00.

Departed from Eastleigh Airport, Nairobi, Kenya at 13:30 for a trials flight, returning at 14:50.

During the above flying period it also took part in an air display at RAF Nairobi, Eastleigh Airport, Kenya flying in formation with three RAF de Havilland Vampires.

24 November 1951
Ground maintenance work / crew rest period.

25 November 1951
Departed from Eastleigh Airport, Nairobi, Kenya at 05:15 to Entebbe Airport, Uganda, arriving at 06:35.

Departed from Entebbe Airport, Uganda at 07:45 to Wadi Seidna Airfield, Sudan, arriving at 11:50.

Departed from Wadi Seidna Airfield, Sudan at 12:20 to Wadi Halfa Airfield, Northern Sudan, arriving at 14:00 where it night-stopped.

26 November 1951
Departed from Wadi Halfa Airfield, Northern Sudan at 07:15 to RAF El Adem near Tobruk, Libya, arriving at 11:05.

Departed from RAF El Adem near Tobruk, Libya at 13:10 to Luqa Airport, Malta, arriving at 15:40 where it night-stopped.

27 & 28 November 1951
Ground maintenance work / crew rest period.

29 November 1951
Departed from Luqa Airport, Malta at 08:45 to Cote D'Azur Airport, Nice, France, arriving at 11:55 where it night-stopped.

30 November 1951
Departed from Cote D'Azur Airport, Nice, France at 08:40 to Hurn Airport, Bournemouth, Hampshire, England, arriving at 11:20 after successful tropical trials.

These trials included water methanol injection takeoffs at various airports en-route. A total of 105 hrs 30 minutes flying was accumulated during the trials. This consisted of 77 hours 50 minutes in transit or demonstration flights and 27 hours 40 minutes of performance flight testing. Total distance flown was 6,411 miles. Each engine had consumed just over 2 gallons of oil, which is much better than the conventional piston engines.

March 1952
De-icing trials carried out.

June 1952
Full Certificate of Airworthiness issued.

21 June 1952
Departed from Blackbushe Airport, Hampshire, England for a Far East sales tour, still in BEA livery. On board were Vickers Tour Manager Mr A D Boyd, Captain S Sloan, Captain B Wakely who was seconded from BEA, Navigator / Wireless Operator D Jones, Design Engineer J Leech, Airframe Inspectors E Walker and C H Spooner, Airframe Engineer S Pickett, Electrical Engineer J Bray and Rolls-Royce Dart Engineer S Jones.

22 June 1952
Arrived at Karachi Airport, Pakistan after stops at Luqa Airport, Malta, Beirut Airport, Lebanon and Bahrain Airport.

23 June 1952
Arrived at Dum Dum Airport, Calcutta, India. Demonstration flights were carried out for the D.G.C.A., Indian Air Force and Indian National Airways Ltd.

The aircraft then moved on to Madras Airport, Hyderabad Airport and finally arrived at Bangalore Airport on the 30th June for demonstration flights to Hindustan Aircraft Ltd.

It then moved on to Bombay Airport before returning to Dum Dum Airport, Calcutta where the aircraft was demonstrated over the next ten days to Air India, Bharat Airways Ltd and Himalayan Aviation Ltd before it flew back to Delhi where they were joined by Rolls-Royce Technical Salesman Group Captain L R Stokes, who continued on with the aircraft all the way back to the UK.

Moving back to Karachi Airport, Pakistan the aircraft was demonstrated to the Pakistan Air Force, Orient Airways Ltd and the newly formed PIA - Pakistan International Airlines.

15 July 1952
Departed Karachi Airport for the journey home via Baghdad Airport, Iraq where it was demonstrated to Iraqi Airways, Beirut Airport, Lebanon where it was demonstrated to MEA, Nicosia Airport, Cyprus where it was demonstrated to Cyprus Airways and Ankara Airport, Turkey where it was demonstrated to Turkish State Airlines and Luqa Airport, Malta where it was demonstrated to Malta Airways.

One of the demonstration flights from Malta flew over Sicily, Italy with the port Dart engines feathered which certainly impressed the representatives from Malta Airways and other dignitaries on board.

25 July 1952
Arrived back at Blackbushe Airport, Hampshire, England from Luqa Airport, Malta. It cleared customs there and stayed overnight.

26 July 1952
Returned to Wisley Airport, Surrey, England.

19 August 1952
Loaned to British European Airways Corporation (BEA) for route proving flights around Europe.


Photo of British European Airways Corporation (BEA) Viscount G-AMAV

Country of Registration United Kingdom

August 1952 to February 1953

British European Airways Corporation (BEA)

G-AMAV - c/n 3 - a V.700 series Viscount
United Kingdom registered

19 August 1952
Loaned from the Ministry of Supply and named as 'Viscount G-AMAV' for route proving flights around Europe.

21 August 1952
Flight made from Heathrow Airport, London, England to Nicosia Airport, Cyprus via Fiumicino Airport, Rome, Italy and Ellinikon Airport, Athens, Greece with six crew and seventeen representatives from British European Airways Corporation (BEA), Vickers - Armstrongs (Aircraft) Ltd and Rolls-Royce.

25 August 1952
Flight made from Northolt Airport, London, England to Nicosia Airport, Cyprus via Ciampino Airport, Rome, Italy and Ellinikon Airport, Athens, Greece.

26 August 1952
Returned to Heathrow Airport, London, England via Ellinikon Airport, Athens, Greece and Ciampino Airport, Rome, Italy.

28 August 1952
Flight made from Heathrow Airport, London, England to Gibraltar Airport via Barajas Airport, Madrid, Spain flown by Captain A S Johnson and BEA Captain Richard 'Dickie' Rymer. Richard was the first airline pilot to have a turboprop endorsement on his licence. A thunderstorm was encountered on the way from Madrid to Gibraltar with severe turbulence which made the aircraft rate of climb reach 2,000 feet per minute. Hail stones produced some dents in the wing fillets.

29 August 1952
Returned to Heathrow Airport, London England.

Later flights went to Frankfurt Airport and Hannover Airport, West Germany, Cote D'Azur Airport, Nice, France, Oslo Airport, Norway, Bromma Airport, Stockholm, Sweden and Schwechat Airport, Vienna, Austria.

October 1952
Demonstrated to Aer Lingus at Collinstown Airport, Dublin and Shannon Airport, County Clare, Ireland flown by BEA Captain Richard 'Dickie' Rymer.

February 1953
Returned to the Ministry of Supply.

FURTHER READING: Books about BEA - British European Airways



Photo of Ministry of Supply Viscount G-AMAV

Country of Registration United Kingdom

February 1953 to October 1953

Ministry of Supply

G-AMAV - c/n 3 - a V.700 series Viscount
United Kingdom registered

February 1953
Returned from British European Airways Corporation (BEA) loan after flying for 550 hours in BEA service.

Repainted in Vickers-Armstrongs (Aircraft) Ltd livery.

Departed Weybridge Airfield, Surrey, England to Dorval Airport, Montreal, Canada for cold weather trials as the first Atlantic crossing by a turboprop aircraft.
Arrived at Dorval Airport, Montreal, Province of Quebec, Canada
for cold weather trials

13 February 1953
Departed Weybridge Airfield, Surrey, England to Canada for cold weather trials and now fitted with 'paddle' shaped propellers. Flown by Gabe Robb 'Jock' Bryce with George Edwards on board.

13 February 1953
Departed Prestwick Airport, Ayrshire, Scotland after night stopping here due to bad weather at the original destination of Stornaway, Isle of Lewis, Outer Hebredes, Scotland.

17 February 1953
Arrived at Dorval Airport, Montreal, Province of Quebec, Canada via Keflavik Airfield, Iceland - Bluie West One Airfield, Narsarsuaq Airfield, Southern Greenland and Goose Bay Airport, Labrador as the first Atlantic crossing by a turboprop aircraft.

circa 19 February 1953
Noted at Winnipeg Airport, Manitoba, Canada giving flight demonstrations to Trans-Canada Air Lines (TCA). TCA had recently placed an order for fifteen V.724 aircraft.

17 April 1953
Flown by HRH Prince Philip accompanied by the Duke of Kent. After visiting the Supermarine factories at Chilbolton, Hampshire, England and South Marston, Wiltshire, England he took off from Hurn Airport, Bournemouth, Hampshire, England and climbed up to 20,000 feet before eventually landing at Heathrow Airport, London, England presumably so he could get home to Windsor Castle. A press photo showing him in the cockpit during this flight was actually taken in the fully functioning mockup at the Hurn factory (see photo gallery).

17 July 1953
Noted at Jersey Airport, Channel Islands participating in the flying display during the Coronation Air Show. It was flown by Captain Richard 'Dickie' Rymer who feathered two of the Rolls-Royce Dart engines during a fly-by.

September 1953
Exhibited at the SBAC show at Farnborough Airfield, Hampshire, England that included flying demonstrations in British European Airways Corporation (BEA) livery.

October 1953
Loaned to British European Airways Corporation (BEA) for participation in the London to New Zealand air race instead of the appropriately registered G-AMNZ (C/N 7).


Photo of British European Airways Corporation (BEA) Viscount G-AMAV

Country of Registration United Kingdom

October 1953 to November 1953

British European Airways Corporation (BEA)

G-AMAV - c/n 3 - a V.700 series Viscount
United Kingdom registered

October 1953
Loaned from the Ministry of Supply named 'R M A Endeavour' for participation in the Heathrow Airport, London, England to Christchurch Airport, New Zealand air race in place of the originally allotted V.701 Viscount c/n 20 G-AMNZ with its appropriate registration and name of James Cook which was not available at the time.

Departed London, England with race number '23' applied to the tail.
Participated in the London
to New Zealand air race

8 October 1953
Departed Heathrow Airport, London, England with racing number '23' applied to the tail, flown by Captain W Baillie and other BEA crew together with Peter G Masefield as team manager.

The full team were - E H S Bristow - Radio Officer, R H Chadwick - Navigator, Raymond Baxter - BBC reporter, Captain S E Jones - Pilot, Captain William 'Bill' Baillie - Pilot in Command, Peter Masefield - Team Manager, Captain A S Johnson - Pilot, I A Dalgliesh - Chief Radio Officer, E W Walker, R Shaw & S R Jones - Flight Engineers, and John Profumo who acted as chef and steward.

It had additional large square fuel tanks installed in the cabin to increase the range.

John Profumo was the Parliamentary Secretary at the Ministry of Transport and Civil Aviation.
John Profumo

Note: John Profumo was the Parliamentary Secretary at the Ministry of Transport and Civil Aviation. His obituary in the Times of London 10 March 2006 states;

'In 1952 he became parliamentary secretary at the Ministry of Transport and Civil Aviation. It was not a happy time for British aviation, with Britain losing out to the US on both civil aircraft design and air routes. But the junior aviation minister demonstrated his faith in British aero-engineering when he sportingly flew as chef and steward to the aircrew of a BEA Viscount airliner in the 1953 Heathrow, London, England to Christchurch, New Zealand, Air Race.'

FURTHER READING
Times obituary: John Profumo - 10 March 2006

John Profumo, CBE, Secretary of State for War, 1960-63, and Chairman of Toynbee Hall, 1982-85. Born January 30, 1915, died on March 9, 2006, aged 91.

Times obituary: John Profumo


11 October 1953
Arrived at Essendon Airport, Melbourne, Victoria, Australia after flying non-stop from the Cocos Islands in 10 hours 16 minutes, a distance of 3,530 miles at an average speed of 343 mph. After it landed it had to be towed from the runway due to a lack of fuel.

It set an FAI Class C1/1 speed record for the journey from London to Melbourne of 293.6 mph, which was covered in a total of 35 hrs 47 minutes which halved the 71 hour winning time set by the de Havilland Comet racer G-ACSS during the earlier 1934 MacRobertson air race. At times the aircraft took off weighing 65,000 lbs, which was 17,000 lbs above the design limit.

11 October 1953
Arrived at Christchurch Airport, New Zealand after travelling 12,490 miles in 40 hours 41 minutes flying time at an average speed of 307 mph.

The Viscount was placed second in the Transport Handicap Section behind the KLM DC-6A PH-TGA which completed the race in 37 hours and 30 minutes.

16 October 1953
Noted at Paraparaumu Airport, Wellington, New Zealand.

17 October 1953
Noted at Whenuapai Airport, Auckland, New Zealand.

November 1953
Returned to the Ministry of Supply.

FURTHER READING: Books about BEA - British European Airways



Photo of Ministry of Supply Viscount G-AMAV

Country of Registration United Kingdom

November 1953 to February 1956

Ministry of Supply

G-AMAV - c/n 3 - a V.700 series Viscount
United Kingdom registered

November 1953
Returned from British European Airways Corporation (BEA) loan.

Painted in Capital Airlines livery.
Capital Airlines livery

circa June 1954
Repainted in a Capital Airlines livery to allow the airline to produce a film for publicity purposes prior to the delivery of its own aircraft.

Exhibited at the SBAC show at Farnborough, England in BWIA - British West Indian Airway livery.
BWIA - British West Indian
Airway livery

September 1954
Exhibited at the SBAC airshow at Farnborough Airfield, England in BWIA - British West Indian Airway livery that included flying demonstrations.

October 1954
Noted at Wisley Airfield, Surrey, England now fitted with a mast above the cockpit to accurately measure the amount of yaw induced during flight trials.

16 March 1955
During a trial landing at Wisley Airfield, Surrey, England with full flaps and engine power set at flight idle the aircraft landed heavily resulting in the collapse of the starboard main undercarriage and curled starboard propellers.

The starboard R-R Dart engines suffered from shockload damage and there were other areas of damage to the lower fuselage and starboard wing.

There were no serious injuries to the six crew on board.

Repaired locally, repainted in the Vickers 'house' livery and returned to trials use.

Went on a three month tour of Africa that included trials of the newly fitted RDa6 Mark 510 engines.
Went on a three month
tour of Africa

15 August 1955
Departed from Blackbushe Airport, England on a three month tour of Africa that included trials of the newly fitted Dart RDa6 Mark 510 engines and square tipped propellers. Flown by Captain Colin Allen and an ARB pilot with twenty passengers that included engineers, observers and representatives from Vickers - Armstrongs (Aircraft) Ltd, Rolls-Royce, Dunlop, Rotol and de Havilland Propellers.

The purpose of the tour, as quoted by Vickers-Armstrongs (Aircraft) Ltd was to measure the performance of the aircraft with the new and more powerful engine at high ambient temperatures and at high airfield elevations. Also to test and monitor engine ground running with and without the use of water methanol, engine trimmimg to given temperatures, engine oil suitability, engine bay cooling systems and general engineering checks on engines, propellers and airframe.

21 January 1956
Noted at Blackbushe Airport, Hampshire, England.

10 February 1956
Flight magazine news article stated:
'Both the V.810D and V.840 have, of course, been structurally designed for higher speeds at all altitudes than present Viscounts, and for greater gross weights. To assist in development of the "400 mph Viscount," the V.700 prototype, G-AMAV, is about to begin a programme of trials involving noise measurements and control assessments at high speeds. At light weight, and with all four R-R Dart Mark 510 engines at full power, this aircraft is capable of over 400 mph. It will later be fitted with the new horn-balanced elevators and rudder developed for the V.800'.

29 February 1956
Issued with military serial WB499. See the 'Flight' article above. Does anyone know why they needed to issue it a military serial for this short period?


Photo of Ministry of Supply Viscount WB499

Country of Registration United Kingdom

February 1956 to August 1956

Ministry of Supply

WB499 - c/n 3 - a V.700 series Viscount
United Kingdom registered

29 February 1956
Re-registered WB499 from G-AMAV for the Ministry of Supply for flight trials.
Does anyone know why they needed to issue a military serial for this short period?
Further details please to information@vickersviscount.net.

It is possible that the civil aviation authorities were concerned about the proposed higher cruising speed trials and this was the reason for adopting the military serial for this short period. The aircraft was noted in the daily movements log at Wisley, Surrey on the 6th and 28 June and on the 9th July 1956 still carrying the civil registration G-AMAV. This would suggest that the military serial was purely a paper transaction.

Operated a programme of flight trials involving noise measurements and control assessments at high speeds. At light operating weights and with all four Dart RDa6 Mark 510 at full cruise power this aircraft was capable of over 400 m.p.h. It was later fitted with the new horn-balanced elevators and rudder developed for the V.800 series.

7 April 1956
Noted still identified as G-AMAV. Perhaps the military serial was only used as a call-sign and not applied to the aircraft. Details please to information@vickersviscount.net.

23 August 1956
Re-registered to Vickers-Armstrongs (Aircraft) Ltd as G-AMAV.


Photo of Vickers-Armstrongs (Aircraft) Ltd Viscount G-AMAV

Country of Registration United Kingdom

August 1956 to August 1963

Vickers-Armstrongs (Aircraft) Ltd

G-AMAV - c/n 3 - a V.700 series Viscount
United Kingdom registered

23 August 1956
Registered to Vickers-Armstrongs (Aircraft) Ltd as G-AMAV from the Ministry of Supply military serial WB499.

Certification trials carried out over the next three years for the V.701, V.800 and V.810 series, and also used for Vanguard control system trials.

It has been reported that at one point in time it was fitted with Rolls-Royce Dart RDa7 Mark 525 engines for V.840 trials at 400 MPH, but the narrow engine cowlings remained fitted to this aircraft right up until it was withdrawn from service, unless of course these were swapped over with the engine types. Details please to information@vickersviscount.net

17 August 1957
Noted at Blackbushe Airport, Hampshire, England.

14 September 1957
Displayed flying at an airshow at RAF Syerston, Nottinghamshire, England.

Delivered to Wisley Airfield, Surrey, England for storage.
Delivered to Wisley, England
for storage

1 April 1958
Delivered to Wisley Airfield, Surrey, England for storage.

Total time 2,160 hours.

11 October 1960
Registration cancelled as aircraft permanently withdrawn from use.

1961
Fuselage broken up into two sections.

1961
Rear section transferred to Weybridge Airfield, Surrey, England for BAC One-Eleven Rolls-Royce Spey engine installation trials.

Front fuselage section transferred to the Ministry of Aviation Fire fighting School.
Transferred to the Ministry of
Aviation Fire fighting School

August 1963
Front fuselage section transferred to the Ministry of Aviation Fire fighting School at Stansted Airport, Essex, England.

Front fuselage section was broken up for scrap.

1975
Rear fuselage section noted in the middle of Weybridge Airfield joined to a hut that had a BAC One-Eleven nose at one end and the Viscount rear section at the other. The tail section was used for BAC One-Eleven APU trials.

June 1976
Only the BAC One-Eleven front fuselage section was noted so the Viscount rear fuselage section had presumably been scrapped at an earlier date.


Photo of BEA - British European Airways Viscount G-AOJC

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Information@VickersViscount.net.


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