Ministry of Supply

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

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

Construction of a Type 609 Viscount c/n 3 began at the temporary Vickers experimental facility at Redhill Road, Foxwarren, near Cobham, Surrey, England was abandoned.

Parts from this and the Type 640 G-AJZW were used to build the Type 700 prototype.

1949/1950
Due to the Foxwarren facility 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, Surrey, England for final assembly.

April 1950
Assembly at Weybridge, Surrey, England began and it was originally given construction number 739099.

It was fitted with Rolls-Royce Dart RDa3 Mark 504 development engines.

19 June 1950
Registered to the Ministry of Supply, Thames House, Millbank, London SW 1.

28 August 1950
First flight from the grass runway at Brooklands Airfield, Weybridge, Surrey, England piloted by Gabriel (Gabe) Robb 'Jock' Bryce.

A tarmac 3,800 foot runway at Brooklands wasn't built until 1952.

It was in full British European Airways (BEA) livery. This aircraft never had underfloor baggage holds on either side which was surprising as you would expect Vickers to build in this feature in order to demonstrate the Type 700 production standard.

Presumably there were time constraints in getting this aircraft built and future sales certainly weren't affected by this anomaly.

It landed on the 6,600 foot grass runway at Wisley Airfield, Surrey, England for fitting out and test flying.

SBAC airshow at
Farnborough Airfield, Hampshire, England

September 1950
Exhibited at the Society of British Aircraft Constructors (SBAC) air show at Farnborough Airfield, Hampshire, England that included flying demonstrations by Gabriel (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.

11, 14, 15, 18, 19, 22, 25, 26, 27 & 28 March 1951
Noted at Prestwick Airport, Ayrshire, Scotland. Presumably this was likely to be for crew training purposes.

June 1951
Exhibited at the Paris Salon at Le Bourget Airport, Paris, France still in BEA livery.

September 1951
Exhibited at the Society of British Aircraft Constructors (SBAC) air show at Farnborough Airfield, Hampshire, England including flying demonstrations still in BEA livery.

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

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 Vickers 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, D Ganson a Vickers flight observer along with BEA Captain B Wakely and Navigator / Wireless Operator D Jones were also part of the crew.

There were 21 people on board including representatives from various UK companies. William Harold Palmer, an engineer from Dunlop Ltd, D Heathcote and D Jackson, both from Rolls-Royce Ltd. Other surnames of those on board were: - Fell, Jauntcy, Morris, Muir, Pickett, Pralle, Radlett, Stratford, J P Thomas, Walker and Wrenn.

It arrived at Côte 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 07:12 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 International Airport, Blantyre, Malawi at 09:30 on a demonstration flight, returning at 10:20.

Departed from Chileka International 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 International Airport, Johannesburg, South Africa, arriving at 09:20 where it night-stopped.

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

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

Departed from Jan Smuts International 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 International 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 Côte D'Azur Airport, Nice, France, arriving at 11:55 where it night-stopped.

30 November 1951
Departed from Côte 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 Santa Cruz Airport, Bombay 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 Pakistan International Airlines (PIA).

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 Airfield, Surrey, England.

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

Ministry of Supply

February 1953
Returned from British European Airways (BEA) loan after flying for 248 hours and 46 minutes in BEA service.

Repainted in Vickers-Armstrongs (Aircraft) Ltd livery.

Arrived at Dorval Airport, Montreal, Province of Quebec, Canada
for cold weather trials

13 February 1953
Airworthiness Approval Note (AAN) No.2630 was issued to cover modifications incorporated to allow for cold weather trials (no details).

The Ministry of Supply officially loaned the aircraft to Vickers under agreement 6/Acft/8794/CB.9(a) to cover the visit to Canada.

On the same day it departed from Wisley Airfield, Surrey, England as Flight 608 at 15:00 local time on the journey to Canada and was now fitted with the 'paddle' style propellers.

It was flown by Gabe Robb 'Jock' Bryce together with Trans-Canada Air Lines (TCA) Captain R J Baker.

'Jock' Bryce issued a memorandum to all staff at Vickers that Brian Trubshaw would be responsible for all flying activities until his return from Canada.

Vickers staff on board were: - Managing Director George Edwards, Navigator W H Fell , Engineers J Bray, J H Grace, I Muir, S Pickett & G H Spooner, Technicians A H Greenwood, L Hall, J R Leach & P Stanbury.

Others on board were: - Graham (Rotol), Jones (Rolls-Royce) & Pralle (STC).

It landed at Prestwick Airport, Ayrshire, Scotland (flight time 2:05) due to bad weather at the original destination of Stornaway, Isle of Lewis, Outer Hebredes, Scotland.

16 February 1953
Departed from Prestwick Airport, Ayrshire, Scotland as Flight 609 at 00:50 local time to Keflavik Airport, Iceland (4:05) where it was refuelled before departing as Flight 610 at 07:50 local time to Bluie West One Airfield, Narsarsuaq Airfield, Southern Greenland (3:45) where it was refuelled before departing as Flight 611 at 14:20 local time to Goose Bay Airport, Labrador, Canada (3:30) where it was refuelled before departing as Flight 612 at 21:15 local time to Dorval Airport, Montreal, Province of Quebec, Canada (3:30) where it nightstopped.

This was the first Trans-Atlantic crossing by a turbine powered airliner.

17 February 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 613 at 15:50 on a one hour local demonstration flight with the following passengers on board: - Leach, Muir & Spooner (Vickers), Dyment, Fraser, Osborne, Pettit & L Rood (TCA), Hall & Jackson (R-R).

18 February 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 614 at 11:50 local time to Malton Airport, Toronto, Ontario, Canada (1:30) and then departed as Flight 615 at 14:20 local time to Winnipeg Airport, Manitoba, Canada (3:50).

Vickers Managing Director George Edwards returned to the UK on a scheduled TCA Trans-Atlantic flight.

20 February 1953

Departed from Winnipeg Airport, Manitoba, Canada as Flight 616 at 15:10 local time to Fort Churchill, Manitoba (2:35) to conduct cold weather trials as the weather wasn't cold enough in Winnipeg.

The coldest weather encountered at Fort Churchill during the trials was - 32 degrees C.

25 February 1953

Departed from Fort Churchill, Manitoba, Canada as Flight 617 at 15:25 local time returning to Winnipeg Airport, Manitoba, Canada (2:30).

Flight demonstrations to Trans-Canada Air Lines (TCA) were then carried out.

TCA had recently placed an order for fifteen V.724 aircraft, with the first aircraft scheduled to be delivered at the end of 1954.

The cold weather trials were primarily conducted by TCA under the guidance of their representatives Captain R J Baker and J T Dyment.

The outcome of these trials resulted in many changes and modifications that were introduced into the V.724 fleet and other operators.

1 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 618 at 15:45 on a local flight (2:15).

2 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 619 at 10:15 on a local flight (2:15) and again as Flight 620 at 15:30 on a local flight (1:50).

3 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 621 at 13:15 on a local flight (3:35).

4 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 622 at 09:35 on a local flight (3:30) and again as Flight 623 at 16:35 on a local flight (1:25).

5 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 624 at 11:10 on a local flight (1:50) and again as Flight 625 at 14:45 on a local flight (0:40) and again as Flight 626 at 16:25 on a local flight (0:45).

The second flight had a large number of TCA staff on board. The third flight carried a Mr Crighton from the Canadian Department of Transport.

6 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 627 at 12:47 on a local flight (0:50) and again as Flight 628 at 15:10 on a local flight (0:25).

7 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 629 at 10:50 to Dorval Airport, Montreal, Province of Quebec, Canada (3:15).

Flight demonstrations to Trans-Canada Air Lines (TCA) were then continued as follows:-

14 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 630 at 09:00 on a local flight (3:45) and again as Flight 631 at 15:20 on a local flight (2:40).

16 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 632 at 10:45 on a local flight (3:40) and again as Flight 633 at 16:45 on a local flight (0:45) and again as Flight 634 at 19:30 on a local flight (2:20).

17 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 635 at 11:15 on a local flight (1:00) and again as Flight 636 at 16:45 on a local flight (1:30).

20 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 637 at 10:10 on a local flight (1:40) and again as Flight 638 at 16:25 on a local flight (2:10) and again as Flight 639 at 19:35 on a local flight (1:45).

The second flight had a Mr Hallam on board, a representative from Pan American Airways.

21 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 640 at 10:40 on a local flight (1:45).

TCA Captain Lothian was flying as the second pilot instead of Captain R J Baker.

22 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 641 at 16:00 to Malton Airport, Toronto, Ontario, Canada (1:20) before continuing on as Flight 642 at 18:00 to Winnipeg Airport, Manitoba, Canada (3:35).

23 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 643 at 16:10 to McDonald Airfield, Manitoba, Canada (0:20) before returning as Flight 644 at 17:20 to Winnipeg Airport, Manitoba, Canada (0:15).

24 March 1953
Departed from Winnipeg Airport, Manitoba, Canada as Flight 645 at 09:45 to Dorval Airport, Montreal, Province of Quebec, Canada (4:20). At 15:05 it conducted a local flight as Flight 646 (0:40)

28 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 647 at 09:40 on a local flight (0:10) and again as Flight 648 at 10:35 on a local flight (1:25) and again as Flight 649 at 13:35 on a local flight (0:30) and again as Flight 650 at 15:05 on a local flight (1:00).

The second flight had Mr Hayworth and Mr Robinson on board, who were representatives from the International Air Transport Association (I.A.T.A.).

On the third flight TCA Captain Lothian was flying as the second pilot instead of Captain R J Baker.

On the fourth flight TCA President Gordon Roy McGregor was on board and was listed by Vickers as a V.I.P. for obvious reasons.

An insurance cover of £25,000 was taken out on his behalf by Vickers.

30 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 651 at 10:40 to Idlewild Airport. New York, USA. It returned to Montreal later that day (total 3:45).

31 March 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 652 at 13:15 on a local flight (1:35).

1 April 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 652 to Uplands Airport, Ottawa, Ontario, Canada and on to Rockcliffe Airfield, Ottawa, Ontario, Canada before later returning to Dorval Airport, Montreal, Province of Quebec, Canada (total 2:20).

On these flights TCA Captain L Rood was flying as the second pilot instead of Captain R J Baker.

At 16:10 it departed as Flight 654 at 16:10 on a local flight (0:40)

On this flight there were three representatives from Pratt & Whitney: - Dulyn, Schwitzer & Sullavan and an unknown representative from Curtiss Wright.

2 April 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 655 at 09:10 on a local flight (0:55) and again as Flight 656 at 11:00 on a local flight (1:15).

On the first flight TCA Captain L Rood was flying as the second pilot instead of Captain R J Baker.

On the second flight a representative from American Airlines Mr D Beard and one from Canadair Mr Stapel were on board.

3 April 1953
Departed from Dorval Airport, Montreal, Province of Quebec, Canada as Flight 657 at 11:15 to Goose Bay Airport, Labrador, Canada (3:00) .

TCA Captain Smith was flying as the second pilot instead of Captain R J Baker for the return flights to the UK.

4 April 1953
Departed from Goose Bay as Flight 658 at 06:15 to Bluie West One Airfield, Narsarsuaq Airfield, Southern Greenland (3:00) as Flight 659 at 10:50 to Keflavik Airfield, Iceland (2:55) and as Flight 660 at 15:20 to Prestwick Airport, Ayrshire, Scotland (3:05).

5 April 1953
Departed from Prestwick Airport, Ayrshire, Scotland as Flight 661 at 10:15 to Wisley Airfield, Surrey, England (1:35) at the conclusion of a very successful visit to Canada.

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 London Airport (Heathrow), Middlesex, England presumably so he could get home to Windsor Castle.

25 April 1953
A press photo appeared on the front cover of the Illustrated London News reportedly showing Prince Philip in the cockpit during this flight but it was actually taken in the fully functioning mockup, located at the Hurn factory.

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 Society of British Aircraft Constructors (SBAC) air show at Farnborough Airfield, Hampshire, England that included flying demonstrations in British European Airways (BEA) livery.

A Reuters newsreel clip on YouTube shows this aircaft landing at Wisley Airfield, Surrey, England with a mast fitted above the cockpit.

This was used to measure yaw in flight and was removed before the aircraft was handed over on loan to BEA.

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

Ministry of Supply

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

It had an Air Race commemorative decal on the nose.

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.

British West Indian (BWIA)
Airway livery

September 1954
Exhibited at the Society of British Aircraft Constructors (SBAC) air show at Farnborough Airfield, England in British West Indian Overseas Airways (BWIA) 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 Rolls-Royce 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 and repainted in the Vickers 'house' livery and returned to trials use.

Went on a three month
tour of Africa

15 August 1955
Departed from Wisley Airfield, Surrey, England to Blackbushe Airport, England (0:10) to clear customs. It then flew to Côte D'Azur Airport, Nice, France (2:10) where it was refuelled before moving on to Luqa Airport, Malta (2:20) where it nightstopped. The flight times are in brackets.

It was departing on a three month tour of Africa that included trials of the newly fitted Dart RDa6 Mark 510 engines and square tipped Rotol propellers fitted with R.A.2584 blades.

Vickers Valetta WD162 was loaned to Vickers as a support aircraft for possible use during the tour which was originally scheduled to be completed by 23 October, but this was extended due to an incident to the Viscount in Khartoum in late August which required repairs, and took a month to complete. The Valetta would be flown by Gabe Robb 'Jock' Bryce if there was a need, such as the delivery of a replacement R-R Dart RDa6 Mark 510 engine which was stored at Wisley. It is not yet known if the Valetta was sent to Africa.

The Viscount was flown by Captain Colin C Allen assisted by Air Registration Board (ARB) pilot P Howleitt or BEA pilot F Ormonrotd together with Navigators W R Peasley and H P J Bower.

Others on board were Vickers Flight Engineers I R Muir, P E Francis, B Brown, J Pickering-Cail, S Fincham, & J A Hitchcox, Vickers Service Engineers G M Walkinson & N Boxall, ARB Observer G L Howitt, Rolls-Royce representatives V R Haas & A Bloomfield, Rotol representative E Graham, de Havilland Propellers representative R Ross-Hall, Dunlop representative D G Leigh-Dugmore, Smiths representative M T Corben and BEA Observer P N Davey.

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 takeoffs with and without the use of water methanol, engine trimmimg to given turbine temperatures, engine oil suitability, engine bay cooling systems and general engineering checks on the two types of propellers and various airframe systems.

The cost of the trials was estimated at £25,000 with Rolls-Royce contributing 20% as they were gaining from the experiences of the newly installed RDa6 Mark 510 pre-production engines.

The aircraft was fitted with a set of Rotol propellers and a set of de Havilland propellers were shipped by sea to South Africa and subsequently installed at Johannesburg.

16 August 1955
Departed from Luqa Airport, Malta to RAF El Adem, near Tobruk, Libya (2:00), then to Wadi Halfa Airfield, Northern Sudan (3:00) and finally Khartoum Airport, Sudan (1:40) where it nightstopped.

20 to 23 August 1955
Local flights were conducted from Khartoum Airport, Sudan adding 23:10 flying hours.

circa 24 August 1955
Damage was sustained during an incident but no more details are known. It was repaired by Vickers Engineers (Bates & Duncan), who were sent out from the UK.

25 September 1955
Departed from Khartoum Airport, Sudan to Entebbe Airport, Uganda (3:45) where it nightstopped.

26 September 1955
Departed from Entebbe Airport, Uganda to Tabora Airport, Tanganyka (1:30) and then on to Livingstone Airport, Federation of Rhodesia and Nyasaland (3:40) where it nightstopped.

27 September 1955
Departed from Livingstone Airport, Federation of Rhodesia and Nyasaland to Jan Smuts International Airport, Johannesburg, South Africa (2:55) where it remained for trials.

Originally there were plans to use Salisbury, Rhodesia rather than Johannesburg but the new runway at Kentucky was not completed in time.

Local flights were conducted from Jan Smuts International Airport, Johannesburg, South Africa adding 14:35 flying hours.

26 October 1955
Departed from Jan Smuts International Airort, Johannesburg, South Africa to Cape Town Airport, South Africa (3:00) where it nightstopped.

28 October 1955
Departed from Cape Town Airport, South Africa to Port Elizabeth Airport, South Africa (1:40), then on to Durban Airport, South Africa (1:40) and then returned to Jan Smuts International Airort, Johannesburg, South Africa (1:20).

After the fitment of a set of de Havilland propellers more local flights were conducted from Jan Smuts International Airport, Johannesburg, South Africa adding 6:35 flying hours.

7 November 1955
Departed from Jan Smuts International Airport, Johannesburg, South Africa to Kentucky Airport, Salisbury, Rhodesia (2:10) where it nightstopped.

8 November 1955
Departed from Kentucky Airport, Salisbury, Rhodesia to Eastleigh Airport, Nairobi, Kenya (4:20) where it nightstopped.

9 November 1955
Departed from Eastleigh Airport, Nairobi, Kenya to Addis Ababa Airport, Ethiopia (2:20).

Local flights were conducted from Addis Ababa Airport, Ethiopia including a demonstration to Emperor Haile Selassie adding 2:50 flying hours.

11 November 1955
Departed from Addis Ababa Airport, Ethiopia to Nairobi Airport, Kenya (2:25) where it nightstopped.

13 November 1955
Departed from Nairobi Airport, Kenya to Entebbe Airport, Uganda (1:10) then on to Khartoum Airport, Sudan (1:10) and finally Wadi Halfa Airfield, Northern Sudan (1:40) where it nightstopped.

14 November 1955
Departed from Wadi Halfa Airfield, Northern Sudan to Benina International Airport, near Benghazi, Libya (3:35) and then to Rome, Italy (2:55) where it nightstopped.

15 November 1955
Departed from Rome, Italy to Blackbushe Airport, Hampshire, England (3:20) to clear customs before finally arriving at Wisley Airfield, Surrey, England (0:10) on completion of the African tour.

It had flown for a total of 176 hours 40 minutes during the trials and transfers which included a number of demonstration flights.

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 Rolls-Royce 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
Civil registration cancelled after the issue of military serial number WB499.

Vickers-Armstrongs (Aircraft) Ltd

23 August 1956
Registered to Vickers-Armstrongs (Aircraft) Ltd, Broadway, London WC 1 as G-AMAV from the Ministry of Supply military serial WB499.

Registered address: - Vickers House, Broadway, London SW1.

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

20 June 1957
Flight trials began with a Rolls-Royce Dart RDa7 Mark 525 engine installed in the No.2 position.

27 June 1957
The flight trials were completed and the Rolls-Royce Dart RDa7 Mark 525 engine was removed.

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

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

Delivered to Wisley, England
for storage

January 1958
Noted at Wisley Airfield, Surrey, England with dummy extended range 'slipper' fuel tanks fitted for flight trials.

These were made from wood and fibreglass.

1 April 1958
Noted stored at Wisley Airfield, Surrey, England

Total time 2,160 hours.

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

1961
Noted dismantled with the tail section removed from the fuselage.

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

Transferred to the Ministry of
Aviation Fire fighting School

August 1963
Main fuselage less the tail transferred to the Ministry of Aviation Fire fighting School at Stansted Airport, Essex, England.

1975
Rear fuselage and rudderless tail section noted at Weybridge joined to a hut that had a BAC One-Eleven nose at the other end.

It was used for BAC One-Eleven APU trials.

June 1976
Rear fuselage and rudderless tail section no longer noted, so presumably scrapped at an earlier date.