26 June 2022
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Viscount Survivors

59 of the 444 Viscounts built survive as complete airframes or major components. Some are in very good condition and are looked after by museums while others are just wrecks. They can be found in 24 countries.

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

Canadian Team helps New Zealand Team

Update by Denys Jones

What have we been up to this month? Well more of, more of. The under floor ducting re-instatement continues tediously. We're within a couple of lengths of the main spar on the port side (in external terms that means around one third of the fuselage length has been covered). There are two runs of duct down the side and each joint can have as many as 16 4BA nuts and bolts around it, and involves some interesting gymnastics to re-assemble.

On the starboard side we have only done half the distance of one of the two runs, but that's where the focus is now as we have to shortly install some port to starboard cross-feeds. Outside of this area we've been making a start on the fuel system plumbing in the wing and nacelle.

It's here that we have a problem. How does the Vickers parts identification system work? I've been wondering for a while but as I was trying to sort the de-icer ducting runs I decided to ask the Vickers Viscount Network membership for help.

For example, as the runs go the length of the fuselage the prefix numbers of the parts change - 70182 then 72482, then 80282. So how are those assigned and why the splits? The suffix numbers are mostly odd numbers, why? Did they expect to add in parts later? Also frequently the items have no number but are called out with a 'Sht' number. Why do this? All parts would have a 'Sht' for their detailed drawing so why single out some this way? Equally why don't the numbers run in order? For example in one place the parts run as -63, -65, Sht105, -27, -213, -215.

I'm curious as to this and would appreciate any insights. Please contact me at denys.jones@vickersviscount.net

David Peters, who is restoring the British Columbia Aviation Museum V.757 Viscount c/n 224 CF-THG in Canada, has tried to help by kindly sending us various photos of their 700 series aircraft. Between these and the V.807 parts book it's starting to make sense. Some of the items are in different physical locations but on seeing how they mount from the photos, the approximate location from the parts books, and the old principle of holding the parts up and looking for where holes in brackets and structures correspond, we are getting there.

These parts have suffered a lot, not made any better by the variety of metals used in their construction.

The fuel valve before restoration

Here's a fuel valve as we found it, after it's been through the restoration process, and finally relocated in the aft of the port nacelle.

The fuel valve after it's been through the restoration process The fuel valve relocated in the aft of the port nacelle

David also helped us get the power drain valve and its mounting bracket sorted and back together.

The power drain valve before restoration The power drain valve after it's been through the restoration process

A lot of the fuel valves have had the electric actuator removed and we're not sure why. Here's one valve that is complete.

A complete fuel valve after it's been through the restoration process

Ah well onwards and ever upwards! Denys.

For more information on this project visit the Ferrymead web site and watch the news pages here at the Vickers Viscount Network.

Ferrymead Heritage Park, Ferrymead Park Drive, Heathcote, Christchurch, New Zealand. Phone +64 3 3841970

Photo of BEA - British European Airways Viscount G-AOJC

The Vickers Viscount Network is always interested to hear from anyone who has information or photographs to help complete the story of the Viscount. If you can help please contact us at

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This website has been designed, built and is maintained by Geoff Blampied, Norwich, Norfolk, England.