My first Viscount flight was as late as 1977 a Ba Regional day trip SOU-JER Then Three Years later a jump seat with GB Airways on G-BBVH to Tangier and back Whilst on an Air Cadet camp on the Rock. Despite my ambitions to become a commercial pilot Little did I know that I was to log Two and half thousand hours in the Viscount 802/6/7 and 808.
It was typically British, Solid with some quirky features. Its the only Aircraft I've known with Handbrake leavers on the control column, this feature being deleted on the 810 series. Then there was the wind-up timer to remind you to change the fuel feed from inners to outers.
On the 800 we had a lever under the windscreen to unlatch the wipers prior to use not dissimilar to those Lucas wiper motors on early land rovers.
The ex Ba aircraft were fitted with the Smiths flight system and SEP 2 Autopilot love it or loathe it.
The flight deck was shall we say bijou and looked as if the instrumentation and switches had haphazardly been tipped in from a wheelbarrow.
Weather radar tucked away on the LH sill and the generator panel tucked behind the co-pilot.
But what was it like to Operate?
With the distance of the Years, I recall the controls being well harmonised if rather heavy. Rudder authority was good making the aircraft adept in crosswind situations despite the lack of ground clearance on the outer propellers.
The last stage of flap100% was selected at the flare and I think most pilots tended to add a knot or two to the quoted VAT to achieve a smooth touchdown.
Despite having Four Darts whistling away the flight deck was quieter than the Herald.
Visibility was adequate from the small DV windows for the circling approach on to 15 at Sumburgh.
Pressurization was semi-manual requiring the switching of spill valves at various levels, having come to the aircraft in its later life they were operated at a reduced differential pressure limiting the maximum level to 170.Lots of big round glass instruments. The SEP 2 would track radials and fly an ILS to Cat 1 minima.
I see mention has been made of the Bd simulator.BAF purchased a redifon unit which for some strange reason was housed in High Wycombe. It was later set up at Southend, unfortunately, the 40's valve technology did not take kindly to the relocation and in the Summer they used to reach critical temperature resulting in some power settings and indications bearing no relation to pilot input.
It was, of course, a fixed unit with a camera moving over a model landscape for the visual element.
It did provide a good way of finding your way around the cockpit layout which varied between series hence a separate type rating for the 700 and 800.Crews did not fly both the 800 and 810 simultaneously in VF.
1179 Training was carried out on the aircraft including staling and simulated Two engined approaches for a P1 endorsement.
I do recall that the beast had a number of floor access panels for manual flap extension(I don't recall the handle all 4 foot of it being carried) and a manual outflow valve closing device that was operated in the event of ditching!
Inevitably all these features were buried under 4 tons of newspaper or parcel farce debris.
Passenger reaction was very favourable, especially when subbing for the scheduled ATP. Certainly, there were some unflattering initial comments about the ATR when it replaced the Viscount on the Shell contract.
It was sad to see members of the fleet wheeled on to the grass the airport perimeter having undergone spares recovery. More than one aircraft provided parts for the restoration of G-APIM at Brooklands which is now lovingly maintained by a dedicated group of volunteers. Its the only Viscount to have crossed the Thames by the tunnel!
The things I really remembered from my time on the type were crystal clear mornings heading out over Scotstown head, or the Night visual on to 24 at Southend rolling the wings level at 1000' on final.
Four Rolls Royce engines and a leather armchair to watch the world go by Happy days.