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Vickers Viscount slipper tanks

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Vickers Viscount slipper tanks

Old 23rd Nov 2021, 20:37
  #1 (permalink)  
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Join Date: May 2004
Location: Horsham, UK
Posts: 20
Vickers Viscount slipper tanks

I am a volunteer on the Viscount team at Brooklands Museum. We recently rescued two Viscount slipper tanks from deep storage and am now restoring them for display. We would like to know if anyone out there ever flew with these tanks? How were they used? Who made them? (The manufacturers plates on ours don't say but do reveal they were built, one for Capital and one for ANA Australia), quite how they got to Brooklands is a mystery, probably with a load of Viscount spares after BAF/British World ceased flying. From photos, I can see that there were two types of forward section, one aerofoil shaped and one more "bullet" like. The Bullet ones seem only to be seen on Viscounts in the USA. Are there any pilots or engineers from ANA Australia still with us? Over............

Aerofoil type on BUA Viscount.

"Bullet" type, much longer at the front.

Brooklands slipper tank.
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Old 26th Nov 2021, 09:07
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Join Date: Feb 2001
Location: brisbane,qld,australia
Posts: 272
P.P.

I converted on to the Viscount 700/800 at Ansett ANA in oct of 1963 and flew them until march of 67. None of the a/c had the slipper tanks fitted however at some stage earlier they had been used. I know not how many and for how long they were used. My guess is it was not for long.
They apparently were tried out for the Adelaide- Perth route. I heard about this when I was studying ATPL Flight Planning. Our lecturer was Bill Kennedy who was the Navigation Officer for Ansett. I remember the discussion at one of the lectures and Bill told us that the Slipper Tanks had been tried out as at that time the ADL-Per route was the longest Viscount route in the world. Apparently they only gave about 15 mins extra endurance and the extra drag especially mounted behind the outer props virtually cancelled any benefit out.

I operated the route many times and standard fuel was full tanks in an 800 . We were only cleared to abeam Kalgoorlie and if we had not consumed our 10% variable reserve we had just enough fuel to legally continue to PER. If not a fuel stop would have to be made in KAL to top up.

Needless to say that any WX req on PER made it necessary to plan via KAL. ON one occasion due to strong headwinds and an ALT on PER it was neccessary to pick up fuel in Forrest ( middle of the Nullabour Plain) and then again in KAL. That was a long tour of duty.
It was said the Viscount F/O had the highest workload of any A/c we operated and I certainly agreed with that. It was not easy operatng in Australias climate in summer as the aircon was designed for Northern European climate, the pressurisation suffered from the Outflow valve clogging up with nicotine and the door seals frquently letting go at low cabin differential

Emeritus



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Old 26th Nov 2021, 10:11
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Join Date: May 2004
Location: Horsham, UK
Posts: 20
Hello Emeritus, many thanks for your message, very interesting. Can you recall if there were any instrument panels relating to the slipper tanks in the cockpit? I guess an ANA Flight Engineer would know. I am interested to know how they were used. Were they used at a specific time of the flight? I am guessing that once the main tanks had been used sufficiently to allow the 145 gallons in each slipper tank to be pumped into the main tanks, then thats wahat happened. Cheers, Tom
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