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Vickers Viking
Vickers Viking
Vickers Viking
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The Vickers Viking was a British single-engine amphibious aircraft designed for military use shortly after World War I. Later versions of the aircraft were known as the Vickers Vulture and Vickers Vanellus.

Key Information

Design and development

[edit]
A Vickers Viking IV of the Royal Canadian Air Force in 1926
A Royal Air Force Vickers Viking V
Vickers Vulture
Vickers Vanellus

Research on Vickers' first amphibious aircraft type began in December 1918 with tests of alternative fuselage/hull designs occurring in an experimental tank at St Albans in Hertfordshire, England. A prototype, registered G-EAOV, was a five-seat cabin biplane with a pusher propeller driven by a Rolls-Royce Falcon water-cooled V 12 engine. Sir John Alcock died taking this aircraft to the Paris exhibition on 18 December 1919, whilst trying to land at Côte d'Evrard, near Rouen, Normandy in foggy weather.[1][2]

The next example, G-EASC, known as the Viking II, had a greater wing span and a 360 hp Rolls-Royce Eagle VIII motor. The Viking III machine, piloted by Captain Stan Cockerell, won first prize in the amphibian class in Air Ministry competitions held in September and October, 1920.

The Type 54 Viking IV incorporated further refinements and had a wider cabin above a hull one foot wider, an example being G-EBBZ in which Ross Smith and J.M. Bennett (partners in the 1919 England to Australia flight) died on 13 April 1922 just outside the Brooklands racetrack near Weybridge in Surrey. Most of these Mark IV Vikings had a Napier Lion engine.[3]

The next version was the Viking V; two were built for the RAF for service in Iraq.

A further development with a redesigned wing structure using the 450 hp (340 kW) Napier Lion would have been the Viking VI (Vickers designation Type 78) but known as the Vulture I. A second with a Rolls-Royce Eagle IX (360 hp, 270 kW) was the Type 95 Vulture II. Both Vultures were used for an unsuccessful around the world attempt in 1924 after the Eagle engine of the Vulture II was replaced with a Lion. With registration G-EBHO, the first set off from Calshot Seaplane Base on 25 March 1924, the other was shipped as a spare machine to Tokyo. After mechanical difficulties in earlier stages G-EBHO crashed at Akyab where it was replaced by G-EBGO on 25 June. Encountering heavy fog on the Siberian side of the Bering Sea G-EBGO crashed. Vickers salvaged a large proportion.

The Viking Mark VII ("Type 83" in Vickers numbering) was a development of the Vulture, a three-seat open-cockpit fleet spotter to Air Ministry specification 46/22 given the service name "Vanellus" when taken on for evaluation by the RAF against the Supermarine Seagull design.

Operational history

[edit]

The last Viking amphibians were built during 1923, but the name was re-used for the twin-engine VC.1 Viking airliner some 22 years later, which saw service as the Valetta with the RAF and other air arms. Canadian Vickers Limited, a subsidiary company in Montreal with no previous aircraft manufacturing experience, assembled two Viking IV amphibians and built a further six for the Royal Canadian Air Force . Their involvement with the Viking led to a future line of indigenous flying boats beginning with the Canadian Vickers Vedette.[4]

No Vikings survive today although a full-size replica built for the film The People That Time Forgot (1977) is displayed at Brooklands Museum in Surrey.

Operators

[edit]
 Argentina
  • Argentine Naval Aviation – four Type 84 (Viking IV) delivered in 1923, supplemented by two ex-civil Viking IVs in 1925.[5]
  • The River Plate Aviation Company (Compañia Rio Platense de Aviación) – Two Type 73 c/n 19 and c/n 20 (both Viking IVs) delivered in 1923. Sold to Argentine Navy in 1925.[5]
Canada
 France
  • French Navy – One Type 54 (Viking IV) delivered in 1921 with civilian markings.
 Japan
Vickers Viking IV at Langley
 Netherlands
Russian SFSR
  • One Type 64 (Viking IV) ordered by the Russian Trade Delegation delivered in 1922.
 United Kingdom
 United States
  • United States Navy – one Type 58 (Viking IV) purchased by the US Navy in 1921 and delivered in 1923.

Specifications (Viking IV)

[edit]

Data from British Flying Boats[7]

General characteristics

  • Crew: 1
  • Capacity: 3 passengers
  • Length: 34 ft 2 in (10.41 m)
  • Wingspan: 50 ft 0 in (15.24 m)
  • Height: 14 ft 0 in (4.27 m)
  • Wing area: 635 sq ft (59.0 m2)
  • Empty weight: 4,040 lb (1,833 kg)
  • Gross weight: 5,790 lb (2,626 kg)
  • Powerplant: 1 × Napier Lion 12-cylinder water-cooled broad arrow piston engine, 450 hp (340 kW)

Performance

  • Maximum speed: 113 mph (182 km/h, 98 kn)
  • Cruise speed: 91 mph (146 km/h, 79 kn)
  • Range: 925 mi (1,489 km, 804 nmi) (with long range tanks)
  • Endurance: 4 hr 45 min
  • Time to altitude: 3.2 min to 3,000 ft (910 m)[8]

See also

[edit]

Aircraft of comparable role, configuration, and era

Related lists

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Vickers Viking

View on Grokipedia
from Grokipedia
The Vickers Viking was a single-engine amphibious developed by the British manufacturer shortly after , primarily for military reconnaissance and survey roles. It featured a wooden flying-boat hull with retractable wheeled undercarriage, enabling operations from both water and land, and was powered by a 450-horsepower inline engine driving a pusher . First flown in 1919, the Viking was built in limited numbers—approximately 16 in total—and became particularly notable in as the first amphibian operated there, serving in exploration and mapping missions during the . Development of the Viking commenced in December 1918, as Vickers sought to create a versatile military flying boat amid the postwar contraction of aviation demands. The prototype, registered G-EAOV, was constructed at the company's facility using hand-crafted mahogany planking in a "Consuta" sewn construction method for the hull, which provided lightweight strength suitable for water landings. After initial testing, including flights by renowned pilot Sir John Alcock in late 1919, the design progressed through variants such as the Viking I through VII, with refinements to the hull shape, cockpit enclosures, and engine options (including some with powerplants). Production was modest due to economic constraints, with only a few built in Britain before the type shifted to Ltd. in starting in 1923, where it marked the subsidiary's entry into aircraft manufacturing. Operationally, the Viking saw limited adoption by the Royal Air Force for trials but achieved greater impact with the newly formed (RCAF), which acquired eight examples between 1923 and 1924 for use in northern and remote operations. In , the aircraft excelled in roles such as for mapping, mineral prospecting in regions like , , and the , and even delivering treaty payments to Indigenous communities over distances up to 900 miles, such as a 1924 flight to . Its specifications included a of 15.24 meters, a maximum speed of 182 km/h, a range of about 1,489 km, and capacity for a pilot plus three passengers or observers, often equipped with a swivel-mounted for . The RCAF retired its Vikings by 1931, with several lost to accidents, including a notable 1932 crash after a long service in . Beyond military use, the Viking influenced early in resource industries, where its ability to complete surveys in days that took ground teams weeks underscored the potential of bush planes in 's vast wilderness. Operators extended to private firms like Laurentide Company for timber mapping in starting in 1922, and it even appeared in international contexts, such as Australian attempts at long-distance flights. Today, no original airframes survive intact, but scale replicas—such as a 7/8th model built in 1992 for the film —are displayed at institutions like the Bomber Command Museum of and the , highlighting its role as a pioneer in amphibious technology.

Design and Development

Origins and Prototype

In December 1918, initiated a private venture to design and build an amphibious aimed at the burgeoning commercial airliner market in the aftermath of . Development began with hull testing in an experimental tank at St Albans, . The project sought to capitalize on the growing demand for versatile aircraft capable of operating from both land and water, targeting short-haul inter-city and coastal passenger services. Led by designer R. K. Pierson, the Viking represented ' first foray into amphibious aviation, drawing on the company's experience with structures from wartime production. The prototype incorporated a two-bay configuration with a arrangement to accommodate the fuselage-mounted cabin, allowing for a clear forward view and passenger access. It featured retractable wheeled undercarriage that could be stowed within the hull for operations, complemented by a fixed tail skid and water rudders for stability on surfaces. Constructed primarily of wood with fabric covering, the was powered by a 288 hp Rolls-Royce -cooled V12 engine, initially chosen after evaluating alternatives like the 200 hp Wolseley-built . Registered as G-EAOV, the prototype was completed at Vickers' facility in , . The prototype made its maiden flight at in 1919, demonstrating the Viking's potential as a four- to six-seat with amphibious versatility. Intended to carry passengers and light cargo on routes where runways were limited, it offered enclosed accommodation in a compact cabin forward of the wings. Early testing highlighted its balanced handling on both land and water, though the design emphasized reliability over high performance to suit civilian operations. The prototype crashed on 18 December 1919 near , , while being demonstrated by Sir John Alcock. Performance evaluations during prototype trials recorded a maximum speed of approximately 110 mph (177 km/h) and a service ceiling around 10,000 ft (3,000 m), providing sufficient range and altitude for typical regional flights while maintaining economical operation with the Falcon engine. These figures established the Viking's viability for commercial service, though subsequent development addressed refinements for production models.

Evolution of Variants

The Vickers Viking series underwent progressive modifications following the prototype's first flight in 1919, which utilized a Rolls-Royce Falcon engine as the baseline for subsequent upgrades. The Viking II, introduced in 1920, featured a Rolls-Royce Eagle VIII engine, providing greater wingspan and improved performance. The Viking III, developed around 1920, was a variant that won first prize in the category at the 1920 competition, highlighting its design strengths in versatile water and land operations, though it was ultimately not adopted for service. By 1922, the Viking IV (Type 54) emerged as the primary production model, equipped with a 450 hp engine and optimized for passenger transport; around 26 units were built, most at the facility. Later iterations included the Viking V and VI, which featured minor refinements such as increased fuel capacity for extended range, with two Viking V aircraft built for RAF service in . The Viking VII (also known as , Type 83), introduced in , featured a sloop-nosed and tail for enhanced racing and fleet-spotting potential, with only one unit built. Related developments extended the lineage, including the (Type 78), a 1922 amphibian variant with an enclosed cabin and redesigned wings powered by the , of which two examples were constructed for a 1924 round-the-world flight attempt. Overall production of the Viking series (I through VII) totaled 31 aircraft between 1919 and 1923, manufactured at ' works in Britain. contributed significantly under license, assembling eight units with adaptations for cold-weather operations, including use of local timber for hull construction to suit northern environments.

Operational History

Early Flights and Incidents

The prototype Vickers Viking, registered G-EAOV, undertook its initial demonstration flight on 18 December 1919, when Vickers chief test pilot Captain Sir John William Alcock departed from Aerodrome in bound for the at Airport, , to showcase the aircraft's amphibious capabilities. During this promotional ferry flight, Alcock encountered conditions, including and strong winds, causing the aircraft to fly unsteadily at low altitude before crashing into a field near Côte d'Evrard, approximately 25 miles north of . Alcock sustained fatal injuries in the impact and died shortly after being rescued by local farmers, with medical assistance delayed due to the remote location. The accident destroyed the prototype and highlighted early challenges with the Viking's handling in adverse conditions, though no structural failure was officially cited. Following the loss of the , subsequent early production models, including the Viking IV variant, continued limited testing and promotional activities in 1920 and 1921, with displays at events such as the Olympia Aero Show in where the Viking II (G-EASC) was exhibited. These efforts aimed to demonstrate the aircraft's potential for military reconnaissance and civilian transport, emphasizing its ability to operate from both land and water. However, the program faced setbacks from the prior incident, prompting to refine test procedures for later variants. On 13 April 1922, another significant early incident occurred during preparations for a planned global circumnavigation flight, when renowned aviator Sir Ross Macpherson Smith and his mechanic, Lieutenant James Mallett Bennett, were killed while test-flying a Vickers Viking IV (G-EBBZ) from Aerodrome near , . The aircraft spun into the ground shortly after takeoff, resulting in the instantaneous death of Smith and Bennett succumbing minutes later; the inquest ruled the fatalities as . This crash, witnessed by Smith's brother Keith, underscored ongoing risks in the Viking's development phase, particularly during high-performance testing of the amphibious design.

Military and Civilian Service

In 1923, the Royal Canadian Air Force acquired eight Vickers Viking Mk. IV amphibious —two delivered directly from Britain and six constructed by Canadian Vickers Limited in —for roles including coastal patrols, training exercises, and aerial surveys across and . These aircraft supported operational squadrons such as 3 (Operations) Squadron and were based at locations like and Victoria Beach, , contributing to both military and civil tasks like forestry until the last was struck off strength in 1931. In the , the Viking III prototype (G-EAUK, later assigned military serial N147) underwent evaluation trials with the Royal Air Force for naval cooperation duties, including deck-handling tests aboard the HMS Argus in the early 1920s. The Viking V variant was similarly assessed but neither was adopted for service, as the flying boat was favored for its superior range and payload in reconnaissance roles. Export military applications included six Viking Mk. IV aircraft (four new in 1923 and two ex-civil in 1925) supplied to the , serving primarily in capacities from coastal bases. In the Dutch East Indies, another eight Vikings were ordered in 1920 for the Royal Netherlands East Indies Army Air Force, arriving in 1922 to conduct along regional routes until approximately 1925, supporting colonial defense and survey missions. Civilian operations in the mid-1920s involved the Viking's amphibious design for short-haul passenger and mail transport in challenging terrains, such as inland waterways in , where RCAF-leased examples facilitated bush services carrying small groups alongside forestry duties. High operating costs and rapid advancements in aviation technology limited widespread adoption, leading most Vikings to be retired by the late due to obsolescence. The final known military use ended with the RCAF in 1931, though isolated private flights persisted briefly thereafter. The original Viking amphibian's nomenclature was reused in the 1940s for the unrelated twin-engine airliner, derived from the Wellington bomber, which has occasionally caused historical confusion between the two distinct designs.

Operators

Civil Operators

The Vickers Viking found niche applications in civilian aviation during the early , primarily as an amphibious transport for , services, and in regions with challenging or waterways. Its wooden and pusher configuration made it suitable for short-haul operations, though its limited production run—approximately 31 units built—restricted widespread adoption by commercial fleets. Some operators transitioned from demonstration or military surplus stock, adapting them for private or charter use. In , the River Plate imported two Type 73 Viking IVs (c/n 19 and 20) in for coastal passenger and freight transport along the Atlantic seaboard, with service continuing until sold to the in 1925. These imports catered to the growing demand for reliable short-range connectivity in remote areas, often involving mixed cargo and limited passengers.

Military Operators

The Royal Canadian Air Force acquired eight Vikings starting in through the Canadian Vickers subsidiary, with two Viking IVs assembled and six built locally, employing them for maritime reconnaissance patrols along the coast until their retirement by 1931. The Argentine Navy purchased four Viking IVs in 1923, supplemented by two ex-civil Viking IVs in 1925, utilizing them for patrol operations along the estuary before retiring them around 1932. The evaluated two Viking Vs during tropical trials with No. 70 Squadron in 1922 but did not adopt them for operational squadron service. The imported two Viking IVs in 1923 for evaluation purposes, with their use limited primarily to training activities. The Royal Navy operated one Viking III in 1921 and one Viking V in 1922 for trials. The purchased one Viking IV in 1921, delivered in 1923, for evaluation. The Soviet Air Force acquired one Viking IV in 1922 via the Russian Trade Delegation.

Technical Specifications

Viking IV

The Vickers Viking IV was the primary production variant of the amphibious series, optimized for both civil passenger transport and roles with a pusher propeller configuration. It accommodated a crew of one pilot and had capacity for 3 passengers, emphasizing versatility in seating for short-haul operations over water or land.

General Characteristics

ParameterSpecification
Crew1 pilot
Capacity3 passengers
Length34 ft 2 in (10.41 m)
Wingspan50 ft (15.24 m)
Height14 ft 0 in (4.27 m)
Wing area635 sq ft (59.0 m²)
Empty weight4,040 lb (1,833 kg)
Max takeoff weight5,790 lb (2,626 kg)
These dimensions and weights provided a lightweight structure suitable for amphibious operations, constructed primarily from wood with fabric covering for buoyancy and ease of maintenance.

Powerplant

The Viking IV was powered by a single Napier Lion 12-cylinder broad-arrow piston engine in , delivering 450 hp (336 kW). This water-cooled engine, arranged with three banks of four cylinders, was mounted behind the wings to protect the propeller from spray during water takeoffs and landings.

Performance

Performance metrics for the Viking IV included a maximum speed of 113 mph (182 km/h) at and a cruise speed of 91 mph (146 km/h), enabling efficient short-range flights. The range was 925 mi (1,489 km) with long-range tanks, supported by a service ceiling of 13,500 ft (4,100 m) and a climb to 3,000 ft (915 m) in 3.2 min. These figures reflected its role as a reliable general-purpose aircraft for the era.

Armament

The Viking IV had no standard armament in its civil configuration, but military variants included provisions for light bombs or machine guns in a role, typically one or two machine guns mounted on a in the forward compartment.

Fuel Capacity

Fuel capacity consisted of 100 imp gal (120 gal; 455 L) in main tanks, enabling an endurance of 4 hr 45 min under typical operating conditions.

Variant Comparisons

The Vickers Viking series evolved through several variants, each introducing modifications to address specific operational needs, primarily in engine power, hull protection, fuel capacity, and configuration for civil or roles. The production-standard Viking IV featured a 450 hp , a maximum speed of 113 mph at , a range of 925 miles with long-range tanks, and capacity for three passengers in a non-armored hull. Earlier models like the Viking I and II utilized a 375 hp and were optimized for civil transport. The Viking III incorporated provisions for armament including bomb racks and gun positions for reconnaissance. The Viking VII was a landplane configuration by removing the floats, sacrificing amphibious capabilities for land-based operations. Specialized derivatives included the , which featured an enclosed cabin accommodating four passengers, retained the 450 hp engine but offered an optional tractor propeller configuration. Later versions included the , a development related to the evaluated by the RAF.
VariantKey Engine ChangeOther Notable Features
Viking I/II375 hp Rolls-Royce EagleCivil-focused, basic structure
Viking III450 hp Napier LionArmament provisions for military
Viking IV450 hp Napier LionStandard production, amphibious
Viking VII450 hp Napier LionLandplane, no floats
Vulture450 hp (tractor option)Enclosed cabin for 4
Vanellus450 hpRAF evaluation variant; single example

Legacy and Preservation

Surviving Examples and Replicas

No original Vickers Viking survive today, as all examples were scrapped or destroyed by the 1940s owing to the deterioration of their wooden and fabric construction and wartime material shortages. A full-size static replica of the Viking IV, built in the 1970s for the film The People That Time Forgot, is preserved and displayed at in , , , where it serves as a key exhibit highlighting early post-World War I aviation design. Additionally, a 7/8-scale built in 1992 for the film is displayed at the Bomber Command Museum of Canada in , with another on loan to the Alberta in . Preservation initiatives emphasize educational and static displays rather than restorations of flyable aircraft, given the type's brief operational lifespan of less than two decades and the challenges posed by its perishable materials.

Historical Influence

The Vickers Viking played a pivotal role in advancing amphibian during the , particularly through its innovative propeller configuration, which provided superior clearance over water surfaces during takeoffs and landings, a feature that aligned with broader trends in engineering to enhance operational safety in marine environments. This choice exemplified the shift toward practical multi-role capable of transitioning between and water, influencing subsequent developments in British and colonial where similar layouts were explored for improved and reduced spray ingestion. In Canada, the Viking's production and operational deployment marked a foundational milestone, as Canadian Vickers Limited, initially lacking domestic aircraft manufacturing expertise, assembled six units following the import of two from Britain in 1923, gaining critical experience in wooden hull construction and biplane assembly using local timber. This hands-on involvement directly informed the company's subsequent indigenous designs, culminating in the Canadian Vickers Vedette flying boat of the late 1920s, which incorporated shared elements like the hull form and biplane structure adapted for rugged northern conditions, establishing Vedette as a staple for surveying missions through the 1930s. The Viking's success in roles such as aerial photography over and further demonstrated the durability of Canadian-sourced materials in amphibious applications. Commercially, the Viking underscored the feasibility of small amphibious airliners for remote passenger and mail services, with variants like the four-seat cabin model operated by firms such as Laurentide Air Services for treaty deliveries across in 1924, replacing traditional canoe routes and enabling efficient access to isolated regions. These operations highlighted the aircraft's versatility in bush aviation, indirectly supporting the expansion of scheduled flying boat services by carriers like in the following decade, while also exposing vulnerabilities in wooden construction—such as susceptibility to humidity and impact damage—that accelerated the aviation industry's transition to metal frameworks by the mid-1920s. Compared to contemporaries, the Viking outperformed the Commercial Amphibian (Channel) in the 1920 Air Ministry for amphibians, securing first prize for its balanced speed and handling despite the rival's tractor engine offering better forward visibility, though the Channel was later preferred for certain naval tenders. In payload terms, it yielded to larger wartime-derived designs like the Felixstowe Fury, a five-engined flying boat, but served as an essential transitional type, repurposing ' World War I expertise—evident in the lineage—into peacetime civilian and exploratory transports. The Viking's legacy persists amid occasional historiographical confusion with the unrelated 1940s Vickers VC.1 Viking airliner, a Wellington-derived twin-engine , which has led to misattributions in popular accounts of postwar British aviation. Despite this, the original Viking received recognition in Canadian contexts, including its role in 1920s mineral prospecting expeditions that opened northern frontiers, though it features sparingly in broader media depictions beyond aviation museums.

References

  1. https://bombercommandmuseum.ca/vickers-viking/
  2. https://albertaaviationmuseum.com/collection/aircraft-collection/vickers-viking-4/
  3. https://www.erudit.org/fr/revues/scientia/2009-v32-n2-scientia3414/038165ar.pdf
  4. https://flyingmachines.ru/Site2/Crafts/Craft30148.htm
  5. https://www.thisdayinaviation.com/18-december-1919/
  6. https://www.gracesguide.co.uk/Vickers:_Viking
  7. https://www.secretprojects.co.uk/threads/raf-specifications-for-aircraft-from-1920-to-1949.8301/
  8. https://www.steemrok.com/50years/FIFTY-YEARS-v90.html
  9. http://www.aviastar.org/air/england/vickers_vikingboat.php
  10. http://aviadejavu.ru/Site/Crafts/Craft21368.htm
  11. http://www.aviastar.org/air/england/vickers_vanellus.php
  12. http://www.aviastar.org/air/england/vickers_95_vulture.php
  13. https://aviation-safety.net/wikibase/77727
  14. https://vickersvimy.com.au/timeline-event/death-of-sir-ross-smith-and-james-bennett/
  15. https://caspir.warplane.com/aircraft/serial-search/aircraft-no/200001732
  16. https://www.silverhawkauthor.com/post/canadian-warplanes-2-canadian-vickers-viking
  17. https://legionmagazine.com/the-forest-watchers-air-force-part-35/
  18. http://www.ww2wings.com/wings/dutcheastindies/HISTORYMLKNIL.doc
  19. https://flyingmachines.ru/Site2/Arts/Art4798.htm
  20. https://publications.gc.ca/collections/collection_2024/mdn-dnd/D2-657-2024-eng.pdf
  21. http://www.rojasbazan.com/models---87-models-at-museo-aeronaval.html
  22. https://www.usni.org/magazines/naval-history-magazine/2019/december/jump-starting-japanese-naval-aviation
  23. http://aircraft-photographs.s3-website-eu-west-1.amazonaws.com/aircraft-ww1-raf-vickers-54-viking-amphibious-biplane.html
  24. https://www.telegraph.co.uk/travel/forgotten-Britain-bid-fly-around-world/
  25. https://www.imdb.com/title/tt0076535/trivia/
  26. https://www.key.aero/article/refining-flying-boat
  27. https://simpleflying.com/vickers-vc-1-viking-history/
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