Jump to content

Avro Vulcan XH558

From Alfawiki
Vulcan To The Sky Trust
Company typeCharitable trust
Founded2005
FounderWalton family (ownership transferred to Trust)
Headquarters
Doncaster Sheffield Airport
,
United Kingdom
Area served
United Kingdom
ProductsRestoration and operation of Avro Vulcan XH558


Template:Infobox aircraft

Avro Vulcan XH558 (military serial XH558, civil registration G-VLCN), known as Spirit of Great Britain, represented the final airworthy example among the 134 Avro Vulcan delta-winged, jet-powered strategic nuclear bombers operated by the Royal Air Force throughout the Cold War. It was the last Vulcan to remain in military service and also the final one to fly post-1986. Its final flight took place on 28 October 2015.

Initially taking to the skies in 1960, Vulcan XH558 underwent conversion for a maritime reconnaissance mission in 1973, followed by a transformation into an air-to-air refuelling tanker in 1982. After its retirement from active service in 1984, it continued flying with the RAF's Vulcan Display Flight until 1992. In the year following, it was acquired by C Walton Ltd and used for static exhibitions at their Bruntingthorpe Aerodrome facility in Leicestershire until 1999. Thanks to a combination of public contributions and support from the Heritage Lottery Fund, the aircraft was restored to flying condition by the Vulcan To The Sky Trust, resuming flight on 18 October 2007. The total funds raised to achieve this milestone amounted to £6.5 million.

Resuming its role as a display aircraft in 2008, ongoing donations helped cover approximately £2 million in yearly operational expenses. Between summers of 2008 and 2010, its base was located at RAF Brize Norton, Oxfordshire, before relocating for winter periods to RAF Lyneham, Wiltshire starting late 2009. From 2011 onward, it was stationed year-round at the commercial Doncaster Sheffield Airport. Despite recurring financial challenges threatening grounding and sale, XH558 remained airborne long enough for critical engineering lifespan concerns to become the primary limitation on further flights. After overcoming these issues once to extend operational life by two years, it was officially announced on 15 May 2015 that the aircraft’s flying career would conclude that year due to withdrawal of support from third-party maintenance providers. Since its final sortie, XH558 has been preserved in taxiable condition alongside two other surviving Vulcans, XL426 and XM655.

Royal Air Force

Between 1956 and 1965, 136 Vulcan bombers were manufactured at Woodford Aerodrome, with the initial aircraft entering active service on 20 May 1957.[1][2] The first upgraded B2 model, XH558, made its inaugural flight from Woodford on 25 May 1960 and was delivered to No. 230 Operational Conversion Unit at RAF Waddington, Lincolnshire, on 1 July 1960. This unit was responsible for training pilots transitioning from other aircraft to operate the Vulcan.[3] Soon after, the 230 OCU relocated to RAF Finningley, South Yorkshire. In 1968, XH558 returned to Waddington where it served operationally with the Waddington Wing squadrons (44, 50, and 101 Squadrons).[3]

File:Vulcan-G-VLCN-173.jpg
Farnborough Airshow 2008

In August 1973, XH558 was among nine Vulcans modified into the SR2 Maritime Radar Reconnaissance role for deployment with No. 27 Squadron.[3] By 1979, it was determined that the Vulcan fleet was obsolete, leading to the first aircraft being scrapped in December 1980.[4] The final operational bomber squadron was disbanded on 27 December 1982.[4] During that year, XH558 was converted into the K2 tanker variant—one of six—to temporarily address shortages in the RAF’s tanker fleet caused by aging aircraft retired during Falklands War operations and delays in new replacements.[4] After conversion at Woodford in late June, it re-entered service with 50 Squadron at Waddington on 12 October.[3] The last Vulcans remaining in service were these six tankers plus a few standard models used as trainers within 50 Squadron, which disbanded on 31 March 1984.[4] XH558 was officially retired from service on 17 September 1984.[3]

Following its retirement, XH558 was chosen for participation in display flights with the RAF's Vulcan Display Flight based at Waddington. Established in 1984, the VDF had already been using XL426 (later donated to Southend in 1986).[5] For airshow duties, XH558 was restored to B2 specifications in 1985 and made its display debut at Bournemouth that May. It remained active with the VDF for seven years before completing its final flight at Cranfield on 20 September 1992.[3]

XH558 earned distinction as the last Vulcan in operational use largely because it had limited exposure as a low-level bomber and spent extended periods grounded following a significant accident on takeoff from RAF Scampton on 6 November 1975 during a northbound maritime mission. An engine failure occurred when the No. 3 engine ingested a seagull, causing catastrophic damage that pierced a large hole through the starboard wing. Extensive repairs kept XH558 grounded for several years, resulting in fewer flight hours compared to other Vulcans despite being among the earliest Mk.2s commissioned by the RAF.[6]

Prior to this, the aircraft appeared in the Central Office of Information (COI) film No Claim Bonus in 1961, which was later utilized as a Trade test colour film on BBC 2.

Post-RAF Service

File:Avro Vulcan XH558.jpg
Touchdown at the Farnborough Airshow 2008

After being designated for disposal, XH558 was purchased by the Walton family and ferried by air to Bruntingthorpe Aerodrome in Leicestershire on 23 March 1993, marking its final flight of the 20th century. The aircraft was maintained in an operational state and occasionally performed high-speed runs along the main runway alongside other fast jets during special open days.

Approximately ten years earlier, soon after acquiring Bruntingthorpe, the Walton family had considered flying the preserved XM575 from East Midlands Airport to their intended aviation museum. However, this plan was abandoned when funding fell short before essential maintenance could be completed.

In 1997, an evaluation was undertaken to assess the possibility of returning XH558 to flying condition. This was a challenging prospect for the owners since the aircraft would have to be retired as a static exhibit and largely dismantled prior to restoration. Following this assessment, the final public ground run occurred on 5 September 1999.

The Vulcan to the Sky Trust was created to generate financial support for the restoration project. An initial application to the Heritage Lottery Fund was rejected in 2002 but later revised and accepted in 2004. Restoration efforts commenced in 2005; to instill confidence among contributors, ownership of XH558 was officially transferred from the Walton family to the Trust that same year. Celebrating a funding milestone, on 31 August XH558 was moved out of its hangar for the first time in seven years for a promotional photo shoot.

XH558 achieved its first flight since retirement on 18 October 2007, completing three test sorties. Registered as G-VLCN by the CAA, it received a special exemption permitting it to fly bearing its original Royal Air Force markings as XH558. During May 2008, XH558 was stationed at RAF Coningsby where it underwent additional testing and participated in a photo session alongside a Lancaster and a Typhoon aircraft. On 9 June 2008, it completed its final test flight—a 98-minute journey from Bruntingthorpe that included a demonstration for CAA examiners. With this deemed successful, an application for an airshow flying permit was submitted, aiming for participation at its first public event in fifteen years: the RAF Waddington Airshow on 5 and 6 July.

The CAA authorized XH558’s ferry flight from Bruntingthorpe to Waddington on Thursday, 3 July, but only granted permission for display flights starting Friday. This enabled XH558’s inaugural display flight—a five-minute performance—before an estimated audience of 125,000 on Saturday. Unfortunately, an electrical issue prevented it from flying on Sunday.

In 2010, XH558 received the name Spirit of Great Britain.

Towards the end of 2012, multiple factors led to a decision to retire XH558 after completing the 2013 season. However, following another feasibility review, this decision was overturned and a significant fundraising campaign was launched. This effort funded essential engineering work that allowed XH558 to continue flying through the 2014 and 2015 seasons—referred to as Operation 2015.

Retirement

File:Avro Vulcan B.2 XH558 Woodford Aerodrome 27.06.15.jpg
XH558 flying over Woodford Aerodrome, 27 June 2015

On 15 May 2015, it was declared that the 2015 season would mark the final year of XH558’s flight operations.

The UK Civil Aviation Authority withdrew its 'Permit to fly'

Several possibilities to extend flying activities beyond 2015 were explored but ultimately dismissed due to factors such as engineering challenges, financial constraints, logistical impracticalities, and other circumstances beyond the Trust’s influence. These included restricting flight hours during 2015, manufacturing new Olympus engines, obtaining components from other Vulcans, training additional personnel, engaging alternative technical authorities, and even relocating XH558 overseas.[7] Consequently, after completing the 2015 Farewell to Flight display season, XH558 conducted its final flight on 28 October 2015, performing a brief demonstration at its base in Doncaster Sheffield.[8]

Future plans

Following the permanent grounding of XH558, the Trust planned to establish a new educational and heritage centre centered around the Vulcan at Doncaster Sheffield Airport. However, in August 2022, they received notice to vacate by June 2023. This development coincided with announcements regarding the airport’s commercial difficulties and potential closure.[9][10][11] In December 2024, the Vulcan To The Sky Trust announced that they had secured an agreement in principle for XH558’s long-term residence at Doncaster.[12]

The Trust remains dedicated to preserving XH558 in excellent condition and utilizing it for educational initiatives—a commitment extending for eighty years as stipulated by the terms of the 2005 Lottery funding. The initial phase involves creating the Vulcan Aviation Academy & Heritage Centre, featuring an academy facility for students aged 14–18 that focuses on six aviation disciplines: piloting, air traffic control, airport ground operations, aircraft operations, cabin crew training, and aviation engineering. Adjacent to this academy will be a heritage centre housing XH558, where it will be maintained in a state capable of performing taxi runs; the frequency of these will depend on available funding. Since taxi operations require less intensive engineering support than flight status, the Trust’s related engineering company is exploring establishing itself as an independent CAA-approved heritage aviation maintenance provider. Consequently, due to this shift in operational focus after flight cessation, the Trust plans to close its secondary base located at Hinckley.[7][13]

Displays

File:Vulcan - RIAT 2015 (21415832665).jpg
XH558 at RIAT 2015 during its final display season

Although XH558 completed its initial post-restoration flight in 2007, unforeseen delays prevented it from participating in the 2007 display season or joining the flypast along The Mall in London on 17 June 2007, commemorating the 25th Anniversary of the Falklands War.[14][15] After restoration, the aircraft performed annual displays from 2008 through to 2015, fulfilling and surpassing the Heritage Lottery Fund grant's stipulation to accumulate a minimum of 250 flight hours.[7]

The inaugural display following restoration took place at RAF Waddington, featuring a joint flypast with the Avro Lancaster from the Battle of Britain Memorial Flight, followed by a solo performance. Initially, it was projected that the Vulcan would participate in 13 shows during its first season.[16] However, technical difficulties led to the cancellation of three events, adverse weather conditions caused two cancellations, and another three were called off due to issues with the No. 2 engine.

In the summer of 2008, an estimated audience of 3.8 million witnessed XH558, with approximately 1.5 million attending airshow displays.[17][18] The aircraft’s sole international appearance occurred in 2009 at the Royal Netherlands Air Force Open Days held at Volkel Air Base in the Netherlands. A distinctive aspect of XH558’s flypasts and airshow performances is the "Vulcan Howl"—a unique sound produced by certain Vulcan aircraft when engines operate near 90 percent thrust due to their specific air intake design.[19][20][21]

To preserve airframe longevity, flying hours for the 2010 season were restricted to between 30 and 40 hours, reducing appearances compared to 2009. Some events spanning two days limited XH558’s participation to only one day—the first day was prioritized, allowing the second day to serve as a contingency for technical or weather-related issues.

Several airshow appearances in August 2011 were cancelled due to a fuel tank leak.[22]

Marking the Diamond Jubilee year of both the Vulcan’s maiden flight and Queen Elizabeth II’s accession in 2012, plans were made for XH558 to participate in over thirty displays celebrating British aviation and engineering achievements during her reign.[23] Some events were cancelled following an engine failure in May. After engine replacements later that year, XH558 inaugurated the Farnborough International Airshow by flying alongside the Red Arrows.[24]

File:Red Arrows Farewell to Vulcan MOD 45159089.jpg
XH558 flypast with the Red Arrows for the final time on 19 September 2015 at Southport Airshow

The concluding display season commenced on 6 June 2015 with a performance at Throckmorton, Worcestershire. The season progressed largely as scheduled until August, with only one cancellation—the mini-display at Bicester’s Flywheel Festival on 21 June.[25] Among these events was the Salute the V-Force Tour over the weekend of June 27–28, during which XH558 visited every location housing surviving V-bomber airframes.[26]

An appearance planned for the weekend of August 21–22 at the Shoreham Airshow was disrupted by a crash involving a Hawker Hunter.[27] The Hunter crashed shortly before 13:30 (BST) on the first day; XH558 had been scheduled to fly at approximately 14:05. A de Havilland Sea Vixen, already airborne for a subsequent display, performed a tribute flight instead, followed by XH558 flying its tribute at its allocated time as the final aircraft that day.[28]

Following this incident, on August 24 the Civil Aviation Authority (CAA) introduced temporary restrictions on vintage civilian jets performing over land, limiting them to flypasts and prohibiting high-energy aerobatic maneuvers.[29] Due to these constraints affecting XH558, the Durham Tees Valley air show scheduled for August 29 was deferred until 2016.[30][31] However, after consultation with the CAA on August 27, it was clarified that XH558’s display routine did not qualify as aerobatic flying; consequently, it was permitted to continue flying with only minor modifications to its routine.[32]

Prior to the Shoreham accident, XH558’s final flying season was credited with drawing record attendance figures at airshows nationwide. In the week following the crash, it was not anticipated that spectator numbers would be significantly impacted at other events planned over the August Bank Holiday weekend aside from minor adjustments.[31]

The ultimate public appearances were confirmed for October 4 at both Gaydon Heritage Motor Centre in Warwickshire and Old Warden in Bedfordshire.[25]

XH558 conducted its farewell national tour on October 10 and 11, 2015.[33][34] Divided into two segments, flights covered northern locations on October 10 and southern routes on October 11. This itinerary included significant sites linked to both XH558’s history and that of the entire V-Force fleet. Notable waypoints featured:

At least two additional flights were scheduled for late October.[34]

Restoration

File:Ollie "Les" Harvey installing a refurbished engine fire-bottle onto XH558.JPG
Fitting a refurbished engine fire-bottle on XH558

Andrew Edmondson, the Trust’s engineering director, described the XH558 restoration as "the most intricate return-to-flight endeavour ever undertaken globally".[35] He frequently highlights the 11-year interval between the initial flights of the Lancaster bomber and the Vulcan to illustrate to the public the significant technological advancement represented.[36] The Civil Aviation Authority (CAA) categorizes it as complex due to the absence of manual backups for its powered systems.[37]

The Walton family’s purchase included eight engines along with 17.5 tons of spare parts.[3] To manage the restoration, David Walton formed The Vulcan Operating Company (TVOC), functioning as an engineering branch of C Walton Ltd, proprietors of Bruntingthorpe airfield. Marshal Aerospace, as an appropriately certified entity, was designated to provide design authority necessary for converting a military aircraft into a civil one under CAA regulations.[38] Following the transfer of XH558 from the Walton family to the Trust, TVOC and Marshall continued work on the project within the same hangar.[14]

During restoration, obsolete offensive and defensive equipment—including navigation and H2S radar systems—were removed, lowering the aircraft’s maximum all-up weight to 146,000 lb.[37] Some ballast weight was reintroduced in specific areas to maintain proper balance.[39] The original Olympus 202 engines were replaced by zero-hour units that had been preserved since 1982. Engines taken out were either scrapped, sectioned for display purposes, or transferred to the Vulcan Restoration Trust for use on XL426 at Southend.[40] On 17 August 2007, XH558’s No.3 Rolls-Royce Olympus 202 engine was operated for the first time in over two decades.[40] Subsequently, on 22 August, all four engines were briefly run at near full power.[40]

Electrical malfunctions affected test flights in April 2008; on the 14th, during a trip to RAF Cottesmore, the crew declared an emergency and landed there after suspecting an auxiliary power unit (APU) fire, which was later identified as a false alarm caused by a faulty warning light.[41][42] Another flight two days later was cut short due to failure of one undercarriage door to close properly, traced to a malfunctioning micro-switch. Throughout its first year back in flight, significant technical challenges emerged including incompatibilities between modern airport electrical infrastructure and the Vulcan’s systems, as well as water ingress into the airframe during wet conditions.[36]

Post-restoration

Since the aircraft operated under visual flight rules (VFR), it was restricted from ascending through cloud layers to higher altitudes where turbulence is typically less intense, as doing so would require instrument flight rules (IFR) certification. Operating under VFR at lower levels, where air turbulence is more common, results in increased airframe fatigue and thus accelerates fatigue-index (FI) consumption. A strategic objective was to implement authorised modifications based on fatigue index usage and engine cycles, aiming to synchronize the fatigue life of the airframe with the anticipated engine lifespan so that both would expire concurrently.

On 28 May 2012, during a practice take-off from Doncaster Sheffield Airport, catastrophic failures occurred in both port engines, leading to a 90-minute airport closure.[43] The failure originated from No. 1 engine ingesting silica gel desiccant bags, which caused its malfunction and subsequent debris ingestion by No. 2 engine. This incident was attributed to an inadequate pre-flight inspection by maintenance personnel. While the airframe sustained no structural harm, both engines were deemed irreparable and required replacement from the Trust’s reserve of new engines.[44]

Investigation revealed that the use of silica gel packs was inappropriate; these had been placed inside engine intakes with the intention of absorbing moisture to mitigate corrosion. However, this approach was fundamentally flawed because the engines were not housed within a sealed environment. Furthermore, the packs lacked visual warning indicators and there was no established protocol—such as a 'shadow board' system—to ensure their removal prior to flight.

In March 2014, significant structural modifications were made to the wings, extending the airframe’s operational life sufficiently to cover the 2014 and 2015 flying seasons—refer to Operation 2015 for details.

Funding

File:Vulcan at Windermere.jpg
Windermere Airshow 2009

To first flight

The Vulcan to the Sky Trust initiated fundraising efforts in 1999.[3] Public support was bolstered by a dedicated supporters group known as the Vulcan to the Sky Club (previously Vulcan 558 Club).

An initial grant application submitted to the Heritage Lottery Fund in 2001 faced rejection in 2002 amid controversy, largely due to the fund’s limited enthusiasm for aviation projects. Following advice from HLF officials, the Trust revised its proposal and resubmitted it in 2003; this second application succeeded with an award of £2,734,000 granted on 23 June 2004.[14] By the start of restoration work in 2005, approximately £1 million had already been contributed by individual donors.[14] Additional financial backing came through ongoing donations as well as in-kind contributions such as free materials and services from various companies. Numerous original equipment manufacturers also provided technical expertise and support.[14]

In 2006, the project encountered a severe funding shortfall, prompting an urgent appeal on 1 August requesting £1.2 million by month-end to avoid halting restoration indefinitely. This goal was met partly due to a last-minute £500,000 contribution from an anonymous benefactor.[15] The donor was subsequently identified as Sir Jack Hayward, a noted British philanthropist.[14] This donation supplemented £860,000 already secured.

By the time of its inaugural test flight, total funds raised amounted to £6.5 million, increasing further to £7 million by the first public display.[45][35]

Ongoing

Following the resumption of flight operations, the idea of utilizing the Vulcan as a flying advertisement was explored as a potential means to sustain funding. After its restoration to airworthiness, revenue was partially recovered by charging fees for aerial displays, with a full performance costing £8,000 during the initial year. At 2008 fuel prices, operating 50 flight hours resulted in fuel expenses alone amounting to £160,000.

Prior to the inaugural display, a commercial sponsorship donation enabled the Trust to commit to appearances at key events such as the Royal International Air Tattoo at Fairford and the Farnborough International Airshow during the first display season, aiming to attract significant commercial backing.

However, plans for securing substantial sponsorship were hindered by the Great Recession, compounded by concerns from some potential investors due to XH558’s history as a nuclear bomber. Following that first season, annual operating costs were estimated at £1.6 million, with insurance premiums accounting for £180,000. Consequently, in December 2008, the Trust launched an appeal seeking £1 million within four months; with only one month remaining and engineering staff placed on standby, the Trust described their situation as requiring a "miracle." The fundraising goal was ultimately achieved on 6 March 2009.

During this financial challenge, prominent figures including Richard Branson, Robin Gibb, Frederick Forsyth, and Air Chief Marshal Michael Knight publicly urged government intervention through national newspapers to incorporate XH558 into the Battle of Britain Memorial Flight. Simultaneously, the Trust initiated a petition addressed to Downing Street requesting state funding.

In early 2010, another funding shortfall emerged due to continued recession effects. Staff were again warned of potential consequences while £650,000 had to be raised by March’s end. To cover maintenance originally planned for 2011 as well, the Vulcan 50th Birthday appeal sought £800,000 by March’s deadline. An anonymous donation of £400,000 received on 24 February enabled maintenance work to commence. With no major sponsors secured, reliance remained on monthly contributions from the public.

Following the final display of the 2010 season on 26 September, the Trust alerted supporters about a funding gap partly attributed to economic conditions and launched an appeal for £400,000 needed by October’s end to cover winter maintenance costs. Although fundraising fell slightly short in the final days before deadline, sufficient funds were deemed raised to avoid permanently grounding the aircraft and maintain hopes for two additional display seasons.

Having financed winter maintenance for 2010/11, expectations were that enhanced marketing efforts and a record number of displays during 2010 would eliminate the need for further summer fundraising. However, rising fuel expenses and changes in VAT regulations necessitated another appeal seeking £350,000 by May.

By 2012, excluding any unforeseen repairs, annual costs covering routine maintenance, fuel, and insurance surpassed £2 million—still significantly exceeding income generated from displays alone—thus maintaining dependence on donations and other fundraising activities.

Although retirement after the 2013 season was initially anticipated due to engineering constraints, doubts about completing that season arose when winter maintenance fundraising efforts collected only half of the targeted £400,000.

With plans to retire XH558 after 2013 later reversed, a major fundraising campaign was launched at the start of that year aimed at resolving various challenges and securing flight operations through the conclusion of the 2015 season—known as Operation 2015.

Operation 2015

File:Vulcan detail.jpg
On the ground at RAF Leuchars, 2009

Following the conclusion of the 2012 flying season, it was declared that 2013 would probably mark the final year of operations. This decision was primarily due to the wings reaching the limit of their authorized flight lifespan without undergoing a costly life-extension procedure (reinforcement of the leading edge skin) estimated at £200,000. Undertaking this repair presented challenges since the original manufacturing tools were no longer available, making error correction difficult. Additionally, the absence of new engines contributed to the decision, as the last two spare engines had been used after failures in May, and refurbishing others was not a viable option. Critical shortages of other spare parts were also becoming apparent, with replacement costs deemed prohibitive.

In early 2013, a feasibility assessment conducted by Cranfield Aerospace determined that repairing the wings was achievable by reverse engineering components necessary to replicate Avro's original Modification 2221. This intervention promised to extend the wings’ operational life by an additional two years. As a result, at the outset of the 2013 season, the Trust withdrew its plan to retire XH558 at year-end and launched the Operation 2015 fundraising campaign. The initiative aimed to support three main objectives: completing the wing repair during the off-season, financing routine winter maintenance for 2013/14, and securing essential spare parts through to the conclusion of 2015. Extending flight operations beyond 2015 was not anticipated due to engine life limitations and other component refurbishments or reproductions being financially unfeasible. The wing modification work was finalized by March 2014.

Operating bases

After its RAF service ended in 1993, XH558’s initial base was Bruntingthorpe Aerodrome in Leicestershire, owned by the Walton family. Originally commissioned as RAF Bruntingthorpe in 1942, it had since transitioned into a private airfield and testing site.

During its inaugural summer display season in 2008, XH558 operated from RAF Brize Norton in Oxfordshire before returning to Bruntingthorpe for winter maintenance. RAF Waddington also served as a frequent summer practice location due to greater operational flexibility compared to Bruntingthorpe. In early years, some display locations underestimated the spatial requirements and towing equipment necessary for managing an aircraft of XH558’s size and weight. The pattern of basing at Brize Norton during summers and Bruntingthorpe over winters continued through 2009.

Towards the end of 2009, XH558 relocated from Bruntingthorpe’s winter base to a temporary facility at RAF Lyneham in Wiltshire—an active RAF station—while Trust headquarters moved to Hinckley, Leicestershire. This transition was motivated by cost considerations and logistical concerns, notably minimizing risks associated with foreign object damage on Bruntingthorpe’s heavily used runway. For the 2010 summer display season, XH558 returned once more to RAF Brize Norton.

In 2011, operations shifted to Doncaster Sheffield Airport, with XH558 flying from RAF Lyneham to Robin Hood on March 29. Doncaster Sheffield occupies the former RAF Finningley base where XH558 had been stationed for eight years during the 1960s. One rationale behind moving to a commercial airport was to enhance public accessibility for closer viewing of XH558—something restricted at active RAF bases. The relocation from Lyneham was kept confidential prior to execution to reduce expenses at the still-developing new base and to avoid detracting attention from ongoing repatriation flights of British service personnel from Afghanistan at Lyneham.

Crew

File:XH558-AvroVulcan-1379.JPG
Preparing for takeoff from RAF Fairford following the 2010 Royal International Air Tattoo

In its civilian setup, XH558 operates with a minimal crew of three: two pilots alongside an air electronics officer (AEO). When operating from alternate airfields, a crew chief is added to the team.[37] The owners of the ground-operational Vulcans XM655 and XL426 supported the flight crew with pre-flight training.[37] Pilots frequently describe flying the restored XH558 as an enjoyable experience.[36] The testing phase was managed by Ian Young, chief test pilot at Marshall Aerospace.[46] David Thomas served as pilot during the aircraft’s inaugural public demonstration at Waddington.[47]

The flight crew comprised former RAF members, led by Martin Withers DFC, who was both Chief Pilot and Operations Manager at the time.Template:Fix/category[citation needed]

Cold War

The Heritage Lottery Fund’s approval of the Trust’s revised 2003 proposal was largely due to its renewed emphasis on educational objectives, particularly highlighting the Vulcan's function as a nuclear deterrent throughout the Cold War. During this period, the continuous alert status of the V-Force ensured a credible second strike capability, deterring any potential first strike from the Soviet Union.[14] The Trust envisioned XH558 serving as a dynamic piece of living history, acting as a powerful reminder to future generations of how narrowly global catastrophe was avoided. BBC journalist Robert Hall noted that this eerie symbol of destruction sparked ongoing debate during the final test flights about whether such an artifact should be restored.[46]

Falklands War

File:XH558-Abingdon-2011.jpg
Abingdon Air & Country Show 2011

The Vulcan’s sole combat operations occurred during the 1982 Falklands War, by which time only 32 aircraft remained active. From these, the top 10 were selected for deployment in the Black Buck raids.[48] Having transitioned to maritime reconnaissance duties in 1973, XH558 did not participate in these missions. However, as the last surviving Vulcan, it featured twice in commemorations related to the Falklands conflict:

  • At the 2009 Victory Show in Cosby, Leicestershire—celebrating the 70th anniversary of World War II—XH558 headlined with a pyrotechnics-enhanced recreation of the initial Black Buck bombing run.[49] According to the Trust, this marked Britain’s first-ever re-enactment of that mission.[50]
  • To commemorate the conflict’s 30th anniversary, a new Falklands Memorial was unveiled on 21 May 2012 at the National Memorial Arboretum. The dedication ceremony featured a flypast led by XH558 alongside other aircraft types involved in the war.[51]

On both occasions, Martin Withers piloted XH558; he had also flown Vulcan XM607 during the initial Black Buck raid.[49][51]

See also

Notes

  1. ↑ Birtles, p121
  2. ↑ Birtles, p47
  3. ↑ 3.0 3.1 3.2 3.3 3.4 3.5 3.6 3.7 Birtles 2008, p. 97.
  4. ↑ 4.0 4.1 4.2 4.3 Birtles, p57
  5. ↑ Cubitt and Ellis 1997, p. 123.
  6. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  7. ↑ 7.0 7.1 7.2 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  8. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named lastflight
  9. ↑ Doncaster Sheffield Airport owners reiterate that it 'cannot continue in its current form' and admit 800 jobs are at risk Yorkshire Post, 27 July 2022. Retrieved 16 August 2022
  10. ↑ Vulcan XH558: Iconic Cold War aircraft to leave Doncaster Sheffield Airport amid uncertainty over future Yorkshire Post, 15 August 2022. Retrieved 16 August 2022
  11. ↑ Vulcan XH558 set to leave Doncaster Sheffield Airport in 2023 vulcantothesky.org, 15 August 2022. Retrieved 16 August 2022
  12. ↑ Vulcan XH558 secures long-term home at Doncaster Sheffield Airport vulcantothesky.org, 3 December 2024. Retrieved 20 January 2025
  13. ↑ "An exciting new life for XH558". Archived 26 November 2015 at the Wayback Machine Vulcan To The Sky, 25 November 2015.
  14. ↑ 14.0 14.1 14.2 14.3 14.4 14.5 14.6 Cite error: Invalid <ref> tag; no text was provided for refs named Birtles98
  15. ↑ 15.0 15.1 Cite error: Invalid <ref> tag; no text was provided for refs named donorsaves
  16. ↑ "Five more air show appearances by Vulcan." thisislincolnshire, 12 July 2008. Retrieved: 14 June 2013.
  17. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named lowmorale
  18. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named lastouting
  19. ↑ Pleming, Dr. Robert. "We all love the howl." Archived 11 January 2014 at the Wayback Machine Vulcan To The Sky, 13 December 2013.
  20. ↑ "Will 'howl' of the Vulcan bomber be heard over Bournemouth again?" The Daily Echo, 30 December 2009.
  21. ↑ "Vulcan XH558 Awesome Howl Sounds." Youtube, 28 October 2012.
  22. ↑ "Fuel leak prevents Avro Vulcan flights at airshows." BBC News, 17 August 2011.
  23. ↑ "Vulcan XH558 to honour Queen's Diamond Jubilee". BBC News, 7 October 2011.
  24. ↑ "The Farnborough International Airshow 2012 in Hampshire." The Telegraph. Retrieved: 6 June 2015.
  25. ↑ 25.0 25.1 "2015 Appearances confirmed to date." Vulcan To The Sky, 5 June 2015.
  26. ↑ "Locations for V-Force Tour."Template:Fix/category[permanent dead link] Vulcan To The Sky, 2 June 2015.
  27. ↑ "Vulcan excitement as second Shoreham visit added". Worthing Herald, 4 August 2015.
  28. ↑ "Vulcan flypast pays tribute after crash". Shoreham Herald, 22 August 2015.
  29. ↑ "Shoreham Airshow crash: Vintage jet restrictions announced". BBC News, 24 August 2015.
  30. ↑ "Durham Tees Valley air show postponed". BBC News, 26 August 2015.
  31. ↑ 31.0 31.1 "Shoreham air crash: How will it affect other shows?". BBC News, 28 August 2015.
  32. ↑ "Vulcan back in air for first time since Shoreham air disaster". Archived 1 September 2015 at the Wayback Machine The Star (Yorkshire), 27 August 2015.
  33. ↑ Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  34. ↑ 34.0 34.1 Lua error in Module:Citation/CS1/Configuration at line 2123: attempt to index field '?' (a nil value).
  35. ↑ 35.0 35.1 Cite error: Invalid <ref> tag; no text was provided for refs named displaygoahead
  36. ↑ 36.0 36.1 36.2 Cite error: Invalid <ref> tag; no text was provided for refs named bumpyreturn
  37. ↑ 37.0 37.1 37.2 37.3 Birtles 2008, p. 103.
  38. ↑ Birtles 2008, p. 102.
  39. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Graceandstyle
  40. ↑ 40.0 40.1 40.2 Cite error: Invalid <ref> tag; no text was provided for refs named Cotter p. 34
  41. ↑ "Test flights for restored bomber." BBC News, 14 April 2008. Retrieved: 6 June 2015.
  42. ↑ "Vulcan bomber suffers fire alert." BBC News, 14 April 2008. Retrieved: 14 April 2008.
  43. ↑ "Vulcan bomber XH558 fault causes Robin Hood Airport closure." BBC News, 28 May 2012.
  44. ↑ Homer, Ian. "Engine Damage Update." Vulcan To The Sky, 30 May 2012.
  45. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named firsttestflight
  46. ↑ 46.0 46.1 "Symbol of destruction' takes to the air". BBC News, 16 April 2008.
  47. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named firstdisplay
  48. ↑ Birtles, p86
  49. ↑ 49.0 49.1 "Vulcan's bombing run is highlight of Leicestershire war show". Leicester Mercury, 7 September 2009.
  50. ↑ "Vulcan to star at air show". Leicester Mercury, 2 September 2009.
  51. ↑ 51.0 51.1 "Vulcan flypast at Falklands memorial dedication." BBC News, 20 May 2012.

Bibliography

  • Birtles, Philip. The Avro Vulcan: Britain's Cold War Warrior. London: Midland (Ian Allan Publishing), 2008. ISBN 978-1-8578-0269-6.
  • Cotter, Jarrod. "Fifty years of '558." Avro Vulcan (Aviation Classics Issue 7). London: Mortons Media Group Ltd., 2010. ISBN 978-1-906167-38-7.
  • Cubitt, Duncan and Ken Ellis. Vulcan: Last of the V-Bombers (Osprey Classic Aircraft). London: Osprey Publishing, 1997. ISBN 978-1-8515-2968-1.
  • Dancey, Peter G. The Avro Vulcan: A History. Oxford, UK: Fonthill Media, 2014. ISBN 978-1-7815-5232-2.
  • Pleming, Dr. Robert. The Life & Times of the Avro Vulcan, a British design icon. Hinckley, Leicestershire, UK: Vulcan to the Sky Trust, 2010.

External links

File:Commons-logo.svg
Wikimedia Commons has media related to [[commons:Lua error in Module:WikidataIB at line 506: attempt to index field 'wikibase' (a nil value).|Lua error in Module:WikidataIB at line 506: attempt to index field 'wikibase' (a nil value).]].
Retrieved from "https://www.alfawiki.org/index.php?title=Avro_Vulcan_XH558&oldid=77667"