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Vickers Type 667

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Adapted from the English Wikipedia article Vickers Type 667, available under CC BY-SA 4.0Updated 29 November 202579 sources
Vickers-Armstrongs
IndustryAerospace, Defence
Founded1828
Headquarters
Weybridge, Surrey
,
United Kingdom
ProductsMilitary aircraft, including the Vickers Valiant bomber

Overview

The Vickers Valiant was a British jet-powered bomber engineered for high-altitude missions, primarily designed to deliver nuclear armaments. During the 1950s and 1960s, it formed a crucial component of the Royal Air Force's strategic deterrent, known as the "V bomber" force. Developed by Vickers-Armstrongs in response to the Air Ministry's Specification B.35/46, which called for a jet bomber capable of carrying nuclear weapons, the Valiant was the first among the V bombers to enter active service. It was subsequently joined by the Handley Page Victor and Avro Vulcan. Notably, the Valiant remains the sole V bomber to have deployed live nuclear devices during testing.

In 1956, Valiants based in Malta conducted conventional bombing raids over Egypt as part of Operation Musketeer, linked to the Suez Crisis. From that year until early 1966, the primary role of the Valiant fleet was nuclear deterrence amid tensions between NATO and Warsaw Pact countries. Additional squadrons were tasked with aerial refueling, reconnaissance missions, and electronic warfare operations.

By 1962, due to advancements in Soviet surface-to-air missile (SAM) capabilities, the entire V-force—including the Valiant—shifted from high-altitude flight profiles to low-level penetration tactics to evade SAM threats. In 1964, inspections revealed fatigue damage and crystalline corrosion in the wing rear spar attachment forgings of the Valiants. The aluminium alloy used in these components, identified as DTD 683—a zinc-magnesium-based material developed during World War II for high-strength applications—was found to be highly susceptible to cracking and fatigue failure when subjected to extended service life beyond wartime expectations. Although repairs began in late 1964, a governmental change led Defence Minister Denis Healey to decide on retiring the Valiant early in 1965. Meanwhile, the Victor and Vulcan bombers continued operational service into the 1980s.

Origins and Early Context

In November 1944, the Joint Technical Warfare Committee, alongside a separate panel led by Sir Henry Tizard, evaluated the prospective advancements in "weapons of war." The resulting Tizard Report, released on 3 July 1945, outlined specific strategic directives for the Royal Air Force (RAF) Bomber Command. Following the conclusion of the Second World War, the RAF maintained its approach of deploying heavy four-engine bombers for large-scale raids during the immediate postwar era; the Avro Lincoln, an improved iteration of the Avro Lancaster, became the RAF's principal bomber. In 1946, the Air Staff issued Operational Requirements OR229 and OR230, calling for heavy turbojet-powered bombers capable of delivering nuclear weapons at high altitude and speed without defensive weaponry, intended both as a deterrent against adversaries and, if necessary, to conduct nuclear strikes. Concurrent with this objective, Britain embarked on developing its own atomic arsenal.

In January 1947, the British Air Ministry released Specification B.35/46 for an advanced jet bomber designed to carry nuclear payloads and operate near sonic speeds at altitudes around 50,000 ft (15,000 m). Three manufacturers—A.V. Roe, Handley-Page, and Vickers-Armstrongs—submitted sophisticated designs aimed at fulfilling these demanding criteria. Although Short Brothers also proposed a concept by Geoffrey T. R. Hill, it was deemed overly ambitious; however, their alternative submission for a separate requirement, B.14/46, was accepted by the Air Staff as a contingency should challenges arise with B.35/46. Aviation historians Bill Gunston and Peter Gilchrist characterized Specification B.14/46 as seeking "little more than a conventional aircraft equipped with jet engines." Short's conservative design to meet B.14/46 evolved into the S.A.4 Sperrin. Two prototypes were completed, with the first flight occurring in 1951; nevertheless, the Sperrin ultimately served only research and development roles.

Emerging from World War II as a leading global aerospace manufacturer, Vickers operated a clandestine development unit based in Weybridge, Surrey—akin to a secretive "Skunk Works"—which had been involved in several confidential wartime projects. This division spearheaded early work on what would become the Valiant bomber, including assembling its initial two prototypes. Vickers initially proposed a six-engine jet bomber to satisfy Specification B.35/46 but revised this to a four-engine configuration in 1948 as more powerful jet engines became available. Their design was comparatively straightforward and less aerodynamically advanced than competing entries.

Both Handley-Page and Avro presented highly advanced bombers—the Victor and the Vulcan, respectively. The Air Staff chose to award contracts to all three manufacturers as a precautionary measure against potential failures in any single design. These aircraft collectively became known as the V bombers or V-class, each bearing names beginning with "V." Initially, Vickers' proposal was rejected due to being less sophisticated than the Victor and Vulcan; however, Vickers' chief designer George Edwards successfully persuaded the Air Ministry by emphasizing that his design would be ready significantly earlier than its competitors. He committed to flying a prototype by late 1951, having production models airborne before the end of 1953, and initiating serial deliveries by early 1955—a critical factor for Vickers' future in aircraft manufacturing. Edwards was confident that his team at Weybridge could meet these deadlines and performance targets without altering equipment or attempting to match the higher altitude and speed benchmarks set by rival designs, as such changes risked delaying delivery.

Although developing three distinct bombers under one Operational Requirement entailed substantial expense, geopolitical events like the Berlin Blockade heightened urgency to establish an effective deterrent against potential Soviet aggression in Western Europe.

In April 1948, Specification B.9/48 was issued by the Air Staff based on Vickers' Type 660 design; an official 'Instruction to Proceed' was granted to Vickers on 16 April 1948.

By February 1949, two prototypes of the Vickers 660 series were commissioned: one equipped with four Rolls-Royce RA.3 Avon turbojet engines and another fitted with four Armstrong Siddeley Sapphire engines designated Type 667.

Prototypes

The inaugural prototype displayed at the Farnborough Airshow, 1951

The initial prototype, bearing the serial number WB210, completed its first flight on 18 May 1951,[1] meeting the deadline set by George Edwards just 27 months after the contract award. This achievement preceded the rival Short Sperrin, which featured straight wings rather than swept ones and was ultimately not commissioned. Captain Joseph "Mutt" Summers, who had also been the first test pilot of the Supermarine Spitfire, piloted the Valiant’s maiden flight, eager to add another milestone before retirement. His co-pilot was Gabe "Jock" Bryce, who later replaced Summers as Vickers' chief test pilot following Summers' retirement shortly thereafter.[2][3][4] The designation "Valiant" was officially assigned to the Vickers Type 660 in June 1951, reviving a name previously used for the Vickers Type 131 biplane from 1931.[N 1] The name was selected through a poll among Vickers personnel.[5]

On 11 January 1952, the first prototype was lost during internal noise testing related to the V.1000 project. These tests involved engine shutdowns and restarts,[6] one of which triggered a fire in the starboard wing; although most crew members escaped safely, the co-pilot was fatally injured after striking the tail section during ejection.[7][8]

Following fuel system modifications, the second prototype WB215 conducted its first flight on 11 April 1952.[9] This aircraft was equipped with more powerful RA.7 Avon engines delivering 7,500 pounds-force (33 kN) thrust each instead of the initially planned Sapphires. It also incorporated redesigned air intakes—broader and more rounded compared to the narrow slot-type intakes of the original prototype—to supply adequate airflow for the enhanced engines. The brief interval before this second prototype's readiness ensured that development progressed without delay despite the loss of WB210.[10][11][12]

The Valiant B2

Among the trio of prototypes was a B.2 variant.[13] Designed for use as a Pathfinder aircraft operating at low altitude to designate targets for main bomber formations, the B.2 featured a reinforced airframe to withstand increased turbulence encountered during low-level flight. Notably, its wings were strengthened by eliminating cut-outs that previously housed the main landing gear wheels in the B.1 model; this modification allowed an uninterrupted torsion box structure within the wing and increased internal fuel capacity. Instead of retracting into wing cut-outs, the four-wheeled main landing gear folded rearwards into sizable fairings positioned at the rear of each wing.[14] Compared to the B.1’s length of 108 ft 3 in (32.99 m), the B.2 had an extended fuselage measuring 112 ft 9 in (34.37 m), providing additional space for avionics equipment.[15]

The B.2 prototype with serial number WJ954 made its first flight on 4 September 1953.[16] Painted in a glossy black scheme suited for night operations, it earned the nickname "Black Bomber". Its low-altitude performance surpassed that of both the B.1 and other V-bombers—particularly at sea level—with official clearance for speeds up to 580 mph (930 km/h) at low level and test speeds reaching 640 mph (1,030 km/h); in contrast, the B.1’s sea-level speed limit was 414 mph (665 km/h).[17] Although seventeen production B.2s powered by Rolls-Royce Conway turbofan engines were ordered by the Air Ministry, development ceased because the World War II-era "Pathfinder concept" was deemed outdated in light of nuclear strategy.[18] The B.2 prototype served several years in testing roles including rocket-assisted takeoff trials using two Super-Sprite motors to aid hot or high-altitude airfield operations for Valiant B.1s; it also underwent extensive taxiing tests investigating brake judder issues that led to landing gear fatigue failures before being scrapped in 1958.[19][20][21][22]

Production

Valiant B(PR)K.1 WZ393 of 90 Squadron in original all-metal finish displaying at Blackpool Squires Gate airport in 1957

In April 1951, the Ministry of Supply placed an initial order for 25 Valiant B.1 (Bomber Mark 1) aircraft on behalf of the RAF. This early procurement was crucial in enabling rapid commencement of manufacturing. Due to shortages of steel and other essential materials during the establishment of the Brooklands assembly line, many of the production jigs for the Valiant were constructed from concrete. The first five units produced were built to pre-production specifications, with WP199 being the initial example. The first flight of a production-standard Valiant occurred on 21 December 1953, meeting the timeline promised by Edwards.

The inaugural production Valiant was handed over to the RAF on 8 February 1955, marking the official entry into service of Britain's "V-bomber" fleet, a designation coined in October 1952. The Victor and Vulcan bombers would subsequently join the Valiant, completing a trio of nuclear-capable strategic bombers within RAF service. By September 1957, the last Valiant had been delivered, with all units arriving punctually and within budget.

A total of 108 Valiants were manufactured, including one B.2 prototype. Beyond its primary function as a nuclear deterrent platform, the Valiant also carried conventional high-explosive bombs. Variants included a strategic reconnaissance model and a versatile version capable of conventional bombing, aerial reconnaissance, and in-flight refuelling operations. Squadron 18 operated six Valiants equipped with electronic countermeasure systems. Aircraft from 90 and 214 squadrons were adapted for air refuelling by installing a Hose Drum Unit (HDU) within the bomb bay, utilizing the same suspension points as the bombs themselves. Consequently, refuelling required opening the bomb-bay doors to deploy the hose—unlike later tankers where the HDU was integrated flush with the fuselage underside. Several Valiants also served in experimental roles, such as acting as flying testbeds during trials of the Blue Steel nuclear-armed standoff missile, which was later incorporated into the arsenals of other V-bomber types.

Unlike its counterparts, the Vulcan and Victor, no advanced Mark 2 version of the Valiant entered production. In 1962, Valiant squadrons transitioned to low-level flight tactics to evade enemy surface-to-air missile defenses. However, by 1964 structural fatigue resulting from increased turbulence at low altitudes was detected, prompting an early retirement of the type. Aviation historian Vic Flintham noted an ironic circumstance: Vickers had developed a Type 673 B Mk 2 variant designed as a fast low-level pathfinder, but it failed to gain approval from the Air Ministry. The Valiant represented Vickers' final military aircraft designed specifically for combat roles; subsequent projects included civilian transports such as the turboprop Vanguard introduced in 1959 and the jet-powered VC10 launched in 1962, which also served military transport and tanker functions for the RAF.

Design

Forward perspective of the preserved Vickers Valiant XD818 at the Royal Air Force Museum Midlands

The Valiant's design was grounded in established aeronautical principles of its era, avoiding experimental aerodynamic features that would have necessitated validation through scaled prototypes or extensive R&D efforts. Consequently, George Edwards referred to the Valiant as an "unfunny" aircraft.[23]

Featuring a shoulder-mounted wing, the Valiant was equipped with four Rolls-Royce Avon RA.3 turbojets, each delivering up to 6,500 pounds-force (29 kN) thrust, arranged in pairs within fireproof compartments embedded in each wing root.[24] The aircraft presented a sleek appearance characterized by swept-wing aerodynamics.[25] Its wing root had a thickness-to-chord ratio of 12%, allowing the Avon engines to be integrated within the wing structure rather than mounted externally on pods as seen on the contemporaneous Boeing B-47.[26] This embedded engine configuration enhanced aerodynamic cleanliness and reflected British design conventions of the period. However, it complicated maintenance access and heightened the risk that an uncontained engine failure could damage adjacent engines. Additionally, it necessitated a more complex main spar design routed around the engines.[27]

The wing employed a "compound sweep" arrangement developed by Vickers aerodynamicist Elfyn Richards.[28] Richards identified the need for increased sweep on the wing’s inboard section, later patenting this concept as "Improvements in Aeroplane Wing Formation," which aimed to delay shockwave formation uniformly across the wing span.[29] Specifically, the inner third of the wing featured a 37° sweepback, transitioning to 21° for the outer sections.[30][31] This design choice was facilitated by a reduced thickness-to-chord ratio near the wingtips.[28] The relatively gentle sweep near control surfaces limited operational speeds to Mach 0.84, with typical cruising at Mach 0.75 up to altitudes of 55,000 feet (17,000 m) under light load conditions.[32][33] The aircraft did not require a drogue parachute even when operating from runways as short as 6,000 feet (1,800 m).[17]

Positioned high on the fuselage, the wing’s internal space was constrained by housing both engines and main landing gear within it, limiting available fuel volume.[24] The trailing edge incorporated two-section ailerons with trim tabs and double-slotted flaps situated inboard of the ailerons.[34] Flaps and landing gear were actuated via direct electric motors. Although steering and brakes were hydraulically operated, their hydraulic pumps were driven by electric motors rather than mechanical linkages.[35]

Wing root area showing air intakes

Production models utilized four Avon 201 turbojets generating 9,500 pounds-force (42 kN) thrust each. These engines supplied bleed air for pressurization, ice protection systems, and air conditioning. Additionally, engine-driven DC generators provided electrical power for onboard systems.[35] Napier Spraymat electric heaters were fitted within engine intakes to prevent ice accumulation that could result in damage from ice shedding. Initial prototypes featured long rectangular intake slots; production variants adopted oval or “spectacle” shaped inlets to accommodate higher airflow demands from more powerful engines.[26] Exhaust gases exited through fairings positioned above the wing trailing edges.[26]

To meet takeoff requirements from short tropical dispersal airfields,[36] jettisonable rocket-assisted takeoff (RATO) booster packs were developed for use with the Valiant.[18] Testing involved two underwing de Havilland Sprite boosters; however, these became unnecessary following upgrades to more powerful Avon engine variants. Moreover, asymmetric thrust resulting from booster failure posed safety hazards during takeoff.[22] Some engines were equipped with water injection systems which augmented takeoff thrust by approximately 1,000 pounds-force (4.4 kN) per engine.[37]

The crew operated from a pressurized compartment located at the forward fuselage section comprising a pilot, co-pilot, two navigators, and an air signaller—later designated as an air electronics officer (AEO).[38] Saunders-Roe subcontracted construction of this pressurized module. The pilot and co-pilot sat side-by-side on an upper tier while the other three crew members occupied rear-facing stations below them.[39] Defensive armament requirements were eliminated prior to production based on operational concepts validated by the World War II De Havilland Mosquito bomber,[31] resulting in a five-member crew without gun turrets or gunners. Although Vickers proposed installing twin 20 mm cannons in the tailcone, this idea remained at the drawing board stage.[18] Pilot and co-pilot egress was facilitated by Martin-Baker Mk.3 ejection seats; rear crew members had to evacuate through an oval main entrance door on the port side—a method considered unreliable for safe escape.[40][24]

Side entry door on forward fuselage displaying pilot Kenneth Hubbard’s crew names

Behind the pressurized cockpit but ahead of the wings lay space housing avionics equipment and environmental control systems—often referred to as the “organ loft.”[24] The aircraft featured twin-wheel nose gear and tandem multi-wheel main landing gear assemblies retracting outward into recesses beneath the wings. Each main gear was equipped with multipad anti-skid disc brakes and mechanically linked telescoping units allowing simultaneous retraction via a single drive motor.[24] Most aircraft systems—including flaps and landing gear—were electrically powered.[41] Braking and steering functions relied on electrically driven hydraulic pumps rather than direct mechanical operation.[42][43] The lower nose housed an H2S radar scanner within a fiberglass radome; beneath this was a visual bomb sight situated below the cockpit floor.[24] The avionics bay was not accessible from inside the cockpit but could be reached through an entry point at the rear fuselage base leading to an internal catwalk above the aft bomb bay area.[44]

Electrical power was primarily supplied by four engine-driven generators producing 112 volts DC for high-demand systems; supplementary power at lower voltages of 28 V DC supported actuators managing higher voltage functions. Backup sources included batteries rated at both 24 V and 96 V DC. Additionally, radar systems and flight surface actuators operated on supplied alternating current at approximately115 volts.[42][45][46] The design philosophy emphasized maximizing electrical actuation over hydraulic equivalents due to weight advantages associated with electric motors combined with mechanical drives versus hydraulic pumps with fluid lines and reservoirs.[47]

Flight controls—including ailerons, elevators, and rudder—utilized dual-channel powered control systems complemented by full manual backup capability; pilots trained extensively for manual operation anticipating potential complete electrical failures during flight.[42] Manual control required substantial physical effort.[46] Artificial feel feedback for pilot inputs was provided via pressure generated from ram-air intakes integrated into control sticks controlling elevators, ailerons, and rudder movements.[47]

Equipped with Smith Aerospace autopilot systems alongside Instrument Landing System (ILS) capabilities,[48] navigation aids included Marconi-built Green Satin Doppler radar, Gee radio navigation, Automatic Direction Finder (ADF), VHF Omnidirectional Range (VOR) combined with Distance Measuring Equipment (DME), plus radar altimeters. Provisions existed for additional sensors such as side-looking airborne radar installations.

Landing gear assembly beneath wing

The central fuselage incorporated a main structural backbone supporting widely spaced wing spars along with five fuel cells located in its upper section; its lower half contained the bomb bay compartment.<refs group=N/> The aft fuselage utilized semi-monocoque construction offering weight savings compared to central fuselage structures; electro-hydraulic power units for flight controls such as ailerons,elevators,and rudder—manufactured by Boulton-Paul Aircraft—were housed here.<refs group=N/> Rather than swept-back,the tail assembly tapered smoothly,<refs group=N/> with its horizontal stabilizer mounted high on the vertical fin to avoid engine exhaust interference.<refs group=N/> Tailcone equipment included an ARI5800 Orange Putter tail warning radar system.<refs group=N/>

Key structural elements like spars and beams were fabricated using DTD683 aluminium alloy—a zinc/magnesium/copper blend developed in Britain.<refs group=N/> The aircraft followed a Safe-Life design philosophy;<refs group=N/> however,this alloy combined with Safe-Life methodology later proved problematic.In1956,a study published in Journal of Institute of Metals<refs group=N/> highlighted DTD683’s instability under plastic strain and fatigue near design stress limits,resulting in risk of catastrophic structural failure.The Safe-Life approach itself was criticized by Lockheed engineers during Royal Aeronautical Society presentations that year for not ensuring fail-safe performance under all conditions.

The Valiant B.1 variant could carry nuclear ordnance weighing up to 10,000 pounds (4,500 kg) or alternatively accommodate up to twenty-one conventional bombs each weighing approximately 1,000 lb (450 kg) within its bomb bay.It was engineered specifically for early fission-based nuclear weapons as well as subsequent larger thermonuclear hydrogen bombs.<refs group=N/> When unladen with external stores,a clean-configured Valiant could ascend directly to altitudes around50,000ft post-takeoff.

For reconnaissance missions,a camera crate replaced ordnance within the bomb bay along with fuselage-mounted cameras,and larger rear fuel tanks enhanced mission endurance;<refs group=N/> large external fuel tanks holding approximately 1,650 imperial gallons (7,500 L) each could be attached under wings to extend range.An additional auxiliary tank could be installed forward in bomb bay.External wing tanks were standard equipment on tanker-configured aircraft equipped for aerial refueling operations.A fixed refueling probe was mounted on the nose connected externally along canopy frame to avoid breaching pressurized cabin integrity.<refs group=N/>

Nuclear deterrent

Side perspective of a Yellow Sun nuclear bomb displayed beneath the wing of Vickers Valiant XD818 at the RAF Cosford museum

The Valiant was first introduced to service with 138 Squadron, which was established at RAF Gaydon on 1 January 1955. Shortly thereafter, on 21 February 1955, the 232 Operational Conversion Unit was also formed at Gaydon to train crews on the new bomber.[49] Given that the Valiant represented a completely new category of RAF bombers, its crews were carefully chosen from seasoned airmen. Lead pilots were required to have accumulated 1,750 flying hours as aircraft captains and completed at least one tour flying the Canberra. Second pilots needed a minimum of 700 command hours, while the remaining three crew members had to be recommended by their commanding officers for assignment to the Valiant.[50] Initially, the Valiant was deployed in the strategic nuclear bombing capacity alongside the Vulcan and Victor B.1 bombers as they entered service. At its operational height, ten RAF squadrons were equipped with the Valiant.[51][52]

Gunston and Gilchrist noted that the Valiant demonstrated "exceptional performance" during the annual bombing contests conducted by the American Strategic Air Command (SAC).[53] The USAF generals Hoyt Vandenberg, Johnson, and LeMay visited Vickers due to their interest in the Valiant. Test pilot Brian Trubshaw suggested that George Edwards faced some pressure to produce a licensed version of the Boeing B-47. Ultimately, LeMay's main influence was persuading that the side-by-side seating layout in the Valiant’s cockpit be adopted for the B-52 bomber instead of the tandem configuration used in both the B-47 and early B-52 prototypes.[54]

On 11 October 1956, Valiant B.1 WZ366 from No. 49 Squadron executed the first British live atomic bomb drop during Buffalo R3/Kite

On 11 October 1956, a Valiant B.1 (WZ366) belonging to No. 49 Squadron, flown by Edwin Flavell, became the first British aircraft to release an atomic bomb by conducting a test drop of a reduced-yield Blue Danube device over Maralinga, South Australia.[55] This event was part of the Operation Buffalo nuclear test series conducted in that region. To shield crew members from the intense nuclear flash, special windscreen blinds were installed prior to detonation. After completing its mission and landing, WZ366 underwent inspections for possible structural damage and radioactive contamination.[56]

On 15 May 1957, a Valiant B(K).1 (XD818) piloted by Kenneth Hubbard dropped Britain’s inaugural hydrogen bomb, known as Short Granite, over the Pacific Ocean during Operation Grapple.[57] No. 49 Squadron was chosen for this live weapon deployment and operated specially modified Valiants tailored to scientific requirements and outfitted with protective measures against heat and radiation.[58] Although a thermonuclear explosion occurred, its yield measured less than one-third of what was anticipated.

A British hydrogen bomb detonated at its intended yield during the Grapple X test on 8 November 1957.[59] The Grapple testing series extended into early 1958; in April that year, Grapple Y yielded an explosion ten times more powerful than Short Granite.[60] Testing concluded in November 1958 when Britain decided to cease further air-delivered nuclear experiments.[53]

Initially designed for high-altitude bombing missions, tactics shifted following the downing of Gary Powers’ Lockheed U-2 by an early Soviet SA-2 Guideline missile in 1960. This SAM threat prompted bomber squadrons to adopt low-level attack profiles aimed at evading radar detection within hostile airspace. Consequently, their paint schemes changed from anti-flash white to grey/green camouflage with standard markings.[61] By 1963, four squadrons equipped with Valiants—49, 148, 207, and 214—were assigned under SACEUR for low-level tactical bombing duties.[53] By this stage in their service life, flight hours for these aircraft had noticeably diminished.[53]

Conventional warfare

A camouflaged Valiant stationed at Filton, England, circa mid-1960s

During peacetime, training exercises involved dropping small practice bombs on instrumented bombing ranges, alongside a predicted bombing system that utilized radio tones to indicate bomb release points over non-range targets. Ground radar units calculated bomb deviations, relaying this information either to the crew mid-flight or back to headquarters for evaluation. The Valiant’s Navigational and Bombing System (NBS), combined with the expertise of highly skilled crews—often veterans decorated for wartime service—enabled bombing precision surpassing that of many World War II aircraft. Gunston and Gilchrist noted that Valiant crews could accurately place practice bombs within mere meters of their intended targets from altitudes around 45,000 feet (14,000 m).[53]

In the months of October and November 1956, the Valiant became the first of the V-bombers to engage in combat during the Anglo-French-Israeli Suez campaign. As part of Operation Musketeer, the British operation during the Suez Crisis, Valiants operating out of Luqa airfield in Malta conducted conventional bombing raids on Egyptian targets. The primary focus was Egyptian military airbases, with additional strikes directed at communication centers such as radio stations and transportation nodes.[62] On the initial night, six Valiants were dispatched to attack Cairo West Air Base; however, this mission was aborted mid-flight due to concerns about nearby US personnel. Meanwhile, six aircraft targeted Almaza Air Base, and five others struck Kibrit Air Base and Huckstep Barracks.[63][64]

Despite no opposition from Egyptian forces and no losses among the Valiants, the effectiveness of these raids was considered underwhelming. Although a total of 842 long tons (856 t) of bombs were dropped by the Valiants, only three out of seven targeted airfields sustained significant damage.[N 2] Broader multinational operations had effectively neutralized the Egyptian Air Force, with Valiant missions forming only a part of this campaign.[65] This marked the final combat deployment of RAF V-bombers until Avro Vulcans conducted bombing raids on Port Stanley airfield during the Falklands War in 1982.[66]

Tanker operations

Valiant tanker aircraft were operated by No. 214 Squadron based at RAF Marham, becoming active in 1958, and by No. 90 Squadron at Honington from 1959 onward.[67] Both squadrons transitioned exclusively to tanker duties on 1 April 1962.[68] Tanker-configured aircraft were equipped with a Hose Drum Unit (HDU or "HooDoo") installed within the bomb bay. This HDU was mounted on bomb rack points but could be removed to restore bomber capability if needed;[69] consequently, fuel transfer required opening the bomb bay doors. The HDU was controlled via a panel located at the radar navigator’s station in the cockpit.

Demonstration flights covering long distances often involved aerial refuelling by other Valiant tankers strategically positioned at various airfields along the route. Notably, in 1960 a Valiant bomber completed a non-stop flight from Marham in the UK to Singapore, while in 1961 a Vulcan achieved a non-stop journey from the UK to Australia.[67] These two tanker squadrons regularly conducted extended-range missions including direct flights from the UK to destinations such as Nairobi, RAF Gan, and Singapore.[70] During this period, Valiants also refuelled other aircraft including Victor and Vulcan bombers; Royal Air Force fighters like the English Electric Lightning; and Royal Navy fighters such as the de Havilland Sea Vixen and Supermarine Scimitar.[71]

Electronic countermeasures and reconnaissance assignments

The Valiants operated by No. 18 Squadron RAF at RAF Finningley underwent conversion for the "radio countermeasures" (RCM) mission, which later became known as "electronic countermeasures" (ECM). These aircraft were eventually equipped with American-made APT-16A and ALT-7 jamming transmitters, along with Airborne Cigar and Carpet jamming systems, APR-4 and APR-9 "sniffing" receivers, and chaff dispensers. At least seven Valiants were adapted to fulfill the RCM role.

Meanwhile, No. 543 Squadron's Valiants at RAF Wyton were converted for photographic reconnaissance duties. Notably, during a single operation in 1965, these aircraft captured imagery covering approximately 400,000 square miles (1,000,000 km2) of Rhodesia over an 11-week timeframe.

Structural fatigue issues and decommissioning

In 1956, Vickers conducted a series of low-altitude trials using WZ383 to evaluate the aircraft’s performance during high-speed, low-level flight. Modifications included fitting a metal radome and debris shields on the inner engines; after six sorties, the artificial feel of the ailerons and elevators was reduced by half. Pilots also reported issues with cabin heating and condensation that required attention. The aircraft was outfitted with data recording equipment, enabling Vickers to estimate the safe operational lifespan under these conditions. Initial findings suggested a recommended safe life of 75 hours, later revised to possibly less than 200 hours. The annual flying hours for each Valiant became an operational concern for the RAF.

Vickers Valiant on display

Subsequently, the RAE conducted similar tests simulating more realistic operational scenarios, including taxiing and low-level flight. The resulting 1958 report provided valuable insights into which flight regimes caused the most structural damage, improving predictions of the aircraft's remaining service life.

In May 1957, Flight magazine reported an incident at Boscombe Down where a wing rear spar cracked following a rocket-assisted takeoff at overload weight—the reason for employing rocket assistance. This involved the second prototype WB 215, which had not yet received the production fix addressing the known rear spar weakness. After accumulating 489 flight hours, this airframe was dismantled for wing fatigue testing.

After extensive frontline service, July 1964 saw detection of a cracked spar in one of three Valiants (either WZ394 – Wynne or WZ389 – Morgan) participating in Operation Pontifex. On 6 August, WP217—a training unit aircraft from Gaydon piloted by Flight Lieutenant "Taffy" Foreman—experienced failure of its starboard wing rear spar at 30,000 feet. Despite this damage preventing flap deployment on that side due to dislodged flap rollers, the aircraft managed to return safely to base. Further inspection revealed buckling of fuselage skin beneath the starboard inner wing panel, popped rivets, cracks in the engine door, and skin buckling on the upper surface of the mainplane between engines. Both affected airframes were photographic reconnaissance variants.

Comprehensive fleet inspections revealed wing spars exhibiting fatigue between 35% and 75% of their projected safe fatigue life—likely accelerated by low-level turbulence exposure. Following these assessments, aircraft were classified into three categories: Category A continued flying; Category B flew only to repair facilities; Category C required repairs before further flight. Tanker squadrons had a higher proportion of Category A aircraft due to predominantly high-altitude operations. These findings prompted a review of fatigue life evaluation methods. By the time retirement commenced, roughly 50 Valiants remained operational while others accumulated at various RAF Maintenance Units as "Non effective Aircraft."

Initially, there was no intention to withdraw these aircraft en masse; repair efforts were ongoing at bases like Marham involving both Vickers personnel and RAF technicians. However, in January 1965, the Wilson government—with Denis Healey as Secretary of State for Defence—determined that repairing the fleet was not cost-effective given its limited remaining service life. Consequently, all Valiants were permanently grounded from 26 January 1965. The Quick Reaction Alert (QRA) status maintained for SACEUR continued until final grounding. When questioned in the House of Commons, Healey clarified that scrapping was unrelated to low-level flying and noted that previous administrations had extended Valiant operations four years beyond their planned fatigue life.

Aviation historian Barry Jones remarked on this decision: "One must ask why Handley Page’s Hastings transports underwent complete overhaul—including replacement of DTD683 components with new alloy sections—while similar treatment was not applied to the Valiant? Perhaps answers will emerge someday—but likely not." A Flight magazine article on scrapping emphasized that fatigue affected all Valiants regardless of their use in low-level missions.

The final tanker sortie took place on 9 December 1964 when XD812 from 214 Squadron refuelled Lightning fighters over the North Sea before being recalled to Marham ahead of schedule. That same day marked the last bombing mission flown by XD818—the same aircraft that had previously deployed nuclear weapons during Operation Grapple.

Variants

A total of 107 Valiants were manufactured, encompassing the three initial prototypes.[72][73]

  • Valiant B.1: This category includes 37 dedicated bomber models, consisting of five pre-production aircraft designated as Type 600, Type 667, and Type 674, each powered by Avon RA.14 engines delivering 9,500 pounds-force (42 kN) thrust, identical to the earlier Avon 201. Additionally, there were 34 full-production Type 706 units equipped with Avon RA.28, 204, or 205 engines generating 10,500 pounds-force (47 kN) thrust, featuring extended tailpipes and water-methanol injection to enhance takeoff performance.[74]
  • Type 710 Valiant B(PR).1: Eleven aircraft configured for bomber and photo-reconnaissance roles. From the outset, Edwards and his team evaluated the Valiant's suitability for photographic reconnaissance missions. This variant accommodated a removable "crate" within the bomb bay capable of housing up to eight narrow-angle, high-resolution cameras alongside four survey cameras.[74]
  • Type 733 Valiant B(PR)K.1: Fourteen aircraft designed for combined bomber, photo-reconnaissance, and tanker functions.[74]
  • Type 758 Valiant B(K).1: Forty-four units serving as bombers and tankers. Both tanker versions incorporated a removable refuelling system installed in the bomb bay, comprising fuel tanks and a hose-and-drogue aerial refuelling apparatus. An additional order for sixteen B(K).1 tankers was placed but subsequently cancelled.[74]
  • Valiant B.2: A single prototype was produced.[74]
  • Vickers also explored an air transport adaptation of the Valiant featuring a low-mounted wing, an increased wingspan from 114 feet 4 inches (34.85 m) to 140 feet (43 m), an extended fuselage length of 146 feet (45 m), and more powerful engines. Development on this prototype, known as the Type 1000, commenced in early 1953. Plans included a military transport variant designated Type 1002 and a civilian transport version called Type 1004 or VC.7. However, the nearly completed Type 1000 prototype was cancelled before completion.[74]

Production of the Valiant concluded in August 1957.[73] An order for seventeen B.2 models was also cancelled.[74]

Operators

Silhouette of the Valiant B.1
Template:UK

Accidents and incidents

  • On 12 January 1952, the initial Valiant prototype WB210 crashed near Bransgore due to an in-flight fire.
  • On 29 July 1955, Valiant B1 WP222 from No. 138 Squadron crashed during takeoff at RAF Wittering following a malfunction of the ailerons, resulting in the deaths of all four crew members.
  • On 11 May 1956, Valiant B1 WP202 operated by the Royal Aircraft Establishment lost control and crashed while attempting to land at Southwick Recreation Ground near Hove, Sussex.
  • On 13 September 1957, Valiant B(PR)K1 WZ398 of No. 543 Squadron caught fire inside a hangar at RAF Wyton and was subsequently deemed beyond repair.
  • On 11 September 1959, Valiant BK1 XD869 from No. 214 Squadron impacted terrain shortly after a night takeoff from RAF Marham.
  • On 12 August 1960, Valiant BK1 XD864 belonging to No. 7 Squadron experienced failure of the nosewheel retraction during takeoff at RAF Wittering. While resolving this issue, the aircraft stalled and crashed at the disused RAF Spanhoe airfield.
  • On 11 July 1961, Valiant B1 WP205 of the Aircraft and Armament Experimental Establishment overshot the runway and collided with a control caravan at Boscombe Down.
  • On 3 November 1961, Valiant B(PR)K1 WZ399 of No. 543 Squadron aborted its takeoff at Offutt AFB, Nebraska, United States, caught fire after overshooting the runway and coming to rest on a railway line.
  • On 14 March 1961, Valiant B1 WP200 stationed at RRFU Pershore failed to complete its takeoff roll and was written off.
  • On 6 May 1964, Valiant B1 WZ363 affiliated with No. 148 Squadron (although operated and crewed by personnel from No. 207 Squadron) crashed into the ground during a night flight near Market Rasen, Lincolnshire.
  • On 23 May 1964, Valiant B(PR)K1 WZ396 from No. 543 Squadron experienced landing gear difficulties and touched down on foam at RAF Manston, leading to it being declared unserviceable.

Surviving aircraft

Vickers Valiant B1 XD818, piloted by Kenneth Hubbard during Operation Grapple – exhibited at the RAF Museum Cosford in 2006

Specifications (Valiant B.1)

Template:Aircraft specs

See also

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Notes

  1. ↑ While RAF bombers traditionally bore names of towns and cities such as Lancaster, Halifax, and Canberra, the advent of jet technology inspired a new naming convention. The choice also aligned with a tradition of alliterative aircraft names.
  2. ↑ At this stage, the Valiants had yet to be equipped with their operational Navigational and Bombing System (NBS) and relied on World War II-era bomb-aiming methods.

Citations

  1. ↑ Andrews and Morgan 1988, p. 439.
  2. ↑ Turpin 2002, p. 72.
  3. ↑ Blackman and Wright 2015, p. 10.
  4. ↑ McLelland 2013, p. 68.
  5. ↑ Jones 2007, pp. 31, 33.
  6. ↑ Andrews 1965, p. 4.
  7. ↑ Flight 4 July 1958, p. 13.
  8. ↑ Blackman and Wright 2015, pp. 11–16.
  9. ↑ Andrews and Morgan 1988, p. 440.
  10. ↑ Turpin 2002, p. 74.
  11. ↑ Jones 2007, p. 34.
  12. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named black wright 17
  13. ↑ Jones 2007, p. 26.
  14. ↑ Gunston and Gilchrist 1993, pp. 77–78.
  15. ↑ Jones 2007, pp. 32, 36.
  16. ↑ Andrews and Morgan 1988, p. 445.
  17. ↑ 17.0 17.1 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 77
  18. ↑ 18.0 18.1 18.2 Gunston and Gilchrist 1993, p. 78.
  19. ↑ Trubshaw and Edmondson 1998, p. 37.
  20. ↑ Jones 2007, pp. 36–37.
  21. ↑ Brookes 2012, pp. 83–84.
  22. ↑ 22.0 22.1 Blackman and Wright 2015, p. 20.
  23. ↑ From Bouncing Bombs To Concorde-The Authorised Biography Of Aviation Pioneer Sir George Edwards OM, Robert Gardner 2006, ISBN 0 7509 4389 0, p.85
  24. ↑ 24.0 24.1 24.2 24.3 24.4 24.5 Gunston and Gilchrist 1993, p.75.
  25. ↑ Andrews and Morgan 1988, p. 449.
  26. ↑ 26.0 26.1 26.2 Andrews and Morgan, p. 442.
  27. ↑ Gunston and Gilchrist 1993, pp. 73–74.
  28. ↑ 28.0 28.1 Barfield Air International September 1992, p. 158.
  29. ↑ Patent Specification 631,785, Improvements in Aeroplane Wing Formation", Elfyn John Richards, Application Date Nov. 25,1947
  30. ↑ Burnet and Morgan Aeroplane Monthly August 1980, p. 398.
  31. ↑ 31.0 31.1 Gunston and Gilchrist 1993, p. 74.
  32. ↑ Andrews 1966, p. 16.
  33. ↑ Blackman and Wright 2015, pp. 17–18.
  34. ↑ Gunston and Gilchrist 1993, pp. 75–76.
  35. ↑ 35.0 35.1 Gunston and Gilchrist 1993, p. 76.
  36. ↑ Gunston 1973, p. 50.
  37. ↑ Darling 2012, p. 41.
  38. ↑ Blackman and Wright 2015, p. 28.
  39. ↑ Gunston and Gilchrist 1993, pp. 74–75.
  40. ↑ Turpin 2002, pp.79–80.
  41. ↑ Darling 2012, p.39.
  42. ↑ 42.0 42.1 42.2 Flight July4,1958,p19.
  43. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named black wright 18
  44. ↑ Gunston and Gilchrist 1993, pp.76–77.
  45. ↑ Turpin2002,p78.
  46. ↑ 46.0 46.1 Blackman and Wright2015,p18.
  47. ↑ 47.0 47.1 Cite error: Invalid <ref> tag; no text was provided for refs named bomber76
  48. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named bomber77
  49. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named darling 40
  50. ↑ Jones 2007, pp. 79–82.
  51. ↑ 51.00 51.01 51.02 51.03 51.04 51.05 51.06 51.07 51.08 51.09 51.10 51.11 Brookes 2012, p. 92.
  52. ↑ Wynn, pp. 564-565.
  53. ↑ 53.0 53.1 53.2 53.3 53.4 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 79
  54. ↑ Brian Trubshaw Test Pilot, Brian Trubshaw and Sally Edmondson, Sutton Publishing Limited 1999, ISBN 0 7509 1838 1, p.35
  55. ↑ Mason 1994, p. 378.
  56. ↑ Blackman and Wright 2015, pp. 33–36.
  57. ↑ "Individual History Vickers Valiant B (K) Mk.I XD818/7894M Museum Accession Number 1994/1352/A" (PDF). Royal Air Force Museum. Retrieved 20 November 2015.
  58. ↑ Hubbard and Simmons 2008, pp. 61, 68.
  59. ↑ Hubbard and Simmons 2008, p. 157.
  60. ↑ Hubbard and Simmons 2008, p. 167.
  61. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named flint 133
  62. ↑ Bowman 2016, p. 158
  63. ↑ Blackman and Wright 2015, p. 42.
  64. ↑ Darling 2012, p. 42.
  65. ↑ Bowman 2016, pp. 158, 161.
  66. ↑ McClelland, pp.175–178.
  67. ↑ 67.0 67.1 Hubbard and Simmons 2008, p. 26.
  68. ↑ Brookes 1982, p. 142
  69. ↑ Tanner 2006, pp. 113–114.
  70. ↑ Brookes 1982, pp. 141–142
  71. ↑ Wynn 1994, p. 168.
  72. ↑ Brookes 2012, p. 45.
  73. ↑ 73.0 73.1 "Vickers Valiant B1". Royal Air Force Museum. Retrieved 19 May 2018.
  74. ↑ 74.0 74.1 74.2 74.3 74.4 74.5 74.6 "Vickers Valiant - History". thunder-and-lightnings.co.uk. Retrieved 19 May 2018.
  75. ↑ Halley1980,p203.
  76. ↑ Halley1980,p315.
  77. ↑ Brookes2012,pp34–35.

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External links

Related profiles

VVickers Type 710VVickers Type 758VVickers Type 674VVickers Type 706
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