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Vickers Type 674

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Adapted from the English Wikipedia article Vickers Type 674, available under CC BY-SA 4.0Updated 29 November 2025100 sources
Vickers-Armstrongs
Company typePrivate company
IndustryAerospace, Defence
Founded1828
Headquarters
Weybridge, Surrey
,
United Kingdom
ProductsAircraft, including the Vickers Valiant bomber


For the 1920s biplane, see Vickers 131 Valiant. For the 1977 tank, see Vickers Main Battle Tank Mark 4.

Template:Infobox aircraft

The Vickers Valiant was a British jet-powered bomber built for high-altitude missions and nuclear weapon delivery. Throughout the 1950s and early 1960s, it formed a key component of the Royal Air Force's strategic "V bomber" deterrent fleet. Developed by Vickers-Armstrongs in response to the Air Ministry Specification B.35/46, which called for a nuclear-capable jet bomber, the Valiant was the first of the three V bombers to enter service, preceding the Handley Page Victor and Avro Vulcan. Notably, it remains the sole V bomber to have actually released live nuclear ordnance during testing.

During the Suez Crisis in 1956, Valiants stationed in Malta conducted conventional bombing sorties over Egypt as part of Operation Musketeer. From that time until early 1966, the primary role of the Valiant fleet was nuclear deterrence amid tensions between NATO and Warsaw Pact nations. Additionally, other units operated in capacities such as aerial refuelling, reconnaissance missions, and Electronic Warfare.

By 1962, due to improvements in Soviet surface-to-air missile (SAM) systems, the entire V-force, including the Valiant squadrons, shifted tactics from high-altitude flight to low-level penetration to evade SAM threats. In 1964, structural issues were discovered within the rear spar attachment forgings of the wings, revealing fatigue and crystalline corrosion. The alloy used—DTD 683, a zinc/magnesium-based material developed during World War II for high-strength applications—proved highly susceptible to cracking and fatigue failure when subjected to prolonged use beyond its original intended lifespan. Although repair efforts began in late 1964, a change in government led Defence Minister Denis Healey to decide on early retirement of the Valiant fleet, which was completed by early 1965. Meanwhile, the Victor and Vulcan bombers continued operational service into the 1980s.

Background and origins

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 directions for the Royal Air Force (RAF) Bomber Command. Following the conclusion of the Second World War, the strategy of deploying heavy four-engine bombers for large-scale bombing missions persisted into the early postwar years; the Avro Lincoln, an enhanced variant of the Avro Lancaster, became the RAF’s principal bomber. In 1946, the Air Staff issued Operational Requirements OR229 and OR230, calling for the development of heavy bombers powered by turbojet engines capable of delivering nuclear weapons at high altitudes and speeds without defensive weaponry. These aircraft were intended to serve as a deterrent against hostile nations and, if deterrence failed, to execute nuclear strikes. Concurrently, Britain initiated efforts to develop its own atomic arsenal.

In January 1947, the British Air Ministry released Specification B.35/46 targeting an advanced jet bomber designed to transport nuclear weapons and operate near sonic speeds at altitudes around 50,000 ft (15,000 m). Three companies—A.V. Roe, Handley-Page, and Vickers-Armstrongs—submitted sophisticated designs aiming to satisfy these rigorous criteria. Although Short Brothers presented a design by Geoffrey T. R. Hill that was deemed overly ambitious, their alternative proposal for a different requirement, B.14/46, was accepted by the Air Staff as a contingency plan should the B.35/46 project encounter difficulties. Aviation experts Bill Gunston and Peter Gilchrist characterized Specification B.14/46 as demanding "little more than a traditional aircraft fitted with jet engines." Short’s conservative design responding to B.14/46 materialized as the S.A.4 Sperrin. Two prototypes were constructed, with the first flight taking place in 1951; however, the Sperrin ultimately served solely in research and development capacities.

Emerging from World War II as a leading force in aeronautical manufacturing and innovation, Vickers operated a secretive development division akin to a Skunk Works, based in Weybridge, Surrey. This covert unit had contributed to several classified wartime projects and became the center for early work on what would become the Valiant bomber, including assembling its first two prototypes. Initially, Vickers proposed a six-engine jet bomber design to meet Specification B.35/46 but revised this to a four-engine layout in 1948 as more powerful jet engines became available. The design put forward by Vickers was comparatively straightforward and less aerodynamically advanced than rival submissions.

Both Handley-Page and Avro developed more sophisticated designs for the bomber competition: these evolved into the Victor and the Vulcan, respectively. To mitigate risk in case one design failed, the Air Staff awarded contracts to all three companies. Collectively known as the V bombers or V-class, these aircraft were named with words beginning with "V." Although initially overlooked due to its less advanced nature compared to the Victor and Vulcan, Vickers’ chief designer George Edwards advocated strongly with the Air Ministry by emphasizing that their design would be ready significantly earlier than competitors’. He promised a prototype flight by late 1951, production aircraft flying before 1954, and serial production commencing early in 1955. Securing this contract was pivotal for Vickers’ future in aircraft manufacturing. Edwards was confident Weybridge could deliver on these commitments and resisted pressures to modify performance specifications or equipment that might delay delivery.

Despite the financial burden of developing three distinct bombers under one Operational Requirement (OR), geopolitical events such as the Berlin Blockade heightened urgency to establish an effective deterrent against potential Soviet aggression in Western Europe.

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

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

Prototypes

First prototype displayed at the Farnborough Airshow, 1951

The initial prototype, bearing the serial number WB210, completed its inaugural flight on 18 May 1951,[1] meeting the deadline set by George Edwards just 27 months after the contract was awarded. This milestone preceded the competing Short Sperrin by several months; the Sperrin, featuring straight rather than swept wings, ultimately did not receive an order. The pilot for this maiden flight was Captain Joseph "Mutt" Summers, renowned as the original test pilot of the Supermarine Spitfire, who sought to add another pioneering achievement before retiring. Accompanying him as co-pilot was Gabe "Jock" Bryce, who later succeeded Summers as Vickers' chief test pilot shortly after his retirement.[2][3][4] The following month, the aircraft designated Vickers Type 660 was officially named "Valiant," reviving a designation previously assigned to the Vickers Type 131 general-purpose biplane from 1931.[N 1] The name was selected through a poll conducted among Vickers employees.[5]

On 11 January 1952, the first prototype was lost during noise measurement tests for the V.1000 project. These tests involved engine shutdowns and restarts,[6] one of which triggered a fire in the starboard wing; while most crew members escaped safely, the co-pilot suffered fatal injuries after striking the tail during ejection.[7][8]

The second prototype, WB215, conducted its first flight on 11 April 1952 following fuel system modifications.[9] It was equipped with more powerful RA.7 Avon engines delivering 7,500 pounds-force (33 kN) thrust each, replacing the initially planned Sapphire engines. Additionally, it featured redesigned rounded air intakes instead of the narrow slot-type intakes seen on the first prototype to accommodate increased airflow requirements for the higher-thrust engines. The relatively brief interval before this second prototype's availability ensured that development timelines remained unaffected by the loss of the first aircraft.[10][11][12]

The Valiant B2

Among the trio of prototypes was one designated as the B.2 variant.[13] This model was designed for use as a Pathfinder aircraft tasked with low-level target marking to guide the main bomber formations. To withstand increased turbulence encountered at low altitudes, the B.2 incorporated structural reinforcements in its airframe. Notably, cut-outs in the wing structure—previously accommodating main wheel retraction—were eliminated to maintain an uninterrupted wing torsion box and increase internal fuel capacity. Instead of retracting into these cut-outs, the main landing gear—with four wheels replacing the two-wheel configuration of the B.1—folded backward into large fairings located at the rear of each wing.[14] The fuselage length was extended to 112 ft 9 in (34.37 m), compared with 108 ft 3 in (32.99 m) for the B.1 model; this extra length accommodated additional avionics equipment.[15]

The B.2 prototype bearing serial number WJ954 first took flight on 4 September 1953.[16] Painted in a glossy black scheme suited for night operations, it earned the nickname "Black Bomber." Its low-level performance surpassed that of both the B.1 variant and other V-bombers—particularly at sea level,[17] being cleared to reach speeds up to 580 mph (930 km/h) during low-altitude flight (with test runs achieving up to 640 mph (1,030 km/h)). This contrasted sharply with the B.1's sea-level speed limit of approximately 414 mph (665 km/h). The Air Ministry placed an order for seventeen production B.2 units powered by Rolls-Royce Conway turbofan engines; however, despite its notable low-level capabilities, development was halted as World War II-era "Pathfinder" tactics were deemed outdated in an age dominated by nuclear deterrence.[18] The B.2 prototype continued to serve in various testing roles over several years—including rocket-assisted takeoff trials for hot or high-altitude airfields using two Super-Sprite rocket motors—and extensive taxi tests aimed at diagnosing 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 from 90 Squadron, shown in its original all-metal livery 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 Royal Air Force.[23] This early contract proved crucial for expediting production. Due to shortages of steel and other essential materials during the establishment of the Brooklands assembly line, many of the production jigs used for the Valiant were constructed from concrete.[17] The initial five aircraft were completed to a pre-production specification, with WP199 being the first. The inaugural flight of a production-standard Valiant took place on 21 December 1953, meeting the timeline promised by Edwards.[24][17]

The RAF received its first production Valiant on 8 February 1955.[25][26] On this date, Britain's "V-bomber" fleet— a term coined in October 1952— officially commenced operational duties. The Victor and Vulcan bombers soon joined the Valiant, completing the trio of nuclear-capable strategic bombers in RAF service. The final Valiant was delivered in September 1957.[27] All aircraft were produced within schedule and under budget.[18]

A total of 108 Valiants were built, which included a single B.2 prototype. While primarily serving as a component of Britain's nuclear deterrent, the Valiant also carried out missions deploying conventional high-explosive ordnance. Following these bombers, variants were introduced for strategic reconnaissance and multipurpose roles encompassing conventional bombing, aerial reconnaissance, and air-to-air refuelling capabilities. Squadron 18 operated six Valiants outfitted with electronic countermeasure systems.[28] The Valiants assigned to Nos. 90 and 214 Squadrons were adapted for air refuelling by installing a Hose Drum Unit (HDU) within the bomb bay, using the same suspension mechanisms designed for bombs. Consequently, refuelling operations required opening the bomb-bay doors to deploy the hose—a contrast to later tanker designs where the HDU was integrated flush beneath the fuselage rather than housed internally. Several Valiants also served as experimental platforms, notably supporting flight trials for the Blue Steel nuclear-armed standoff missile, which was subsequently adopted by other V-bombers.[29][30]

Unlike its counterparts—the Vulcan and Victor—the Valiant did not advance to a more advanced Mark II version.[26] In response to evolving threats from enemy Surface-to-Air Missile (SAM) defenses, Valiant squadrons transitioned to low-level flight tactics in 1962. However, this operational change led to the discovery of structural fatigue in 1964 caused by increased turbulence at low altitude, prompting an early retirement of the type. Vic Flintham noted: "There is a fine irony to the situation, for Vickers had produced the Type 673 B Mk 2 version designed as a fast, low-level pathfinder... The Air Ministry was not interested..."[30] The Valiant represented Vickers' final purpose-designed military aircraft before shifting focus to civilian airliners such as the Vanguard—a turboprop introduced in 1959—and the VC10 jet airliner launched in 1962, which also served RAF roles as transport and tanker aircraft.[26]

Design

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

The Valiant's design relied on established aeronautical principles of its era, avoiding experimental aerodynamic features that would have necessitated preliminary testing with scaled models or prolonged development phases. Consequently, George Edwards characterized the aircraft as somewhat "unremarkable." Featuring a shoulder-mounted wing, the Valiant was equipped with four Rolls-Royce Avon RA.3 turbojet engines, each delivering approximately 6,500 pounds-force (29 kN) of thrust, arranged in pairs within fireproof compartments at the wing roots.[31] The aircraft's sleek appearance was accentuated by its swept-wing design.[32] The wing root's thickness-to-chord ratio of 12% allowed the Avon engines to be embedded within the wing structure rather than mounted externally on pods as seen in contemporaries like the B-47 Stratojet.[33] This internal engine placement contributed to aerodynamic efficiency but complicated maintenance access and increased the risk of damage to adjacent engines in case of an uncontained engine failure. Additionally, it necessitated a complex main spar design to accommodate the engines.[34]

The wing employed a "compound sweep" configuration developed by Vickers aerodynamicist Elfyn Richards.[35] Richards discovered that increasing sweepback on the inboard wing section delayed shockwave formation uniformly across the span, a concept he patented as "Improvements in Aeroplane Wing Formation." The inner third of the wing featured a 37° sweepback, while the outer sections had a 21° sweepback.[36][37][38] This arrangement was facilitated by a reduced thickness-to-chord ratio near the wingtips.[35] The moderate 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) when lightly loaded.[39][40] Notably, no drogue parachute was required even for operations from runways as short as 6,000 feet (1,800 m).[17]

Positioned high on the fuselage, the wing’s internal housing of engines and main landing gear restricted available fuel volume.[31] The trailing edge incorporated two-section ailerons equipped with trim tabs, and double-slotted flaps were situated inboard of these ailerons.[41] Flap and landing gear actuation utilized direct electrical motors; hydraulics were limited to steering and brakes, which were powered by electric motors driving hydraulic pumps rather than mechanical linkages.[42]

Wing root and air intakes

Production models featured four Avon 201 turbojets delivering 9,500 pounds-force (42 kN) thrust each. These engines supplied bleed air for pressurization, ice protection, and air conditioning systems. Additionally, DC electrical generators driven by the engines powered onboard electrical systems.[42] Napier Spraymat electric heaters were installed in engine intakes to prevent ice buildup and potential engine damage from ice shedding. While the prototype had long rectangular intake slots, production versions adopted oval or “spectacle” shaped intakes to accommodate greater airflow for the more powerful engines.[33] Exhaust jets exited through fairings located above the wings' trailing edges.[33]

To enhance takeoff performance from short tropical dispersal airfields,[43] jettisonable rocket-assisted takeoff (RATO) booster packs were developed for the Valiant.[18] Testing involved two underwing de Havilland Sprite boosters; however, their necessity diminished with more powerful Avon engine variants. Furthermore, asymmetric thrust risks arose if one booster failed during takeoff.[22] Some engines incorporated water injection systems that increased takeoff thrust by roughly 1,000 pounds-force (4.4 kN) per engine.[44]

The crew compartment was pressurized and located in the forward fuselage, comprising a pilot, co-pilot, two navigators, and an air signaller (later termed air electronics officer).[45] Saunders-Roe subcontracted construction of this pressurized section. The pilot and co-pilot sat side-by-side on an upper deck; the remaining three crew members occupied lower stations facing aft.[46] The crew complement was reduced to five due to elimination of defensive gun turrets and gunners—a strategy validated by World War II’s De Havilland Mosquito.[38][N 2] Both pilot and co-pilot used Martin-Baker Mk.3 ejector seats; rear crew escaped via an oval main entrance door on the port side—a method considered unreliable for safe evacuation.[47][31]

Entry door on forward fuselage side bearing pilot Kenneth Hubbard’s crew names

The fuselage section behind the pressurized cockpit and ahead of the wing housed avionics and environmental control equipment—often referred to as the “organ loft.”[31] The aircraft employed twin-wheel nose gear and tandem-wheel main landing gear retracting outward into wing undersides. Each main gear assembly featured multi-pad anti-skid disc brakes and was telescopically linked so a single motor could retract both wheels simultaneously.[31] Most systems were electrically powered including flaps and undercarriage actuation.[48][49][50] Braking and steering utilized electric motors operating hydraulic pumps for functionality.[49][50] The lower nose housed an H2S radar scanner within a glass-fiber radome; beneath this was a visual bomb sight located under the pressurized cockpit floor.[31] Access to avionics was through an entry at the rear fuselage base leading to an internal catwalk above the aft bomb bay section.[51]

Electrical power systems included four engine-driven generators producing 112 volts DC for high-demand functions; a separate 28 V DC system powered actuators controlling higher voltage equipment. Backup power came from batteries rated at 24 V and 96 V. Additionally, a 115 V AC supply supported radar operations and actuators managing flight controls, flaps, air brakes, and landing gear.[49][52][50] During development it was determined that maximizing electrical actuation would reduce overall weight compared to hydraulic equivalents comprising pumps, fluid lines, actuators, and reservoirs.[42]

Flight controls—ailerons, elevators, rudder—utilized dual-channel power systems with full manual override capability; pilots trained extensively in manual control for scenarios involving total electrical failure.[49] Manual operation demanded significant physical effort.[50] An artificial feel system for pilot controls derived pressure from ram-air intakes to provide tactile feedback.[42]

The aircraft incorporated a Smith Aerospace autopilot alongside an instrument landing system (ILS) plus multiple navigation aids including Marconi-built Green Satin Doppler radar, Gee radio navigation system, Automatic Direction Finder (ADF), VOR/DME units, and radar altimeters.[17] Provisions existed for additional sensors such as side-looking airborne radar.[17]

Landing gear assembly and wing

Structurally, the center fuselage contained a main backbone beam supporting two widely spaced wing spars and five upper-fuselage fuel cells. The bomb bay occupied much of the lower center fuselage area.[31][53] The aft fuselage featured a semi-monocoque design lighter than that of the center section; electro-hydraulic power units for control surfaces were housed here courtesy of Boulton-Paul Aircraft.[42] The tail assembly attached at the rear was tapered rather than swept back,[31] with its horizontal stabilizer mounted high on the vertical fin to avoid engine exhaust interference.[35] A tail warning radar unit ARI 5800 Orange Putter was installed in the tailcone.[18]

Primary structural elements such as spars and beams were fabricated from DTD683—a zinc/magnesium/copper aluminum alloy developed in Britain.[54][55] The aircraft’s design followed a Safe-Life philosophy;[56] however, this approach combined with DTD683 later proved problematic. A study published in the Journal of the Institute of Metals during 1956–58 condemned DTD683 as unstable under stress near design limits and prone to catastrophic failure.[57] Furthermore, Lockheed engineers publicly criticized Safe-Life design strategies as insufficient safeguards against sudden structural failure during a Royal Aeronautical Society presentation in 1956.[58]

The Valiant B.1’s bomb bay accommodated either a single nuclear weapon weighing up to 10,000 pounds (4,500 kg) or up to twenty-one conventional bombs each around 1,000 lb (450 kg). It was engineered to carry early fission devices as well as larger thermonuclear hydrogen bombs.[31] When unencumbered by external tanks or heavy payloads in its bomb bay, it could climb directly to altitudes near 50,000 feet (15,000 m) post-takeoff.

In reconnaissance missions, camera crates fitted into the bomb bay alongside fuselage-mounted cameras enabled photographic intelligence gathering; extended endurance was supported by larger rear fuel tanks.[59] External fuel tanks under each wing held about 1,650 imperial gallons (7,500 L; 1,980 US gal), extending operational range; auxiliary tanks could also be installed forward within the bomb bay. Wing tanks were standard equipment on tanker-configured Valiants.[59] For refueling operations, a fixed probe was mounted on the nose connected externally along canopy edges into fuel tanks without breaching pressurized compartments.[60]

Nuclear deterrent

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

The initial squadron to receive the Valiant was 138 Squadron, established at RAF Gaydon on 1 January 1955. Shortly thereafter, on 21 February 1955, the 232 Operational Conversion Unit was formed at Gaydon to train aircrews on the new bomber.[61] As the Valiant represented a novel class of RAF bombers, selection of its crews focused on highly experienced personnel. Command pilots were required to have accumulated at least 1,750 flying hours as aircraft captains and completed a tour flying the Canberra, while second pilots needed a minimum of 700 hours in command. The remaining three crew members had to be recommended by their commanding officers for assignment to the Valiant.[62] Initially, the Valiant was deployed in the strategic nuclear bombing capacity alongside Vulcan and Victor B.1 bombers upon their introduction. At its operational height, ten RAF squadrons were equipped with the Valiant.[63][64]

Gunston and Gilchrist noted that the Valiant "performed exceptionally" during annual bombing competitions organized by the American Strategic Air Command (SAC).[60] This performance attracted attention from the United States Air Force, prompting visits by generals Vandenberg, Johnson, and LeMay to Vickers. Test pilot Brian Trubshaw suggested that George Edwards faced some pressure to produce a licensed version of the Boeing B-47. Ultimately, the only outcome of these visits was LeMay's insistence that the side-by-side seating arrangement used in the Valiant be adopted for the B-52 bomber instead of the tandem layout found in both the B-47 and early B-52 prototypes.[65]

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

On 11 October 1956, a Valiant B.1 (WZ366) assigned to No. 49 Squadron and piloted by Edwin Flavell became the first British aircraft to release an atomic bomb during a test involving a downgraded Blue Danube weapon at Maralinga, South Australia.[66] This operation was part of the Operation Buffalo nuclear tests conducted in that region. To shield the crew from the intense nuclear flash, windscreen blinds were installed prior to detonation. After completing its mission and landing safely, WZ366 underwent evaluation for structural damage and radioactive contamination.[67]

On 15 May 1957, during Operation Grapple, a Valiant B(K).1 (XD818) flown by Kenneth Hubbard dropped Britain's first hydrogen bomb, known as Short Granite, over the Pacific Ocean.[68] No. 49 Squadron was chosen for this live weapon deployment and operated specially modified Valiants tailored to meet scientific testing requirements as well as protective measures against heat and radiation exposure.[69] Despite achieving a thermonuclear reaction, the yield measured was less than one-third of what had been anticipated.

A British hydrogen bomb detonated with its intended yield during the Grapple X test on 8 November 1957.[70] The Grapple testing series extended into early 1958; in April of that year, Grapple Y yielded an explosion ten times more powerful than Short Granite.[71] Testing concluded in November 1958 when the UK government opted to cease further air-delivered nuclear experiments.[60]

Although initially intended for high-altitude bombing missions, following the downing of Gary Powers’ Lockheed U-2 by a Soviet SA-2 Guideline missile in 1960, bomber crews shifted training toward low-level attack profiles to evade radar detection within hostile airspace. Correspondingly, aircraft were repainted from their original anti-flash white finish to grey-green camouflage with standard markings.[30] By 1963, four squadrons operating Valiants—49, 148, 207, and 214—were assigned under SACEUR for tactical low-level bombing roles.[60] By this stage in service life, operational flight hours for the type had noticeably decreased.[60]

Conventional warfare

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

During peacetime, training involved dropping small practice bombs on instrumented bombing ranges. Additionally, a predicted bombing method employed radio signals to indicate the bomb's release point over non-range targets, with a ground radar system calculating bomb deviation and relaying this information either to the crew mid-flight or to command centers for evaluation. The use of the Valiant's Navigational and Bombing System (NBS), combined with highly skilled crews—often experienced veterans with previous wartime commendations—enabled bombing precision surpassing that of World War II-era aircraft. Gunston and Gilchrist note that Valiant crews could deliver practice bombs from an altitude of 45,000 feet (14,000 m) within mere meters of their designated targets.[60]

The Valiant was the first of the V-bombers to engage in combat during October and November 1956, participating in the Anglo-French-Israeli Suez operation. As part of Operation Musketeer, the British campaign within the Suez Crisis, Valiants based at Luqa airfield in Malta conducted conventional bombing missions against Egyptian targets. Primary objectives were Egyptian military airfields, alongside communication facilities such as radio stations and transportation centers.[72] On the operation's initial night, six Valiants were sent to bomb Cairo West Air Base but aborted due to concerns over nearby US personnel; simultaneously, six attacked Almaza Air Base, while five others targeted Kibrit Air Base and Huckstep Barracks.[73][74]

Despite no opposition from Egyptian forces and no combat losses among Valiants, the raids yielded underwhelming outcomes. 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 3] The Egyptian Air Force had already been effectively neutralized through a broader series of multinational strikes that included these Valiant missions.[75] This marked the final live combat deployment for RAF V-bombers until Avro Vulcans conducted bombing raids on Port Stanley airfield during the Falklands War in 1982.[76]

Tanker operations

Valiant aircraft configured as tankers were operated by No. 214 Squadron at RAF Marham starting in 1958, and by No. 90 Squadron stationed at Honington from 1959.[27] Both squadrons officially transitioned to dedicated tanker roles on 1 April 1962.[77] Tanker-configured aircraft were equipped with a Hose Drum Unit (HDU or "HooDoo") installed within the bomb bay. The HDU was mounted on bomb racks but could be removed to convert the aircraft back to bomber configuration if necessary;[78] consequently, transferring fuel required opening the bomb bay doors. Control of the HDU was managed via a panel located at the radar navigator’s station in the cockpit.

Long-distance demonstration flights were conducted using in-flight refuelling from other Valiant tankers strategically positioned at airfields along the route. In 1960, a non-stop flight from Marham to Singapore was completed by a Valiant bomber; similarly, in 1961 a Vulcan accomplished a continuous flight from the UK to Australia.[27] The tanker squadrons frequently undertook extended missions including non-stop journeys from the UK to destinations such as Nairobi, RAF Gan, and Singapore.[79] During this period, Valiant tankers also refuelled Victor and Vulcan bombers as well as Royal Air Force fighters like the English Electric Lightning, along with Royal Navy aircraft including the de Havilland Sea Vixen and Supermarine Scimitar.[80]

Electronic countermeasures and reconnaissance duties

The Valiants of No. 18 Squadron RAF stationed at RAF Finningley were adapted for the "radio countermeasures" (RCM) mission, later renamed as "electronic countermeasures" (ECM). These aircraft were 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, as well as chaff dispensers. At least seven Valiants underwent conversion for this RCM specialization.

Meanwhile, No. 543 Squadron's Valiants based at RAF Wyton were modified to fulfill photographic reconnaissance assignments. A significant mission in 1965 saw these aircraft capture images covering approximately 400,000 square miles (1,000,000 km2) of Rhodesia over an eleven-week span.

Fatigue issues and phase-out

In 1956, Vickers conducted a series of high-speed, low-altitude test flights using WZ383 to evaluate the aircraft's suitability for such operations. Modifications included fitting a metal radome, installing debris guards on the two inner engines, and after six sorties, reducing the artificial feel on the ailerons and elevators by half. Pilots noted challenges with heating and moisture inside the cabin that required attention. The aircraft was also outfitted with data recording instruments, which Vickers used to estimate the safe operational lifespan under these flight conditions. Initial recommendations suggested a safe life of 75 hours, later revised to potentially less than 200 hours. The annual flight hours logged per Valiant became an operational concern for the RAF.

Vickers Valiant exhibited

Subsequently, the RAE performed similar testing that better replicated real operational environments, including low-altitude maneuvers and taxiing. Their 1958 report provided valuable insights into which flight regimes caused the most structural stress, enabling more accurate projections of remaining service life.

In May 1957, Flight magazine reported an incident at Boscombe Down where a wing rear spar fractured following a rocket-assisted takeoff performed at overweight conditions—the reason for rocket use. This involved the second prototype WB 215, which had not received the production modification addressing known rear spar weaknesses; after accumulating 489 flight hours, it was dismantled for fatigue testing on its wings.

After extensive operational use, in July 1964 a cracked spar was detected in one of three Valiants (either WZ394 – Wynne or WZ389 – Morgan) engaged in Operation Pontifex. This was soon followed on 6 August by failure of the starboard wing rear spar at 30,000 feet in WP217, an Operational Conversion Unit aircraft from Gaydon piloted by Flight Lieutenant "Taffy" Foreman. Although the plane returned safely to base, flap deployment was impossible due to damage causing flap rollers to disengage on that side. Further inspection revealed buckling of fuselage skin beneath the starboard inner wing panel with rivet pop-outs; cracks appeared in the engine door; rivets were pulled out; and skin buckling was evident on the upper surface between engines. Both affected aircraft were reconnaissance variants.

Comprehensive fleet inspections revealed wing spar fatigue ranging between 35% and 75% of anticipated safe life levels, likely accelerated by turbulence encountered during low-level operations. Following these assessments, aircraft were categorized into three groups: Category A allowed continued flight; Category B permitted flying only to repair facilities; Category C required repairs before any further flying. Tanker squadrons had the greatest share of Category A aircraft due to their predominantly high-altitude missions. These findings prompted a review of fatigue life evaluation methods. By retirement time, approximately fifty Valiants remained operational while others accumulated at various RAF Maintenance Units labeled as "Non effective Aircraft."

Initially, retirement was not considered necessary for most affected airframes. Repair efforts continued actively at bases like Marham involving both Vickers personnel and RAF technicians. However, in January 1965, the Wilson administration under Defence Secretary Denis Healey concluded that repair costs were unjustifiable given the limited remaining service life of the fleet; consequently, all Valiants were permanently grounded as of 26 January 1965. The Quick Reaction Alert (QRA) status supporting SACEUR responsibilities was maintained until this final grounding occurred. When questioned in the House of Commons, Healey clarified that scrapping was unrelated to low-level flying and emphasized that previous governments had extended operational service beyond planned fatigue limits.

Aviation historian Barry Jones remarked: "One must wonder why Handley Page's Hastings transports underwent complete dismantling and structural renewal with new alloy components during this period while similar treatment was not applied to the Valiant fleet. The reasons remain unclear." A contemporary Flight article noted that fatigue affected all Valiants regardless of their low-level usage history.

On 9 December 1964, XD812 from 214 Squadron conducted its final tanker mission refueling Lightning jets over the North Sea before being recalled prematurely to Marham prior to exercise completion. That same day marked the last bomber sortie flown by XD818—an aircraft notable for having delivered nuclear weapons during Operation Grapple.

Variants

A total of 107 Valiants were manufactured, including the initial three prototypes.[81][82] The main variants are as follows:

  • Valiant B.1: This group consisted of 37 dedicated bomber models. It included five pre-production aircraft designated as Type 600, Type 667, and Type 674, all equipped with Avon RA.14 engines delivering 9,500 pounds-force (42 kN) thrust—matching the earlier Avon 201 model—and 34 full-production Type 706 aircraft powered by Avon RA.28, 204, or 205 engines producing 10,500 pounds-force (47 kN) thrust each. These later models featured extended tailpipes and employed water-methanol injection to enhance takeoff power.[83]
  • Type 710 Valiant B(PR).1: Eleven aircraft configured for both bombing and photographic reconnaissance missions. From the outset, Edwards and his team envisioned the Valiant’s potential for reconnaissance roles; this variant could carry a removable "crate" within the bomb bay housing up to eight narrow-view, high-resolution cameras alongside four survey cameras.[83]
  • Type 733 Valiant B(PR)K.1: Fourteen aircraft serving combined bomber, photo-reconnaissance, and tanker functions.[83]
  • Type 758 Valiant B(K).1: Forty-four models designed for bombing and refueling duties. Both tanker versions incorporated a removable refueling system installed in the bomb bay, which included fuel tanks and a hose-and-drogue aerial refueling apparatus. An additional order for sixteen B(K).1 units was placed but later cancelled.[83]
  • Valiant B.2: A single prototype was completed.[83]

Vickers also explored a transport adaptation of the Valiant featuring a low-mounted wing with 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, designated Type 1000, commenced in early 1953. This was intended to pave the way for a military transport version (Type 1002) and a civilian transport variant (Type 1004 or VC.7). However, the nearly finished Type 1000 prototype was ultimately cancelled.[83]

Production of the Valiant ceased in August 1957.[82] Additionally, an order for seventeen B.2 models was cancelled.[83]

Operators

Silhouette of the Valiant B.1
Template:UK
    • No. 7 Squadron – Re-established at Honington on 1 November 1956, relocated to Wittering on 26 July 1960, and disbanded on 30 September 1962.[63]
    • No. 18 Squadron – Formed from C Flight of No.199 Squadron at Finningley on 17 December 1958; disbanded on 31 March 1963.[63]
    • No. 49 Squadron – Reformed at Wittering on 1 May 1956, transferred to Marham on 26 June 1961, and disbanded on 1 May 1965.[63]
    • No. 90 Squadron – Reformed at Honington on New Year’s Day in 1957; disbanded on 1 March 1965.[63]
    • No. 138 Squadron – Reformed at Gaydon on 1 January 1955; moved to Wittering on 6 July that year; disbanded on 1 April 1962.[63]
    • No.148 Squadron – Re-established at Marham on July Day of 1956; disbanded on May Day in 1965.[63]
    • No.199 Squadron – C Flight received Valiants at Honington on May Day of 1957 for electronic countermeasures training, replacing Avro Lincolns; the remainder of the squadron operated Canberras until its disbandment in December 1958 when C Flight became No.18 Squadron.[63][84]
    • No.207 Squadron – Reformed at Marham on April Fool’s Day in1956; disbanded one year after May Day in1965.[63]
    • No.214 Squadron – Re-established at Marham on January21st,1956; disbanded March First1965.[63]
    • No.543 Squadron – Reformed at Gaydon on April First1955 for strategic reconnaissance; relocated to Wyton by November18th that year; replaced grounded Valiants with Victor Mk1s in1965.[63][85]

Accidents and incidents

  • On 12 January 1952, the initial Valiant prototype WB210 was lost near Bransgore due to an in-flight fire.[87]
  • On 29 July 1955, Valiant B1 WP222 from No. 138 Squadron crashed during takeoff at RAF Wittering after an aileron failure, resulting in the deaths of all four crew members.[88][89]
  • 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.[88]
  • On 13 September 1957, Valiant B(PR)K1 WZ398 of No. 543 Squadron caught fire inside a hangar at RAF Wyton and was subsequently not repaired.[90]
  • On 11 September 1959, Valiant BK1 XD869 from No. 214 Squadron collided with the ground shortly after a night takeoff from RAF Marham.[91]
  • On 12 August 1960, Valiant BK1 XD864 belonging to No. 7 Squadron experienced a nosewheel retraction failure during takeoff at RAF Wittering. While attempting to resolve the issue, the aircraft stalled and crashed at the disused RAF Spanhoe airfield.[91]
  • On 11 July 1961, Valiant B1 WP205 from the Aircraft and Armament Experimental Establishment overran the runway and struck a control caravan at Boscombe Down.[88]
  • On 3 November 1961, Valiant B(PR)K1 WZ399 of No. 543 Squadron aborted takeoff at Offutt AFB, Nebraska, USA, and caught fire after overrunning the runway onto nearby railway tracks.[90]
  • On 14 March 1961, Valiant B1 WP200 stationed at RRFU Pershore failed to complete its takeoff run and was written off.[88][92]
  • On 6 May 1964, Valiant B1 WZ363 of No. 148 Squadron, though loaned and crewed by personnel from No. 207 Squadron, crashed into the ground during a night flight near Market Rasen, Lincolnshire.[90]
  • On 23 May 1964, Valiant B(PR)K1 WZ396 from No. 543 Squadron landed on foam due to landing gear difficulties at RAF Manston and was not repaired.[90]

Surviving aircraft

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

Specifications (Valiant B.1)

Template:Aircraft specs

See also

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Notes

  1. ↑ Historically, RAF bombers had been named after towns and cities—such as Lancaster, Halifax, and Canberra—but the advent of jet technology inspired a new naming tradition. The chosen name also aligned with a pattern of alliterative aircraft names.
  2. ↑ Although Vickers proposed installing twin 20 mm cannon in the tailcone, this idea never progressed beyond design drawings.
  3. ↑ At that time, the Valiants had not yet been 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 17.2 17.3 17.4 17.5 Gunston and Gilchrist 1993, p. 77.
  18. ↑ 18.0 18.1 18.2 18.3 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 Cite error: Invalid <ref> tag; no text was provided for refs named black wright 20
  23. ↑ Burnet and Morgan Aeroplane Monthly August 1980, p. 400.
  24. ↑ Jones 2007, p. 37.
  25. ↑ Brookes 2012, p. 12.
  26. ↑ 26.0 26.1 26.2 Flintham 2008, p. 131.
  27. ↑ 27.0 27.1 27.2 Hubbard and Simmons 2008, p. 26.
  28. ↑ Blackman and Wright 2015, pp. 19–20.
  29. ↑ Blackman and Wright 2015, pp. 24–26.
  30. ↑ 30.0 30.1 30.2 Flintham 2008, p. 133.
  31. ↑ 31.0 31.1 31.2 31.3 31.4 31.5 31.6 31.7 31.8 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 75
  32. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Andrews Vickers p449
  33. ↑ 33.0 33.1 33.2 Cite error: Invalid <ref> tag; no text was provided for refs named Andrews Vickers p442
  34. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named bomber 73 74
  35. ↑ 35.0 35.1 35.2 Cite error: Invalid <ref> tag; no text was provided for refs named Barfield p158
  36. ↑ Patent Specification 631,785
  37. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Aero Aug80 p398
  38. ↑ 38.0 38.1 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 74
  39. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Profile p16
  40. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named black wright 17 18
  41. ↑ Gunston and Gilchrist 1993, pp. 75–76.
  42. ↑ 42.0 42.1 42.2 42.3 42.4 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 76
  43. ↑ Gunston 1973, p. 50.
  44. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named darling 41
  45. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named black wright 28
  46. ↑ Gunston and Gilchrist 1993, pp. 74–75.
  47. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Turpin p79-0
  48. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named darling 39
  49. ↑ 49.0 49.1 49.2 49.3 Cite error: Invalid <ref> tag; no text was provided for refs named Flight p19
  50. ↑ 50.0 50.1 50.2 50.3 Cite error: Invalid <ref> tag; no text was provided for refs named black wright 18
  51. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named bomber 76 77
  52. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Turpin p78
  53. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Flight p18
  54. ↑ Flight December 1951
  55. ↑ Flight July 1953
  56. ↑ Brookes 2012
  57. ↑ JIM Vol.86 No.1790
  58. ↑ Flight April 1956
  59. ↑ 59.0 59.1 Cite error: Invalid <ref> tag; no text was provided for refs named black wright 19
  60. ↑ 60.0 60.1 60.2 60.3 60.4 60.5 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 79
  61. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named darling 40
  62. ↑ Jones 2007, pp. 79–82.
  63. ↑ 63.00 63.01 63.02 63.03 63.04 63.05 63.06 63.07 63.08 63.09 63.10 63.11 Brookes 2012, p. 92.
  64. ↑ Wynn, pp. 564-565.
  65. ↑ Brian Trubshaw Test Pilot, Brian Trubshaw and Sally Edmondson, Sutton Publishing Limited 1999, ISBN 0 7509 1838 1, p.35
  66. ↑ Mason 1994, p. 378.
  67. ↑ Blackman and Wright 2015, pp. 33–36.
  68. ↑ "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.
  69. ↑ Hubbard and Simmons 2008, pp. 61, 68.
  70. ↑ Hubbard and Simmons 2008, p. 157.
  71. ↑ Hubbard and Simmons 2008, p. 167.
  72. ↑ Bowman 2016, p. 158
  73. ↑ Blackman and Wright 2015, p. 42.
  74. ↑ Darling 2012, p. 42.
  75. ↑ Bowman 2016, pp. 158, 161.
  76. ↑ McClelland, pp.175–178.
  77. ↑ Brookes 1982, p. 142
  78. ↑ Tanner 2006, pp. 113–114.
  79. ↑ Brookes 1982, pp. 141–142
  80. ↑ Wynn 1994, p. 168.
  81. ↑ Brookes 2012, p. 45.
  82. ↑ 82.0 82.1 Royal Air Force Museum, Vickers Valiant B1 collection, accessed 19 May 2018
  83. ↑ 83.0 83.1 83.2 83.3 83.4 83.5 83.6 thunder-and-lightnings.co.uk, Vickers Valiant History, accessed 19 May 2018
  84. ↑ Halley1980, p.203.
  85. ↑ Halley1980,p315.
  86. ↑ Brookes2012, pp34–35.
  87. ↑ "Sole British Jet Atom Bomber Crashes." New York Times, 13 January 1952.
  88. ↑ 88.0 88.1 88.2 88.3 Halley 2003, p. 95.
  89. ↑ "Valiant Crash Inquest Verdict." The Times, Issue 53289, August 1955, p. 11.
  90. ↑ 90.0 90.1 90.2 90.3 Halley 2003, p. 128.
  91. ↑ 91.0 91.1 Halley 2001, p. 20.
  92. ↑ Morgan 1994, p. 32.
  93. ↑ "60th Anniversary of Valiant's First Flight." Royal Air Force Museum, 17 May 2011.
  94. ↑ "Powered Aircraft, Gliders & Aircraft Cockpit Sections." Archived 28 April 2016 at the Wayback Machine Brooklands Museum, Retrieved: 19 August 2012.
  95. ↑ "Exhibits" Morayvia, Retrieved: 20 July 2020.
  96. ↑ "Valiant cockpit now part of the IWM." Imperial War Museum, 18 December 2022.
  97. ↑ "Our Aircraft." Archived 6 December 2013 at the Wayback Machine Norfolk and Suffolk Aviation Museum, Retrieved: 19 August 2012.

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External links

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