Jump to content

Vickers Type 706

From Alfawiki
Adapted from the English Wikipedia article Vickers Type 706, available under CC BY-SA 4.0Updated 29 November 202596 sources
Vickers-Armstrongs
IndustryAerospace, Defence
Founded1828
Headquarters
Weybridge, Surrey
,
United Kingdom
ProductsAircraft, including the Vickers Valiant bomber

Overview

The Vickers Valiant was a British jet-powered bomber engineered for high-altitude missions and nuclear delivery. During the 1950s and 1960s, it served as a key element of the Royal Air Force's strategic deterrent force known as the "V bomber" fleet. Developed by Vickers-Armstrongs to meet Specification B.35/46 issued by the Air Ministry, the Valiant was designed as a nuclear-capable jet bomber. It was the first among the V bombers to enter operational service, preceding the Handley Page Victor and Avro Vulcan. Notably, the Valiant remains the sole V bomber to have deployed live nuclear weapons during testing.

In 1956, Valiants based in Malta participated in conventional bombing sorties over Egypt as part of Operation Musketeer amid the Suez Crisis. From that period until early 1966, the primary role of the Valiant squadrons was nuclear deterrence during tensions between NATO and Warsaw Pact nations. Additional units performed missions including aerial refuelling, reconnaissance, and electronic warfare.

By 1962, due to advancements in Soviet surface-to-air missile (SAM) defenses, the entire V-force, including the Valiant, transitioned from high-altitude flight profiles to low-level penetration tactics to evade SAM threats. In 1964, structural issues emerged when fatigue and crystalline corrosion were detected in the wing rear spar attachment forgings of the Valiants. This problem was linked to the use of a zinc/magnesium aluminium alloy (DTD 683), initially developed during World War II for high-strength applications but later found to be susceptible to cracking and fatigue failure in longer service life aircraft.

Although repair efforts commenced in late 1964, a governmental change resulted in Defence Minister Denis Healey deciding to withdraw the Valiant from active duty. This retirement occurred in early 1965, while its sister V-bombers—the Victor and Vulcan—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 guidelines for the Royal Air Force (RAF) Bomber Command. Following the conclusion of the Second World War, the RAF continued to rely on heavy four-engine bombers for large-scale raids during the immediate postwar years; 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 turbojet-powered heavy bombers capable of delivering nuclear weapons at high altitudes and speeds without defensive weaponry. These bombers were intended to serve as a deterrent against hostile nations and, if deterrence failed, to execute nuclear strikes. Simultaneously, Britain embarked on developing its own atomic arsenal.

In January 1947, the British Air Ministry released Specification B.35/46, seeking an advanced jet bomber designed to transport nuclear payloads and operate near sonic speeds at around 50,000 ft (15,000 m) altitude. Three companies—A.V. Roe, Handley-Page, and Vickers-Armstrongs—submitted sophisticated designs aimed at satisfying these rigorous requirements. Meanwhile, although Short Brothers presented a design by Geoffrey T. R. Hill that was deemed overly ambitious, the Air Staff approved another Short proposal under a different specification, B.14/46, as a contingency should problems arise with B.35/46. Aviation historians Bill Gunston and Peter Gilchrist characterized Specification B.14/46 as demanding "little more than a traditional aircraft fitted with jet engines." Short responded with a conservative design fulfilling B.14/46 which evolved into the S.A.4 Sperrin. Two prototypes were built, with the first flight occurring in 1951; however, the Sperrin was ultimately confined to research and development roles.

Emerging from World War II as one of the leading global aerospace manufacturers, Vickers operated a clandestine development unit based in Weybridge, Surrey—similar to a secretive Skunk Works—which had contributed to several covert wartime projects. This secret division was responsible for early work on what would become the Valiant bomber, including assembling the initial two prototypes. Vickers initially proposed a six-engine jet bomber design for Specification B.35/46 but revised this concept in 1948 to a four-engine configuration as jet engine technology advanced. The design submitted by Vickers was relatively straightforward and less aerodynamically sophisticated compared to rival proposals.

Both Handley-Page and Avro developed highly advanced designs for the bomber competition: these became known as the Victor and the Vulcan, respectively. To mitigate risk in case one design failed, the Air Staff awarded contracts to all three manufacturers. These aircraft collectively became known as the V bombers or V-class bombers, each bearing names beginning with "V." Initially, Vickers’ entry was rejected for lacking the technological advancement of its competitors; however, Vickers’ chief designer, George Edwards, successfully persuaded the Air Ministry by emphasizing that his design could be delivered significantly sooner than others. He pledged that a prototype would fly by late 1951, production models by late 1953, and serial deliveries would start in early 1955. Securing this contract was vital for Vickers’ future in aircraft manufacturing. Edwards was highly confident that his team at Weybridge could meet all specifications and delivery timelines without compromise. He resisted pressures to alter performance parameters or equipment specifications to more closely align with those of Victor or Vulcan since such changes would risk delaying promised deadlines.

Although developing three distinct bomber types from a single Operational Requirement (OR) incurred substantial costs, geopolitical events such as 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 specifically tailored around Vickers’ Type 660 design; on 16 April 1948, Vickers received formal authorization to proceed.

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 powered by four Armstrong Siddeley Sapphire engines designated Type 667.

Prototypes

Initial prototype displayed at the Farnborough Airshow, 1951

The inaugural prototype, bearing the serial number WB210, completed its first flight on 18 May 1951,[1] meeting the timeline promised by George Edwards, just 27 months after contract initiation. This milestone was achieved several months ahead of the rival Short Sperrin, which featured straight wings rather than swept ones and ultimately did not proceed to production. The pilot for this maiden flight was Captain Joseph "Mutt" Summers, renowned as the original test pilot of the Supermarine Spitfire, eager to add another pioneering achievement before retirement. His co-pilot was Gabe "Jock" Bryce, who would assume the role of Vickers' chief test pilot following Summers' departure shortly thereafter.[2][3][4] In June of that year, the Vickers Type 660 received the official designation "Valiant," a name previously assigned to the Vickers Type 131 biplane from 1931.[N 1] The selection of "Valiant" resulted from an internal survey among Vickers employees.[5]

On 11 January 1952, the initial Valiant prototype was lost during internal noise measurement tests related to the V.1000 project. These trials involved engine shutdowns and restarts,[6] one of which led to a fire in the starboard wing. Most crew members safely evacuated; however, the co-pilot suffered fatal injuries after colliding with the tail section following ejection.[7][8]

Following modifications to its fuel system, the second prototype WB215 undertook its first flight on 11 April 1952.[9] This variant was equipped with more powerful RA.7 Avon engines delivering 7,500 pounds-force (33 kN) thrust each instead of the originally intended Sapphires. Additionally, it featured redesigned air intakes—more rounded compared to the narrow slot-type intakes on the first prototype—to accommodate the increased airflow demands of these engines. The brief interval before this second prototype's availability ensured that development timelines remained unaffected despite the loss of the first aircraft.[10][11][12]

The Valiant B2

Among the three prototypes was a B.2 model.[13] Designed as a Pathfinder aircraft, its role was to operate at low altitudes to identify targets for the main bomber formations. To withstand increased turbulence encountered at such altitudes, the B.2 featured a reinforced airframe. Notably, it eliminated cut-outs in the wings where main wheels retracted in earlier models; this change allowed an uninterrupted wing torsion box structure and increased internal fuel capacity. Instead of retracting into these cut-outs, its main landing gear—with four wheels rather than two as on the B.1—folded backward into substantial 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 version; this additional space accommodated enhanced avionics equipment.[15]

The B.2 prototype (serial WJ954) completed 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-level performance surpassed that of both the B.1 and all other V-bombers at sea level,[17] achieving clearance for speeds up to 580 mph (930 km/h) at low altitude during operational use (with test flights reaching velocities as high as 640 mph (1,030 km/h)). This contrasted with a sea-level speed limit of approximately 414 mph (665 km/h) for the B.1 model. The Air Ministry commissioned production of seventeen B.2 units powered by Rolls-Royce Conway turbofan engines; however, despite its impressive low-altitude capabilities, development was halted since World War II-era "Pathfinder" tactics were deemed outdated in nuclear warfare contexts.[18] The B.2 prototype subsequently served in various test roles over several years—including rocket-assisted take-off trials employing two Super-Sprite motors to aid Valiant B.1 operations at high-altitude or hot airfields—and extensive taxiing 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 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 Royal Air Force. This timely procurement was crucial to initiating production rapidly. Due to shortages in steel and other materials during the establishment of the assembly line at Brooklands, many of the production jigs used for the Valiant were constructed from concrete. The first five aircraft completed were built to a pre-production specification, with WP199 being the initial example. The first flight of a production-standard Valiant took place on 21 December 1953, meeting the schedule commitments set by Edwards.

The inaugural production Valiant was handed over to the RAF on 8 February 1955, marking the official introduction of Britain's "V-bomber" fleet, a designation coined in October 1952. The Valiant was soon joined by the Victor and Vulcan bombers, forming a trio of nuclear-capable strategic bombers within RAF service. The final Valiant was delivered in September 1957, with all production aircraft completed on schedule and within budget.

A total of 108 Valiants were manufactured, including one B.2 prototype. Beyond its primary role as a component of the UK's nuclear deterrent, the Valiant also operated in conventional bombing missions using high explosive ordnance. Following the bomber variant, versions were developed for strategic reconnaissance and multi-role tasks such as conventional bombing, aerial reconnaissance, and aerial refuelling. Eighteen Squadron operated six Valiants equipped with electronic countermeasures systems. Valiants assigned to 90 and 214 Squadrons were modified for air-to-air refuelling by fitting a Hose Drum Unit (HDU) inside the bomb bay on standard suspension mounts used for bombs. This configuration required opening the bomb bay doors during refuelling operations, unlike later tanker aircraft where the HDU was integrated flush with the fuselage underside. Several Valiants also served as flying testbeds, notably supporting trials of the Blue Steel nuclear-armed standoff missile, which was subsequently adopted by other V-bomber types.

Unlike its Vulcan and Victor counterparts, 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 caused by increased turbulence during low-level operations was detected, resulting in an early withdrawal from service. Aviation historian Vic Flintham noted the irony that although Vickers had designed a Type 673 B Mk 2 variant optimized as a fast low-level pathfinder, it failed to gain interest from the Air Ministry. The Valiant represented Vickers' final purpose-built military aircraft before shifting focus to civilian designs such as the Vanguard turboprop airliner introduced in 1959 and the VC10 jet airliner in 1962, both of which also fulfilled military transport and tanker roles within 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 the aeronautical principles of its era, avoiding experimental aerodynamic features that would have necessitated scaled testing or extended development phases. Consequently, George Edwards characterized the Valiant as an "unfunny" aircraft.

Featuring a shoulder-mounted wing, the Valiant was equipped with four Rolls-Royce Avon RA.3 turbojet engines, each delivering up to 6,500 pounds-force (29 kN) thrust, arranged in pairs housed within fireproof compartments at each wing root.[23] The aircraft exhibited a sleek appearance supported by swept-wing aerodynamics.[24] The wing root's 12% thickness-to-chord ratio allowed the Avon engines to be integrated inside the wing structure rather than mounted externally on pods, unlike the contemporary Boeing B-47 Stratojet.[25] This embedded engine configuration enhanced aerodynamic efficiency, consistent with British design practices of the period. However, it complicated maintenance access and heightened the risk that an uncontained engine failure could damage adjacent engines. Additionally, it required a more complex main spar design to accommodate the engines.[26]

The wing employed a "compound sweep" arrangement developed by Vickers aerodynamicist Elfyn Richards.[27] Richards discovered that increasing sweep on the inner wing section was essential—a concept he later patented as "Improvements in Aeroplane Wing Formation," aiming to delay shockwave formation uniformly across the wing span.[28] The Valiant’s wing featured a sweepback angle of 37° on the inner third and 21° on the outer sections.[29][30] This design choice was facilitated by reducing the thickness-to-chord ratio near the wingtips.[27] The moderate sweep near control surfaces limited operational speeds to Mach 0.84, with typical cruising speeds around Mach 0.75 at altitudes up to 55,000 feet (17,000 m), especially when lightly loaded.[31][32] Operating from runways as short as 6,000 feet (1,800 m), the aircraft did not require a drogue parachute for deceleration.[17]

Positioned high on the fuselage, the wing’s internal housing of engines and main landing gear restricted available fuel capacity.[23] The trailing edge incorporated two-section ailerons fitted with trim tabs, alongside double-slotted flaps located inboard.[33] Flap and landing gear operations were powered by direct electric motors. Steering and braking systems utilized electric motors driving hydraulic pumps rather than mechanical linkages.[34]

Close-up view of wing root and air intakes

Production models were powered by four Avon 201 turbojets generating 9,500 pounds-force (42 kN) thrust each. These engines supplied bleed air for pressurization, ice protection, and air conditioning systems. The aircraft’s DC electrical generators were engine-driven.[34] To prevent ice buildup and potential engine damage from ice shedding, Napier Spraymat electric heaters were installed in engine intakes. Initial prototypes featured long rectangular intake slots, while production variants adopted oval or "spectacle"-shaped intakes to accommodate increased airflow demands for more powerful engines.[25] Exhaust gases exited through fairings positioned above the wing trailing edges.[25]

To meet takeoff requirements from short tropical dispersal airfields,[35] jettisonable rocket-assisted takeoff (RATO) units were developed for the Valiant.[18] Testing involved two underwing de Havilland Sprite boosters; however, these became unnecessary with more powerful Avon engine variants. Additionally, reliance on booster rockets introduced asymmetric thrust risks if one failed during takeoff.[22] Some engines incorporated water injection systems to boost takeoff thrust by approximately 1,000 pounds-force (4.4 kN) per engine.[36]

The crew operated within a pressurized compartment located in the forward fuselage comprising a pilot, co-pilot, two navigators, and an air signaller (later designated as air electronics officer).[37] Production of this pressurized section was subcontracted to Saunders-Roe. The pilot and co-pilot sat side-by-side on an elevated platform; other crew members were positioned lower in rear-facing stations within the cockpit.[38] The crew complement was reduced to five following removal of defensive gun turrets and air gunners—an approach validated by World War II’s De Havilland Mosquito bomber.[30][N 2] Egress for pilot and co-pilot was via Martin-Baker Mk.3 ejector seats; rear crew members exited through an oval main entrance door on the port side but safe escape through this route was questionable.[39][23]

Side entry door of forward fuselage bearing pilot Kenneth Hubbard's crew names

The fuselage section aft of the pressurized cockpit but ahead of the wings housed avionics and environmental control equipment; this compartment was colloquially known as the "organ loft".[23] The aircraft featured twin-wheel nose gear and tandem-wheel main landing gear retracting outward into recesses beneath each wing. Main gear assemblies incorporated multi-pad anti-skid disc brakes and were telescopically linked so a single motor could retract both wheels into their bays simultaneously.[23] Most systems—including flaps and landing gear—were electrically actuated.[40] Braking and steering systems operated via electric motors powering hydraulic pumps.[41][42] The lower nose housed an H2S radar scanner within a glass fiber radome; beneath the cockpit floor was a visual bomb sight.[23] Access to avionics was through an entry at the rear fuselage base leading to an internal catwalk above the aft bomb bay area; no direct access existed from the cockpit.[43]

Electrical power was supplied by four engine-driven generators producing 112 volts DC for high-demand systems. A separate 28-volt DC system powered actuators controlling higher-voltage functions. Backup power came from batteries rated at 24 V and 96 V. Additionally, a 115-volt AC supply supported radar equipment and actuators managing flight controls, flaps, air brakes, and landing gear.[41][44][42] During design development it was determined that extensive use of electrical actuation—including high-voltage generators, cabling, motors with mechanical drives—would result in weight savings compared to traditional hydraulic systems comprising pumps, fluid lines, actuators, and reservoirs.[34]

Flight controls—ailerons, elevators, rudder—employed dual-channel powered control systems supplemented by full manual backup; manual flying training prepared crews for potential total electrical failures during missions.[41] Manual operation demanded significant physical effort from pilots.[42] Artificial feel feedback for pilot controls was provided via ram-air pressure sources integrated into elevators, ailerons, and rudder controls.[34]

A Smith Aerospace autopilot combined with an instrument landing system (ILS) was installed alongside multiple navigational aids including Marconi-built Green Satin Doppler radar, Gee radio navigation system, Automatic Direction Finder (ADF), VOR/DME equipment, and radar altimeters.[17] Provisions existed for additional sensors such as side-looking airborne radar installations.[17]

Landing gear assembly and wing detail

The central fuselage contained a primary backbone beam supporting two widely spaced wing spars along with five fuel cells positioned in its upper section. The bomb bay occupied space beneath this structure.[23][45] The aft fuselage utilized semi-monocoque construction to reduce weight relative to the central fuselage; electro-hydraulic power units controlling ailerons, elevators, and rudder were installed here by Boulton-Paul Aircraft.[34] The tail assembly attached at the rear featured a tapered rather than swept design,[23] with a horizontal stabilizer mounted high on the vertical fin to avoid engine exhaust interference.[27] An ARI 5800 Orange Putter tail warning radar system was housed within the tailcone.[18]

Structural components such as spars and beams were fabricated from DTD683—a zinc/magnesium/copper aluminium alloy developed in Britain.[46][47] The aircraft adopted a Safe-Life structural design philosophy;[48] however, this approach combined with DTD683 alloy later proved problematic. A study published in the Journal of the Institute of Metals during the late 1950s criticized DTD683 as unstable under stress near design limits and prone to catastrophic failure.[49][N 3] Furthermore, a Lockheed engineer publicly challenged Safe-Life design’s reliability at a Royal Aeronautical Society lecture in 1956 due to its inability to fully prevent sudden failures.[50]

The Valiant B.1 could carry either one nuclear weapon weighing up to 10,000 pounds (4,500 kg) or up to twenty-one conventional bombs each weighing approximately 1,000 pounds (450 kg) within its bomb bay. Its design accommodated early fission devices as well as larger thermonuclear hydrogen bombs.[23] Without external stores such as underwing tanks ("clean" configuration), it could climb directly to altitudes around 50,000 feet (15,000 m) after takeoff unless heavily loaded in its bomb bay.

For reconnaissance missions, camera crates replaced bombs in the bay alongside fuselage-mounted cameras; larger rear fuel tanks increased endurance capabilities.[51] Large external fuel tanks under each wing held approximately 1,650 imperial gallons (7,500 L; 1,980 US gal) each for extended range; an auxiliary tank could also be installed forward within the bomb bay. External tanks were standard on tanker-configured Valiants used for aerial refueling operations.[51] A fixed refueling probe mounted on the nose connected externally along canopy framing to avoid breaching cockpit pressurization seals when receiving fuel midair.[52]

Nuclear deterrent

Side perspective of a Yellow Sun nuclear bomb 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 also formed at Gaydon to train crews on this new bomber.[53] Since the Valiant represented a completely new bomber category for the RAF, experienced aircrew were carefully chosen for its operation. First 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 command hours. The remaining three crew members had to be recommended by their commanding officers for assignment to the Valiant.[54] Initially, the Valiant was deployed in the strategic nuclear bombing role alongside the Vulcan and Victor B.1 bombers once they entered service. At its operational height, ten RAF squadrons were equipped with the Valiant.[55][56]

Gunston and Gilchrist noted that the Valiant performed "extremely well" during the annual bombing competition organized by the American Strategic Air Command (SAC).[57] This performance attracted significant interest from the United States Air Force, leading to visits by generals Vandenberg, Johnson, and LeMay to Vickers. According to test pilot Brian Trubshaw, George Edwards faced some pressure to produce a licensed version of the Boeing B-47. The key outcome from these visits was LeMay’s insistence that the side-by-side pilot seating arrangement of the Valiant be adopted for the B-52 bomber rather than the tandem setup found in both the B-47 and early B-52 prototypes.[58]

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

On 11 October 1956, a Valiant B.1 (WZ366) belonging to No. 49 Squadron and piloted by Edwin Flavell became the first British aircraft to release an atomic bomb when it conducted a test drop of a reduced-yield Blue Danube device over Maralinga, South Australia.[59] This event was part of the Operation Buffalo nuclear test series conducted in that region. To protect the crew from the intense nuclear flash, windscreen blinds were installed prior to detonation. After returning from the mission, WZ366 underwent inspection for any damage or radioactive contamination.[60]

On 15 May 1957, during Operation Grapple, a Valiant B(K).1 (XD818) piloted by Kenneth Hubbard dropped Britain’s first hydrogen bomb, known as Short Granite, over the Pacific Ocean.[61] No. 49 Squadron was chosen for this live weapon deployment and operated specially modified Valiants tailored to meet scientific testing requirements as well as enhanced protection against heat and radiation.[62] Although a thermonuclear explosion was achieved, its yield fell short of expectations at less than one-third of maximum predicted output.

A British hydrogen bomb successfully detonated with its intended yield during the Grapple X test on 8 November 1957.[63] The Grapple testing program extended into early 1958; notably in April that year, the Grapple Y device exploded with a yield ten times greater than that of Short Granite.[64] Testing concluded in November 1958 after the British government resolved not to conduct any further air-delivered nuclear trials.[57]

Initially designed for high-altitude bombing missions, tactics shifted after an early Soviet SA-2 Guideline missile shot down Gary Powers’ Lockheed U-2 in 1960. This SAM threat compelled bomber units to train extensively in low-level attack profiles to evade radar detection when penetrating hostile airspace. Correspondingly, their paint scheme changed from anti-flash white to grey/green camouflage with standard markings.[65] By 1963, four squadrons equipped with Valiants—49, 148, 207, and 214—were assigned under SACEUR for low-level tactical bombing duties.[57] Around this time, operational flying hours for the type had noticeably decreased.[57]

Conventional warfare

Camouflaged Valiant at Filton, England. Circa mid-1960s

During peacetime training, crews practiced by dropping small inert bombs on instrumented bombing ranges. Additionally, a predictive bombing method was employed utilizing radio signals to indicate the bomb's release point over targets outside the designated ranges. Ground radar units then calculated bombing errors and relayed this data either in-flight to the crew or afterward to command centers for evaluation. Thanks to the Valiant's Navigational and Bombing System (NBS) and the expertise of highly skilled crews—often seasoned veterans with prior wartime decorations—bombing precision surpassed that of aircraft from World War II. Gunston and Gilchrist noted that Valiant crews could accurately deliver practice bombs from an altitude of 45,000 feet (14,000 m) within mere meters of their intended targets.[57]

The Valiant was the first among the V-bombers to engage in combat operations during October and November 1956, participating in the Anglo-French-Israeli Suez campaign. Operating from Luqa airfield in Malta during Operation Musketeer, British forces deployed Valiants to drop conventional ordnance on Egyptian targets. Primary objectives included Egyptian military airbases, along with communication installations such as radio stations and transportation centers.[66] On the initial night of the campaign, six Valiants were tasked with bombing Cairo West Air Base; however, this mission was aborted mid-flight due to concerns about nearby US personnel. Concurrently, six other aircraft targeted Almaza Air Base, while five bombed Kibrit Air Base and Huckstep Barracks.[67][68]

Despite the absence of Egyptian resistance 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, only three out of seven airfields sustained significant damage.[N 4] The Egyptian Air Force had already been largely neutralized through a broader multinational offensive that included these Valiant missions.[69] This marked the final live combat deployment of RAF V-bombers until Avro Vulcans conducted bombing raids on Port Stanley airfield during the Falklands War in 1982.[70]

Tanker operations

No. 214 Squadron at RAF Marham began operating Valiant tankers in 1958, followed by No. 90 Squadron at Honington in 1959.[71] Both squadrons officially transitioned to dedicated tanker roles on 1 April 1962.[72] 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 detached if needed to revert the aircraft to its bomber configuration;[73] consequently, fuel transfer required opening the bomb bay doors. The HDU was controlled via a panel located at the radar navigator’s station inside the cockpit.

Long-range demonstration flights showcased in-flight refuelling capabilities using other Valiant tankers stationed strategically along flight paths. In 1960, a Valiant bomber completed a nonstop journey from Marham in the UK to Singapore; similarly, in 1961, a Vulcan achieved a nonstop flight from Britain to Australia.[71] These tanker squadrons regularly undertook extended sorties including nonstop flights from the UK to destinations such as Nairobi, RAF Gan, and Singapore.[74] During this period, various aircraft types were refueled mid-air by Valiants: Victor and Vulcan bombers, English Electric Lightning fighters, as well as Royal Navy fighters including the de Havilland Sea Vixen and Supermarine Scimitar.[75]

Electronic countermeasures and reconnaissance duties

The Valiants assigned to No. 18 Squadron RAF at RAF Finningley underwent modifications to fulfill the "radio countermeasures" (RCM) function, later known as "electronic countermeasures" (ECM). These aircraft were equipped with American-made APT-16A and ALT-7 jamming transmitters, alongside Airborne Cigar and Carpet jamming systems, APR-4 and APR-9 electronic "sniffers," as well as chaff dispensers. At least seven Valiants were adapted for this ECM role.

Meanwhile, Valiants from No. 543 Squadron based at RAF Wyton were converted for photographic reconnaissance missions. A significant operation in 1965 saw these aircraft capture imagery covering approximately 400,000 square miles (1,000,000 km2) of Rhodesia over an eleven-week timeframe.

Structural fatigue issues and withdrawal from service

In 1956, Vickers conducted a series of high-speed, low-altitude trials using aircraft WZ383 to evaluate the Valiant’s suitability for such flight profiles. The tests prompted several modifications, including the addition of a metal radome and debris guards on the two inner engines. After six flights, the artificial feel on the ailerons and elevators was decreased by half. Pilots also reported issues with cabin heating and condensation that required attention. Data recording equipment installed on the aircraft allowed Vickers to estimate the airframe’s remaining safe operational life under these conditions. Initially, a limit of 75 hours was advised, later revised to suggest that the actual safe life might be under 200 hours. The annual flight hours logged by each Valiant became a matter of operational concern for the RAF.

Subsequently, the RAE undertook similar testing that more accurately reflected operational use, including low-level flying and taxiing maneuvers. Their 1958 report provided valuable insights into which flight regimes caused the most structural stress, enabling improved predictions of the aircraft’s remaining lifespan.

In May 1957, Flight magazine reported an incident at Boscombe Down where a wing rear spar fractured following a rocket-assisted takeoff performed at an overloaded weight—the very reason for using rocket assistance. This aircraft was the second prototype WB 215, which had not yet received the production modification designed to rectify the known rear spar weakness. After accumulating 489 flight hours, it was dismantled for wing fatigue testing.

After extensive front-line deployment, a cracked spar was detected in July 1964 on one of three Valiants (either WZ394 – Wynne or WZ389 – Morgan) involved in Operation Pontifex. Shortly after, on 6 August, WP217—an OCU aircraft from Gaydon piloted by Flight Lieutenant "Taffy" Foreman—suffered failure of its starboard wing rear spar at an altitude of 30,000 feet. Despite this damage, it managed to return safely to Gaydon but could not deploy flaps on that side due to dislodged flap rollers caused by the spar failure. Further inspection revealed buckling of fuselage skin beneath the starboard inner wing panel with popped rivets; cracks in the engine door; and rivet pull-outs along with skin buckling on the upper surface of the mainplane between engines. Both affected aircraft were photographic reconnaissance variants.

Comprehensive inspections revealed wing spar fatigue ranging from 35% up to 75% of their calculated safe fatigue life—likely accelerated by turbulence encountered during low-level operations. Following these assessments, aircraft were categorized into three groups: Category A allowed continued flying; Category B permitted flights only to repair facilities; and Category C required repairs before any further flight. Tanker squadrons experienced fewer Category C cases due to their predominantly high-altitude missions. These findings prompted a reassessment of fatigue life evaluation methods. By the time withdrawal began, roughly fifty aircraft remained active while many others had accumulated at various RAF Maintenance Units labeled as "Non effective Aircraft."

Initially, there was no intention to retire most affected Valiants; repair efforts continued at bases like Marham with support from Vickers personnel alongside RAF technicians. However, in January 1965, the Wilson government—led by Defence Secretary Denis Healey—determined 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 status maintained for SACEUR persisted until this final grounding. When questioned in the House of Commons, Healey clarified that retirement was unrelated to low-level flying and noted that the previous administration had intended to operate Valiants for four years beyond their projected fatigue life.

Aviation historian Barry Jones remarked: "One must ask why Handley Page’s Hastings transports underwent extensive refurbishment involving replacement of DTD683 components with new alloy sections over two years while similar treatment was not extended to the Valiant fleet. The reasons remain unclear." A contemporary Flight article emphasized that fatigue problems affected all Valiants regardless of their usage profile.

The last tanker mission occurred on 9 December 1964 when XD812 from 214 Squadron refuelled Lightning jets over the North Sea but was recalled prematurely to Marham before completing its exercise. On that same day, XD818 conducted what became the final bomber sortie; notably, this aircraft had previously dropped nuclear weapons during Operation Grapple.

Variants

A total of 107 Valiants were manufactured, including the three initial prototypes.[76][77]

  • Valiant B.1: This category comprised 37 dedicated bomber models. Among these were five pre-production units designated Type 600, Type 667, and Type 674, each equipped with Avon RA.14 engines delivering 9,500 pounds-force (42 kN) of thrust, matching the power of the earlier Avon 201. Additionally, 34 full-production aircraft classified as Type 706 featured Avon RA.28, 204, or 205 engines producing 10,500 pounds-force (47 kN) thrust each, outfitted with extended tailpipes and water-methanol injection systems to enhance takeoff power.[78]
  • Type 710 Valiant B(PR).1: Eleven units served dual roles as bombers and photo-reconnaissance aircraft. From the outset, Edwards and his team envisioned the Valiant's potential for reconnaissance tasks. This variant could house a removable "crate" within the bomb bay containing up to eight narrow-view, high-resolution cameras alongside four survey cameras.[78]
  • Type 733 Valiant B(PR)K.1: Fourteen aircraft combined bomber, photo-reconnaissance, and tanker functions.[78]
  • Type 758 Valiant B(K).1: Forty-four models operated as bombers and tankers. Both tanker versions incorporated a removable refueling system in the bomb bay featuring fuel tanks and a hose-and-drogue aerial refueling apparatus. Although an additional order for sixteen B(K).1s was placed, it was subsequently cancelled.[78]
  • Valiant B.2: A single prototype was developed.[78]
  • Vickers explored an air transport variant 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 lengthened to 146 feet (45 m), and more powerful engines. Development of this prototype, labeled Type 1000, commenced in early 1953. This prototype was intended to pave the way for a military transport version (Type 1002) and a civilian transport model (Type 1004 or VC.7). However, the near-complete Type 1000 prototype was ultimately cancelled.[78]

Production of the Valiant concluded in August 1957.[77] An order for seventeen B.2 variants was also cancelled.[78]

Operators

Silhouette of the Valiant B.1
Template:UK
  • The Royal Air Force operated Valiants from several bases including RAF Gaydon, RAF Finningley, RAF Honington, RAF Marham, RAF Wittering, and RAF Wyton through various squadrons:
    • No. 7 Squadron – Reestablished at Honington on 1 November 1956, relocated to Wittering on 26 July 1960, and disbanded on 30 September 1962.[55]
    • No. 18 Squadron – The C Flight of No.199 Squadron equipped with Valiants was redesignated as No.18 Squadron at Finningley on 17 December 1958 before disbanding on 31 March 1963.[55]
    • No. 49 Squadron – Reformed at Wittering on 1 May 1956, transferred to Marham on 26 June 1961, and disbanded on 1 May 1965.[55]
    • No.90 Squadron – Reactivated at Honington on 1 January 1957 and ceased operations on 1 March 1965.[55]
    • No.138 Squadron – Reformed at Gaydon on New Year's Day, 1955; moved to Wittering on 6 July that year; disbanded on 1 April 1962.[55]
    • No.148 Squadron – Reestablished at Marham on 1 July 1956 and disbanded on 1 May 1965.[55]
    • No.199 Squadron – C Flight received Valiants at Honington on 29 May 1957 for electronic countermeasure training, replacing Avro Lincolns; remaining squadron elements operated Canberras until disbandment in December 1958 when C Flight became No.18 Squadron.[55][79]
    • No.207 Squadron – Reactivated at Marham on April Fools' Day,1956; disbanded on May Day,1965.[55]
    • No.214 Squadron – Reformed at Marham on January21,1956; disbanded March1,1965.[55]
    • No.543 Squadron – Reestablished at Gaydon on April1,1955 in a strategic reconnaissance role; relocated to Wyton on November18 that year; replaced grounded Valiants with Victor Mk Is in1965.[55][80]
    • No.232 Operational Conversion Unit RAF – Established at Gaydon on February21,1955 to train crews for the Valiant; Victor training incorporated in1957; B flight equipped with Valiants disbanded February1965.[55]
    • No.1321 (Valiant/Blue Danube Trials) Flight[81]

Accidents and incidents

  • On 12 January 1952, the initial Valiant prototype WB210 was lost near Bransgore due to an in-flight fire.[82]
  • On 29 July 1955, Valiant B1 WP222 from No. 138 Squadron crashed during takeoff at RAF Wittering because of an aileron failure, resulting in the deaths of all four crew members.[83][84]
  • On 11 May 1956, the Valiant B1 WP202 operated by the Royal Aircraft Establishment lost control and crashed while attempting to land at Southwick Recreation Ground near Hove, Sussex.[83]
  • On 13 September 1957, Valiant B(PR)K1 WZ398 from No. 543 Squadron caught fire inside a hangar at RAF Wyton and was subsequently not repaired.[85]
  • On 11 September 1959, Valiant BK1 XD869 of No. 214 Squadron collided with the ground following a night departure from RAF Marham.[86]
  • On 12 August 1960, during takeoff from RAF Wittering, Valiant BK1 XD864 of No. 7 Squadron experienced failure to retract its nosewheel; while addressing this issue, the aircraft stalled and crashed at the disused RAF Spanhoe airfield.[86]
  • On 11 July 1961, Valiant B1 WP205 belonging to the Aircraft and Armament Experimental Establishment overshot the runway and collided with a control caravan at Boscombe Down.[83]
  • On 3 November 1961, Valiant B(PR)K1 WZ399 of No. 543 Squadron aborted takeoff at Offutt AFB, Nebraska, United States; it caught fire after overrunning the runway onto nearby railway tracks.[85]
  • On 14 March 1961, Valiant B1 WP200 at RRFU Pershore failed to complete its takeoff run and was declared a write-off.[83][87]
  • On 6 May 1964, Valiant B1 WZ363 from No. 148 Squadron, though operated and crewed by personnel from No. 207 Squadron, crashed into the ground during a night flight near Market Rasen, Lincolnshire.[85]
  • On 23 May 1964, Valiant B(PR)K1 WZ396 of No. 543 Squadron landed using foam due to landing gear issues at RAF Manston; it was not repaired.[85]

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

Lua error in mw.title.lua at line 359: bad argument #2 to 'title.new' (unrecognized namespace name 'Portal'). Template:Aircontent

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 chosen name also adhered to a pattern of alliteration common in aircraft names.
  2. ↑ Vickers had considered installing twin 20 mm cannon in the tailcone; however, this concept never progressed beyond preliminary designs.[18]
  3. ↑ Structural Changes Caused by Plastic Strain and by fatigue in Aluminium-Zinc-Magnesium-Copper Alloys Corresponding to DTD.683 (Broom and Mezza)
  4. ↑ At this stage, 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 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 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. ↑ 23.0 23.1 23.2 23.3 23.4 23.5 23.6 23.7 23.8 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 75
  24. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Andrews Vickers p449
  25. ↑ 25.0 25.1 25.2 Cite error: Invalid <ref> tag; no text was provided for refs named Andrews Vickers p442
  26. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named bomber 73 74
  27. ↑ 27.0 27.1 27.2 Cite error: Invalid <ref> tag; no text was provided for refs named Barfield p158
  28. ↑ Patent Specification 631,785, Improvements in Aeroplane Wing Formation", Elfyn John Richards, Application Date Nov. 25,1947
  29. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Aero Aug80 p398
  30. ↑ 30.0 30.1 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 74
  31. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Profile p16
  32. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named black wright 17 18
  33. ↑ Gunston and Gilchrist 1993, pp. 75–76.
  34. ↑ 34.0 34.1 34.2 34.3 34.4 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 76
  35. ↑ Gunston 1973, p. 50.
  36. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named darling 41
  37. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named black wright 28
  38. ↑ Gunston and Gilchrist 1993, pp. 74–75.
  39. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Turpin p79-0
  40. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named darling 39
  41. ↑ 41.0 41.1 41.2 Cite error: Invalid <ref> tag; no text was provided for refs named Flight p19
  42. ↑ 42.0 42.1 42.2 Cite error: Invalid <ref> tag; no text was provided for refs named black wright 18
  43. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named bomber 76 77
  44. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Turpin p78
  45. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named Flight p18
  46. ↑ Flight 14 December 1951
  47. ↑ Flight 17 July 1953
  48. ↑ Brookes 2012
  49. ↑ Journal of Institute of Metals
  50. ↑ Flight April 1956
  51. ↑ 51.0 51.1 Cite error: Invalid <ref> tag; no text was provided for refs named black wright 19
  52. ↑ Gunston and Gilchrist
  53. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named darling 40
  54. ↑ Jones 2007, pp. 79–82.
  55. ↑ 55.00 55.01 55.02 55.03 55.04 55.05 55.06 55.07 55.08 55.09 55.10 55.11 Brookes 2012, p. 92.
  56. ↑ Wynn, pp. 564-565.
  57. ↑ 57.0 57.1 57.2 57.3 57.4 Cite error: Invalid <ref> tag; no text was provided for refs named bomber 79
  58. ↑ Brian Trubshaw Test Pilot, Brian Trubshaw and Sally Edmondson, Sutton Publishing Limited 1999, ISBN 0 7509 1838 1, p.35
  59. ↑ Mason 1994, p. 378.
  60. ↑ Blackman and Wright 2015, pp. 33–36.
  61. ↑ "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.
  62. ↑ Hubbard and Simmons 2008, pp. 61, 68.
  63. ↑ Hubbard and Simmons 2008, p. 157.
  64. ↑ Hubbard and Simmons 2008, p. 167.
  65. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named flint 133
  66. ↑ Bowman 2016, p. 158
  67. ↑ Blackman and Wright 2015, p. 42.
  68. ↑ Darling 2012, p. 42.
  69. ↑ Bowman 2016, pp. 158, 161.
  70. ↑ McClelland, pp.175–178.
  71. ↑ 71.0 71.1 Hubbard and Simmons 2008, p. 26.
  72. ↑ Brookes 1982, p. 142
  73. ↑ Tanner 2006, pp. 113–114.
  74. ↑ Brookes 1982, pp. 141–142
  75. ↑ Wynn 1994, p. 168.
  76. ↑ Brookes 2012, p. 45.
  77. ↑ 77.0 77.1 "Vickers Valiant B1". Royal Air Force Museum. Retrieved 19 May 2018.
  78. ↑ 78.0 78.1 78.2 78.3 78.4 78.5 78.6 "Vickers Valiant - History". thunder-and-lightnings.co.uk. Retrieved 19 May 2018.
  79. ↑ Halley1980, p.203.
  80. ↑ Halley1980,p315.
  81. ↑ Brookes2012,pp34–35.
  82. ↑ "Sole British Jet Atom Bomber Crashes." New York Times, 13 January 1952.
  83. ↑ 83.0 83.1 83.2 83.3 Halley 2003, p. 95.
  84. ↑ "Valiant Crash Inquest Verdict." The Times, Issue 53289, August 1955, p. 11.
  85. ↑ 85.0 85.1 85.2 85.3 Halley 2003, p. 128.
  86. ↑ 86.0 86.1 Halley 2001, p. 20.
  87. ↑ Morgan 1994, p. 32.
  88. ↑ "60th Anniversary of Valiant's First Flight." Royal Air Force Museum, 17 May 2011.
  89. ↑ "Powered Aircraft, Gliders & Aircraft Cockpit Sections." Archived 28 April 2016 at the Wayback Machine Brooklands Museum, Retrieved: 19 August 2012.
  90. ↑ "Exhibits" Morayvia, Retrieved: 20 July 2020.
  91. ↑ "Valiant cockpit now part of the IWM." Imperial War Museum, 18 December 2022.
  92. ↑ "Our Aircraft." Archived 6 December 2013 at the Wayback Machine Norfolk and Suffolk Aviation Museum, Retrieved: 19 August 2012.

Bibliography

  • Andrews, C.F. The Vickers Valiant (Aircraft in profile no. 66). Leatherhead, Surrey, UK: Profile Publications Ltd., 1965.
  • Andrews, C.F. and Eric B. Morgan. Vickers Aircraft since 1908. London: Putnam, 1988. ISBN 978-0851778150 .
  • Barfield, Norman. "Vickers Valiant: Precient programme management par excellence". Air International, Vol. 43, No. 3, September 1992, pp. 153–161. Template:ISSN.
  • Blackman, Tony and Anthony Wright. Valiant Boys: True Stories from the Operators of the UK's First Four-Jet Bomber. Grub Street Publishing, 2015. ISBN 1-9106-9087-2.
  • Bowman, Martin. Cold War Jet Combat: Air-to-Air Jet Fighter Operations 1950–1972. Casemate Publishers, 2016. ISBN 1-4738-7463-7.
  • Brookes, Andrew. Force V: The History of Britain's Airborne Deterrent. London: Jane's Publishing Company Ltd., 1982. ISBN 0-7106-0238-3.
  • Brookes, Andrew. Valiant Units of the Cold War (Osprey Combat Aircraft: 95). Oxford, UK: Osprey Publishing, 2012. ISBN 978-1-84908753-7.
  • Burnet, Charles and Eric B. Morgan. "The V-Bombers: Vickers Valiant, Part 1." Aeroplane Monthly, Volume 8, No. 8, August 1980.
  • Burnet, Charles and Eric B. Morgan. "The V-Bombers: Vickers Valiant, Part 2." Aeroplane Monthly, Volume 8, No. 9, September 1980.
  • Buttler, Tony (January–February 1999). "Vital Bombers: Origins of the RAF's 'V-Bomber' Force". Air Enthusiast (79): 28–41. ISSN 0143-5450.
  • Darling, Kev. RAF Strike Command 1968 -2007: Aircraft, Men and Action, Casemate Publishers, 2012. ISBN 1-8488-4898-6.
  • Downey, Bob. V Bombers (Warbirds Illustrated No. 35). London: Arms and Armour Press, 1985. ISBN 0-85368-740-4.
  • Ellis, Ken. Wrecks & Relics: 20th Edition. Leicester, UK: Midland Publishing, 2006. ISBN 1-85780-235-7.
  • Flintham, Vic. High Stakes: Britain's Air Arms in Action 1945–1990. Pen and Sword, 2008. ISBN 1-8441-5815-2.
  • Gardner, Robert. From Bouncing Bombs To Concorde-The Authorised Biography Of Aviation Pioneer Sir George Edwards OM, Sutton Publishing, 2006. ISBN 0 7509 4389 0.
  • Gunston, Bill. Bombers of the West. London: Ian Allan Ltd.,1973, pp38–53. ISBN 0-7110-0456-0.
  • Gunston, Bill and Peter Gilchrist. Jet Bombers: From the Messerschmitt Me 262 to the Stealth B-2. Osprey,1993. ISBN 1-85532-258-7.
  • Halley, James.Royal Air Force Aircraft WA100 to WZ999. Tonbridge,Kent UK: Air-Britain (Historians) Limited ,2003 ,First edition2001 .ISBN 0 -85130 -321 -8 .
  • Halley , James J .The Squadrons of the Royal Air Force . Tonbridge , Kent , UK : Air-Britain (Historians) Ltd ,1980 .ISBN 0 -85130 -083 -9 .
  • Hubbard , Kenneth and Michael Simmons .Dropping Britain s First H-Bomb : Story of Operation Grapple1957 . Pen and Sword ,2008 .ISBN 1 -7834 -0336 -5 .
  • Jackson , Robert .Modern Combat Aircraft :11 – V-Bombers . Shepperton , Surrey , UK : Ian Allan Ltd .ISBN 1 -901945 -03 -0 .
  • Jones , Barry .V-Bombers : Valiant , Vulcan and Victor . Ramsbury , Malborough , UK : The Crowood Press , Paperback edition ,2007 .ISBN 978 -1 -86126 -945 -4 .
  • Laming , Tim .V-Bombers : Vulcan , Victor and Valiant – Britain's Airborne Nuclear Deterrent . London : Patrick Stephens Limited ,1997 .ISBN 978 -1 -85260 -529 -2 .
  • "Light Alloys and Production Problems : Two Further Papers from the A.F.I.T.A . Congress ." Flight,17 July1953 ,pp. 91–93 .
  • Mason , Francis K .The British Bomber since1914 . London : Putnam ,1994 .ISBN 0 -85177 -861 -5 .
  • McBrearty , J.F ."Fail-Safe airframe design : The Lockheed philosophy : 'Fail-Safe' preferred to 'Safe Life' ." Flight,6 April1956 ,pp. 394–397 .
  • McLelland , Tim .Britain's Cold War Bombers . Stroud , Gloucestershire : Fonthill ,2013 .ISBN 978 -1 -78155 -052 -6 .
  • Morgan , Eric B .Vickers Valiant : The First V-Bomber . Leicester , UK : Midland Publishing ,2002 .ISBN 1 -85780 -134 -2 .
  • Rosemeyer , Maurice Patrick .Adventure in the Air : Memoirs of a Flight Test Engineer . London , Ontario , Canada : Insomniac Press ,2009 .ISBN 1 -926582 -14 -4 .
  • Spooner, Nigel (2024). A History of Aviation at Brooklands in100 Objects. Barnsley England: Pen & Sword Airworld. ISBN 978-1-52679-091-0. .
  • "Structural Problems – and Some Suggested Solutions : a Digest of Mr H.H.Gardiner's R.Ae.S Lecture ." Flight,14 December1951 ,pp. 756–758 .
  • Tanner , Richard .History of Air-To-Air Refuelling . Pen and Sword ,2006 .ISBN 1 -8441 -5272 -3 .
  • Trubshaw , Brian and Edmonson , Sally .Brian Trubshaw : Test Pilot . Stroud , UK : Sutton Publishing ,1998 .ISBN 0 -7509 -1838 -1 .
  • Turpin , Brian ."Database : Vickers Valiant ." Aeroplane,Volume30 No2 Issue346 February2002 .
  • "Valiant : Last of the Vickers Bombers ?" Flight International,4 July1958 pp. 13–20 .
  • Wilson , Stewart .Combat Aircraft since1945 . Fyshwick Australia : Aerospace Publications ,2000 .1-875671-50-1 .
  • Wynn , Humphrey.RAF Nuclear Deterrent Forces. London:The Stationery Office .1996 .ISBN 0 -11 -772833 -0 .


External links

Related profiles

VVickers Type 710VVickers Type 758VVickers Type 667VVickers Type 674
Retrieved from "https://www.alfawiki.org/index.php?title=Vickers_Type_706&oldid=77787"