Avro Vulcan
Notes: The
Vulcan is – well, a huge bomber.
It is in the class of the American B-52 Stratofortress and the B-47
Stratojet. Vulcans began research
in 1952, with first deliveries beginning in 1956.
The Vulcan at first filled the British air leg of its Nuclear Triad;
later, most were converted to tankers. The Vulcan is a delta-winged tailless
design with an absolutely huge wing; this design was chosen to allow the
original Vulcans to fly high over Eastern Europe and the Soviet Union, and
otherwise have long legs. Of the
V-Bombers, the Vulcan was the technically most advanced.
The Vulcans are now retired, except for three (one B.1 and two B.2s),
which are kept in flying condition for appearances in air shows. Many pilots
feel that the Vulcan handles astonishing well for its size; Avro test pilot
Roland Falk even underlined this by putting a prototype Vulcan into a slow
barrel roll while overflying officials and test personnel. Reportedly, Falk was
so low that he smashed all the skylight windows in the Avro assembly building
(he was admonished sternly to avoid this kind of dangerous maneuver in the
future). However, the Vulcan did
receive its Certificate of Airworthiness less than a month afterwards, and Falk
did another low-level barrel roll at the 1955 Farnborough Air Show.
It is
interesting that in the early 1980s, Argentina approached Britain with an offer
to buy a number of Vulcans, which were at that point retired from the RAF.
Britain was suspicious of the Argentine offer, with the Foreign and
Commonwealth Office of the MoD noting that the Vulcans could be very useful to
the Argentines in an invasion of the Falklands.
And notably, Argentina invaded the Falklands three months later. It is
there that the Vulcans were employed in their only combat action.
The Australians
also considered the Vulcan B.1A as an interim bomber until they could start
receiving the TSR.2s, which at the time were still delayed and not yet
cancelled. The Australians again
considered the Vulcan on an interim basis until their version of the F-111C was
ready.
It is also
notable, that Vulcans took part in the 1960, 1961, and 1962 Operation Skyshield,
exercises, where they simulated Russian bomber attacks against New York, Chicago
and Washington. The results of
Operation Skyshield exercises were classified until 1997, and it was then found
that the Vulcans had easily slipped through American and Canadian air defenses
and delivered their simulated payloads to their targets without a problem.
This apparently also happened during the 1974 Giant Voice exercise,
against supposedly greatly tightened and improved American and Canadian air
defenses.
As their
airframes aged, starting in the mid-1980s the tactical nuclear weapon delivery
roles were given to the Tornado and Jaguar aircraft. Strategic nuclear delivery
was given to Britain’s boomers. The remaining Vulcans became museum pieces
(except for the three examples kept in flying condition – see the B.2 below.
Many ended up in US, Australian, and Canadian bombing ranges; some were
apparently farmed out to special ops units to practice seizing enemy aircraft.
A few others were kept for as long as a decade (in one case) to conduct
various flight tests of engines and avionics. The
Vulcan Restoration Trust raises money to keep more Vulcans in museum condition,
and is responsible for the Vulcans still flying.
Vulcan B.1
The B.1, when
first tested, required a large wing design; the original wing was more of a
swept/delta wing. This proved to
make the B.1 unstable, and the wings were enlarged to a full delta design with a
curve in the mid-wing. The original
B.1s were fitted with Rolls Royce Olympus 101 engines, four engines in total,
with a power rating of 11,000 pounds of thrust each.
15 of these were so equipped, after which a few were re-engined to
Olympus 102 engines, with 12,000 pounds of thrust each, this was done due to
fluttering on the wingtips with the Olympus 101 engines. The B.1A was fitted
with 13,500 pounds thrust Olympus 104s each; it also required smaller inlets.
(These were the engines that were supposed to power the cancelled TSR.2.)
B.1s had a bulged fairing at the rear of the fuselage; this carried a
tail-warning radar with a 45-degree angle of sweep to either side of the
midline, along with the aircraft’s ECM/ECCM suite and the IR flares.
The electronics required for the use of the Skybolt SRAM, though the
actual capability to carry and fire Skybolts was not installed until the advent
of the B.2. In addition, part of
the avionics for the later Olympus 200 engines were installed into the wings,
though again those engines were not installed until the B.2s made their
appearance.
The designers
would have preferred to stack the engines on either side on top of each other,
but the wing was so thin that this proved impossible.
Despite
modifications to the tail, wings, and engines, the Vulcan B.1 still tended to
pitch upwards at high speed. An
auto-mach trimmer feature was added to help tame this effect; nonetheless, the
B.1 still tended to pitch up a bit and the control stick actually had to be
continually corrected forward by the pilots. Before the auto-mach trimmer was
installed, the Vulcan had a tendency to pitch up into a stall, then enter an
uncontrollable dive at high speed that only the skill of the test pilots manage
to avoid a crash. (The Vulcan had a fighter-type control stick instead of the
control yoke more common on large aircraft.)
Vulcans were painted anti-flash white to help with the flare from nuclear
explosions, and the cockpit windows had thick panels to slide over the windows
to prevent blinding the crew from the same; on a run up to a target, the Vulcans
flew on instruments, and using bombing radar. (Bombing radar could also used to
drop conventional weapons, but a computerized bombsight was the normal procedure
for this eventuality. In any case, the only instance of combat conventional
bombing was during Operation Black Buck during the Falklands War.
The B.1’s
primary weapons load was either conventional 450-kilogram bombs or nuclear
free-fall bombs. Due to the size of
the nuclear bombs of the time, the load of nuclear bombs which could be carried
was much smaller than its conventional bomb load. (By the time smaller nuclear
bombs were available, the Vulcan was out of the nuclear-bomb-delivery
business.). The weapon system
operator, behind and below the pilot, was able to conduct visual or radar
bombing. The pilot and co-pilot were also able to conduct radar bombing (at
degraded accuracy), and fire any missiles carried by the Vulcan. Beside him was
the air electronics operator, controlling and tweaking the ECM/ECCM suite, as
well having auxiliary radar screens and able to deploy things like chaff,
flares, and even decoys on the rare occasions when they were carried. In between
them and behind was the nav plotter (navigator). The Vulcan carried its fuel in
12 bag-type tanks; their capacities were spilt into four equal sections, each
feeding one of the engines. If one bag was holed, no more than 10% of the fuel
load of that bag would be lost.
Cross-feed was possible between bag groups, in case an engine went out or for
some reason was sucking more fuel than normal.
The original
specification for the Vulcan called for a jettisonable crew capsule, which have
ejected the entire flight deck in an emergency.
Avro, however, was never able to make this work, and the capsule was
replaced by conventional ejection seats. The B.1s (and later Vulcans) had
ejection seats for the pilot and copilot, but the other three crewmen had
fall-away hatches and simply fell out of the bottom of the aircraft.
If passengers were carried, they had to manually get out of their seats
and drop out of one of the hatchways vacated by the rest of the crew.
Due to its shape, the Vulcan
has a measure of “accidental stealth,” even though in this era things like RCS
and stealth were not even thought of when designing a warplane.
At 90% power or
greater, the Vulcan would emit a howling noise, caused by the arrangement of the
air intakes. Though not tactically
important, it was one of the things that made the Vulcan popular at air shows.
The original
B.1s were painted in all over glass antiflash white and with colored RAF
roundels. Some were also left with a natural metal finish, with a black radome
and colored RAF roundels. With the adoption of the low-level penetrator role
(primarily applicable to the B.2, as the B.1s were never strengthened for
low-level penetration), Later B.2s were painted dark sea gray with dark green
stripes, and a gray bottom. This
was later changed to a wrap-around camouflage finish which was more effective in
the low-level penetration role.
The B.1 had a
rather short refueling probe, mounted in the nose.
This probe position made is difficult for the pilot of the Vulcan to
conduct aerial refueling (One level more of difficulty when trying aerial
refueling in a B.1). The B.2s had a longer refueling probe that ran alongside
the cockpit and extended beyond the cockpit. This allowed the pilot to aim the
refueling probe easier.
Vulcan B.2
The Vulcan B.2
began with a re-engining in 1960; early in the B.1s development, the Olympus 6
was actually the first engines installed in the B.1.
These had high thrust, which would have enabled the B.1 to carry more
ordnance; but introduced a wingtip flutter, which would have required a further
redesign of the wings. The first
B.2 had Olympus 200 engines, which were improved Olympus 6s. The Olympus 200,
like the Olympus 6, had 16,000 pounds thrust each.
These were quickly replaced with Olympus 201s, which allowed the B.2 to
carry a heavier fuel load and ordnance load.
Later, the Olympus 201s were upgraded to 202s, which had the same thrust,
but increased reliability by including a rapid air starter and a redesigned oil
separator breathing system. The B.2 also featured a larger wing, an improved
electrical system, improved ECM/ECCM, and a tail-warning radar with a 60-degree
sweep to either side. The B.2
retained the later versions of the B.1’s narrower air inlets, though the actual
intake was deepened. The B.2s could
accommodate one or two additional fuel tanks in its bomb bay, something that
became useful in later tanker variants of the B.2. Radar updates included
general updates to range, discrimination, and miniaturization of components, as
well as the addition for TFR, should the B.2 be used for low-level “skiing.”
In the late 1970s, the B.2 was also updated with the ability to carry
smart bombs in the weapons bay (though smart missiles still had to be carried on
the hardpoints).
Later B.2s were
equipped with Olympus 301 engines which could develop 30,000 pounds thrust each,
but in normal practice were derated to 18,500 pounds thrust to conserve fuel and
wear on the engines. These engines
were uprated back to 30,000 pounds thrust for Operation Black Buck, the Vulcan
strikes on the Falklands. (See
Below.) The B.2 (and the K.2) were equipped with an early fly-by- wire system;
the electronics did not have the full control as on modern fly-by-wire aircraft,
but the Vulcan was difficult to control if the electronic system went out.
In the early
1970s, the B.2s got a general airframe strengthening to make them strong enough
for long low-altitude flights, as they were to be used in the low-level
penetration role. The Vulcans did
do their low-level work successfully, but because of the size and design of the
Vulcan, speed was severely hampered at low altitude.
At typical altitudes where the aircraft’s TFR would be used, speed was
often reduced to as little as 560 kilometers per hour.
Fighters in exercises often found them easy pickings; however a new paint
scheme that Vulcans started to deploy proved quite effective at low level.
After this, the Vulcan Pilots got very adept at slipping past fighter
screens.
The B.2 was from
the beginning designed to carry two American-made Skybolt nuclear-tipped
standoff missiles; they were also still able to carry conventional or free-fall
nuclear bombs in its bomb bay. The Skybolts were too big to fit in the Vulcan’s
bomb bay, and they were carried on two hardpoints under the air inlets.
Unfortunately, late in development, the Skybolt was cancelled by the US DoD, and
the British had to scramble to find a replacement.
British designers worked overtime and produced the Blue Steel, a weapon
which actually lighter and carried a higher-yield 1.1-megaton warhead.
(Conventional-warhead Blue Steels were not produced and in fact never designed.)
These hardpoints became important during Operation Black Buck.
Vulcan B.3
The B.3 was a
projected enhanced version of the B.2, upon which development would have been
started in 1960. The wing would
have been massively larger, and six hardpoints would have been available for use
with Blue Steel missiles or other missiles with conventional or nuclear
warheads. Fuel capacity would be increased, including bag-type tanks in a dorsal
spine and larger wing tanks. The
landing gear would have been strengthened to support the increased weight.
The engines would have been Olympus 23s with a power rating of 23,500
pounds thrust each. The fuselage
would have been 3.28 meters longer, allowing a larger crew compartment to be
installed, including a reclining seat for a relief pilot, an additional weapons
system/defensive systems operator, and a folding passenger seat if needed.
The Vulcan B.3’s job would have been that of a patrol/armed
reconnaissance aircraft, particular for maritime patrols; it would range the
battlefield or ocean at medium altitude (above most of the light or medium land
or shipborne SAMs of the time). The B.3 would also have benefitted from the
rapid increase in electronic advancements, included better ECM/ECCM, IRCM,
additional packet flares and chaff, and a larger corridor chaff pod. The larger
wings would have allowed for additional fuel in the wings. The larger wings
would have also allowed for six missiles on wing hardpoints, and though they
were initially designed for Blue Steel nuclear missiles, they could also carry
two ALCM or four SRAMs on each hardpoint or a variety of conventional PGM or ARM
(depending on the size of the weapon, up to six munitions could be carried on
each hardpoint). The B.3 never got out of the development stage before it was
cancelled.
Vulcan B.3s
would have a modified fighter radar and could also carry AAM on its hardpoints,
up to three per hardpoint (at this time in history, the AAMs would be
Sidewinders, Sparrows, Red Tops, Skyflashes, or other NATO missiles of similar
function and time frame).
An interesting
variant of the B.3 would have carried three Gnat fighters on modified hardpoints
under the wings and fuselage. They
modified hardpoints were not designed to allow the Gnats to return to the
Vulcan, and they would have refueled from tankers and returned to base or the
battle area after completing their initial nuclear-delivery mission.
(This version is not statted here.) Another interesting variant would
have had the B.3 with hardpoints filled with ARMs and essentially acting as a
large, long-ranged Wild Weasel.
Vulcan K.2
The K.2 was a
tanker based on a converted B.2, also known as a B(K).2 or B.K2 or B.2(K).
Though there a couple of conversions which were done before the Falklands
War, the War and the decision to use Vulcan B.2s suddenly emphasized the need
for tankers, both to support the bombers for Operation Black Buck and aircraft
at home. More conversions were than done at warp speed, and eventually six such
conversions were done. (As it was,
however, Victor tankers were used for the Black Buck missions.) The Vulcans were
fitted with three drum-type tanks in the bomb bay containing 15005 liters each,
and a Mk 17 HDU (Hose Drum Unit) in the tail, in the space where part of the
ECM/ECCM was installed. The tail
warning radar also had to be deleted.
The K.2 had large white rectangles on the bottom of the fuselage, with
narrow red stripes on the white ones along the center of the fuselage, to better
allow refueling aircraft to line up with K.2; in addition, the tail cone had
three bright lights on each side of the HDU. The K.2’s HDU was capable or
transferring fuel at the rate of 1900 or 4000 liters per minutes, depending upon
the capabilities or needs of the receiving aircraft.
The K.2 did not
enjoy a long service life with the RAF, as the Vulcan was being retired due to
airframe age and the HDUs used were essentially what Avro had laying around and
were no longer manufactured. Not even parts were being manufactured and when an
HDU needed a part to replace something broken, the unit machine shop had to make
a new one. There was a push to
replace the ad hoc HDUs with new Mk 17 HDUs, but these were allocated to the
VC-10 tanker program and none were allocated for Vulcan use. As the number of
VC-10 tankers increased, tankers based on the Vulcan (and the other V-Bombers)
were no longer needed. The K.2.used
the same Olympus 301 engines as the B.2, but they were derated to 18,500 pounds
thrust.
The K.2s were
the last Vulcans to fly operationally, and this squadron was retired in March
1984.
Vulcan B.2 (MRR)
Nine Vulcan B.2s
were converted for Maritime Radar Reconnaissance (MRR). (These were also known
as the SR.2, for Strategic Reconnaissance, as they were often used in this
role.) Some electronics that were not needed, were removed or replaced by other
equipment, while other equipment was added in. The MRR was equipped with a
sonobuoy dropper and more powerful radar set; in particular, the bombing radar
was improved, as it faced down. A
separate look-down radar set was installed, as well as SLAR and an steerable IR
sensor under the nose. A MAD boom
was fitted internally in the tailcone. They were also fitted with additional
navigation gear and avionics appropriate to their role. The engines were the
same as those on the B.2, though they were derated to 18,500 pounds thrust to
conserve fuel and allow longer missions, Hardpoints were typically used for
antishipping missiles (the MRR had four hardpoints under the intakes), Under
each wing near the outside were mounted air sampling units, used for the MRR’s
secondary role as an air sampling aircraft.
The MRR normally operated at high altitude, but would occasionally go to
low altitude for closer inspection of shipping. The MRR had small sampling pods
under each wing, both to detect and measure exhaust from ships and their
supporting aircraft and to detect and sample nuclear explosions if necessary.
Operation Black Buck
Operation Black
Buck was the operational name given to the Vulcan operations during the
Falklands War. (I have seen in one
source the Vulcans modified for Black Buck being designated “B.2 BB,” but I
doubt this is an official designation as it appears only in this one source.)
The Vulcans staged from Ascension Island, as this island had the closet runway
and base to the Falklands that could handle the Vulcans and their supporting
tankers. Ascension was still 6900
kilometers from Britain and 6100 kilometers from the Falklands.
Black Buck was basically what would later be called by President George W
Bush as a “shock and awe” campaign; there were actually no strategic or tactical
targets in the Falklands or on South Georgia Island would make Vulcan
bombardment necessary, and though Brazil gave permission for the Vulcans to
stage out of the airport at Rio de Janeiro, Margaret Thatcher didn’t want to
take the chance of widening the conflict to a general South American War.
The Wideawake base on Ascension Island was actually a USAF base; the fact
that the British aircraft were staging from an American base was not
acknowledged until it appeared in the press several months later.
The long ranges
made the Vulcan bombers completely dependent on the 23 Victor K.2 tankers
available to the RAF (the Vulcan K.2 not being modified from the B.2 at that
point). Nine tankers were required
to get one Vulcan to the Falklands, plus one alternate Vulcan, which would also
carry our an alternate bombing mission if it did not need to take over for a
defective Vulcan. Each tanker would
refuel the Vulcans once, then turn back to Ascension Island.
Next, another Victor would refuel the Vulcans and then be refueled by
another Victor, and then go back to Ascension Island.
And this would continue until the Victors used all their refueling fuel
and had turned back to Ascension Island.
If a Vulcan had to turn back, this aircraft would still have to refueled
so it could make it back to Ascension Island.
As the tankers arrived back at Ascension Island, they were refueled and
their fuel tanks for refueling were replenished, and then they immediately took
off to support the Vulcans as they returned from the Falklands.
For the flight from the UK to Acension, unknown to the world until about
two years after the Falklands War, the Vulcans and Victor tankers were actually
refueled by American KC-135s staging out of the Canary Islands, and using
British call-signs.
As stated above,
the Vulcans’ Olympus 301 engines, normally derated to 18,500 pounds thrust, were
restored to 30,000 pounds thrust, allowing the Vulcan to carry a greater fuel
load (drum-type tanks took up part of the bomb bay), and still carry a
respectable load of 450-kilogram bombs, and keep up a decent speed on the run in
to their targets. The Vulcans carried a reduced bomb load of 21 bombs for these
missions.
Before the
actual bombing runs, a Victor reconnaissance variant took a run over South
Georgia Island and the Falklands, both in support of Operation Black Buck and on
behalf of an SAS group which to recapture South Georgia Island. (Operation
Paraquet is an interesting story in itself.)
This Victor recon variant itself took a large amount of tanker support.
A dangerous daylight photoreconnaissance run at high speed was also
undertaken by a pair of Sea Harriers prior to the Black Buck strikes.
Another such run was undertaken after each Vulcan strike.
These Sea Harrier runs caused controversy in the Task Force as the Vulcan
strikes were to conduct strikes that the Sea Harriers couldn’t do much damage to
or would be highly dangerous to the Sea Harriers.
The Vulcans’
initial jobs, Black Buck 1-3, was to crater the runway at Port Stanley, which
was being used by Argentine aircraft.
It was also expected that parked aircraft near the runway and support
facilities and antiaircraft guns and missiles near the runway might also be
damaged or put out of commission. To minimize the utility of those AAA guns and
SAMs, the Vulcans would bomb at night, preferably in bad weather, from low level
(about 150-300 meters).
The Black Buck
Vulcans were modified by the addition of a Carousel INS navigation system,
additional ECM/IRCM pods carried on improvised underwing pylons, advanced IFF,
and additional flare dischargers. In addition, the Black Buck 4-6 aircraft had
modifications to its hardpoints, and additional avionics at the WSOs and pilot’s
position to allow the Vulcans to use the Shrike ARMs.
Black Buck 4,5,
and 6 had two Vulcans carrying Shrike ARMs on the under-air-intake pylons.
At the time, the British standard ARM was the Martel, which was long
known to be inaccurate and inadequate for the Black Buck missions, which was to
destroy the radar, SAM sites, and radar-directed AAA, which were still a problem
at Port Stanley. The US gave the
Shrikes, plus some spares, to the British “under the table”, and this was not
revealed until one of the Black Buck 6 bombers had a fuel-feed problem and got
permission to divert their landing to Rio de Janeiro.
The crew and aircraft were held for nine days, during which the fuel feed
problem was fixed, but also Brazilian technicians gave the Vulcan a good
examination – especially the one Shrike missile the Vulcan landed with, which
was not expended in the strike on Port Stanley.
Black Buck 7’s
job was essentially in support of ground forces; the Vulcans bombed any
remaining intact aircraft as well as the Argentine garrison.
Twilight 2000
Notes: Vulcans, including at least three B.1s, served in the RAF during the
Twilight War. They were used mostly
for conventional bombing, but did on occasion deliver tactical nuclear weapons,
and were known for using what became known as the “one-two-melt” – the delivery
of two tactical nukes to one target with less than a second between dropping
them (usually the bombs were slowed by small parachutes to allow the Vulcans to
gain distance from the nuclear explosions).
Vehicle |
Price |
Fuel
Type |
Load |
Veh
Wt |
Crew |
Mnt |
Night Vision |
Radiological |
B.1 (Olympus 101
Engines) |
$135,537,599 |
JP-A |
32.55 tons |
77.11 tons |
5+2 |
48 |
Radar (300 km),
Weather Radar (500 km), Bombing Radar (200 km), Tail Radar (100 km) |
Shielded |
B.1 (Olympus 102
Engines) |
$145,536,128 |
JP-A |
35.39 tons |
77.11 tons |
5+2 |
48 |
Radar (300 km),
Weather Radar (500 km), Bombing Radar (200 km), Tail Radar (100 km) |
Shielded |
B.1A |
$145,860,400 |
JP-A |
37.26 tons |
77.27 tons |
5+2 |
48 |
Radar (300 km),
Weather Radar (500 km), Bombing Radar (200 km), Tail Radar (100 km) |
Shielded |
B.2 (Early) |
$191,301,330 |
JP-4 |
40.28 tons |
78.22 tons |
5+2 |
50 |
Radar (400 km),
Weather Radar (600 km), Bombing Radar (300 km), Tail Radar (150 km) |
Shielded |
B.2 (Mid) |
$196,609,035 |
JP-4 |
40.48 tons |
77.79 tons |
5+2 |
52 |
Radar (400 km),
Weather Radar (600 km), Bombing Radar (300 km), Tail Radar (150 km) |
Shielded |
B.2 (Late) |
$232,950,071 |
JP-4 |
41.19 tons |
79.73 tons |
5+1 |
54 |
Radar (400 km),
Weather Radar (600 km), Bombing Radar (300 km), Tail Radar (150 km), TFR
(40 km) |
Shielded |
B.2 (Black Buck) |
$239,202,479 |
JP-4 |
51.83 tons |
80.8 tons |
5 |
56 |
Radar (400 km),
Weather Radar (600 km), Bombing Radar (300 km), Tail Radar (150 km), TFR
(40 km) |
Shielded |
B.3 |
$410,614,936 |
JP-4 |
46.03 tons |
81.77 tons |
5+1 |
58 |
Radar (400 km),
Weather Radar (600 km), Bombing Radar (300 km), Tail Radar (150 km), TFR
(40 km), SLAR (150 km), VAS (40 km) |
Shielded |
K.2 |
$233,285,450 |
JP-4 |
390 kg |
82.39 tons |
5+1 |
58 |
Radar (400 km),
Weather Radar (600 km) |
Shielded |
B.2 (MRR) |
$255,919,221 |
JP-4 |
1.2 tons |
80.53 tons |
5+1 |
58 |
Radar (400 km),
Weather Radar (600 km), Tail Radar (150 km), SLAR (150 km), IRST (40
km), VAS (50 km) |
Shielded |
Vehicle |
Tr
Mov |
Com
Mov |
Mnvr/Acc Agl/Turn |
Fuel
Cap* |
Fuel
Cons |
Ceiling |
Armor |
B.1 (Olympus 101
Engines) |
1492 |
414 (94) |
NA
18 4/3
40/30 |
42200 |
2727 |
17000 |
FF8
CF7 RF6
T5 W6 |
B.1 (Olympus 102
Engines) |
1625 |
451 (87) |
NA
20 4/3
40/30 |
42200 |
4066 |
17000 |
FF8
CF7 RF6
T5 W6 |
B.1A |
1820 |
506 (87) |
NA
22 4/3
40/30 |
42200 |
4574 |
17000 |
FF8
CF7 RF6
T5 W6 |
B.2 (Early) |
2126 |
591 (87) |
NA
27 4/3
40/30 |
44500 |
5421 |
18830 |
FF8
CF7 RF6
T5 W6 |
B.2 (Mid) |
2138 |
594 (87) |
NA
27 4/3
40/30 |
44500 |
5421 |
18830 |
FF8
CF7 RF6
T5 W6 |
B.2 (Late) |
2601 |
722 (87) |
NA
33 4/3
40/30 |
44500 |
6777 |
18830 |
FF8
CF7 RF6
T5 W6 |
B.2 (Black Buck) |
3835 |
1065 (87) |
NA
49 4/3
40/30 |
54500 |
10166 |
18830 |
FF8
CF7 RF6
T5 W6 |
B.3 |
2975 |
827 (82) |
NA
38 4/3
40/30 |
54570 |
7964 |
18900 |
FF8
CF7 RF6
T5 W7 |
K.2 |
2331 |
648 (87) |
NA
30 4/3
40/30 |
44500 + 45015 |
6269 |
18830 |
FF8
CF7 RF6
T5 W6 |
B.2 (MRR) |
2575 |
715 (77) |
NA
33 4/3
40/30 |
44500 |
6777 |
18830 |
FF8
CF7 RF6
T5 W6 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
B.1 |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Navigation Bombing Computer,
Transponder, Gyrocompass, Barometric Altimeter, LORAN, Radar Beam
Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, LABS, Flare and
Chaff Dispensers (60 Flares, 60 Chaff), Stealth 1 |
1900/1500m Hardened
Runway |
+1 |
Internal Weapons Bay,
2 Semi-Recessed Hardpoints |
Normal Load 21x450 kg Gravity Bombs or
two Blue Danube Nuclear Bombs or two Mk 5 Nuclear Bombs or four Red
Beard Nuclear Bombs, two Blue Steel Nuclear SRAM Missiles on Hardpoints;
Other Loadouts Possible |
B.1A |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Navigation Bombing Computer,
Transponder, Inertial Navigation, Gyrocompass, Barometric Altimeter,
LORAN-C, Radar Beam Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2,
LABS, Flare and Chaff Dispensers (70 Flares, 70 Chaff), Stealth 1 |
1900/1500m Hardened
Runway |
+2 |
Internal Weapons Bay,
2 Semi-Recessed Hardpoints |
Normal Load 21x450 kg Gravity Bombs or
two Blue Danube Nuclear Bombs or two Mk 5 Nuclear Bombs or four Red
Beard Nuclear Bombs, two Blue Steel Nuclear SRAM Missiles on Hardpoints;
Other Loadouts Possible |
B.2 (Early) |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Navigation Bombing Computer,
Transponder, Inertial Navigation, Gyrocompass, Barometric Altimeter,
LORAN, Radar Beam Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2,
Flare and Chaff Dispensers (70 Flares, 70 Chaff), Stealth 1 |
1900/1500m Hardened
Runway |
+2 |
Internal Weapons Bay,
2 Semi-Recessed Hardpoints |
Normal Load 32x450 kg Gravity Bombs or
four Red Beard Nuclear Bombs, or one Yellow Sun Thermonuclear Bombs or
six x WE.177B Retarded Nuclear Bombs, two Blue Steel Nuclear SRAM
Missiles on Hardpoints; Other Loadouts Possible |
B.2 (Mid) |
IFF, RWR, Secure
Radios (One 1000 km, One 700 km, Two 300 km, One AM), Navigation Bombing
Computer, Transponder, Inertial Navigation, Gyrocompass, Barometric
Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection, ILS, ECM 3,
ECCM 3, Flare and Chaff Dispensers (80 Flares, 80 Chaff), Stealth 1,
Laser Designator (20 km) |
1900/1500m Hardened
Runway |
+2 |
Internal Weapons Bay,
2 Semi-Recessed Hardpoints |
Normal Load 32x450 kg Gravity Bombs or
LGBs, or four Red Beard Nuclear Bombs, or one Yellow Sun 2 Thermonuclear
Bombs or six x WE.177B Retarded Nuclear Bombs, two Blue Steel Nuclear
SRAM Missiles or PGM on Hardpoints; Other Loadouts Possible |
B.2 (Late) |
IFF, RWR, Secure
Radios (One 1000 km, One 700 km, Two 300 km, One AM), Navigation Bombing
Computer, Transponder, Inertial Navigation, Gyrocompass, Barometric
Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection, ILS, ECM 3,
ECCM 3, IRCM 1, Flare and Chaff Dispensers (80 Flares, 80 Chaff),
Corridor Chaff Pod (100), Stealth 1, Laser Designator (30 km) |
1900/1500m Hardened
Runway |
+3 |
Internal Weapons Bay,
2 Semi-Recessed Hardpoints |
Normal Load 32x450 kg Gravity Bombs or
LGBs, or four Red Beard Nuclear Bombs, or one Yellow Sun 2 Thermonuclear
Bombs or six x WE.177B Retarded Nuclear Bombs, two Blue Steel Nuclear
SRAM Missiles or PGM on Hardpoints; Other Loadouts Possible |
B.2 (Black Buck) |
Advanced IFF, RWR,
RDF, Radar Direction Finder, Secure Radios (One 1000 km, One 700 km, Two
300 km, One AM), Navigation Bombing Computer, Transponder, Inertial
Navigation, Gyrocompass, Barometric Altimeter, LORAN, Radar Beam Riding,
Radio Beacon Detection, ILS, ECM 3, ECCM 3, IRCM 2, Flare and Chaff
Dispensers (90 Flares, 90 Chaff), Corridor Chaff Pod (250), Stealth 1,
Laser Designator (35 km) |
1900/1500m Hardened
Runway |
+3 |
Internal Weapons Bay,
2 Semi-Recessed Hardpoints |
21x450 kg Gravity Bombs (LGBs Possible,
But Not Carried During Black Buck), 4x Shrike ARMs on Double Mounts on
two Hardpoints (Only Used On Black Buck 4, 5, and 6 Missions).
Other Loadouts Possible (But Not Used); Nuclear Weapons carry
Possible (Again, Not Used During Black Buck); 10,000-Liter Fuel Tank
carried in Bomb Bay |
B.3 |
Advanced IFF, RWR,
RDF, Radar Direction Finder, Secure Radios (One 1000 km, One 700 km, Two
300 km, One AM), Digital Computerized Bombsight, Transponder, Inertial
Navigation, Gyrocompass, Barometric Altimeter, LORAN, TACAN, Radar Beam
Riding, Radio Beacon Detection, ILS, ECM 3, ECCM 4, IRCM 2, Flare and
Chaff Dispensers (100 Flares, 100 Chaff), Corridor Chaff Pod (250),
Chaff Rockets (4) Stealth 1, Laser Designator (40 km), Multitarget (4) |
1900/1500m Hardened
Runway |
+3 |
Internal Weapons Bay,
6 Heavy Hardpoints Under Wings |
Normal Load 32x450 kg Gravity Bombs or
LGBs, or four Red Beard Nuclear Bombs, or six x WE.177B Retarded Nuclear
Bombs, Blue Steel, Nuclear SRAM Missiles or ALCM or PGM or AAM on
Hardpoints; Other Loadouts Possible |
K.2 |
IFF, RWR, Secure
Radios (One 1000 km, One 700 km, Two 300 km, One AM), Transponder,
Inertial Navigation, Gyrocompass, Barometric Altimeter, LORAN, Radar
Beam Riding, Radio Beacon Detection, ILS, ECM 1, ECCM 1, Flare and Chaff
Dispensers (60 Flares, 60 Chaff), Stealth 1 |
1900/1500m Hardened
Runway |
Nil |
3x15005-Liter Fuel
Tanks in Internal Weapons Bay |
3x15005-Liter Drum Fuel Tanks. HDU Mk 17
Unit |
B.2 (MRR) |
Advanced IFF, RWR,
Secure Radios (One 1000 km, One 700 km, Two 300 km, One AM),
Transponder, Inertial Navigation, Gyrocompass, Barometric Altimeter,
LORAN-C, Radar Beam Riding, Radio Beacon Detection, RDF, Radar Direction
Finder, ILS, ECM 2, ECCM 2, IRCM 1, MAD Array, Sonobuoys (50), F.95 Film
Day/Night Camera, Flare and Chaff Dispensers (80 Flares, 80 Chaff),
Laser Designator (40 km) Stealth 1 |
1900/1500m Hardened
Runway |
+3 |
Internal Weapons Bay,
4 Hardpoints, 2 Atmospheric Sensing Pods |
Normal Load 21x450 kg Gravity Bombs or
LGBs, Nuclear Weapons Carry Possible, SRAM or PGM on Hardpoints; Other
Loadouts Possible |
*Vulcan Bombers could carry
up to three 10,000-liter drums of extra fuel in their bomb bays, and still carry
a reduced load of bombs. (The Black
Buck loadout included one of these drums.)
The K.2, of course, cannot carry these drums, as their bomb bays are
filled with much larger drums for refueling other aircraft.
The B.2 MRR typically carried a full complement of three of these drums.
English Electric
Canberra
Notes: The
initial requirement for what became the Canberra was issued in 1944 for an
aircraft to replace bomber versions of the Mosquito.
The Air Ministry called for a medium bomber which had an ability to bomb
from high altitude with a good level of accuracy.
The RAF received the first Canberra in 1951. The RAF, at the Canberra’s
peak, had 900 Canberras; Australia also used 49 Canberras, and 403 modified
forms designated B-57 Canberra were used by the US (and built by Martin in the
US); other users include the Royal New Zealand Air Force and Indian Air Force.
Later users of the Canberra include Argentina, Chile, Ecuador, Ethiopia, France,
Pakistan, Rhodesia (current fate unknown), South Africa, Sweden, West Germany,
Venezuela, and Peru. The Canberra
has sometimes been described as appearing to look like a scaled-up Gloster
Meteor.
English Electric
deemed that the needed performance could be attained without the use of swept
wings or tail. The basic design
presented to the Air Ministry, had numerous problems and several redesigns had
to be carried out before the Air Ministry would accept the Canberra.
In addition, the Air Ministry seemed to have a great deal of difficulty
deciding what featured they wanted in the future Canberra, also leading to
several redesigns and tweaks. Some
of these were the use of uprated Avon RA 3 engines instead of the lower-rated
Nene engines; the Canberra’s distinctive wingtip teardrop-shaped extra fuel
tanks were added. Early fight
testing revealed instances of buffeting in the rudder and elevator; after these
were corrected, pilots remarked that the Canberra handled more like a fighter
than a bomber.
The Martin B-57
Canberra will be covered in US Bombers.
RAF Canberras
The first
production version, the Canberra B.2, had 132 orders from the Air Ministry, in
bomber, reconnaissance, and training variants.
As the advanced H2S Mk9 bombing radar meant for the B.2 was not ready for
production when the B.2 was built, the B.2. had a glazed nose for a bombardier
using an advanced version of the US Norden bombsight.
When the Korean War broke out, the demand for B.2s increased, with 196
more produced by English Electric, 75 by Avro and Handley Page, and 60 by
Shorts. The numbers of B.2s
produced was greater than any other Canberra variant.
Many of these were stationed in Europe (largely Germany), though many
were also sent to the far east, based in Japan.
The B.2 used
Rolls-Royce Avon RA 3 engines, one on each wing, developing 6500 pounds of
thrust each. Each engine further drove a 6kW generator to power electrical
avionics, as the engines did not provide enough power to electronics. At the
rear were the two main fuel tanks; a further flexible-bag lace-supported fuel
call was mounted in the forward fuselage, it’s flexible shape allowing it to fit
around the bomb bay and avionics. The B.2 had ejection seats for the pilot and
navigator, but the bombardier up front in the glazed nose had to release a
hatchway under him, allowing him to fall free from the aircraft, along with his
seat, which then separated normally.
The two bomb bays could carry a total of 4.5 tons, and in the B.2, this
was limited to free-fall bombs. Underwing pylons could carry an additional 900
kilograms. Due to the limits of its
range, and its inability to carry the nuclear bombs of the time, the B.2
Canberra was generally relegated to the role of tactical comber. The PR.3
photo-reconnaissance version of the B.2 was modified by the addition of a
36-centimeter fuselage plug, forward of the wing and behind of the cockpit, to
house seven types of cameras. In
addition, an additional fuel tank was mounted in the bomb bay to allow prolonged
dash speeds. The PR.3 can carry stores on wing hardpoints, normally for ECM
pods, though it is capable of armed reconnaissance. The Canberra T.4 trainer
version of the B.2 differed primarily in being equipped with dual controls and
duplication of flight instruments on both side of the cockpit, rather than
having all of the navigation equipment.
The B.5 served as the
prototype for the B.6, which differed primarily in having a solid nose along
with the addition H2S Mk9 radar bombing equipment.; the bombardier remained at
his station in the nose. The B.6
moved the main fuel tanks to the wings.
A slight, 0.3-meter fuselage stretch, mainly in the forward bomb bay,
gave the B.6 the ability to carry the more modern weapons available in its day
(about 1953), along with the ability to carry one of smaller nuclear weapons
also available at the time. The
engines were replaced by Rolls-Royce Avon RA 7 engines, which had a thrust of
7490 pounds each. Some 106 were
built for the RAF by English Electric, and Shorts and Harland both built 49 for
the RAF. English Electric also
built 12 for its first export customers.
The B.15 was an
upgraded B.6, designed for low-level tactical strikes. The avionics were
modernized and fittings for two cameras were also carried, though the cameras
were rarely carried on operational missions.
The B.15 was also equipped with LABS.
The B.15 could use the AS.30 ASM, carried on wing pylons, though to the
size of the AS.30’s fins, only one hardpoint could be used when the Canberra was
carrying AS.30s. The B.16 was a
further upgraded B.15, different primarily in having slightly uprated engines,
with 7510 pounds thrust; they were also easier to maintain.
An interdictor
version of the B.6, designated the B(I).6, marked the beginning of the
transition of the Canberra in the RAF to a more tactical, ground support role.
In the B(I).6, the rear bomb bay was taken up with a pack of four HS-404
20mm autocannons. The front bomb
bay could also be fitted out with a rotary launcher for 36 50mm Matra SNEB
unguided rockets, which could be fired singly or in sets of three, six, 10, 20,
or the full 36. The B(I).8 is a further modification of the B(I).6, with the
forward fuselage redone to replace the side-by-side seating with a tandem
arrangement, the canopy was also offset somewhat to the left.
This also allowed the addition of new avionics (and also some which were
replaced by more modern, somewhat miniaturized components.
The B(I).6 and B(i).8 were still able to conduct the nuclear strike role
using its forward bomb bay. In both
cases, underwing weapons carriage was increased, with the B(I).6 and B(I).8
primarily having underwing pylons for rockets and bombs.
Both had underwing carriage for 1.2 tons of stores.
The B(I).8 operated primarily as a long-range interdictor, ranging far
behind enemy lines, due to the larger fuel load it carried. Due to their ground
support roles, the B(I).6 and B(I).8 were fitted with the LABS (Low-Altitude
Bombing System) to increase accuracy of bombing or rocketing as altitudes of 500
meters or less. The LABS could also be used in conjunction with nuclear weapon
delivery. The B(I).6 and B(I).8 also had a secondary role as interceptors, and
for this role were equipped with air intercept radar, and could carry
radar-homing missiles and heat-seeking missiles on their wing pylons.
The B)I).8 also had the uprated engines of the B.16.
The B.6(RC), was
a very different animal than the B.6.
It was a specialist ELINT and EW version, with an enlarged nose for a
more powerful forward-looking radar and a SLAR.
The bomb bays were primarily filled with its ELINT gear, recorders for
the ELINT gear, radar and radio direction finders, and large amounts of ECM
gear; they also carried two specialist crewmembers to operate the ELINT/EW
suite. The B.6(RC) was part
reconnaissance aircraft and part electronic warfare aircraft.
Only four were built and went into operation.
The PR.7 variant
of the B.6 was another photoreconnaissance variant.
The PR.7 had restored its rear fuselage tanks, as well as having the
mid-aircraft flexible bag storage and the new wing tanks.
It used the more powerful RA 7 engines of the B (I).8 and antilock
brakes.
The PR.9 was a
greatly-modified version of the PR.7, with the fuselage stretched by 27.72
meters, wingspan was increased by 1.22 meters to improve high-altitude
operations, and Rolls-Royce Avon RA 27 engines, which put out 10,030 pounds
thrust each. New types of cameras were installed, as well as a primitive form of
SAR and look-down radar.
As late as 1957,
Canberras stationed overseas (other than Europe) had not yet been modified to
deliver nuclear ordnance.
The Canberra
U.10 (later redesignated D.10) were B.2s converted to maneuvering target drones.
18 conversions were made.
The U.14 (later D.14 were six B.2s converted for the same role for the Royal
Navy. These versions will not be otherwise covered here.
T.17s were
B.6(RC)s designed for training ELINT/EW crews.
An additional seat was added for an instructor.
Despite their training role, they are able to function as normal EW/ELINT
aircraft, though they have updated components.
Unlike most Canberra trainers, the PR.9s do not have dual controls, the
crewmembers being trained were the EW/ELINT crewmen. The T.17 were T.19s
converted back into conventional training aircraft.
Most T.x
Canberras are training aircraft, and have dual controls.
They do have functioning weapon bays and have hardpoints typical for
Canberras of their time period, to allow the trainees to practice bombing and
rocketing.
Four
B.2s were sold to the US; these were used to develop the Martin B-57
Canberra, and Martin received a license to build further B-57s in the US.
However, not all B-57s were built by Martin.
RAAF Canberras
After World War
2, the Royal Australian Air Force initiated Plan D, which called for a massive
reorganization of the Air Force, including the replacement of propeller-driven
aircraft by jets. The acquisition
of the Canberra was one of the first jets acquired; the first Canberras they got
were based on the B.2, (designated B.20) followed soon thereafter by the B.5
(designated the B.50). All of the
Australian Canberras (48 in total) were built under license in Australia at the
Government Aircraft Factories (GAF). One of the features the Australians
requested was the capability for nuclear delivery, though the Australian
Canberras never carried nuclear weapons and the Australians kept no nuclear
weapons on their soil. Australian B.20s had additional fuel tanks in their
wings, while B.50s retained their two rear fuel tanks.
Australian Canberra B.2s and B.5s had a single BDAR film camera to the
rear of their rear weapons bay.
Australian
Canberras saw much combat use, including during the Malaysian Emergency (along
with RZNAF and RAF Canberras), and in South Vietnam during the Vietnam War,
where they deployed eight Canberras for the ground support role.
While their USAF counterparts were usually armed with a pack of M3
.50-caliber or 20mm autocannons, Australian Canberras were not so equipped and
were strictly low-level bombers or rocketing aircraft.
In addition, Australian Canberras have been modified with the addition of
an autopilot and enhanced navigation equipment, including allowing the use of
radar beam navigation, TACAN, and the ability to home on a friendly radio or
radar beam. They also had updated
navigation equipment and bombing equipment, including bombing radar and the H2S
Mk9 equipment. Australian Canberras assigned to Vietnam (or for that matter, US
B-57s) could not drop napalm canisters from their weapons bays, but could carry
them on their hardpoints.
As early as
1954, it was recognized that the Canberra was becoming obsolete. In particular,
the Canberra did not have the range for targets in Indonesia, and it was judged
that the Canberra would not fare well even against relatively aged aircraft like
the MiG-17, Australia evaluated the (cancelled) BAC TSR.2, Dassault Mirage IV,
F-4 Phantom II, and A-5 Vigilante, and even looked at the Vulcan and Victor,
before settling on a modified version of the F-111C..Despite the procurement of
the F-111, the Canberra remained in service until 1982. (Supposedly, if the RAAF
had its way, it would have gone with the TSR.2, but the British seemed intent on
cancelling the project.)
The Australians
used a small number of PR.7 (designated PR.17s)., The PR.7s saw extensive use in
the Malaysian Emergency and over Indonesia, due to its increased range.
RZNAF Canberras
New Zealander
Canberras are B(i).8s modified by the addition of an autopilot and enhanced
navigation including updated to allow radar beam navigation, TACAN, and the
ability to home on a friendly radio or radar beam.
Indian Air Force
Canberras
In 1972, the US
sold the Indians a small number of Standard ARMs, later followed by Shrike ARMs.
The sale also included an unknown number of the then-new Paveway I
laser-guided bombs, along with laser designators. This undisclosed sale included
avionics for use of the missiles and ECM pods; it was not publicly acknowledged
until the Indians retired their Canberras in 2007.
The Indians used B(I).5s (modified to B(I).6 standards), which were
designated B(I).58s, and they bought 54 of them; six were modified for Wild
Weasel duty, but used the same designation, The Wild Weasels were further
modified with chaff and flare dispensers In Wild Weasels, the bombardier also
functions as the EW officer, and has a downlinked TV viewer to spot the targets.
He also operates the EW gear and the ARMs. The Indians also bought eight
PR-57 photo reconnaissance versions, and six T.4 training variants. Indian Air
Force Canberras had autopilots and updated navigation gear, as per the RAAF
Canberras above.
South African Canberras
South African Canberras were B(I).8s, and were
mostly used for armed reconnaissance.. with the gun pack and rocket pack in the
weapons bays and rockets on the wing hardpoints., They were also modified with
enhanced navigation gear and had an autopilot.
Radios had an encryption/decryption system (essentially a more clumsy
system of secure radios).
Essentially, with different makes of avionics, they are the same as RZNAF
Canberras.
Swedish Canberras
The Swedish bought two B.2s
in 1960, and then had them modified to T.11 trainers.
However, this was a ruse; in Sweden, the two Canberras were re-modified
into EW/ELINT versions, similar to the B.6(RC), though with a more advanced
ELINT suite. They were officially
designated as would be a training aircraft, with the designation of Tp.52, and
referred to as “testing” aircraft. These aircraft were used primarily to
eavesdrop on Soviet, Polish, and East German radio and radar emissions.
The modifications were not admitted to for ten years.
Twilight 2000
v1/v2/v2,2s: The Canberra was primarily used in the Twilight War by Britain for
reconnaissance, though it was sometimes used for attack, and other countries
also used it for bombing.
Twilight 2013:
Few flying examples exist; most of these are employed In research (such as by
NASA and the USGS).
Merc 2000:Some
Merc organizations looking for a non-descript bomber or jump aircraft (the
paratroopers being carried in the weapons bays) employ Canberras
Vehicle |
Price |
Fuel
Type |
Load |
Veh
Wt |
Crew |
Mnt |
Night Vision |
Radiological |
B.2 |
$7,135,859 |
JP-A |
5.44 tons |
20.86 tons |
3 |
41 |
None |
Enclosed |
PR.3 |
$15,285,386 |
JP-A |
900 kg |
21.26 tons |
3 |
49 |
Cameras (7) |
Enclosed |
B.6 |
$9,844,437 |
JP-A |
6.06 tons |
20.86 tons |
3 |
41 |
Radar (100 km), Radar
Bombing (60 km) |
Enclosed |
B(I).6 |
$17,259,665 |
JP-A |
1.2 tons |
21.38 tons |
3 |
43 |
Radar (100 km), Radar
Bombing (60 km) |
Enclosed |
B(I).8 |
$17,333,201 |
JP-A |
1.2 tons |
22.45 tons |
3 |
44 |
Radar (100 km), Radar
Bombing (60 km) |
Enclosed |
B.15 |
$11,024,374 |
JP-A |
6.06 tons |
20.96 tons |
3 |
42 |
Radar (120 km), Radar
Bombing (70 km) |
Enclosed |
B.16 |
$11,024,928 |
JP-A |
6.08 tons |
20.96 tons |
3 |
42 |
Radar (120 km), Radar
Bombing (70 km) |
Enclosed |
B.5(RC) |
$20,628,875 |
JP-A |
1.2 tons |
24.7 tons |
5 |
51 |
Radar (150 km), SLAR
(150 km) |
Enclosed |
PR.7 |
$25,459,710 |
JP-A |
1.2 tons |
27.33 tons |
3 |
52 |
Radar (150 km), SLAR
(150 km) |
Enclosed |
PR.9 |
$43,026,595 |
JP-A |
1.2 tons |
28.7 tons |
3 |
55 |
Radar (165 km), SLAR
(165 km), Passive IR (35 km) |
Enclosed |
T.17 |
$31,769,147 |
JP-A |
1.2 tons |
24.9 tons |
6 |
56 |
Radar (165 km), SLAR
(165 km), Passive IR (35 km) |
Enclosed |
B.20 |
$8,288,111 |
JP-A |
5.44 tons |
21.06 tons |
3 |
42 |
Bombing Radar (60 km) |
Enclosed |
B.50 |
$10,351,937 |
JP-A |
6.06 tons |
21.06 tons |
3 |
42 |
Radar (100 km), Radar
Bombing (60 km) |
Enclosed |
B(I).58 |
$15,589,853 |
JP-A |
6.06 tons |
21.08 tons |
3 |
43 |
Radar (100 km), Radar
Bombing (60 km) |
Enclosed |
B(I).58 (Indian Wild
Weasel) |
$39,301,130 |
JP-A |
4.86 tons |
21.09 tons |
3 |
52 |
Radar (165 km), SLAR
(165 km), Passive IR (35 km) |
Enclosed |
Tp.52 |
$42,510,004 |
JP-A |
1.2 tons |
25 tons |
5 |
53 |
Radar (165 km), SLAR
(165 km), Passive IR (35 km) |
Enclosed |
Vehicle |
Tr
Mov |
Com
Mov |
Mnvr/Acc Agl/Turn |
Fuel
Cap |
Fuel
Cons |
Ceiling |
Armor |
B.2 |
1626 |
455 (87) |
NA
19 6/4
60/40 |
10500 |
2642 |
15000 |
FF6
CF7 RF6
T5 W5 |
PR.3 |
1596 |
447 (87) |
NA
19 6/4
60/40 |
15876 |
2642 |
18288 |
FF8
CF7 RF6
T5 W5 |
B.6 |
1869 |
524 (87) |
NA
22 6/4
60/40 |
11500 |
3044 |
15000 |
FF8
CF7 RF6
T5 W5 |
B(I).6 |
1824 |
511 (87) |
NA
22 6/4
60/40 |
11500 |
3044 |
15000 |
FF8
CF7 RF6
T5 W5 |
B(I).8 |
1742 |
488 (87) |
NA
21 6/4
60/40 |
12570 |
3050 |
15000 |
FF8
CF7 RF6
T5 W5 |
B.15 |
1860 |
517 (87) |
NA
22 6/4
60/40 |
11500 |
3044 |
15000 |
FF8
CF7 RF6
T5 W5 |
B.16 |
1864 |
518 (87) |
NA
22 6/4
60/40 |
11500 |
3050 |
15000 |
FF8
CF7 RF6
T5 W5 |
B.5(RC) |
1580 |
439 (87) |
NA
19 6/4
60/40 |
11500 |
3044 |
15240 |
FF8
CF7 RF6
T5 W5 |
PR.7 |
1437 |
399 (87) |
NA
17 6/4
60/40 |
18501 |
3050 |
15240 |
FF8
CF7 RF6
T5 W5 |
PR.9 |
1865 |
518 (77) |
NA
22 5/4
50/40 |
19758 |
3050 |
17000 |
FF8
CF7 RF6
T5 W5 |
T.17 |
1574 |
437 (87) |
NA
19 6/4
60/40 |
11500 |
3050 |
15240 |
FF8
CF7 RF6
T5 W5 |
B.20 |
1611 |
448 (87) |
NA
19 6/4
60/40 |
11500 |
2642 |
15000 |
FF8
CF7 RF6
T5 W5 |
B.50 |
1852 |
514 (87) |
NA
22 6/4
60/40 |
11500 |
3044 |
15000 |
FF8
CF7 RF6
T5 W5 |
B)I).58 |
1850 |
514 (87) |
NA
22 6/4
60/40 |
11500 |
3044 |
15000 |
FF8
CF7 RF6
T5 W5 |
B(I).58 (Indian Wild
Weasel) |
1849 |
514 (87) |
NA
22 6/4
60/40 |
11500 |
3044 |
15000 |
FF8
CF7 RF6
T5 W5 |
1562 |
434 (87) |
NA
19 6/4
60/40 |
11500 |
3044 |
15000 |
FF8
CF7 RF6
T5 W5 |
|
Tp.52 |
2568 |
435 (87) |
NA
19 6/4
60/40 |
13500 |
3044 |
15500 |
FF8
CF7 RF6
T5 W5 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
B.2 |
IFF, Radios (Two 300
km, One AM), Transponder, Gyrocompass, Barometric Altimeter, Advanced
Norden Bombsight, LORAN, Radar Beam Riding, Radio Beacon Detection |
1020/805m Hardened
Runway |
+1 |
2xInternal Weapons
Bay, 2 Hardpoints* |
|
PR.3 |
IFF, RWR, Radios (Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, Cameras
(Four Film Cameras, Three IR Cameras), Radio Beacon Detection (100 km),
ECM 1 |
1020/805m Hardened
Runway |
Nil |
2 Hardpoints******* |
|
B.6 |
IFF, RWR, Radios (Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, Radar
Bombsight, Cameras (Two Film Cameras), Radio Beacon Detection (100 km),
LORAN |
1020/805m Hardened
Runway |
+2 |
2xInternal Weapons
Bay, 4 Hardpoints** |
|
B(I).6 |
IFF, RWR, Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, Radar Bombsight, Optic Gunsight, LABS, Cameras (Two Film
Cameras), Radio Beacon Detection (100 km), LORAN, ECM 1 |
1020/805m Hardened
Runway |
+2 |
2xInternal Weapons
Bay (One w/4x20mm Gun Pack, One with 36-round Matra Rocket Pod), 4
Hardpoints*** |
2880x20mm HS404, 36x50mm Matra Rockets. |
B(I).8 |
IFF, RWR ,Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, Radar Bombsight, Optic Gunsight, LABS, Cameras (Two Film
Cameras), Radio Beacon Detection (100 km), Radar Beam Riding Navigation,
LORAN, ECM 1 |
1020/805m Hardened
Runway |
+2 |
2xInternal Weapons
Bay (One w/4x20mm Gun Pack, One with 36-round Matra Rocket Pod), 4
Hardpoints*** |
2880x20mm HS404, 36x50mm Matra Rockets. |
B.15 |
IFF, RWR, Radios (Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, Radar
Bombsight, Optic Gunsight, LABS, Cameras (Two Film Cameras), Radio
Beacon Detection (100 km), Radar Beam Riding Navigation, LORAN, ECM 1,
One Film Camera, One IR Camera |
1020/805m Hardened
Runway |
+2 |
2 Weapon Bays, 4
Hardpoints**** |
|
B.16 |
IFF, RWR, Radios (Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, Radar
Bombsight, Optic Gunsight, LABS, Cameras (Two Film Cameras), Radio
Beacon Detection (100 km), Radar Beam Riding Navigation, LORAN, ECM 1,
One Film Camera, One IR Camera |
1020/805m Hardened
Runway |
+2 |
2 Weapon Bays, 4
Hardpoints***** |
|
B.5(RC) |
IFF, RWR, Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, RDF, Radar Direction Finder, Radio Beacon Detection (100 km),
Radar Beam Riding Navigation, LORAN, ECM 2, ELINT 2, Two Film Cameras,
Two IR Cameras |
1020/805m Hardened
Runway |
+2 |
4 Hardpoints***** |
|
PR.7 |
IFF, RWR, Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, Cameras (Four Film Cameras, Three IR Cameras, One Radar
Camera), Radio Beacon Detection Optic Gunsight, (100 km), ECM 2 |
1020/805m Hardened
Runway |
+2 |
4 Hardpoints******* |
|
PR.9 |
IFF, RWR, Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, Cameras (Four Film Cameras, Two Panoramic Film Cameras, Two
Panoramic IR Cameras, Primitive SAR (10 km), Three IR Cameras, Two Radar
Cameras), Radio Beacon Detection, Optic Gunsight, (100 km), ECM 2 |
1020/805m Hardened
Runway |
+2 |
4 Hardpoints******* |
|
T.17 |
IFF, RWR, Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, RDF, Radar Direction Finder, Radio Beacon Detection (100 km),
Radar Beam Riding Navigation, LORAN, ECM 2, ELINT 2, Two Film Cameras,
Two IR Cameras |
1020/805m Hardened
Runway |
+2 |
4 Hardpoints******* |
|
B.20 |
IFF, Radios (Two 300
km, One AM), Transponder, Gyrocompass, Barometric Altimeter, Radar
Bombsight, LORAN, TACAN, Radar Beam Riding, Radio Beacon Detection,
Autopilot |
1020/805m Hardened
Runway |
+2 |
2xInternal Weapons
Bay, 2 Hardpoints* |
|
B.50 |
IFF, RWR, Radios (Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, Radar
Bombsight, LABS, Cameras (Two Film Cameras), Radio Beacon Detection (100
km), LORAN, TACAN, Autopilot |
1020/805m Hardened
Runway |
+2 |
2xInternal Weapons
Bay, 2 Hardpoints* |
|
B(I).58 |
IFF, RWR, Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, Radar Bombsight, Optic Gunsight, LABS, Cameras (Two Film
Cameras), Radio Beacon Detection (100 km), LORAN, TACAN, ECM 1,
Autopilot |
1020/805m Hardened
Runway |
+2 |
2 Weapon Bays, 4
Hardpoints***** |
|
B(I).58 (Indian Wild
Weasel) |
IFF, RWR, Secure
Radios (Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, Radar Bombsight, Optic Gunsight, LABS, Cameras (Two Film
Cameras), Radio Beacon Detection (100 km), RDF, Radar Direction Finder,
LORAN, TACAN, ECM 2, Flare Chaff (6/10), Laser Rangefinder/Designator,
Autopilot |
1020/805m Hardened
Runway |
+3 |
2 Weapon Bays, 4
Hardpoints******* |
2 Standard ARMs or 4 Shrike ARMs |
Tp.52 |
Advanced IFF, RWR,
Secure Radios (Three 300 km, One AM), Transponder, Gyrocompass,
Barometric Altimeter, RDF, Radar Direction Finder, Radio Beacon
Detection (100 km), Radar Beam Riding Navigation, LORAN, ECM 2, IRCM 1,
ELINT 2, Two Film Cameras, Two IR Cameras, Flares/Chaff (6/6) |
1020/805m Hardened
Runway |
+2 |
4 Hardpoints***** |
|
*Hardpoints may carry only
900 kilograms; weapons bays may carry then 4.54 tons if the hardpoints are
filled.
**Hardpoints may carry 1200
kilograms; weapons bays may then carry 4.86 tons if the hardpoints are filled.
***Hardpoints may carry
1200 kilograms, If the forward weapons bay is not taken up with a rocket
launcher, the bay may carry up to 3.03 tons of other ordnance.
****Though the B.15 can
carry 1200 kg on its hardpoints; however, if it does so, the Canberra may carry
only 4.86 tons in its weapon bays
Though the B.15 has four hardpoints, the fins of the AS.30 are large
enough that only two AS.30s may be carried.
*****Though the B.16 can
carry 1200 kg on its hardpoints; however, if it does so, the Canberra may carry
only 4.88 tons in its weapon bays
Though the B.16 has four hardpoints, the fins of the AS.30 are large
enough that only two AS.30s may be carried.
******The B.5(RC) can carry
1200 kg on its hardpoints
*******These aircraft can
carry bombs and rockets on their hardpoints, and are capable of conducting armed
reconnaissance. However, their hardpoints, when used, are normally taken up with
ECM pods or chaff and flare pods.
The PR.3 can carry 900 kg; the PR.7, PR.9, and T.17 may carry 1200 kg.
********The Indian Wild
Weasels can carry ARMs on their hardpoints.
Standard ARMs are too big and heavy to carry more than two on the
hardpoints. Four Shikes, however,
may be carried. ARMs may not be
carried in the weapon bays (they normally carried HE bombs to “finish the
job.”). If ARMs are not carried
(the Wild Weasel may carry 6.06 tons in its Weapon Bays).
Handley Page Victor
Along with the
other V-Bombers, the Victor is heavily-linked with the United Kingdom’s nuclear
deterrent; though it did not use ICBMs, it had bombers and (later) boomers.
Prototypes began to be tested in 1952, but almost immediately cracking
around the bolt-holes holding the tailplane on was detected, including a crash
during a full-speed low-altitude pass, killing the entire crew.
This was remedied by adding a fourth bolt-hole to the tailplane, all of
which were also strengthened. The
tailplane also tended to flutter as top and near-top speeds; this was fixed by
adding large ballast weights to the tail roots and tailplane roots.
The escape position near the air intakes, which partially led to the loss
of crew in the aforementioned crash, was moved away from the air intakes; the
rear crewmembers were essentially pulled along a short tunnel, out of the
aircraft. This was not an optimal
solution from a crew injury standpoint, but was better than the rear crewmembers
being sucked into the air intakes.
The Victor was retired in 1993; by this point, almost all had been converted
into tankers.
The Victor
itself had a mostly conventional planform, with a bulged forward fuselage as the
wing root forward and a crescent-shaped wing with a graceful curve.
The wing not only provided the best wing shape for subsonic cruise, but
enhanced low-level, landing, and takeoff characteristics.
The four turbojets (later turbofans) were mounted close to the fuselage,
with two on either side of the fuselage in the wing root.
The tail is a high T-Tail, to clear the turbulence caused by the wing and
engines.
Though the
normal loadout for the Victor was a single or number of nuclear bombs, the
Victor could also conduct standard bombing exercises, carrying 35 454-kilogram
free-fall bombs, 70 227-kilogram free-fall bombs, or 52 340-kilogram bombs.
It could also carry a number of specialist bombs or PGM in its bomb bay.
However, the design strength of the Victor proved inadequate for low-level
penetration flights, with cracking appearing in the wings and tail.
Original 1950
plans for the Victor had the entire nose ejecting as an escape pod in
emergencies, but this was discarded before the first prototype was built.
Victor B.1
The original
Victor (other than the prototypes) was the B.1, designed to handle the
high-altitude, high-subsonic, nuclear-delivery role.
It was powered by four 11,000 pound-thrust Armstrong Siddley ASSa.7
turbojets, and was equipped by a number of ECM and ECCM devices, and weather,
long-range, and bombing radars, though no tail-warning radar.
The original Victors also carried an optical analog bomb computing
system, basically a greatly-improved Nordon bombsight of World War 2.
The B.1 originally carried the 9.98-ton Blue Danube nuclear bomb as its
only weapon, though this was later changed to the two of the smaller, more
powerful Yellow Sun, then a set of three Mark 5 450-kilogram nuclear bombs or
four smaller Red Beard tactical nuclear bombs. The Victor had a long aerial
refueling probe above and between the front windows.
In 1956, test
pilot Johnny Allam dove a Victor B.1 at high speed and accidentally broke the
sound barrier at a speed of Mach 1.1.
At the time, it was the largest aircraft to break the sound barrier.
The B.1A
modifications, performed from 1956-1960, added a tail-warning radar, RWR, and
additional ECM and ECCM capability. The nose was also lengthened, again to move
the ejection position of the rear crewmembers; they were switched to downward
ejection.
Victor B.2
The Victor B.2
was designed for a higher night altitude mission, and the engines were swapped
out for Sapphire 9 turbofans, developing 14000 pounds thrust each and requiring
larger air intakes.
However, the
Sapphire 9 engine was cancelled, so the Phase 2A version was tried with two
engine types: the original engines, which were quickly rejected, and Rolls-Royce
Conway turbofans developing 17250 pounds thrust each.
This required large intakes later called “elephant ear” intakes.
These led to ram air intakes inside the intake path. These provided
additional electrical power to systems.
The ECM/ECCM suite was modernized, as were the chaff and flare dispensing
system. It was this aircraft that
became the B.2.
It should be
noted that during testing of the Phase 2A aircraft, the first of the prototypes
disintegrated at high altitude. It
was many years later, on other Victors, that longitudinal cracks in the wings
were discovered in several Victor B.2s, that were likely the cause of the
disintegration of the prototype aircraft.
This cracking would later lead to the early curtailment of the Victor’s
bombing mission.
Twenty-one B.2s
were later modified into the B.2R standard.
This entailed of a large-scale modification of the Victors, including the
bomb bay, the section of the fuselage ahead of the bomb bay, and on into the
rear nose of the aircraft. The
engines were also replaced with Conway RCo.17 turbofans giving 20600 pounds
thrust. These modifications were to allow the carriage of the large Blue Steel
stand-off nuclear-tipped missile (a conventional version was contemplated, but
never built). The warhead for the Blue Steel would be the Green Bamboo boosted
fission warhead, or the Granite-series of thermonuclear warheads; however,
later, these were replaced by Red Snow warheads, a version of the US W-28.
The Blue Steel itself is a huge missile, 4 meters across its fins, 10.7
meters long, and with a diameter of 1.22 meters, and is similar in concept to
the Hound Dog missiles carried for a time by American B-52 aircraft.
It was essentially a rocket aircraft, with a range of 926 kilometers.
Blue Steel was
eventually cancelled, in part due to the dangerous steps necessary to fuel the
missile, the complicated process it took to arm the missile, and the difficulty
with which arming the B.2R took. (In addition, during testing in the Australian
Outback, fueling the missile could be done only in the pre-dawn coolness due to
the hypergolic nature of the fuel in hotter weather.)
That, and with the new deployment of the Polaris SLBM with Renown-class
submarines, meant that the Blue Steel was no longer necessary from a strategic
standpoint. Despite its significant limitations, Blue Steel was used on Victor
(and Vulcan) aircraft from 1963-70.
The Blue Steel
was fitted with an advanced (for the time) inertial navigation unit.
The missile’s inertial navigation unit was, in fact, more advanced than
that of the B.2R’s unit, and the B.2R could hook into the Blue Steel’s INU
during the time that the aircraft was carrying the Blue Steel, allowing a more
precise arrival at the release point.
The B(SR).2 was
a strategic reconnaissance version of the Victor; nine were built.
The bomb bay was filled with a radar mapping system and a total of nine
cameras photographing as different wavelengths, angles, and resolutions, as well
as technicians to monitor this intelligence. One of the day cameras had a range
of 600 kilometers. Atop the wing were sniffers to detect radioactive particles
from nuclear tests. The B(SR).2 was
also equipped with ELINT and other electronic reconnaissance gear, along with an
enhanced ECM/ECCM suite. In an odd
way for things to turn out, the B(SR).2s were replacing Valiants which had been
modified for the same role, but had been retired due to metal fatigue; this is
strange due to the Victors’ history of surface cracking.
When the
high-altitude nuclear penetration flights no longer made sense for the Victor
(or many other large bombers in the world), the Victor was modified for the
low-level penetration role and for low-level conventional bombing.
Internal modifications were successful; however, it was discovered during
training for this role that the Victors’ very design, along with defects
discovered earlier in the Victors’ career, that it was not going to be able to
operate as a low-level penetrator or bomber.
The design, particularly the tail and wing roots, tended to develop
cracks during low-level high-speed runs, the types that would be necessary is
the fulfillment of its role. Though
no aircraft were lost during these tests and training, it was obvious that it
was only a matter of time, and the Victors were withdrawn from the low-level
penetration and bombing role and never used for such again.
The Victor Tankers – the
Conclusion of the Victors’ Careers
The Valant fleet had
to be withdrawn early due to metal fatigue; this included those that had been
modified as tankers. This left the
RAF with no strategic tanker aircraft.
The B.1s and B.1As were deemed surplus aircraft by this point, so many of
them were modified into tankers. It
was somewhat a hurried affair at first, with B.1s and B.1As being converted to
the B(K).1A standard being fitted with a hose system under each wing with a
drogue attached to the hose, and a reel system attached to sponsons under the
wings. Six such aircraft were converted.
These aircraft became operational in August of 1965.
While these aircraft were adequate for short-tern use, they could pass
fuel at only a very limited speed, and were not suitable for refueling large
aircraft such as the Vulcan (which was still on active bomber duty). It should
be noted that the B(K).1A had a reduced volume of space in the bomb bay (most
was taken up by a large cylindrical tank for refueling), and the B(K).1A could
carry a reduced mount of bombs or PGM in the bomb bay, giving it a secondary
role as a bomber.
The refueling
problems were addressed in the next iteration of B.1 and B.1A-based tankers, the
K.1 and K.1A. These versions
(though the B.1 base aircraft were no longer brought up to B.1A standard first)
had a three-hose system, with another hose under the fuselage near the tail.
The wing refueling points retained the same fuel flow as the B(K).1A, but
a high-speed hose and drogue was fitted under the fuselage just ahead of the
tail bulge, with three times the fuel flow rate of the wing hoses.
24 B.2s were
also modified into tankers, similar to the K.1 and K.1A, and designated K.2.
Other than uprated specifications, they were similar to the K.1 and K.1A.
For the Black
Buck missions (the Vulcan bombing missions against Port Stanley airport in the
Falklands), the K.2s were modified to carry three day/night long range cameras
in the former bombardier’s position.
These cameras were upgrades of those carried on the B(SR).2 and had a
day/night high-resolution range of 800 kilometers.
While they did some long-range reconnaissance of the Falklands during
their refueling work with the Vulcans on the mission, their primary role of the
cameras was to reconnoiter South Georgia Island. (They were also to conduct
reconnaissance on Argentine airfields and harbors in the hypothetical raids
based out of Rio De Janeiro, but it was elected not to conduct these raids to
prevent a wider was in South America.)
The K.2s retained the ability for aerial refueling and so relays of
tankers could be set up. The K.2s
also received new inertial navigation gear, as their normal navigation equipment
was inadequate for navigation over the trackless Atlantic.
Vickers tankers
were often fitted with JATO bottles on the rear sides to decrease the heavy
Victor tanker’s takeoff length.
This decreases the takeoff run by 30%.
The JATO bottles are expended shortly after the Victor gets into the air
and fall off of their own accord shortly after they are expended.
The K.2s. were
retired in 1993, replaced by Vickers VC-10 tankers.
Aircraft |
Price |
Fuel Type |
Load |
Veh Wt |
Crew |
Mnt |
Night Vision |
Radiological |
Victor B.1 |
$334,064,700 |
JP-A |
32.95 tons |
92.99 tons |
5 |
105 |
Radar (300 km), Weather Radar (500 km),
Bombing Radar (200 km) |
Shielded |
Victor B.1A |
$367,811,400 |
JP-A |
33.32 tons |
94.49 tons |
5 |
108 |
Radar (300 km), Weather Radar (500 km),
Bombing Radar (200 km), Tail Radar (100 km) |
Shielded |
Victor B.2 |
$380,995,200 |
JP4 |
34.02 tons |
94.77 tons |
4 |
111 |
Radar (400 km), Weather Radar (500 km),
Bombing Radar (200 km), Tail Radar (150 km) |
Shielded |
Victor B.2R |
$429,940,500 |
JP4 |
406 kg |
102.47 tons |
4 |
125 |
Radar (400 km), Weather Radar (500 km),
Bombing Radar (200 km), Tail Radar (150 km) |
Shielded |
Victor B(SR).2 |
$444,370,600 |
JP4 |
681 kg |
95.28 tons |
8 |
115 |
Radar (400 km), Weather Radar (500 km),
Tail Radar (150 km), SLAR (150 km), 3 Day Cameras (50 km), 3 Wide-Angle
Day Cameras (50 km), 2 Night/IR Cameras (40 km), UV Camera (40 km),
Radar Camera (30 km) |
Shielded |
Victor B(K).1A |
$387,629,900 |
JP4 |
5.45 tons |
111.92 tons |
5 |
107 |
Radar (300 km), Weather Radar (500 km),
Bombing Radar (200 km), Tail Radar (100 km) |
Shielded |
Victor K.1 |
$460,010,300 |
JP4 |
520 kg |
143.46 tons |
5 |
106 |
Radar (300 km), Weather Radar (500 km) |
Shielded |
Victor K.1A |
$506,479,830 |
JP4 |
589 kg |
144.96 tons |
5 |
108 |
Radar (300 km), Weather Radar (500 km),
Tail Radar (100 km) |
|
Victor K.2 |
$524,634,050 |
JP4 |
585 kg |
145.24 tons |
5 |
110 |
Radar (400 km), Weather Radar (500 km),
Tail Radar (150 km) |
Shielded |
Victor K.2 (Black Buck) |
$546,383,040 |
JP4 |
465 kg |
145.34 tons |
5 |
111 |
Radar (400 km), Weather Radar (500 km),
Tail Radar (150 km), Two Day/Night Cameras (800 km), One Radar Camera
(600 km) |
Shielded |
Aircraft |
Tr Mov |
Com Mov |
Mnvr/Acc Agl/Turn |
Fuel Cap |
Fuel Cons |
Ceiling |
Armor |
Victor B.1 |
1248 |
347 (145) |
NA
68 7/5 70/50 |
36713 |
4492 |
17000 |
FF8
CF7 RF7
T6 W5 |
Victor B.1A |
1228 |
341 (145) |
NA
67 7/5 70/50 |
36713 |
4492 |
17000 |
FF8
CF7 RF7
T6 W5 |
Victor B.2 |
1901 |
528 (145) |
NA 104 7/5
70/50 |
36713 |
7015 |
19000 |
FF8
CF7 RF7
T6 W5 |
Victor B.2R |
2823 |
784 (145) |
NA 154 7/5
70/50 |
36713 |
11356 |
19000 |
FF8
CF7 RF7
T6 W5 |
Victor B(SR).2 |
3034 |
943 (145) |
NA 185 7/5
70/50 |
36713 |
11356 |
19000 |
FF8
CF7 RF7
T6 W5 |
Victor B(K).1A |
1042 |
289 (145) |
NA
57 7/5 70/50 |
36713+37854 |
4492 |
17000 |
FF8
CF7 RF7
T6 W5 |
Victor K.1 |
819 |
228 (145) |
NA
45 7/5 70/50 |
36713+50472 |
4492 |
17000 |
FF8
CF7 RF7
T6 W5 |
Victor K.1A |
811 |
225 (145) |
NA
44 7/5 70/50 |
36713+50472 |
4492 |
17000 |
FF8
CF7 RF7
T6 W5 |
Victor K.2 |
2001 |
556 (145) |
NA
109 7/5 70/50 |
36713+50472 |
7015 |
19000 |
FF8
CF7 RF7
T6 W5 |
Victor K.2 (Black Buck) |
2001 |
556 (145) |
NA
109 7/5 70/50 |
36713+50472 |
7015 |
19000 |
FF8
CF7 RF7
T6 W5 |
Aircraft |
Combat Equipment |
Minimum Landing/Takeoff
Zone |
RF |
Armament |
Ammo |
Victor B.2 |
IFF, Secure Radios (One 700 km, Two 300
km, One AM), Navigation Bombing Computer, Transponder, Gyrocompass,
Barometric Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection,
ILS, ECM 1, ECCM 1, INS, Flare and Chaff Dispensers (40 Flares, 40
Chaff) |
2400/1840m Hardened Runway |
+1 |
Internal Bomb Bay |
Various Nuclear Bomb(s), 35x454 kg or
52x340 kg or 70x227 kg Bombs |
Victor B.1A |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Navigation Bombing Computer, Transponder, Gyrocompass,
Barometric Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection,
ILS, ECM 2, ECCM 2, INS, Flare and Chaff Dispensers (40 Flares, 40
Chaff) |
2400/1840m Hardened Runway |
+1 |
Internal Bomb Bay |
Various Nuclear Bomb(s), 35x454 kg or
52x340 kg or 70x227 kg Bombs |
Victor B.2 |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, LORAN,
Radar Beam Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, IRCM 1,
INS, Flare and Chaff Dispensers (50 Flares, 50 Chaff), One Chaff Rocket |
2400/1840m Hardened Runway |
+2 |
Internal Bomb Bay |
Various Nuclear Bomb(s), 35x454 kg or
52x340 kg or 70x227 kg Bombs |
Victor B.2R |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, LORAN,
Radar Beam Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, IRCM 1,
INS*, Flare and Chaff Dispensers (50 Flares, 50 Chaff) |
2400/2200m Hardened Runway |
+4 |
Internal Bomb Bay (Modified) |
Blue Steel Standoff Missile** |
Victor B(SR).2 |
Advanced IFF, RWR, Secure Radios (One
700 km, Two 300 km, One AM), Transponder, Gyrocompass, Barometric
Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection, ILS, ECM 3,
ECCM 3, IRCM 1, DJM, ELINT 3, Radar Detection 2, Radio Jamming 1, INS,
Target ID, Flare and Chaff Dispensers (80 Flares, 60 Chaff), Corridor
Chaff Pod, Chaff Rocket, Radiation Detector (800 km) |
2400/2000m Hardened Runway |
Nil |
Nil |
Nil |
Victor B(K).1A |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Navigation Bombing Computer, Transponder, Gyrocompass,
Barometric Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection,
ILS, ECM 2, ECCM 2, INS, Flare and Chaff Dispensers (40 Flares, 40
Chaff) |
2400/2600m Hardened Runway |
+2 |
Internal Bomb Bay |
12x454 kg Bombs |
Victor K.1 |
IFF, Secure Radios (One 700 km, Two 300
km, One AM), Transponder, Gyrocompass, Barometric Altimeter, LORAN,
Radar Beam Riding, Radio Beacon Detection, ILS, ECM 1, ECCM 1, INS,
Flare and Chaff Dispensers (40 Flares, 40 Chaff), Two Hose/Drogue Reels |
2400/2600m Hardened Runway |
Nil |
Nil |
Nil |
Victor K.1A |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, LORAN,
Radar Beam Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, INS,
Flare and Chaff Dispensers (40 Flares, 40 Chaff), Two Hose/Drogue Reels |
2400/2600m Hardened Runway |
Nil |
Nil |
Nil |
Victor K.2 |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, LORAN,
Radar Beam Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, IRCM 1,
INS, Flare and Chaff Dispensers (50 Flares, 50 Chaff), One Chaff Rocket,
Three Hose/Drogue Reel Units |
2400/2600m Hardened Runway |
Nil |
Nil |
Nil |
Victor K.2 (Black Buck) |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Transponder, Gyrocompass, Barometric Altimeter, LORAN,
Radar Beam Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, IRCM 1,
INS, Flare and Chaff Dispensers (50 Flares, 50 Chaff), One Chaff Rocket,
Three Hose/Drogue Reel Units |
2400/2600m Hardened Runway |
Nil |
Nil |
Nil |
*While the Blue Steel
missile is mated to the B.2R, the crew may use the missile’s INS, which has a
range of 125 km and eases the navigator’s task of guiding the aircraft by one
level.
**Preparing the Blue Steel
and mating it to the B.2R takes a minimum of four hours.
Mating the missile to the aircraft is a Difficult Mechanic task and
requires a minimum of six persons.
Fueling the missile is an Impossible Mechanic task.
Arming the missile is an Easy ADM or Average Mechanic task.
The cost of the Blue Steel is subsumed in the cost of the B.2R.
Vickers Valiant
What?
No this isn’t about the British tank – no, it’s the British bomber.
Yes – I know they have the same name and are both made by Vickers and are
-- yes, they are BOTH Vickers Valiants – every so often, those nutty Defense
Contractors like to play games and tricks on us…oh, anyway…
Notes: Though
the Valiant was the first of the V-Bombers in service, it is often regarded as
the “forgotten V-Bomber;” it had the shortest life in service due to design
limitations, and even did not serve as a tanker or special aircraft for very
long, as did the other V-Bombers.
The design for the Valiant began in the late 1940s, in response to Specification
B.35/46 for a nuclear-armed bomber jet-powered bomber.
At the time, nuclear bombs were huge, and the aircraft which would become
the Valiant could just barely carry one.
The initial prototype flew in early 1949 (known then as the Vickers 660).
Vickers initially proposed a six-engine bomber, but as jet engine
technology rapidly increased, Vickers was able to reduce the number of engines
to four, which were buried in the wings. (This aircraft appeared in prototype
form in 1951.) LRIP began in 1953,
with full production beginning in 1955.
The original
Vickers 660 prototype essentially comprised what would be the operational
aircraft except for certain electronics.
It was powered by Rolls-Royce RS.3 Avon turbojets developing 6500 pounds
thrust each. Meanwhile, the second
prototype was referred to as the Vickers 667 and was intended to be They were
initially to be powered by Armstrong Siddeley Sapphire turbojets, with 7500
pounds thrust each; however these were not available, and RS.7 Avons were used
again, and these had the same power as the Sapphires.
Upon the success of the prototypes, the aircraft was given the name
Valiant. Some 108 Valiants were
built, including the sole B.2.
One observer
said the Valiant looked sort of like a DeHaviland Comet airliner; this may have
kicked off a short-lived program to make a passenger-carrying variant of the
Valiant, designated as the V.1000.
The sole prototype was scrapped only a few months before its scheduled first
flight, as BOAC was not interested in the V.1000.
There are rumors that some of the features of the V.1000 later reappeared
in the Vickers VC.10.
Valiant B.1
In 1951, the B.1 was given an
initial production order of 25. In
1955, the first aircraft of this order was delivered to the RAF.
It was declared the first of the V-Bomber force.
The first five aircraft delivered to the RAF were not in a full
operational mode; it was considered that the RAF may want to make additional
refinements to the Valiant B.1, and they did, though by and large they were
happy with the aircraft.
In addition to
the Valiant’s role as a nuclear bomber, the Victor was also to be used as a
high-altitude and low-level bomber. In 1962, the role of the Valiant was changed
to low-level flight due to the proliferation of SAMs; the SAMs would have a more
difficult time to track and lock-on to Valiants traveling at high subsonic speed
at low levels.
It should be
noted that during the Anglo-French Suez intervention in 1956, Valiants staged
out of Malta to bomb Egyptian targets.
Their primary targets were Egyptian airfields, but though 856 tons were
delivered, results were said to have been disappointing. This was said to be
because all of the bombardiers on the mission were trained to use radar bombing
exclusively, and not all of the Valiants were yet equipped with radar bombing
equipment.
The Valiant
initially was powered by Avon RA.3 engines developing 6500 pounds thrust,
installed in fireproof pairs under each wing root.
The intakes were at the front of each wing root, and were reminiscent of
the later Victor V-Bomber. While
the installation of the engines made it more possible that a fire in one engine
would ignite the second engine in the pair, it made maintenance easier, so the
risk was considered acceptable. The installation also increased the complexity
of the main wing spar. The wings were a crescent shape which were used again on
the later Victor. A short landing
was made more possible by the installation of a drogue chute, and a rocket pack
could be added to shorten the takeoff; these were intended for use when the
Valiant was using shorter dispersal runways and highway sections, and the
Valiant could take off with the rocket pack in less than 1220 meters and slow to
a stop within 1800 meters. When
more powerful engines were installed, the rocket packs were no longer considered
necessary. Valiants were also given
a water/methanol-injection system for the engines, increasing takeoff thrust by
1000 pounds thrust for three minutes.
The Victor was
equipped with an early form of fly-by-wire surfaces actuation; the control
surfaces and flaps were actuated by electric motors instead of hydraulic
pressure. Though the first five
aircraft had the Avon RA.3 engines, but further production aircraft were powered
by Avon 201 turbojets developing 9500 pounds thrust each. In addition to
powering the aircraft, the engines also gave power to the pressurization, ice
protection and boots, and air conditioning and heating systems. Heaters were
also installed in the air intakes to mitigate ice buildup, which was a
continuing problem with the Valiant.
In addition, a
strategic reconnaissance version entered service, as well as multipurpose
version optimized for conventional bombing and tactical missile delivery, a
conventional aerial reconnaissance version, an EW version, and a tanker.
Several Valiants were used in tests of the Blue Steel Nuclear Missile,
though the Valiant never carried the Blue Steel operationally. Valiants were
also used to test some of the British nuclear bombs in the Australian Desert.
The Valiants were thus the only of the V-Bombers to actually drop nuclear
weapons.
The Valiant used
a five-man crew, with the pilot and co-pilot facing forward, and the EW officer,
navigator, and bombardier facing to the rear.
The pilots had standard ejection seats; the rest of the crewmen were to
bail out of an oval hatch in port side of the aircraft, one at a time.
It was well known among aircrews and designers that the rear three
crewmen would probably not be able to bail out successfully in an emergency
situation.
The lower half
of the nose contained the H2S radar in a glass fiber radome; in addition, a
visual bombsight supplemented the radar bombsight.
The avionics bay was not accessible from the cockpit; it could only be
accessed on the ground via a normal catwalk after opening a narrow hatch in the
rear of the nose section. Under the
nose and cockpit was a SLAR installation.
An ARI 5800 radar was contained in the rear. This gave the Valiant a
frontal radar arc of 180 degrees, a tail radar arc of 60 degrees, and a weather
radar arc of 120 degrees. Later, the glazed radome was replaced by a metal
radome and a port in the underside of the nose used with a port for visual
bombsighting.
Valiants could
also carry large fuel tanks on their wings, with a capacity of 7500 liters each.
They could be jettisoned, but are not actually meant to be drop tanks.
There was an idea for carrying stand-off missiles on those hardpoints, but in
the end this was never done. The huge tanks were a nod to the fact that the
internal tankage of the Valiant was a bit small.
After less than
a decade of faithful service, crystalline cracks began to appear in the wing
spars of all Valiants except those few who were not subjected to low-level
flying. All Valiants also showed
fatigue in the wing spars, and specifically, the wing attachment points. The
Valiants were then separated into three groups: Cat A -- no cracks and certified
to continue low-level flights, Cat B -- a group which was to fly to a repair
base, but deemed more easily repairable. Cat C Valiants would require major
overhauls before becoming flyable again, including close inspection of the wings
and tail and replacement of the wing spar. Cat C Valiants formed the largest
members of the Valiant fleet. This
was what was supposed to happen, and in 1964 was already beginning.
(A stronger replacement wing spar which could be simply “slotted” in was
devised in particular for this purpose.) However, there was a change in
government in 1965, the new MoD minister decided that Cat B and Cat C aircraft
were not worth the expense of repairing; Cat A aircraft would, however, remain
flying (for a short time), but were subject to additional checks for cracks
after each flight. For the most
part, Cat B and C Valiants were scrapped, though some were moved to the Canadian
Training Grounds for use in bombing and strafing practice.
The last active-duty Valiant was retired in 1965.
One Valiant, however, had its wing spar replaced and continued to fly as
a test aircraft until 1968. One
preserved Valiant (though not in flying condition) is kept at the Cold War
Exhibit at RAF Museum Cosford; this is the only place in the world where all
three V-Bombers can be seen together.
Unlike other
V-Bombers, the Valiant never received an upgrade to a more capable Mark 2 model
like the other V-Bombers; the B.2s mentioned above were never used as
operational aircraft. In addition, original LRIP Valiants were not equipped for
aerial refueling.
New Roles for Old
Aircraft
Some of the Cat
B aircraft, as well as the Cat A aircraft, were taken off bombing duty and given
a number of alternate roles. By
far, most Valiants were refitted as tankers, but some were outfitted for
strategic reconnaissance, tactical reconnaissance, and electronic warfare,
The first
modifications were designated B(PR).1s; 11 Cat B aircraft were modified for the
photoreconnaissance role. For this
purpose, the bombardier’s position received a new panel to control the cameras.
The camera suite was in the bomb bay and consisted of two wide-angle BW
cameras, one wide-angle color camera, two survey cameras, four high-resolution
cameras, an IR camera, and a trainable BW camera which could zero in on a
particular item of interest.
The B(PR)K.1 was
sort of a jack of all trades; these were 14 Cat A aircraft which had a camera
suite, room for a smaller amount of bombs, as well as a tank in the bomb bay for
refueling other aircraft and a HDU unit to accomplish this. These carried two
survey cameras, an IR camera and four high-resolution cameras.
The B(K).1 were
bomber/tanker aircraft; they carried a large drum-type fuel tank in the bomb
bay, along with room for a single rack of bombs.
The fuel tank could be removed along with the HDU, allowing the Valiant
to function as a standard bomber. A
further 16 B(K).1s were ordered, but later cancelled before conversions could
take place.
The B(EW).1
carried mostly electronic warfare equipment in the forward bomb bay.
Two of the crewmembers (the bombardier and EW officer) manned the EW
equipment; they had different instrument panels than normal.
The B(EW).1 carried a large amount of additional electronic gear ranging
from electronic listening and detection equipment to additional ECM, flares, and
chaff.
Valiant B.2
I have included
stats for a B.2 below as a “what-if.”
The first B.2.
prototype flew in late 1953. The B.2. was originally intended as a Pathfinder
aircraft for the main bomber force, and had an entirely gloss black paint
scheme; it would drop flares as well as bombs ahead of the main bomber force,
and had enhanced navigation equipment.
(However, it was envisioned that a production B.2 force would function as
bombers as well as Pathfinders.) In this role, the B.2 would fly at little more
than 1500 meters at a speed of nearly 940 kmh.
This made necessary the installation of a primitive form of TFR – nothing
like what was in development for the future F-111, but able to allow the B.2 to
fly as low as 500 meters at a reduced speed of 700 kmh.
(One speed test had the B.2 flying at 1030 kmh at less than 1000 meters
altitude for a few minutes.) The
intended role as a bomber of night missions also led to the installation of
night vision gear a tank crewman of the time would have given his eye teeth for.
The Valiant B.2 was
powered by four Rolls Royce Conway turbojets, developing 10,000 pounds thrust
each. The B.2 had a wider wingspan,
allowing it to carry a pair of Blue Steel SRAMs as well as its standard wing
fuel tanks; the B.2 was also to have inner hardpoints which allowed fuel tanks
or Blue Steel missiles. The outer
hardpoints could also carry a variety of alternate stores, from additional
gravity bombs to extra fuel to chaff rockets or corridor chaff pods to some of
the new generation of guided munitions.
Other changes
included a longer fuselage, allowing for a larger bomb bay, one which could also
carry two Blue Steel missiles if desired, more gravity bombs, or the new
generation of TV-guided and radar-beam-riding bombs and missiles. On the whole,
the entire airframe was strengthened, including internal components; internal
fuel tanks were also changed to self-sealing fuel tanks.
One change which had effects beyond what one would think was the main
handing gear retracting into pods at the rear of the wing, giving room for the
stronger wing spar, a slightly larger bomb bay and electronics bay, and a little
more fuel in the wings. The wings were also lengthened, due to center-of-gravity
needs more than anything else, but this also allowed for more fuel carriage.
The B.2 retained
the Conway engines, and the gloss black paint scheme, for which it was known as
the “Black Bomber.” The B.2, though
17 were ordered, only one was built, and remained used as prototype, test, and
experimentation aircraft, well into the 1960s.
One high-level
member of the RAF noted that the production of the B.2 and its inevitable
variants would have probably made the Victor and Vulcan redundant, as the B.2
would be able to fill all their roles.
(Thus, there may have been some politics involved in the cancellation of
the B.2, as Avro and DeHavilland would not have been happy with the loss of
money that the approval of the B.2 might bring.) However, the main “problem” at
the time was that the B.2 was optimized for the low-level penetration role, and
at the time, only a few forward-looking people thought that a low-level
penetrator would be necessary anytime in the foreseeable future.
Vehicle |
Price |
Fuel
Type |
Load |
Veh
Wt |
Crew |
Mnt |
Night Vision |
Radiological |
B.1 (LRIP Aircraft) |
$109,041,283 |
JP-A |
30.52 tons |
63.5 tons |
5 |
190 |
Radar (250 km),
Weather Radar (400 km), Bombing Radar (100 km), Tail Radar (75 km), SLAR
(75 km) |
Shielded |
B.1 (Production) |
$145,536,128 |
JP-A |
29.41 tons |
64.52 tons |
5 |
190 |
Radar (250 km),
Weather Radar (400 km), Bombing Radar (100 km), Tail Radar (75 km), SLAR
(75 km) |
Shielded |
B(PR).1 |
$672,098,056 |
JP-A |
1.27 tons |
64.71 tons |
5 |
225 |
Radar (250 km),
Weather Radar (400 km), Tail Radar (75 km), SLAR (75 km) |
Shielded |
B(PR)K.1 |
$327,494,660 |
JP-A |
1.33 tons |
76.43 tons** |
5 |
275 |
Radar (250 km),
Weather Radar (400 km), Bombing Radar (100 km), Tail Radar (75 km), SLAR
(75 km) |
Shielded |
B(K).1 |
$255,919,221 |
JP-A |
1.49 tons |
78.93 tons** |
5 |
295 |
Radar (250 km),
Weather Radar (400 km), Bombing Radar (100 km), Tail Radar (75 km), SLAR
(75 km) |
Shielded |
B(EW).1 |
$321,461,031 |
JP-A |
1.26 tons |
71.44 tons |
5 |
308 |
Radar (250 km),
Weather Radar (400 km), Tail Radar (75 km), SLAR (75 km), IRST (40 km),
VAS (20 km) |
Shielded |
B.2 |
$290,650,603 |
JP-4 |
34.68 tons |
66.68 tons |
5 |
180 |
Radar (300 km),
Weather Radar (400 km), Tail Radar (115 km), SLAR (120 km), IRST (40
km), VAS (20 km) |
Shielded |
Vehicle |
Tr
Mov |
Com
Mov |
Mnvr/Acc Agl/Turn |
Fuel
Cap* |
Fuel
Cons |
Ceiling |
Armor |
B.1 (LRIP) |
1078 |
300 (75) |
NA
13 4/3
40/30 |
20400 |
2641 |
16000 |
FF7
CF6 RF6
T5 W4 |
B.1 (Production) |
1539 |
427 (75) |
NA
19 4/3
40/30 |
20400 |
3862 |
16000 |
FF7
CF6 RF6
T5 W4 |
B(PR).1 |
1534 |
426 (75) |
NA
19 4/3
40/30 |
20400 |
3862 |
16000 |
FF7
CF6 RF6
T5 W4 |
B(PR)K.1 |
1304 |
362 (75) |
NA
16 4/3
40/30 |
20400+7500 |
3862 |
16000 |
FF7
CF6 RF6
T5 W4 |
B(K).1 |
1263 |
351 (77) |
NA
15 4/3
40/30 |
20400+10000 |
3862 |
16000 |
FF7
CF6 RF6
T5 W4 |
B(EW).1 |
1393 |
387 (75) |
NA
17 4/3
40/30 |
20400 |
3862 |
16000 |
FF7
CF6 RF6
T5 W4 |
B.2 |
1567 |
435 (70) |
NA
19 4/3
40/30 |
24500 |
4065 |
19000 |
FF7
CF7 RF7
T6 W6 |
Vehicle |
Combat Equipment |
Minimum Landing/Takeoff Zone |
RF |
Armament |
Ammo |
B.1 (LRIP) |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Navigation Bombing Computer,
Transponder, Gyrocompass, Barometric Altimeter, LORAN, Radar Beam
Riding, Radio Beacon Detection, ILS, ECM 1, ECCM 1, INS (75 km), Flare
and Chaff Dispensers (40 Flares, 40 Chaff) |
1800/1500m Hardened
Runway |
+1 |
Internal Weapons Bay,
2 Hardpoints (Wet Only) |
Normal Load 21x450 kg Gravity Bombs or
one Blue Danube Nuclear Bombs or two B28 Nuclear Bombs or two B43
Nuclear Bombs or one Yellow Sun Nuclear Bomb or one Red Beard Nuclear
Bomb; Other Loadouts Possible |
B.1 (Production) |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Navigation Bombing Computer,
Transponder, Gyrocompass, Barometric Altimeter, LORAN, Radar Beam
Riding, Radio Beacon Detection, ILS, ECM 1, ECCM 1, INS (75 km), Flare
and Chaff Dispensers (40 Flares, 40 Chaff), TFR (20 km) |
1800/1300m Hardened
Runway |
+1 |
Internal Weapons Bay,
2 Hardpoints (Wet Only) |
Normal Load 21x450 kg Gravity Bombs or
one Blue Danube Nuclear Bombs or two B28 Nuclear Bombs or two B43
Nuclear Bombs or one Yellow Sun Nuclear Bomb or one Red Beard Nuclear
Bomb; Other Loadouts Possible |
B(PR).1 |
IFF, RWR, Secure Radios (One 700 km, Two
300 km, One AM), Transponder, Inertial Navigation (75 km), Gyrocompass,
Barometric Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection,
ILS, ECM 2, ECCM 2, ELINT 2, Flare and Chaff Dispensers (40 Flares, 40
Chaff), Two Wide-Angle BW Cameras, One Wide-Angle Color Camera, Two
Survey Cameras, Four High-Resolution Cameras, One IR camera, Trainable
BW Camera |
1800/1300m Hardened
Runway |
Nil |
2 Hardpoints (Wet
Only) |
None |
B(PR)K.1 |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Transponder, Inertial
Navigation (75 km), Gyrocompass, Barometric Altimeter, LORAN, Radar Beam
Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, Flare and Chaff
Dispensers (40 Flares, 40 Chaff), Two Survey Cameras, Four
High-Resolution Cameras, One IR Camera |
1800/1300m Hardened
Runway |
+1 |
Internal Weapons Bay,
2 Hardpoints (Wet Only) |
10x450 kg Gravity Bombs, Nuclear Weapons
Carry Possible, Other Loadouts Possible; |
B(K).1 |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Navigation Bombing Computer,
Transponder, Gyrocompass, Barometric Altimeter, LORAN, Radar Beam
Riding, Radio Beacon Detection, ILS, ECM 1, ECCM 1, INS (75 km), Flare
and Chaff Dispensers (40 Flares, 40 Chaff) |
1800/1300m Hardened
Runway |
+1 |
Internal Weapons Bay,
2 Hardpoints (Wet Only) |
10x450 kg Gravity Bombs, Nuclear Weapons
Carry Possible, Other Loadouts Possible; |
B(EW).1 |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Transponder, Gyrocompass,
Barometric Altimeter, LORAN, Radar Beam Riding, Radio Beacon Detection,
ILS, ECM 3, ECCM 3, ELINT 3, INS (75 km), Flare and Chaff Dispensers (75
Flares, 75 Chaff), Chaff Rocket |
1800/1300m Hardened
Runway |
Nil |
2 Hardpoints (Wet
Only) |
None |
B.2 |
IFF, RWR, Secure
Radios (One 700 km, Two 300 km, One AM), Navigation Bombing Computer,
Transponder, Gyrocompass, Barometric Altimeter, LORAN, Radar Beam
Riding, Radio Beacon Detection, ILS, ECM 2, ECCM 2, INS (75 km), Flare
and Chaff Dispensers (80 Flares, 80 Chaff), TFR (40 km) |
1900/1500m Hardened
Runway |
+2 |
Internal Weapons Bay,
4 Hardpoints |
Normal Load 40x450 kg Gravity Bombs or
one Blue Danube Nuclear Bomb or two B28 Nuclear Bombs or two B43 Nuclear
Bombs or two Yellow Sun Nuclear Bombs or two Red Beard Nuclear Bombs or
two Blue Steel Missiles; Other Loadouts Possible |
*The Valiant may carry one
6500-liter fuel tanks on each its wing hardpoints.
(They were originally to have been also able to carry external weapons,
but this idea was later dropped.)
**The Aircraft Weight
figure is with all possible bomb-bay stores carried.