The Handley Page Victor: The History & Development of a Classic Jet: The Mark 2 & Comprehensive Appendices & Accident Analysis for all Marks

By Roger Brooks

The first volume of Roger Brooks detailed reference to the Victor covers the conception, design and test-flying of the prototype HP 80 and then the production and operation of the Mark 1 in its many roles. This second volume completes the history of the aircraft by describing the improved Mark 2 that was primarily conceived to carry Britains Blue Steel nuclear deterrent. The aircraft was to be re-engined with the Rolls-Royce Conway and the enlargement of the air intakes in the wing are one of the more noticeable external differences on these models. When the V-Bomber Force lost its primary raison detre as the delivery vehicle for the nuclear deterrent, the Victors were adapted for the air-to-air refueling tanker role, a task they successfully carried out until their airframe life was exhausted.This volume also includes lengthy appendices on all Marks that include a mass of detailed historical information, the testing of many new systems, modifications throughout service life, the authors first-hand experiences as a Victor crew chief, operational records and a complete list of all Victor accidents with a detailed analysis and official reports.

• Language: English
• Publisher: Open Road Integrated Media
• Release date: Nov 12, 2007
• ISBN: 9781783460182

Book preview

e9781783460182_cover.jpge9781783460182_i0001.jpg

Victor XL188 landing at RAF Mildenhall.

The Handley Page Victory

Volume 2

Roger Brooks Araes

Dedication

To my wife Heather, also known as ‘Heater’ for support and encouragement

over the many years this book has been in development and compilation.

First published in Great Britain in 2007 by

PEN & SWORD AVIATION

an imprint of

Pen & Sword Books Limited

47 Church Street

Barnsley

S. Yorkshire

S70 2AS

Copyright © Roger R. Brooks, 2007

Colour profiles © Dave Windle, 2007

9781783460182

The right of Roger R. Brooks

to be identified as Author of this Work

has been asserted by him in accordance with

the Copyright, Designs and Patents Act 1988.

A CIP catalogue record for this book

is available from the British Library.

All rights reserved. No part of this book may be reproduced or

transmitted in any form or by any means, electronic or mechanical

including photocopying, recording or by any information storage

and retrieval system, without permission from the Publisher in writing.

The Handley Page Victor Volume I

was published by Pen & Sword Aviation in 2007

Typeset in Times New Roman

by Sylvia Menzies-Earl, Pen & Sword Books Ltd

Printed and bound in England

by Biddles Ltd

Pen & Sword Books Ltd incorporates the imprints of

Pen & Sword Aviation, Pen & Sword Maritime,

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For a complete list of Pen & Sword titles please contact:

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Table of Contents

Title Page

Dedication

Copyright Page

FOREWORD

INTRODUCTION AND ACKNOWLEDGEMENTS

ABBREVIATIONS

BIBLIOGRAPHY

PART THREE - The Victor Mk 2 Series Bigger and Better

Looking inside the Victor Mk 2 Series

APPENDIX 1 - The Facts not Fiction

APPENDIX 2 - Aircraft Accidents

EPILOGUE

THE HANDLEY PAGE - VICTOR

FOREWORD

Roger Brooks started out from the onset of this book, and its predecessor Volume 1, to put down in print ‘the absolute facts’ regarding the Handley Page Victor. This he has done with an amazing attention to detail. The author’s archive sources are the finest and most comprehensive that is available, and the hours and days compiling this, and the previous Volume cannot possibly be totalled up.

One absolute fact that the reader can be certain of, is that He or She has purchased a totally unique ‘value for money’ historical document that will proudly adorn any bookshelf. Many authors have attempted to tell the story of the Victor, to those of us that know the facts, few have even scratched the surface.

This book is a fine and worthy tribute to the designers, engineers, air and ground crews that built, worked on, and flew the Victor. There is no doubt, that the fine name of Sir Frederick Handley Page, and the legend of his great independent aircraft company, have been ‘done proud’ in the following pages of this highly detailed book.

The Victor, the most technically advanced and arguably the most aesthetically pleasing of all the three ‘V’ Bombers, still continues today to stir interest with its unique design, that looks almost modern from some aspects, and yet stylish with a hint of 1930s ‘art deco’ from others. During the Gulf War of 1991, it is reported that many American Air Force personnel were left convinced that the Victor was the RAF latest ‘Stealth Bomber!’

When the author first asked me to write the foreword for this book, I felt immensely honoured. My next thought was ‘Why me?’ as I was certain that there were far more qualified people that were available to comment than myself. Then I realised that I personally, have spent some fourteen years with the Victor, and perhaps the author realised that I also have what people call ‘the bug’, meaning that once the ‘Victor spell’ gets into your system it is passionately there to stay. If that is the case, then I tend to agree with that.

Andre Tempest

Church Fenton

May 2007

INTRODUCTION AND ACKNOWLEDGEMENTS

The second volume was not envisaged when I submitted this book for publication, however it was soon decided that owing to the proposed length of the book along with all the required pictures and drawings, it would be far better to split it into the two volumes. In this volume, I introduce the Victor B Mk 2, its origins and its development and conversions. The various Mark 2 conversions and numerous articles in Appendix 1 and 2 cover a wide variety of subjects from colour schemes to fatal accidents, during the life of the Victor from prototype to final service with the Royal Air Force. Again this book is in data file format and as such it is easier to research the various subjects you are looking for. Circumstances permitting and the availability of data from many sources, I would like to compile a book covering the period the Victor was in service with the RAF in detail. I welcome correspondence on this subject and I can be contacted initially via the publisher.

I would like to thank the following for their assistance and guidance over the years in the course of development this Data File:

The following members of the Handley Page Association:

Harry Fraser-Mitchell, Peter Cronbach, John Allam, Spud Murphy, Peter P Baker, Jock Still, John Rudeforth, Alan Dowsett, John Harding, John Smith, Chris Scivyer, Brian Bowen, Mike Wilson, Harry Rayner, David Blades and Steve Mills. Finally, to all those members who I have spoken to over the past many years.

The following past Members of Handley Page Ltd and the Handley Page Association:

Godfrey Lee, Hedley Hazelden, Ian Bennett, Bob Williams, Gordon Roxborough, Reginald Stafford, Charles Joy, R.H. Sandifer, Dr G.V Lachmann, W.H. MacRostie, C.O. Vernon, F.R.C. Houndsfield and John Tank. For being allowed access to the articles they wrote for the HP Bulletin nearly 50 years ago and in particular to Ray Funnell for access to his archives.

From the Royal Air Force:

Aircrew

Air Vice Marshal John Herrington, Flt Lt Pancho Painting, Flt Lt Eric Anstead, Flt Lt Alan Fisher, Air Commodore ‘Spike’ Milligan, Flt Lt Terry Filing, Sdn Ldr Jerry Mudford, Flt Lt Ken Norman, Air Commodore David Bywater, Flt Lt Alan Gardener, Sdn Ldr C.R. ‘Pop’ Miles, Sdn Ldr M. Reade, Wing Commander Dave Griffiths, Flt Lt David Coleman, Group Captain Tony Ringer, Sdn Ldr Gordon Stringer, Flt Lt R.T. Hayward, Flt Lt John Bussey, Sdn Ldr Tim Mason, Sdn Ldr Al Stephenson, Sdn Ldr Bob Tuxford, Sdn Ldr Tony Cunnane, Wing Commander Barry Neal, Flt Lt Al Skelton, Wing Commander Bob Prothero, Flt Lt John Ledger. All the Victor captains and crews I flew with on the Mk 1 and Mk 2 Tanker Fleet as their Crew Chief.

Crew Chiefs

Bill Swann, David Haylett, John Kent, Sid Harding, Dave Parsons, Robbie Honnor and Brian Martin.

Ground Crew

Dennis Robinson, Gordon Stringer, Jim Jones, Jim Gosling, Paul Goss, Duncan Curtis, Mick Crooks, Dave Wynn-Jones, Don Williams (Australia), Robin Cooper, Stan Jones, Pete Claydon, Tony Regan, Rick Gill and Doug Gawley. Also, thanks go to all those whose names I have failed to remember.

Finally, my grateful thanks go to the following from many walks of like for their interest in the Victor and assisting in many ways:

Andre Tempest (Owner Victor XL231 ‘Lusty Lindy’), Martin Garland and BAE Systems Woodford Heritage Centre, Graeme Rodgers (NZ), Garry O’Keefe, The Victor Association, Ken Ellis, Jarrod Cotter and Duncan Cubbitt of FlyPast.

Cover credits:

The Front Cover: Victor K2 XL 512 55 Squadron refuelling Lightning F6 XS728 of 11 Squadron RAF Binbrook. Photo Duncan Cubitt Copyright Key Publishing 2007. www.Flypast.com

The Back Cover: Top Picture: Victor K2 XL231 of 57 Squadron climbs away from Widewake Airfield June 1982. Photo Sqdn Ldr Barry Neal

The Back Cover: Bottom Picture: Victor K2 XL231 Lusty Lindy at the end of her fast taxy run 21.8.05 at Elvington. Photo Heather Brooks

Second Picture: Victor K2 XL 512 57 Squadron 1978. As a Crew Chief this was the author’s aircraft from February 1976-October 1978. Authors Collection

Third Picture: Victor B2 XM717 RAF Wittering Wing 1967 with a Blue Steel Missile. Author’s Collection

Fourth Picture: Victor B2 XL230 232OCU RAF Cottesmore 1961. Author’s Collection

ABBREVIATIONS

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BIBLIOGRAPHY

V Force, Andrew Brookes, Book Club Associates, 1982

Crash, Andrew Brookes, Ian Allan, 1991

Handley Page Victor, Andrew Brookes, Ian Allan, 1988

RAF Nuclear Deterrent Force, Humphrey Wynn, HMSO, 1994

Handley Page Aircraft, C H Barnes, Putnam, 1976

Operation Victor Search, Douglas Koster

Thunder and Lightening, Chris Allen, HMSO, 1991

Tests of Character, Don Middleton, Airlife

Test Pilots, Don Middleton, Airlife

The Hornets Nest 100 Squadron History, Arthur White

Handley Page Repair Reports

Handley Page Brochures, various, Mk 2

Handley Page Victor Servicing School Notes Mk 2

Handley Page Test Pilots Flying Log 1952-1970

Handley Page Flight Test Observers Reports

Handley Page Victor Mk 2 Tanker Feasibility Study

Handley Page Victor Low Level Role Report

Handley Page Victor Wing Tip Fuel Tanks Report

Handley Page Victor Thrust Augmentation Report

Hawker Siddeley Victor Servicing School Notes K2

Hawker Siddeley Victor Structure Reports K2

Hawker Siddeley Victor K2 Final Conference Reports

Hawker Siddeley Victor Flight Test Data/Requirements K2

A&AEE Boscombe Down/HP Test Pilot Reports, various

Royal Aeronautical Society Transcripts of Lecture (Victor)

The following Air Publications were used for checking data accuracy only:

AP 101B-1100 Victor All Marks

AP 101B-1102 Victor B Mk 2

AP 101B-1104 Victor B Mk 2

Bomber Command/Strike Command Victor Servicing School Notes (all Marks)

Release to Service Data

My extensive collection of a wide variety of books, magazines and other records and data sources collected over thirty-five years.

Interviews and discussions with Handley Page Flight Test and Ground Test Staff, Aerodynamicists, Production Engineers and many production staff. A&AEE Test Pilots and Flight Test Engineers.

PART THREE

The Victor Mk 2 Series Bigger and Better

Looking inside the Victor Mk 2 Series

In this section we open up parts of the aircraft to see how the various systems were developed and how they worked and enabled the Victor to be such a superb aircraft for its era.

The Construction of the Airframe

The construction of the aircraft is described by Reginald Sandifer Deputy Chief Designer (Structures) extremely well in his article on page 124 and I would like to refer you to it.

Access Panels and Doors

Throughout the aircraft maximum accessibility is given to all services and their associated components. Panels frequently removed during routine inspections are fitted with quick release fasteners. Screws secure those detached when removing major components such as main planes and tail unit. Special attention has been given to the design and location of easy access panels; every component can easily be reached and serviced through amply sized panels.

Although some of the external quick release panels form part of the primary structure there is no restriction on their removal when the aircraft is stationary. On the main plane there are minor restrictions on a few internal detachable panels, which are removed during major servicing as they form part of the main spar structure.

SYSTEMS

Aircraft functional systems are arranged to minimise servicing operations without prejudice to maximum efficiency.

Engine and Jet Pipe Installation Mk 2 series aircraft

There were five 5 engine doors in the lower surface of the wing immediately beneath each engine giving access to the engine bays for all servicing operations. Installation and removal of the engine was carried out through these doors using two winches: one a 4000lb and the other a 2000lb winch, mounted on what was called a ‘spider’ on the top of the wing.

The installation of the four Rolls Royce Conway [11] 10301 and later [17] 20101 engines was designed to ensure that the engines could be changed with the minimum of effort in the shortest time possible to ensure that the aircraft was returned to the flight line for operations.

The main attachments for the engine were two trunnion mountings, one at each side of the engine. These are held in gate-type fixtures on each side of the relevant engine bay. They were torque loaded and locked with a locking trigger. A second attachment on the topside of the engine, at the rear end of the engine consists of two spigots that engaged with sockets in the wing structure as the location points.

The connections between the engine and its services were quite comprehensive with a variety of electrical connections on a quick break panel. The alternator on the Mk 2 was connected to the engine via a Sunstrand Constant Speed Dive Unit or as commonly known, the CSDU. This unit allowed the alternator to be driven at the same speed no matter what the speed of the engine. This was to ensure that the Voltage Frequency and phases of the AC electrical power supplies for the aircraft are constant under all operating conditions. Other connections were the main fuel supply pipe, the fire protection pipe, the hot air pipe for cabin conditioning and pressurisation along with anti-icing of the leading edges of the wings and tail plane; the fuel tank pressurisation system air pipe for the pressurisation of all the fuel tanks and various drain and vent pipes. At the very aft end of the engine was fitted a Jet Pipe with its keep plates and its shroud complete with a drain pipe. This basic system was the same for all the Mk 2 series aircraft from the early first production models to the K2 version.

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Rolls Royce Conway 20101 Installation. Author’s Collection

The Auxiliary Airborne Power Plant [AAPP] Artouste Mk 113

Located in the Starboard Stub wing, aft of Frame 398, this unit was capable of supplying electrical power to the main aircraft systems to allow it to be self supporting and to supply air to start the main engines. This small gas turbine engine fitted easily into the starboard stub wing along with its 40 KVA alternator. This AAPP was one of the most useful items in the Mk 2 and was capable of being started from the aircrafts batteries and therefore it could, if required, make the aircraft independent of all ground support equipment. The engine generator supplied of 200v AC and ran at 34,500rpm to provide the AC power as required by the aircraft. It was capable of running at up to 25,000ft and being started at this height with the aid of a special oxygen supply.

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Artouste 113 installation. Author’s Collection

The Fuel System B Mk 2 Series aircraft.

The fuel system of the Mk 2 version was a progressive development from that of the Mk 1 versions. With the Mk 2 production version the basic fuel system of all future Victors was based on this one. All the twenty-nine tanks are bag tanks made of rubber compound (Hycatrol HG.334) of a thickness of between 0.020inch and 0.030 inch and fitted in the bays using metal colleted studs (early ones used rubber studs). There are three basic fuel systems. The Fuselage system and the Port and Starboard Wing systems. No. 1 was located in the wing centre section in the Fuselage and was enlarged into the extended wing box that was created by the stub wing as part of the extended wing span. This tank was accessible from the front face of the bomb bay at frame 398. Tanks 3-5 were located in the inner wing and No. 6 tank was broken down into 6A, 6B, and 6C in the outer wing. No. 2 tank had been deleted for the Mk 2, as the space was required for operational equipment and fuel system piping.

The fuselage system was located totally in the rear fuselage and numbered 7-12. The two No. 7 tanks designated 7 Port and 7 Starboard were located over the nose-wheel bay and accessible from the plenum chamber, and were extended into the stub wing to give increased capacity. On top of these tanks No. 8 tank was located from the rear of the plenum chamber to the front face of the bomb bay. The next tank 8B was located up to the equipment bay. There was no No 9 tank because its cell was used as an equipment bay and the B cell renamed 8B. After the DF loop and proportioner bay No. 10 tank divided into A and B cells and was followed by No. 11 tank divided into A and B cells that ended at the rear face of the bomb bay. The last two tanks were 12 Port and 12 Starboard located aft of the bomb bay and extended down into the flash bomb bay.

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Fuel System for the B Mk 2 aircraft. Author’s Collection

The fuel system was pressure fed at 50 psi from external couplings on the port side in the stub wing just aft of Frame 398. The fuselage refuelling was via a long gallery pipe running the full extent of the bomb bay and into each tank via a solenoid operated refuelling valve. A float switch shut off fuel contents when the tank was full. The fuselage was fitted with a proportioner: a device to regulate the amount of fuel that was pumped out of the tank when in flight to maintain the aircraft’s Centre of Gravity within prescribed limits. The proportioner in the Mk 2 series aircraft was driven by an air motor feed from a tapping on the HP compressor casing. The wing systems were rather different to that of the fuselage in that the proportioner was used for both the refuelling and the supply to the engines which reduced the amount of pipe work required and therefore the space needed for this system. All tanks contained a capacity system, pumps and tank pressurisation equipment. This system was to prove insufficient for some ferry operations and there was a requirement to increase the capacity by the fitting of two cylindrical tanks in the bomb bay, one forward and one aft, each with a capacity of 8,000lb of AVTUR. In some cases the forward one was permanently fitted and therefore the remainder of the bomb bay could be used for an offensive load. However, the fitting of an aft tank required the fitting of an adaptor from which a freight pannier or a spare engine could be carried. This system ruled out the carrying of offensive loads until the aft tank and the adaptor had been removed and the relevant piping had been blanked off. The trials Victor XA917 did a few flights with the tanks fitted but this was part of the autopilot trials, as they changed the aircrafts-flying configuration. The under wing tanks were fitted as part of the Mk 2 development to increase the range for Blue Steel operations as the Bomb Bay tanks used on the basic B Mk 2 version could not be fitted in that role.

The B (SR) 2 version was capable of carrying initially two 8,0001b bomb bay tanks along with various reconnaissance camera fits. After the deletion of the camera crate an additional 8,0001b tank was fitted.

The capacities of the tanks and the combination of overall capacities are to be found in the Technical Data Sections.

The fuel system for the three-pointer tanker was vastly different to that of the bomber. The main fuselage and wing system was retained and only slightly modified. In the bomb bay the doors were removed as well as the 8,0001b tanks and fittings. Into this area were fitted the large two bomb-bay tanks that became a feature of these tankers. Suspended from the fixed suspension points used to retain the bomb carriers and the two original bomb-bay tank adaptors together with the pannier adaptor, a simple frame was used as the front and aft suspension points for these tanks and they were hoisted in by a winch through a bomb hoist access panel. These were all-metal tanks and profiled at the bottom to fit in with the aircraft’s underside curve. Under this curved panel on each tank the five large capacity fuel pumps were located. These tanks had the largest capacity of any on the Victor, 15,3001b, and were to be used as collector tanks to feed the engines and the dispensing equipment. The fuselage and wings were fed into them. The fuel system was modified to accommodate the necessary changes and this ended up in combining all three systems and, in theory, you could pump fuel from any tank to any other tank. That being so it was easily possible to dispense virtually all the fuel or to burn it all depending on the task being undertaken and the fuel load on board.

This was a very flexible system and is what made the Victor a flexible tanker. Behind these tanks was the Mk 17B Hose Drum Unit (HDU) with its retractable fairing. The control panel for the HDU was located initially on Panel CFR located in the Navigator Radar position. It was changed to Panel BCC adjacent to the AEO position after Mod 4887 for the four man crew layout.

Electrical Power supplies Mk 2 series all versions.

The electrical power supplies required by the aircraft were divided into two basic systems. Medium Voltage 200VAC 3 Phase 400 Hertz and Low Voltage 28VDC. To provide the LV requirements the output from the aircrafts alternators had to be transformed and rectified. The alternators driven by each engine had an output of 200volts AC frequency 400HZ and supplied power to the relevant MV and LV Bus Bars.

All the electrical distribution boards etc were coded alphabetically starting from the nose. However due to the changes required by the introduction of the 42 inch extension and the moving of equipment from the rear hatch area to the plenum chamber meant that panels coded ‘J’ broke the sequence so, looking at the aircraft, you will find ‘J’ before ‘I’ etc.

The Hydraulic System and what it operates.

The Victor was a rather unique aircraft for its era in that the hydraulic systems supply pumps were not engine driven like the majority of the aircraft in service at that time.

This aircraft did not need a separate hydraulic supply system external to the aircraft; it had two substantial electrically driven pumps [Operating on 112 VDC for the Mk 1 and 200volt AC for the Mk 2 aircraft] providing the 4000psi required to operate all the following services.

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Electrical Power System B2. Author’s Collection

Main Undercarriage, Nose Undercarriage, Main Flaps, Airbrakes, Nose flaps, Bomb Doors, Nose-wheel Steering and the Braking System. The Nose Flaps were deleted as part of the Blue Steel/B (SR) 2 programme and the leading edges fixed in the partial droop position. In the Tanker role the bomb doors were deleted and that system modified to raise and lower the Mk 17B HDU. A change in the brake parachute operating system in the early/mid 1960s led to hydraulic operation. The Mk 2 version required the addition of the Ram Air Turbines (RAT) at the rear of the aircraft required a supply of hydraulic pressure to hold them shut in flight.

The operation of the various sub systems was basically the same. The two pumps were located at the rear of the nose wheel bay under the 26-gallon hydraulic tank. They fed the port and starboard Power Panels in the nose-wheel bay. Each panel had a Normal and Emergency Selector, An Automatic Cut Out that takes the load off the relevant pump when the system is fully charged and brings it back on load when operationally required. In addition there were accumulators and a variety of other specialist valves etc. All the hydraulic system operations apart from the brakes were selected electrically by the aircrew in the cabin and indicated in the cabin electrically either by pressure gauges, position indicators of various types or, in the case of the hydraulic pumps, by their ammeters showing the running current.

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Hydraulic Power System B2. Author’s Collection

Apart from the brake system all the other sub-systems use basically the same components, two electro/hydraulic selectors, one normal and the other emergency, a protection unit, which changes the pressure supply when emergency is selected, a variety of valves such as non-return valves and a stop cock to stop for servicing use when on the ground. Finally in the system there was usually a hydraulic jack or two, except in the flaps where a hydraulic motor drove them up and down. When it comes to the main wheel brakes these are operated by 1500psi but the supply pressure remains the same at 4,000psi. Therefore in the system we have a variety of pressure reducing valves, separate accumulators and a brake-operating valve that allows differential braking as required. The brake units were incorporated into each wheel giving eight sets of brakes that comprise four rows of rotors and five rows of static brake pads (three double rows and two single rows). These are actuated by hydraulic pistons and use an anti-skid system incorporating a wheel driven Maxaret unit on each brake unit. Operation was by toe brakes on both pilots’ rudder pedals via a brake motor system and a hand operated parking brake when required:

The following systems were virtually identical to those in the Mk 1 series aircraft, with slight modification to meet the changing operational requirements

Air Conditioning and Anti-icing Systems.

Anti-icing System.

The Powered Flying Controls.

AN APPRAISAL

OF THE

COMPARATIVE PERFORMANCE

OF THE ‘VICTOR Mk.2’ and ‘VULCAN Mk.2’

BY

A.H.FRASER-MITCHELL

WITH AN ADDENDUM SHOWING A COMPARISON OF THE CRUISE

PERFORMANCE BETWEEN

PRE- AND POST RETROFIT VICTOR MK.2 AIRCRAFT.

Introduction

The Author has long desired to carry out a careful assessment of the performance of the ‘Victor’ and ‘Vulcan’ in their ‘V’-Bomber roles, attempting to make sure that similar assumptions were applied to the two aircraft, and using as reliable a set of information as possible.

Through the good offices of Mr R.R.Brooks, copies of both aircraft’s Operating Data Manuals were obtained, together with information on their operational weights, etc. It is believed these are generally correct, but there were one or two small discrepancies in the data seen. However these were relatively small, and should not affect the comparison.

Scope of the Study

Only the Mark 2 versions of the aircraft were investigated as comprehensive data were available only for these. For the Victor, the post-retrofit B.2(R), the B.(SR)2 and the K.2, all with Conway 17 engines, were considered, but only the Vulcan B.2 version, fitted with Olympus 300 engines.

The bulk of the work was focussed on the range — load performance of the aircraft, since it was quickly ascertained that the take-off and landing performance were reasonably similar and not generally limiting to the aircraft. High Mach number limits were generally set by the onset of control difficulty, and were laid down by A & A.E.E. Boscombe Down following their assessment of the aircraft. Aircrew Manual limits are quoted in the appropriate section.

At the time of writing, it has not been possible to ascertain the turning performance (‘Buffet Boundary’) of the Vulcan to compare with that for the Victor, which was considered at the time to be outstanding for such an aircraft.

Note that because ‘ODM’ data have been used here, weights represent a ‘typical’ in-Service aircraft, and a pessimism of at least 5% has been applied to the original flight-test-derived data.

Presentation of the Results

These are given numerically and in graphical form in some cases. The basic assumptions and allowances for the missions are listed, and are believed to be realistic.

As usual in this type of study, only still air in standard day conditions is considered.

BASIC ASSUMPTIONS FOR WEIGHTS AND ALLOWANCES

e9781783460182_i0009.jpg

Note:

While the B2(R) and B(SR)2 were not formally cleared to this value during their service, it is obvious from the K2 clearance that this was a perfectly practical possibility, had it been needed. Thus the calculations have been performed, for the record.

RANGE PERFORMANCE

It is assumed that bombs are released at half-range.

All cruise range calculations use ODM data based on ‘Max. Range’ technique in a cruise climb. The cruise conditions of Mach number, engine RPM and altitude for this technique vary according to configuration.

Note that ODM data are normally 5% pessimistic.

VICTOR B2(R) RANGE — LOAD PERFORMANCE

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GRAPHICAL PRESENTATION OF RANGE PERFORMANCE

This is shown (Figure 1, page 20) in the usual form of range against bomb load carried, and dropped at half-range.

All-up weight limit cut-offs are shown, as well as capacity bombloads.

For the Victor B(SR)2, the ‘payload’ is a camera crate, so this is indicated as a single spot point at zero bomb load. The sortie is flown at best range speed, M = 0.82 or 470 knots true air speed and the cruise time is nearly 8 hours.

Figure 2 gives an indication of the outstanding fuel transfer performance of the Victor K.Mk.2 Air—to—Air Refuelling tanker aircraft.

This shows ‘transfer fuel’, which includes the fuel used by the tanker in the refuelling operation, as a function of distance to the refuelling location. There is no allowance for distance covered during refuelling.

e9781783460182_i0013.jpg

CRUISE PERFORMANCE AT 170.000LB

Figure 3 shows the variation of the fuel consumption as a function of cruise Mach number for ‘Best Range’ conditions for both aircraft, and Figure 4 shows both fuel consumption and cruise altitude at Maximum Continuous Power rating.

Carriage of ‘Blue Steel’ Missile

Range calculations assume that the missile is released at half-range. Other allowances as before.

Missile weight = 15,750 lb

VICTOR B.2(R)

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VULCAN B.2

e9781783460182_i0015.jpg

Notes:

a. Whilst it has been assumed that the bomb bay tank could have been carried at the same time as the missile, this has not been checked for either space or centre of gravity considerations.

b. This would certainly be permitted in operational necessity

c. It should have been possible to clear this case with u/w tanks on.

BUFFET BOUNDARY

VICTOR B.2(R): 170,000lb

e9781783460182_i0016.jpg

Comparable data for the Vulcan Mk.2 are not available.

Discussion of Results

Looking at Figure 1, it is clear that although there was little to choose between the clean aircraft in range for comparable loads, the Victor had a vastly increased capacity for load carrying.

As soon as extra tanks were fitted, the large, low drag, underwing external fuel tanks of the Victor endowed it with a vastly superior range performance, even though no advantage was taken of increasing the ‘Operational Necessity’ All-up Weight limit of the SR2 to the value reached for the K.Mk.2.

It may be of interest to note that the original stage range requirement (Specification B35/46) for the V-bombers called for 3000 nautical miles with a 10,000lb bomb. This was for the Mk.l versions of the aircraft, which would have had difficulty achieving that target, and indeed the Vulcan B.2 does not seem able to meet it either on the figures shown here. The Victor does exceed the requirement, but only with external tanks fitted.

The Mk.2 V-Bombers were intended to form the Deterrent, carrying the ‘Blue Steel’ missile over a ‘still air range’ of 3250 nautical miles as a minimum, but desirably up to 4300 nautical miles. Though not specifically stated in the Specification (B.128P.2), the corresponding stage ranges would be about 2900 and 3900 nautical miles respectively.

Both aircraft approach the first value with bomb bay fuel, but again, the Victor could achieve it comfortably when the external tanks were used.

Figure 3 shows that the ‘Best Cruise’ fuel consumption of the Victor was some 10% better than the Vulcan at comparable weight, and that this superiority held with increase of the cruise Mach number.

At Maximum Continuous Power rating on the engines, (Figure 4), this superiority in fuel consumption increased to some 15%, but cruise altitudes for the two aircraft were similar, though some way short of the Specification target of greater than 54000 ft. It is of interest that the Olympus 200 series engines fitted to some Vulcans nearly halved the fuel consumption discrepancy, but at a penalty of about 1000 ft loss of cruise altitude.

It should be noted that the figures for altitude are those which the aircraft could attain. In practice, the oxygen system characteristics limited the aircraft to 49000 ft. This was to do with aircrew survival in the event of pressure cabin failure.

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Anecdotal evidence from aircrew indicates that the Mk.1 Victor, admittedly lighter, but having Sapphire As.7 engines of only 11,000 lb nominal static thrust at sea level ISA, as against 20,000 lb for the Conway engines of the Mk.2, had as good as, or better, altitude capability. If so, then this could only have been due to the, now well-known, more severe fall-off of thrust with both speed and altitude of a ‘By-pass’ engine compared with a ‘Straight jet’ like the Sapphire or the Olympus.

One wonders how much better still the height performance of the Victor Mk.2 might have been if it, too, could have been equipped with Olympus engines, which was indeed considered by the author in some early project feasibility work.

In-Service Speed Limits

Whilst not really related to performance characteristics, the appropriate speed and Mach number limits for Service Release (taken from the Aircrew Manual) are given below for the