The design for a 50-seat medium-range civil transport began in 1946 initially proposed with two Rolls-Royce Avon turbojets but by autumn 1947 it was apparent these were not available. The design was modified to take four 3600 Rolls-Royce Derwent 5s.
With tricycle landing gear, and four turbojets, the prototype was first flown on 10 August 1949, but only six days later was badly damaged through a landing gear failure. It was repaired and flying again within a few weeks, and its four Derwent 5 engines were replaced by two Derwent 8s (starboard outer, port inner) and two Derwent 9s for evaluation. Construction of a second C-102 prototype began, but was not completed.
The C-102 integral fuel tanks have 1375 Imp.Gal inboard and 1025 Imp.Gal outboard giving a total capacity of 2400 Imp.Gal.
Despite an aggressive marketing campaign directed at U.S. airlines and the USAF, the sales prospects of the Jetliner floundered after the launch customer, Trans-Canada Airlines, reneged on a letter of intent in 1948. The company was still attempting to get the CF-100 into production at the time and, consequently, the Canadian government cancelled any further work on the C102 due to Korean War priorities: C. D. Howe demanded the project be stopped to increase production of the CF-100, so the second C102 prototype was scrapped in the plant in 1951, with the first relegated to photographic duties in the Flight Test Department. After a lengthy career as a camera platform and company “hack,” CF-EJD-X was flown for the last time on 23 November 1956 and broken up in 1956, having flown about 425 hours. The nose section now resides in the Canada Aviation Museum in Ottawa.
C-102 Engines: 4 x Rolls-Royce Derwent 5, 1633kg / 3600 lb Wingspan: 29.90 m / 98 ft 1 in Wing area: 107.49 sq.m / 1157.01 sq ft Length: 25.12 m / 82 ft 5 in Height: 8.06 m / 26 ft 5 in Take-off weight: 29480 kg / 64993 lb Empty weight: 16740 kg / 36906 lb Max. speed: 735 km/h / 457 mph Cruise speed: 650 km/h / 404 mph ROC: 1595 fpm Ceiling: 12285 m / 40300 ft Range: 2000 km / 1243 miles
The Avrocar was the brainchild of John Frost, an aeronautical engineer at the Malton-Toronto plant of Avro Canada, who conducted studies in the early 1950s on extremely unorthodox vertical-take-off aircraft, beginning with one design that looked like a shovel blade named the “Avro Ace” or “Project Y-1”. and then moving on to saucer-shaped aircraft, originally designated “Project Y-2”. Frost felt that such vehicles could offer vertical take-off capability as well as high-speed forward flight.
The US military became interested, leading to the award of a US Air Force contract in 1955 for experimental development that evolved through various designations such as “Project Silver Bug”, “Weapons System 606A (WS-606A)”, “Research Project 1194”, and so on. The whole project was originally kept a deep secret since it was felt to be a major potential breakthrough. After considering and eliminating a number of different configurations, the effort focused on development of a proof of concept vehicle named the “VZ-9-AV Avrocar” which was funded by both the US Army and US Air Force. It looked very much like an ordinary but greatly scaled-up modern “Frisbee” toy, 5.5 meters in diameter and 1.1 meters thick at the center (18 by 3.5 feet).
There was a fan 1.5 meters (5 feet) in diameter built into a duct in the center, and two little single-seat cockpits with individual clamshell bubble canopies, and powered by three Continental J69 jet engines, which were arranged in the fuselage in a triangle around the central fan. The exhausts of the jet engines drove the fan and were also ducted around the around the edge of the Avrocar to provide lift at low speed. Engine thrust could be redirected to provide forward thrust, with the saucer-shaped airframe acting as a “lifting body”. Differential thrust could be applied at the sides of the VZ 9 for control purposes.
Frost was extremely enthusiastic about the possibilities of his flying-saucer concept, envisioning an “Avrowagon” for family use, an “Avropelican” for naval use, a scaled-up transport version, and a Mach-2 fighter-interceptor version.
A wind-tunnel test model and a flying prototype were built. The test model was sent to the NASA Ames Center in California for wind-tunnel tests. First tethered flight of the flying prototype (58 7055) was at Malton on 29 September 1959, followed by the first untethered flight on 5 December 1959. After some changes to the control system, some forward flights were made just above the runway at Avro’s Malton factory, starting on May 17th, 1961.
The Avrocar was sup¬posed to fly at speeds of over 483 kph (300 mph) at altitude and have a range of 1600 km (1000 miles), but the little saucer never exceeded 30.5 m (100 ft) during trials.
Although Frost and his staff recognized that the Avrocar was inherently unstable and had incorporated an electromechanical stabilization system, it wasn’t up to the job, and once the Avrocar picked itself up to above chest height and got out of ground effect, it bobbled around drunkenly. An improved stabilization system was considered, but Avro was in chaos due to the cancellation of the “CF-105 Arrow” interceptor program. The chaos filtered down to the Avrocar program, and the US backers of the program lost interest. The program was axed in December 1961.
The flight prototype ended up on display at the US Army Transportation Museum. The wind-tunnel test model in the possession of the Smithsonian Air & Space Museum. It remains in storage at the museum’s Garber Restoration & Storage Facility in Maryland.
During the Second World War, Victory Aircraft in Malton, Ontario was Canada’s largest aircraft manufacturer. Prior to 1939, as a part of National Steel Car Ltd. of Hamilton, the concern had been one of a number of “shadow factories” set up in Canada to produce British aircraft designs in safety. National Steel Car had turned out Avro Anson trainers, Handley Page Hampden bombers, Hawker Hurricane fighters and Westland Lysander army cooperation aircraft. National Steel Car Corporation of Malton, Ontario was formed in 1938 and renamed Victory Aircraft Limited in 1942 when the Canadian government took over ownership and management of main plant. During the Second World War, Victory Aircraft built Avro (UK) aircraft: 3,197 Anson trainers, 430 Lancaster bombers, six Lancastrian, one Lincoln bomber and one York transport.
In 1944, an Advisory Committee on Aircraft Manufacture was established by the Canadian government, the Canadian Director of Aircraft Production wrote to Minister of Munitions and Supply C.D. Howe in 1944 to express the “utmost importance to Canada” of the establishment of a Canadian aircraft industry, and UK-based Avro also established in 1944 a company searching for post-war opportunities. Bob Leckie of the RCAF was a strong advocate for years for an industry to design and build aircraft in Canada yet the Department of National Defense, according to Avro’s Roy Dobson, gave “a cold reception” to doing more than building under licence. Howe, as Minister of Reconstruction and Minister of Munitions and Supply (later Reconstruction and Supply), brokered the deal with the Hawker Siddeley Group to take over the Victory Aircraft plant in 1945 with Frederick T. Smye hired by HSG’s Roy Dobson as its first employee.
In 1945, the UK-based Hawker Siddeley Group purchased Victory Aircraft from the Canadian government, creating A.V. Roe Canada Ltd. as the wholly owned Canadian branch of its aircraft manufacturing subsidiary, UK-based A.V. Roe and Company. Avro Canada began operations in the former Victory plant. Avro Aircraft (Canada), their first (and, at the time, only) division, turned to the repair and servicing of a number of Second World War-era aircraft, including Hawker Sea Fury fighters, North American B-25 Mitchell and Avro Lancaster bombers. From the outset, the company invested in research and development and embarked on an ambitious design program with a jet engine and a jet-powered fighter and airliner on the drawing boards.
The new company produced the first Canadian-designed jet fighter, the twin-engined CF-100. Prototype flew in 1950; 639 were built for the RCAF and 53 for the Belgian Air Force. Flew prototype C-102 Jetliner in 1949, but no production order was received. Avro Canada became a member of the Hawker Siddeley Group in 1955, and in 1962 became Hawker Siddeley Canada Ltd. CF-105 Arrow delta twin-jet all-weather fighter prototype flew in 1958. Only five CF-105s were built before the project was cancelled in favour of Bomarc surface-to-air missiles. The Avrocar VTOL aircraft developed under a U.S. Department of Defense contract and flown in 1959 in California. In its prototype form it was a circular flying saucer.
A.V. Roe Canada Ltd. was restructured in 1954 as a holding company with two aviation subsidiaries: Avro Aircraft Ltd. and Orenda Engines Ltd., which began operating under these names on 1 January 1955. Each companies’ facilities were each were located across from each other in a complex at the perimeter of Malton Airport. The total labour force of both aviation companies reached 15,000 in 1958. During the same period, with Crawford Gordon as president, A.V. Roe Canada Ltd. purchased a number of companies, including Dominion Steel and Coal Corporation, Canada Car and Foundry (1957), and Canadian Steel Improvement. By 1958, A. V. Roe Canada Ltd. was an industrial giant with over 50,000 employees in an empire of 44 companies involved in coal mining, steel making, railway rolling stock, aircraft and aero-engine manufacturing, as well as computers and electronics. In 1956 the companies generated 45% of the revenue of the Hawker Siddeley Group. In 1958, annual sales revenue was approximately $450 million, ranking A.V. Roe Canada as the third largest corporation in Canada by capitalization. By the time of the cancellation of the Arrow and Iroquois, aircraft-related production amounted to approximately 40% of the company’s activities with 60% industrial and commercial.
In 1956, 500,000 shares were issued to the public at a total value of $8 million. By 1958, 48% of the shares of A.V. Roe Canada were publicly traded on the stock exchange. Although controlled and largely owned by UK-based Hawker Siddeley Group, all profits from A.V. Roe Canada Ltd. were retained within the company to fund development and growth. Management of the Canadian companies remained in Canadian hands.
In 1962, the Hawker Siddeley Group formally dissolved A.V. Roe Canada and transferred all A.V. Roe Canada assets to its newly-formed subsidiary Hawker Siddeley Canada. Avro Aircraft was closed.
Beginning as an A. V. Roe project in 1958, the original Type 748 was planned as a 20-seat short/medium-range feeder airliner. When no interest was shown in the design, it was scaled up in size and the Hawker Siddeley Group, of which Avro was a component company, decided to put the aircraft into production.
The first flight of the prototype took place at Woodford on 24 June 1960. The first production aircraft, capable of seating a maximum of 48 passengers, was designated Avro 748 Series 1. It first flew on 31 August 1961, powered by two 1298kW Rolls-Royce Dart 514 turboprops.
This aircraft has a takeoff run of only 2,750 feet, for STOL performance it has a long-span wing, mounted low, with Fowler flaps driven by an electric actuator. The Rolls-Royce Dart turboprops, mounted with their jet pipes above the wings, are rated at about 2,280 hp, though some military versions have 3,200-hp Darts. Most civil versions of the HS 748 seat 40 to 58 passengers and some are equipped for freight or passenger/freight operations.
Redesignated HS.748 in 1963, later versions included the Series 2 and Series 2A (1967) civil transports; Andover CC.Mk 1 and CC.Mk 2 for the RAF, the CC.Mk 2 being two specially equipped examples for The Queen’s Flight; the Coastguarder variant was also developed, optimised for maritime patrol, flying in 1977.
Six Andovers were delivered to the RAF, two for Queen’s Flight, and four for special passenger service. Prince Phillip Duke of Edinburgh, after completing transition training, used Queen’s Andover CC Mk.2 during his tour of Mexico and Caribbean in October and November 1964.
Hawker Siddeley Andover C.1
1st of six HS.748 for Philippine Air Lines, handed over at Woodford, 29 September 1967
The 748-2B incorporated a 2000 lb increase in payload, increased span, more powerful engines, and a number of cockpit refinements, flew in June 1979. A production version of the twin-turboprop transport is the Super 748. In its Military Transport form the 748 has a large rear freight door, strengthened floor, and optional military overload take-off and landing weights giving improved payload/range capabilities.
Andover NZ7626
Outwardly, the 748 is similar to the 780 Andover aircraft which differ mainly in having more powerful engines (and reverse pitch propellors), a rear loading ramp, and a kneeling undercarriage. Only 31 Andovers were built, along with six of the Andover CC.2 version of the civil 748. Although developed from the basic Hawker Siddeley 748 and retaining it’s exterior looks, with the exception of the revised tail and straight-in loading ramp, the Andover does have only 20 per cent commonality with the 748. The Andover’s “kneeling” undercarriage allows the aircraft’s fuselage to be lowered to allow easier loading and unloading. The STOL performance for a 42,000 lbs take off, the Andover requires 1,300 ft (to 50 ft), while 1,340 ft is needed for a short field landing (from 50 ft) at 40,000 lbs auw. Reverse-thrust propellors assists the short field performance. Production of all versions, including 79 assembled in India by Hindustan Aircraft from parts manufactured in both countries, totaled 380 aircraft.
HS748-2A Engines: 2 x Rolls-Royce Dart, 2280 shp. Wing span: 98 ft 6 in (15.24 m). Length: 67 ft 0 in (20.42 m). Height: 24 ft 10 in (3.51 m). Max TO wt: 44,495 lb (20182 kg). Max level speed: 278 mph (448 kph).
BAE 748-2B Engines: 2 x Rolls-Royce Dart 7 Mk.535-2, 1,835 shp. Props: Dowty-Rotol 4-blade, 144-in. Seats: 48/50. Length: 67 ft. Height: 24.8 ft. Wingspan: 102.5 ft. Wing area: 829 sq.ft. Wing aspect ratio: 12.7. Maximum ramp weight: 46,700 lbs. Maximum takeoff weight: 46,500 lbs. Standard empty weight: 26,650 lbs. Maximum useful load: 20,050 lbs. Maximum landing weight: 43,000 lbs. Wing loading: 56.1 lbs/sq.ft. Power loading: 12.7 lbs/hp. Maximum usable fuel: 11,200 lbs. Best rate of climb: 1470 fpm. Service ceiling: 25,000 ft. Max pressurisation differential: 5.5 psi. 8000 ft cabin alt @: 25,000 ft. Maximum single-engine rate of climb: 359 fpm. Single-engine ceiling: 10,700 ft. Maximum speed: 250 kts. Normal cruise @ 25,000ft: 230 kts. Fuel flow @ normal cruise: 1257 pph. Endurance at normal cruise: 8.4 hrs: Stalling speed clean: 95 kts. Stalling speed gear/flaps down: 71 kts. Turbulent-air penetration speed: 155 kts.
HS 748 series 2B Engines: 2 x Rolls-Royce Dart Mk 555, 1700kW Take-off weight: 23133 kg / 51000 lb Empty weight: 11644 kg / 25671 lb Wingspan: 31.23 m / 102 ft 6 in Length: 20.42 m / 66 ft 12 in Height: 7.57 m / 24 ft 10 in Wing area: 77.0 sq.m / 828.82 sq ft Cruise speed: 452 km/h / 281 mph Ceiling: 7620 m / 25000 ft Range w/max.payload: 1307 km / 812 miles Crew: 2-3 Passengers: 52
748 Military Engine: 2 x R-R Dart turboprop, 3400 kW. Span: 31.2 m. Length: 20.4 m. Wing area: 77 sq.m. Empty wt: 11,700 kg. MTOW: 23,100 kg. Payload: 5800 kg. Cruise speed: 455 kph. Initial ROC: 430 m / min. Ceiling: 7600 m. T/O run: 1082 m. Ldg run: 387 m. Fuel internal: 6550 lt. Range/payload: 1865 km with 5800 kg. Capacity: 60 pax.
748MF Andover C.1 Engines: 2 x RR Dart 12 Mk 201C, 3,000 shp. MTOW: 50,000 lbs. Fuel cap: 1,440 Imp gallons, + 860 gallons in an integral centre-wing tank. Range: 1,020 nm (1,800 nm with 860 Imp aux). Pax cap: 57 passengers (at 30” pitch). Cruise alt: 20,000 ft. Max speed: 302 mph @ 15,000 ft. Service ceiling: 23,800 ft. Maximum payload: 14,750 lbs. Take off distance mauw: 3810 ft. Landing ground roll max ldg wt (47,600 lbs): 2490 ft.
HS.780 C.1 Engines: 2 x Rolls-Royce Dart 12 Mk.201, 3425 shp. Max payload: 6270 kg.
Hawker Siddeley Andover C Mk 1 Engine: 2 x Rolls Royce Dart R.Da 12 Mk. 210 C, 2929 shp Length: 77.92 ft / 23.75 m Height: 30.085 ft / 9.17 m Wingspan: 98.261 ft / 29.95 m Max. speed: 262 kts / 485 km/h Service ceiling: 24016 ft / 7320 m Range: 1031 nm / 1909 km Crew: 3+44
748-2A Andover CC2 Engines: 2 x RR RDa7 Dart 152, 2280 shp. TBO: 1600 hr. Max cruise: 245 mph. Econ cruise: 243 mph. Stall: 82 mph. Fuel cap: 11628 lb. Fuel flow max cruise: 1850 pph. Fuel flow econ cruise: 1400 pph. Service ceiling: 23,000 ft. SE service ceiling: 13,000 ft. ROC: 1300 fpm. SE ROC: 750 fpm. Min balanced field length: 4050 ft. Payload with full fuel: 8790 lb. Max range: 1828 mile. High speed range: 1068 mile. Max payload: 16,773 lb. Range with max payload: 761 mile. Pressurisation differential: 5.5 lb. Seats: 47. Gross wt: 46,500 lb. Empty wt: 29,727 lb. Useful load: 16,773 lb.
The initial Air Ministry Vulcan contract called for several forms to be built including two prototypes. Along with this commitment included the construction and delivery of several flight demonstrators. The demonstrators, designated as Type 707, proved an important part of early development of the Vulcan and were produced in five examples – Type 707, Type 707A (2), Type 707B and Type 707C.
The first aircraft made its maiden flight at Boscombe Down on 4 September 1949, but was destroyed later in an accident 26 days later. The accident revealed that the airbrake system had not closed, leading the system to enter a stall and eventually crash – and as no ejection seat system was offered to the test pilot, both man and system were lost in the event.
A new revised design appeared in the Type 707B and flew a year later, this time with an ejection system in a lengthened nose assembly for low-speed research. The Type 707A was used as a high-speed test platform and completed as two examples while a Type 707C existed as well, this becoming a test platform and featuring side-by-side seating, a single vertical tail fin and a straight-wing delta arrangement. The two seat 707C tested power control systems and electronics.
Avro 707C WZ744
In all, testing revealed the aircraft to be extremely agile considering the type and size of the aircraft, no doubt due to the large area delta-wing design choice. These development models eventually gave rise to the Type 698 prototype.
Avro 707 Engine: 1 x Rolls Royce Dervent 5, 1630kg Take-off weight: 4303 kg / 9487 lb Wingspan: 10.4 m / 34 ft 1 in Length: 12.9 m / 42 ft 4 in Height: 3.53 m / 12 ft 7 in Crew: 1
707A
707B
707C Engine: Derwent, 2600 lb Wingspan: 34 ft 2 in Length: 42 ft 4 in Height: 11 ft 7 in Weight: approx. 10,000 lb Seats: 2.
Originally titled Tudor 8, modifications to the Tudor airframe needed to produce the test beds were considerable enough to warrant a new name.
The Tudor 8 was first flown on 6 September 1948 when it flew from Woodford to Boscombe Down. The Tudor 8 was demonstrated at Farnborough on 7 September 1948 with four Roll-Royce Nenes of 5000 lb thrust.
Tudor 8 – 7 September 1948
Six Ashtons on order in 1950, which were built for the Ministry of Supply to act as test-beds for research into jet operations.
The first Ashton made its maiden flight on 1 September 1950.
Powered by four 2270kg Rolls-Royce Nene 5 and 6 engines, the Ashton featured a nosewheel undercarriage which retracted forwards.
Avro 711 Ashton
Four marks of Ashton were built.
Mk.1 High altitude turbojet research Engines: 4 x Rolls-Royce Nene 5 and 6, 5000 lb Wingspan: 120 ft Length: 89 ft 6.5 in Height: 31 ft 3 in Loaded weight: 72,000 lb Max speed: 439 mph Cruise: 406 mph
Mk.2 High altitude air conditioning tests
Mk.3 Ventral radome and bomb containers outboard of engine nacelles Bomb sight development One Mk.3 used as Bristol Olympus testbed
Mk.4 Instrument development
Engines: 4 x 2270kg Rolls-Royce Nene 5 and 6 Take-off weight: 32688 kg / 72065 lb Wingspan: 36.58 m / 120 ft 0 in Length: 27.28 m / 90 ft 6 in Height: 9.53 m / 31 ft 3 in Wing area: 132.02 sq.m / 1421.05 sq ft Max. speed: 707 km/h / 439 mph Cruise speed: 654 km/h / 406 mph
The Athena was a single engine side-by-side two seat trainer with a tail wheel undercarriage. designed to Specification T.7/45 for a three-seat turbo-prop advanced trainer.
Two turbo-prop versions were developed, the Athena T.1 with a 1135 eshp A.S. Mambe A.S.Ma.1, and the Athena T.1A with a 1125 eshp Rolls-Royce Dart R.Da.1
Athena T.2
The design was then modified to meet specification T.14/47, and seventeen pre-production Athena T.2s were built, powered by the 1280 hp / 954kW Rolls-Royce Merlin 35. First flown in 1948, the Athena T.2 advanced trainer was in pro¬duction by 1950. These eventually went to the RAF Flying College, Manby, as gunnery trainers.
Athena T.Mk 2 Engine: 1 x Rolls-Royce Merlin 35, 1280 hp / 954kW Take-off weight: 4256 kg / 9383 lb Empty weight: 2966 kg / 6539 lb Wingspan: 12.19 m / 40 ft 0 in Length: 11.37 m / 37 ft 4 in Height: 3.94 m / 13 ft 11 in Wing area: 25.08 sq.m / 269.96 sq ft Max. speed: 472 km/h / 293 mph Cruise speed: 359 km/h / 223 mph Ceiling: 8840 m / 29000 ft Range: 885 km / 550 miles
The original Avro 698 Vulcan B1 prototype was developed to Air Ministry Specification B.35/46, issued on 1 January 1947 for Britain to have nuclear bombing capability. The initial design was laid down in 1948 by Roy Chadwick, the technical director of Avro (A.V. Roe and Co. Ltd), and was preceded by the 707 series.
This design featured vertical tail surfaces at the extreme wingtips as opposed to a traditional tail section, offering up a great deal of surface area for improved payload, fuel load and maneuverability. The lack of a true tail section meant that, in some ways, the design was in fact a flying wing. The cockpit was positioned well forward on the fuselage, ahead of the wings and engines, and featured four engines in a staggered internal placement- two engines to a wing. The engines were to be fed by a single large rounded intake. The massive expanse of the wings would have also provided maximum space for internal armament in the form of bomb bays mounted outboard of the dual engine arrangements. Avro designated the new design Type 698 and received the British Air Ministry contract in December of 1947. Along with the Avro design, approval of the Valiant and Victor were also granted, essentially beginning the formation of the V-bomber triangle.
The initial Air Ministry contract called for several forms to be built including two prototypes. Along with this commitment included the construction and delivery of several flight demonstrators. The demonstrators, designated as Type 707, proved an important part of early development of the Vulcan. These development models eventually gave rise to the Type 698 prototype.
Flying for the first time on 30 August 1952, the Avro 698 prototype, VX770, had 6,500 lb.s.t. RA3 Avons, subsequent power-plants included the 8,000 lb.s.t. Sapphire, the 10,000 lb.s.t. Olympus 101s and the 20,000 lb.s.t. Olympus 301s. All four engines could be started, flight instruments aligned and powered flying controls run-up within 20 seconds. It had main qears with a total of 16 tyres, and a five seat crew compartment. A single large weapon bay was provided. The first prototype was later lost in a fatal air show accident in September of 1958.
A second prototype powered by four 10,000lb Bristol Siddeley Olympus 101 – with a slightly longer fuselage to eliminate the need for shortening the nose-wheel leg during retraction – made its first flight on 3 September 1953. Both prototypes featured a delta wing with 52 degree sweepback. The second prototype was later fitted with a “kinked” wing design that showcased differing degrees of sweepback separated into different sections of the wing leading edge. The second was later fitted with wings having a redesigned leading edge with compound sweepback and it made its first flight in this form on 5 October 1955.
Wellington, New Zealand 1959
The fuselage itself was streamlined highly, with the cockpit mounted behind a nose cone assembly and just before the wing root intakes and fuselage extending well forward of the wing roots and some distance aft of the wing trailing edge. Fuel was split between either wing and a central fuselage location, all monitored in-flight by a fuel management system. The bomb bay was centrally held in the fuselage and could be fitted with additional fuel for increased range.
The undercarriage consisted of two main landing gears (retracting forward outboard of the engines) and a nose gear positioned behind and underneath the wingroot intakes. Each main gear was fitted with an eight-wheel bogie and retracted forwards while the nose gear and its two wheels retracted backwards. The empennage featured a single large dorsal fin extending from about the midway portion of the fuselage, with the base of the fin extending vertically out from about the extreme end point of the engines. The tail cone housed a drag chute to improve the aircraft’s landing distance.
The Avro Vulcan provided accommodation for five standard crew personnel consisting of the pilot and copilot, a systems operator, a navigator and a radar operator along with additional seating for two more. The pilot and copilot had a view out of the front of the cockpit through a five panel windscreen with framing as well as circular windows to the sides allowing for viewing to the left and right. Ejection seats were afforded to the pilot and co-pilot only – not the entire crew – they would have to bail out.
All production Vulcans were fitted with wings having the revised leading-edge configuration and the first production version was the Vulcan B.1, which entered RAF service in Febru¬ary 1957, powered by Olympus Mk 101 or Olympus Mk 102 engines of 4990 kg (11,000 lb) thrust each. All of these engines were converted later to Olympus Mk 104 standard, up¬rated in stages to 6078 kg (13,400 lb) thrust.
Twenty-five such machines were ordered in 1952 and the first Vulcan squadron became operational in 1957 (this delay in years was caused by yet another fatal accident). B.Mk 1’s were similar to the two prototypes. Early production models were finished the straight delta wings but these were later revised to the kinked wing design. The Mk.1s equipped Nos 83, 101 and 617 Sqn by early 1960. Nos 83 and 101 Sqns were re-equipped with Vulcan 2sband their Mk.1s were taken over by 44 and 61 Sqns.
Farnborough Air Show – September 1958 – 83 Sqn RAF Vulcan B.1
Production models were fitted with an Olympus 101 series engine of 11,000lb thrust (each). This rating was progressively uprated until reaching the Olympus 104 series with 13,500lb thrust. A total of 45 Vulcan B.Mk 1 models were eventually delivered. Re-equipment of three Bomber Command squadrons of the RAF with this version was completed in 1960.
In the late 1950’s, the Vulcan B.Mk 1 had her countermeasures suite revised, becoming the Vulcan B.Mk 1A. Soviet defense technology advanced to the point that operation of the Vulcans in their originally intended mode was now in danger. As such, the aircraft was fitted with chaff dispensers, a tail warning radar (“Red Steer”), a radar warning receiver, and jammers. Twenty-eight B.Mk 1s were converted in this fashion with conversions taking place from 1959 into 1963. B.Mk1A’s and the future B.Mk 2 models were clearly discernable thanks to the addition of the ECM gear in the tail cone.
The Vulcan B.Mk 1 was followed by the Vulcan B.Mk 2 with development beginning in 1955. The system featured a revised and lengthened wing (increased from 99 feet to 111 feet), new Bristol Siddeley Olympus 201 series engines of 17,000lb thrust engines (later production models would feature the Olympus 301 at 22,000lb thrust), updated electrical system, in-flight refueling probe, a reinforced undercarriage (necessitated by the addition of the new engines), the countermeasures suite in the B.Mk 1A upgrade above and overall improvements to the aircrafts performance. First flight of the B.Mk 2 prototype occurred on August 19th, 1958 with deliveries beginning two years later and making up 89 total production examples. The increased performance offered by the Vulcan B2 made it ideal for modification to carry the Blue Steel nuclear stand-off bomb. This weapon allowed the aircraft to launch its attack from outside the immediate missile defences of a target and thereby extended the effectiveness of the Royal Air Force’s airborne deterrent.
This mark entered service in July 1960, and at first remained a high-altitude bomber. By 1961, Vulcan Mk.2s were in service with No.27, 83 and 10 Squadrons. By 1966 these had been withdrawn as the entire force had by that time switched to low level operations using conventional bombs, with a TFR (terrain following radar) on the nose.
Eight B.Mk 2 models were converted to Maritime Radar Reconnaissance platforms (B.Mk 2MRR)) and 6 more were modified as in-flight refueling tankers (K.Mk 2)).
Four Vulcan SR.Mk. 2 reconnaissance aircraft served with No.27 Sqn, and the force was being run down when in April 1982 Argentine forces invaded the Falklands. Several aircraft were converted as tankers in a crash programme by British Aerospace, while others were urgently equipped with bombs, new navigation systems, flight refuelling probes, and underwing pylons for ALQ 101 ECM pods and Shrike anti radar missiles. They bombed Stanley airfield in round trips exceeding 12870km (8000 miles). The 1964 edition did Jane’s revealed that the Vulcan B2 could cruise at Mach 0.94 at 55,000 feet. Range hi/lo was 2,300 and 1,725 miles respectively. Vulcans served as engine test-beds for TSR-2 and Concorde. Production was completed in 1964 and a total of 134 were built at Avro’s Woodford, Cheshire plant, along with the two Type 698 prototypes. The Vulcan series of bombers saw limited use in combat aggression. Vulcan B.Mk 1 model bombers were sent as an intimidation factor during the Malayan Insurgency. Beyond that, they were used to showcase the types reach to the Soviet Union by conducting regular global flights to and fro. Operations with American forces and other NATO allies were a common occurrence. The only true combat actions including the Vulcan came in the 1982 Falklands War between invader Argentina and responder Britain. Vulcan B.Mk 2 bombers were used in small numbers during the conflict and succeeded in providing Britain with an intimidating force – though actual damage caused to enemy ground forces from Vulcans were minimal. Regardless, the presence of the Vulcan was no doubt on the minds of Argentine ground forces. After the war of 1982, the Vulcan’s career as a dedicated bomber was all but over. Several were converted as an interim measure to fulfill a tanker role gap while the Vickers VC10 airframes were being modified for the job. Six such Vulcan B.Mk 2 models were converted for the role and became the Vulcan K.Mk 2. These Vulcans lasted until 1984 as the VC10s came online.
The last Vulcan squadron was disbanded in March 1984.
On 18 October 2007 Vulcan B.2 XH558 flew from Bruntingthorpe in Leicestershire after a decade long restoration.
Avro Vulcan B Mk.I Engine: 4 x Bristol Olympus 101, 48952 N / 4990 kg / 11,000 lb Length: 97.113 ft / 29.6 m Height: 26.083 ft / 7.95 m Wingspan: 99.016 ft / 30.18 m Wing area: 330 sq.m (3,554¬sq ft) Max take off weight: 170032.0 lb / 77112.0 kg Max. speed: 556 kts / 1030 km/h Service ceiling: 55003 ft / 16765 m Range: 2608 nm / 4830 km Crew: 5 Armament: 9525 kg Bomb.
Vulcan B.2 Engines: 4 x Bristol Olympus, 17,000 lb. Wing span: 99 ft 0 in (30.15 m). Length: 97 ft 1 in (29.61 m). Height: 26 ft 1 in (7.93 m). Max level speed: M0.94.
Vulcan B.Mk.2A Engines: 4 x 9072 kg (20,000 lb) thrust Bristol Siddeley Olympus 301 turbojets. Max speed: 1043 krn/h (648 mph) at 12190 m (40,000 ft). Service ceiling: 18290 m (60,000 ft). Range w/max.fuel: 6400 km / 3977 miles Empty wt: 45360 kg (100,000 lb). MTOW: 113400 kg (250,000 lb). Wing span: 33.83 m (111 ft 11 in). Length (with probe): 32.16 m (105 ft 6 in). Height: 8,28 m (27 ft 2 in). Wing area: 368.27 sq.m (3,964,0 sq.ft). Crew: 5 Armament: up to 21 454 kg (1,000 lb) bombs; no defensive weapons.
The Shackleton was designed to a 1946 requirement for an all-new long-range maritime patrol aircraft for use by the Royal Air Force Coastal Command. Derived from the Avro Lincoln bomber, The Avro was initially known as the Lincoln ASR.3 and would later become known simply as Type 696 Shackleton (named after English explorer Ernest Shackleton). The Shackleton featured a similar (though all-new) fuselage design and was the first British bomber to feature contra-rotating propeller blades. First flight was achieved on March 9th, 1949.
The Avro Shackleton featured a slender straight-sided fuselage with the aft end extended out past the tail plane. The tail plane also featured twin vertical fins in much the same way as that of Lincoln design. The Shackleton was also fitted with a low-wing monoplane with two engines to a wing and each engine was fitted with two three-blade propellers in a contra-rotating fashion – the first such British four-engine aircraft to do so. Power was delivered by 4 x Rolls-Royce Griffon liquid-cooled in-line engines. The Griffons were noted for requiring a great deal of attention during the aircraft’s career. The undercarriage was retractable tricycle, wth twin wheels on each unit. The main wheels retract forward into inner nacelles and the nose whels retract rearward. Armament in the Anti-Submarine Warfare (ASW) role consisted of 2 x 20mm cannons mounted in the nose while internal bombloads could consist of torpedoes, mines and bombs as needed.
The Shackleton MR.1 first flew on 9 March 1949.
Shackleton M.R.1
This entered service in April 1951 with No 120 Sqn, based in Scotland, as the Shackleton MR.Mk 1, which was soon complemented by the Shackleton MR.Mk.1A and a production run of 77 Mk.1 and Mk.lA with wider outer nacelles. The radar of the early Shackleton was inadequate, and the Shackleton MR.Mk 2, of which eight examples served with the South African Air Force, introduced a new forward fuselage which retained two 20-mm cannon but relegated the radar from a chin radome to a semi-retractable “dustbin” under the fuselage behind the bomb bay. Additionally, the MR.2 featured a reinforced undercarriage, a lengthened nose and tail section and redesigned tail planes. The first of 69 MR.2 came into use in the UK and Malta in 1952.
Issued in 1957, thirty-four Shackleton MR.Mk 3 introduced tricycle landing gear, a larger fuselage, sleeping galley for the crew on long flights, a revised wing, improved cockpit canopies, dorsal turrets deleted and wing tip-tanks (giving a 24-hour endurance) and, as a retrofit, extra power from two 2,500-lb (1,134-kg) thrust Rolls-Royce Viper Mk 203 turbojets in underwing nacelles, these being noted by their designation of MR.3 “Phase II”.
Shackleton 3
Eight were delivered to the South African Air Force. South African models were in service up until 1984.
In 1964 there were plans to install a pair of Viper 11 jets of 2500 lb thrust in wing pods to improve take-off performance of the Mk.3s.
The last model was the Shackleton AEW.Mk 2 conversion of the MR.Mk 2 for airborne early warning with APS-20 radar in a large “guppy” radome under the forward fuselage. In 1971 No 8 Squadron, RAF, re-formed at Kinloss with MR.3s. 11 remained operational in 1979 with 7 MR.3 serving in South Africa.
First flown on 28 June 1968 Nimrod MR.Mk 1s began to enter RAF service in October 1969, re¬placing the Avro Shackletons which had assumed this task towards the end of 1951. All marks had either Griffon 57, 57a or 58’s depending upon their modification and phase level.
Shackletons saw their first real use in the Suez Crisis of 1956, the combined British, Israeli and French attack on Egypt after the Egyptian attempt to nationalize the Suez Canal.
In 1964 there were plans to install a pair of Viper 11 jets of 2500 lb thrust in wing pods to improve take-off performance of the Mk.3s.
Production totals for each model type numbered 77 for the Mk 1 series, 70 for the Mk 2 series and 34 for the Mk 3 series with a further 8 of that batch for use in the South African Air Force.
MR.Mk 1 Engines: two Griffon 57 and two Griffon 57A. Wingspan: 120 ft Length: 77 ft 6 in Height: 17 ft 6 in
MR.Mk 1A Engines: four Griffon 57A.
MR.Mk 3 Engines: 4 x 2,455 hp Rolls Royce Griffon.
MR.Mk 2
MR.MR 3 Engines: 4 x Rolls-Royce Griffon 57A inline piston, 2,455-hp (1,831-kW) Wing span 119 ft l0in (36.52 m) Length 92 ft 6in (28.19m) Height 23ft 4in (7.11 m) Wingarea 1,421.0 sq ft (132.01 sq.m) Empty weight 57,800 lb (26,218 kg) Maximum take-off weight 98,000 lb (44,452 kg) Fuel capacity: 4248 Imp.Gal Maximum speed 302 mph (408 kph) at optimum altitude Service ceiling 19,200 ft (5,850 m) Range 4215 miles at 200 mph at 1500 ft Armament: two 20-mm cannons and up to 10,000 lb (4,536 kg) of bombs Crew 10
Engine: 4 x 4 x Rolls-Royce Griffon, 1800kW Take-off weight: 45400 kg / 100090 lb Wingspan: 36.8 m / 121 ft 9 in Length: 26.6 m / 87 ft 3 in Height: 5.3 m / 17 ft 5 in Wing area: 132.4 sq.m / 1425.14 sq ft Max. speed: 485 km/h / 301 mph Cruise speed: 375 km/h / 233 mph Range w/max.fuel: 6000 km / 3728 miles Armament: 2 x 20mm cannons, bombs Crew: 10
Originally known as the Lancaster Mk.IV, the Avro 694 Lincoln had a slightly longer fuselage, extended-span wings, a revised nose, better defensive firepower and the two-stage Merlins previously used in the high¬speed Lancaster Mk VI.
The Lincoln conformed to Specification B.14/43 and the first prototype flew on 9 June 1944. Normally powered by four Rolls-Royce Merlin 85 engines with annular radiators, the Lincoln was armed with twin 12.7mm Browning machine-guns in a Boulton-Paul Type F nose turret; two 20mm Hispano Mk 4 or Mk 5 cannon in a Bristol B-17 Mk II dorsal turret; twin 12.7mm machine-guns in a Boulton Paul Type D rear turret and up to 6,350kg of bombs.
The war ended just as No. 57 Sqn, the first recipient, was equipping, and the Lincoln became the RAF’s standard post-war heavy bomber.
Avro built 168 production aircraft, plus 79 from Metropolitan-Vickers and 281 from Armstrong Whitworth. Six were also built in Canada and 54 with nose extensions in Australia by the Government Aircraft Factory at Fishermen’s Bend, NSW.
Lincoln B.30
The Lincoln B.30 is an Australian-built version for the RAAF. The first five B .30s were assembled largely from imported British components, the first flying on 17 March 1946, but a further eighty-eight were completely built in Australia, a number being fitted with a lengthened nose to accommodate two additional crew members and search radar. This increases fuselage length by 6 ft. The B.30 has four Commonwealth-built Merlin 102 engines.
Argentine Air Force Lincoln B.1
Thirty Lincolns were also diverted to the Argentine Air Force. Several versions of the bomber were produced during the production runs: Lincoln B.I with Merlin 85 engines; B.2 with Merlin 68A engines; Lincoln Mk 3 intended to be the ASR version but became the Shackleton; Lincoln B.4 with Merlin 85; Lincoln B.15 built in Canada; and Lincoln B.30 Australian version with Merlin 85 or 102 engines. The bomber eventually equipped 20 RAF squadrons. No 97 Squadron and others were detached to Singapore in 1950 for anti-terrorist raids and to Kenya in 1954. One was converted for the bulk uplift of fuel oil and made 45 civil flights during the Berlin Airlift.
On 12 March 1953 at 14.30 hrs Soviet MiGs shot down an Avro Lincoln bomber training aircraft belonging to the RAF. According to the RAF the aircraft was within the bounds of the Hamburg-Berlin Air Corridor, just across the Soviet border, at a hight of 10,000 ft. The Soviet version of the incident stated that the Lincoln was beyond the boundaries and had penetrated 75 miles / 120 km into East Germany. Instructions to land given by the MiG fighters were replied to with machine-gun fire after which the Soviet fighters had opened fire.
ELINT Lincoln of No.192 Squadron RAF
The RAF Lincoln crashed a short distance from the West German border and six out of the seven crew members lost their lives. According to London, the aircraft, which was based at the Central Gunnery School at Leconfield, carried no ammunition, as it was on a ‘routine training flight’. From British articles at the time it could be deduced that the Lincoln crew had purposely provoked an incident in order to disclose listening posts on the ground and to gauge the reactions by aircraft of the Soviet air defences. In those days special ELINT Lincolns of the RAF, belonging to No.192 Squadron and the Central Signals Establishment at Watton, Norfolk, gatered electronic information.
Before withdrawal in 1963 one detached flight operated in Aden. The Lincoln proved to be last piston-engined bomber to serve with the RAF.
RAAF Lincoln B.30
After seven years of operations in Malaya, the No1 Sqn RAAF returned to Australia in mid-1958, taking their Lincoln B.30s with them.
Lincoln Engines: 4 x Rolls-Royce “Merlin 85”, 1305kW Take-off weight: 34020 kg / 75002 lb Empty weight: 19690 kg / 43409 lb Wingspan: 36.58 m / 120 ft 0 in Length: 23.86 m / 78 ft 3 in Height: 5.27 m / 17 ft 3 in Wing area: 132.01 sq.m / 1420.94 sq ft Max. speed: 475 km/h / 295 mph Cruise speed: 345 km/h / 214 mph Range w/max.payload: 2366 km / 1470 miles Armament: 6 x 12.7mm machine-guns, 6350kg of bombs Crew: 7
Avro 694 Lincoln B Mk. I Engine: 4 x Rolls Royce Merlin 85, 1756 hp (1305 kW) Length: 78 ft 3.5 in / 23.86 m Height: 17 ft 3.5 in / 5.27 m Wingspan: 120 ft 0 in / 36.58 m Wing area: 1420.956 sq.ft / 132.01 sq.m Max take off weight: 75014.1 lb / 34020.0 kg Weight empty: 36792.6 lb / 16686.0 kg Fuel capacity: 2950 Imp.Gal Max. speed: 256 kts / 475 km/h / 295 mph at 4570 m (15,000 ft) Cruising speed: 187 kts / 346 km/h Service ceiling: 30495 ft / 9295 m Cruising altitude: 20013 ft / 6100 m Wing load: 52.89 lb/sq.ft / 258.0 kg/sq.m Range: 2546 nm / 4715 km Range (max. weight): 1278 nm / 2366 km Crew: 7 Armament: nose and tail turrets each with two 12.7 mm (0.5 in) guns, dorsal turret with two 12.7 mm (0.5 in) or two 20 mm guns, and occasionally also one 12.7 mm (0.5 in) ventral hand aimed gun; bombload up to 6350 kg (14,000 lb)
Lincoln B.30 Engines: four Commonwealth-built Merlin 102 Wingspan: 120 ft Length: 84 ft 3.5 in Height: 17 ft 3.6 in Loaded weight: 82,000 lb Max speed: 290 mph Cruise: 230 mph Range: 3500 mi
