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| As World War II came to an end, the strategic bombers which had served Britain so well throughout the war had become dated as a result of wartime developments. The immature turbine engine promised power that would enable new-generation aircraft to operate at greater heights and higher speeds; because of such enhanced performance they would require no defensive armament. Airborne electronics had been designed to locate enemy aircraft, moving ever faster in three-dimensional space, or to pin-point one's position in the sky for navigational purposes or accurate bombing attack by day or night. And the atomic bombs which had spurred the end of war in the Pacific meant that a single aircraft could launch a devastating attack on any potential enemy.
Such thinking led to the development of the RAF's V-bomber force, comprising the Avro Vulcan, Handley Page Victor and Vickers Valiant - the latter being the first to enter squadron service. Designed to Air Ministry specification B.9/48, it was a cantilever shoulder-wing monoplane of all-metal stressed-skin construction. The wing had compound sweepback on the leading edge, somewhat similar to that of the Handley Page Victor, air-brakes, double-slotted flaps and powered ailerons. The fuselage was a circular-section semi-monocoque structure, incorporating a pressurised cell to contain the crew of five, and a large bomb bay which later proved capable of accommodating a Blue Steel stand-off weapon. The tail unit was conventional, but the tailplane was mounted almost half-way up the fin to keep it clear of the efflux from the four turbojet engines, buried in the inner wing adjacent to the fuselage. Landing gear was of retractable tricycle type. Despite being an advanced concept, the Valiant was largely conventional in construction. One unusual feature was the extensive use of electrical power for the actuation of practically all movable units, even powered controls. The only exception was a minor hydraulic system for brakes and powered steering, but even this had its pumps driven by electric motors.
Two prototypes were ordered initially, one to be powered by four Rolls-Royce RA.3 Avon turbojets and the other by four Armstrong Siddeley Sapphires. The first prototype made its maiden flight on 18 May 1951, but was lost in an accident on 12 January 1952. The second prototype flew first on 11 April 1952, but was powered by RA.7 turbojets instead of the Sapphires as planned originally.
Named Valiant, B.1 began to enter service in January 1955, the first of the V-bombers to serve with the RAF. They were followed by B(PR).1 long-range strategic reconnaissance; B(PR)K.1 multi-purpose bomber, photo-reconnaissance, tanker; and BK.1 bomber/tanker aircraft. Production totalled 111 examples, including one B.2 pathfinder prototype. Used extensively in service, Valiants dropped the first British hydrogen and atomic bombs and during operations in the Suez campaign operated with high-explosive bombs.
Intended for fast high-altitude strategic bombing (a role frustrated by the evolution of potent surface-to-air missiles), the Valiant - in company with other V-bombers - was switched to low-level operations. There seems little doubt that the stresses imposed by such a role accelerated the wing-span metal fatigue first reported in late 1964, and which led to the scrapping of all Valiants in January 1965.
 | A three-view drawing (800 x 549) |
| MODEL | Vickers "Valiant" B.Mk.1 |
| CREW | 5 |
| ENGINE | 4 x Rolls-Royce RA.28 Avon 204/205, 44.7kN |
| WEIGHTS |
| Take-off weight | 63503 kg | 140001 lb |
| Empty weight | 34419 kg | 75881 lb |
| DIMENSIONS |
| Wingspan | 34.85 m | 114 ft 4 in |
| Length | 32.99 m | 108 ft 3 in |
| Height | 9.8 m | 32 ft 2 in |
| Wing area | 219.43 m2 | 2361.92 sq ft |
| PERFORMANCE |
| Max. speed | 912 km/h | 567 mph |
| Ceiling | 16460 m | 54000 ft |
| Range w/max.fuel | 7242 km | 4500 miles |
| ARMAMENT | 9525kg of bombs |
| Jack Carr, e-mail, 03.10.2012 23:20 I remember whilst serving at RAF Habbaniya staging post, it Iraq , The Valiant cut through the base at zero feet [almost], frightening the life out of all the guys, on it's record breaking run to Australia in1955 I think. My God, what an aeroplane , so beautiful . Gave me a pride in the Airforce just as I was leaving for home after two and half years . Great times reply | | Richard Ayres, e-mail, 04.07.2012 22:54 My father Flt Lt Hugh Ayres was navigator / bomb aimer on Valiants with 90 Squadron at Honnington between June 1957 and June 1961. He flew mainly with pilot Flt Lt John Cochrane who went on to become Concord test pilot. In September 1958 they took part in the SAC bombing competition in the USA. Later he flew mainly with pilot Flt Lt Davis. My father flew 1222 hours as navigator on Valiants (787 day and 435 night). Hope this is of interest and I'd be interested to hear from anyone who knew him. reply | | Alan Wrigglesworth, e-mail, 07.06.2012 21:17 I was at Gaydon 1957 /1958 .on 232OCU.
My trade was airframe and I worked in ASF in 1 and 2 Hangars.
I looked after port wing , wheels and undercarriage. In for a minor service the aircraft would be jacked up, flaps and wheels removed before beginning inspection. Main spars being part of my remit.I well remember the leaky tanks and on one occasion being the only one slim enough having to
go inside the wing through one of the small panels to fit a new liner.Not pleasant complete with mask.
I worked on most of the WZ numbered aircraft reply | | David Anthony Sykes, e-mail, 28.05.2012 13:28 Two articles about the Valiant can be seen in Issue 4 of The Wheel, which is the newsletter for ex-RAF Apprentices domiciled in New Zealand. The web address seems to be rejected from this site, but it reads nzrafaaa.co.nz reply | |
| | David Anthony Sykes, e-mail, 28.05.2012 13:28 Two articles about the Valiant can be seen in Issue 4 of The Wheel, which is the newsletter for ex-RAF Apprentices domiciled in New Zealand. The web address seems to be rejected from this site, but it reads nzrafaaa.co.nz reply | | David Anthony Sykes, e-mail, 28.05.2012 12:56 I was an Instrument Technician at RAF Gaydon from 1955 until 1960. For most of this time I worked on B Squadron, which was the Valiant squadron. (A Squadron flew Victors which entered service about 1 year later than the Valiants.)
Soon after my arrival at Gaydon, I was fortunate in being selected as a member of the Instrument Servicing Team which accompanied Valiants WP206 and WP207 on the first Valiant proving flights to Australia and New Zealand (Operation Too Right). This event took place during September and October 1955. During the trip we almost lost WP 206 when the first stage of number 3 engine disintegrated when flying over the Indian Ocean. The crew were ordered to abandon the aircraft and the Crew-chief already had his emegency oxygen bottle 'pulled' and was about to jettison the door, when the Captain reversed the order to jump. He had found that the aircraft was handling OK and would remain airborne. The aircraft was then diverted to RAF Sharjah in Trucial Oman, where it successfully landed on a runway which was shorter than that recommended for the Valiant. I spent about a week there helping to repair the aircraft and we watched it depart for Negombo, Sri Lanka, after robbing every battery we could find, from nearly every vehicle on the base, in order to total the 112 volts, with sufficient current, to ground start the Valiant. We collectively held our breath as the engine struggled to turn over, until finally it ignited and we all breathed a sigh of relief! From then on, the running engine's generator made easy work of starting the other 3 and the aircraft was able to make an excellent take-off from that undersized runway.
A description of Operation Too Right can be found in Valiants-r-us and also in Issue 4 of The Wheel, which is also on the net. There is also a description, in Issue 4, of the Valiant flying from Gaydon which suffered structural failure and which lead to the scrapping of the Valiant fleet. reply |
| Jerry Cleary, e-mail, 15.05.2012 13:03 I was in the VOG (Valiant Operationally grounded) Cell at RAF Honnington. The boss was a fine man - Warrant Officer Finch-Savage. Replacement spares were orders by high prioority signal - and their deliverey tracked by us. Best station I ever served on
Posted from there to GEP RAF BRuggen 1956 - 1959 reply | | Bernie Proctor, e-mail, 10.05.2012 11:13 I spent much of my apprenticeship working on this aircraft. Amusing stories abound - when the 'organ lofts' were packed with workers and a handful of stink bombs were dropped in causing near panic and a line standing on the wing. Also the worst kept secret when one was painted white with blue markings for an atomic test. Happy days reply | | D.Penberthy, e-mail, 31.01.2012 15:30 It is a pleasure to see that members of 90 Squadron, RAF Honington, are still alive and kicking. As you know, we lost Freddie Hazelwood several years ago but the Engineering Officer. Mike Grigson,is alive and well. Happy days ! reply | | Dave McCormack, e-mail, 21.09.2011 01:15 I've just read with great interest all about the Valiant &
all the subsequent comments. I was a Radar Op. at RAF Truleigh Hill in,as I recall,1955 /6 when we were called to a Crash site off Kingston Lane,Southwick nr Shoreham. We were told it was a Valiant-can anyone confirm that? Was the main spar problem, already mentioned, the cause? reply | | Keith Blunden, e-mail, 05.09.2011 19:51 I was an airframe fitter at Marham working on 49,148 & 207 Sqdn aircraft from 1962 until they were withdrawn from service to be replaced by what was in my opinion a much inferior aircraft in the Victor. I believe it was the first and fastest produced of the 3 V-Bombers and was easy to maintain. Really enjoyed the QRA take-offs that occurred on occasions. reply | | L J (Taff) Lark, e-mail, 09.08.2011 13:15 I was one of the first NBS (Mech) course at Yatesbury. The posted Wittering 138. From there to Marham but posted back to Wittering i /c team to refit NBS to a /c returning ti line service after Xmas Isle detatchment. Was selected for team to take part in US SAC Fairchild Trophy competition in 1957 /58.Unfortunately we lost our CO at pincastle AFB in a B47 incident. This base is now McCoy INT airport Orlando -- another story.. The Valiant performed wits stable Vulcan beyond the yanks belief Both a /c could well outperform anything at that time in the US bomber fleet and in many cases could out perform fighters at altitude. reply | | choqing, 20.06.2011 06:39 There seems little doubt that the stresses imposed by such a role accelerated the wing-span metal fatigue first reported in late 1964, and which led to the scrapping of all Valiants in January 1965. reply | | Alan Greenwood, e-mail, 09.06.2011 14:15 Wonderful memories of working ( Airframe ) on the Valiants with 90 Sqdn at Honington from 1958-60 and 1962 until they were all "cut-up" and scrapped.
Anyone else ex 90 out there !! reply | |
| | Errol Scott, e-mail, 16.05.2011 04:15 I do beleive my father was the duty controller at Cranfield when the protype crashed. reply | | Kevin Morrow, e-mail, 16.04.2011 20:27 I wish I could she her flying again of her kind like the XH558 Avro Vulcan. I know that the Vulcan was riced up again of the money why not do the same thing to the Valiant because she is a beautiful bird with the early Delta wing and without her there would be NO Avro Vulcan from the design parts of the Valiant. reply | | Tom (Taff) Morris, e-mail, 29.03.2011 18:50 I flew as an AEO on Valiants on 49 Sqn from 1960 to 65. Bill Jordan was one of the instructor pilots at Gaydon when I was on 232 OCU. For Sarah & Graham Jones info, I flew many a sortie with him. I left the RAF as a Wing Commander in 1990. reply | | paul stanney, e-mail, 23.01.2011 19:42 If anyone knew my father i would be pleased for an email . His name was George Stanney Flight Sgnt RAF ,8 sqdn .We were in Aden around 1951 ,for 18 months ,where he flew in Briggands .He was also in the Berlin Airlift .This information is also for my mother ,who would love a chat about dad .Thankyou Paul Stanney . reply | | Paul Stanney, e-mail, 26.12.2010 19:37 A FRIEND OF MY FATHERS WHO WAS IN THE RAF TOGETHER ADEN WAS ONE POSTING WAS HARRY HALL WHO FLEW IN VALIANTS CHRISTMAS ISLAND ,ADEN .HARRY LIVES IN LINCOLNSHIRE IF YOU FLEW WITH HIM OR KNOW HIM ,I SEE HIM WEEKLY CONTACT ME AND ILL TELL HIM . ALSO ANYONE WHO KNEW GEORGE STANNEY 8 SQDN RING ME . 07745725642 IS MY MOBILE NUMBER. reply | | Derek Swanson, e-mail, 20.12.2010 18:38 Hi,
I'm configuring Flight dynamics for the Valiant in a Flight Simulator and you like to have details of trim / flap /spoiler etc configuration for take-off and landing. Any help welcome to make the flight model realistic reply |
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COMPANY
PROFILE
All the World's Rotorcraft
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Stephanie Lawton / Interpretation and Display Officer
Solway Aviation Society, Aviation House, Carlisle Lake District, Airport, Crosby-on-Eden, Cumbria, CA6 4NW.
Tel: 01228573823
Web: www.solway-aviation-museum.co.uk
UK Charity Registration number 1034715 Company Registration number 2731967
I am in the process of putting a display together for 2025 on the 70th Anniversary of the Vickers Valiant entering RAF service.
I am interested in the story about you being a Instrument Technician at RAF Gaydon. With your permission could I use the story as part of my display?
Do you have any other stories about RAF Gaydon or images that would go alongside the story etc?
I would be grateful for any help.
Stephanie
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