_ WARPAINT SERIES No. 36 VICTOR ‘The gracaful tines and crescent wing of ridley Pa Vietor's RAF career (MOD)Handley Page Victor K.Mk.2 XUI7I5 of No, 85 Squadron based at RAF Mathem i 1083. No. 55 Sie nin fn Sr an lst en Gay and We ‘meufiagn scheme ith atl ted hd Be Drawings by David Howley "By Steve Hazell ye end ofthe Word Wat 2 strategic Binet ine nis on Jone a the main weapons fr waging imeder were Asay coroversicahad Stated about both the eficleney andthe moray of such method of fighting, but the evo some bomb ates ais fepan in 1945 ha demonstated the avesome power now avaiable to erategic borer trad yal is mew pec venpen, Oo the war had ended the Allied Powers were only too ready to begin reducing tei armed faces nod miliary spending, and To set fbout rebuilding” ther counties and toonomic which bad eftred vere fom the yeas of ean Boweven, ase Observers could ce that the warld had Changed and th the war had erated shit inpoltcal power on global sae ven betore tht war ended lose Sain tad died tht the USSR was to Bese work! power to be reckoned vith anda cual ofthe USA." Ascondngly by 1945 work was under way’ to produce & Soviet Static bomber fre as lly as pose So at the Western Allis would understand that inthe post-war word the USSR had no ination of Being tte toy anyone Hed in the empty chin radar bay in order to Keep the aircrafts centre of gravity within acceptable limits One way of building up such a foree was to ‘copy proven western designs and at the time the aeroplane judged to be the foremost strategic bomber was the Boeing B-29 Superfortress, the type which carried out the atomic bomb attacks against Japan Already the Soviets had been able to exam- ine examples of this type which had been forced to divert to the USSR during the war, 80 it was a relatively simple task to copy the design and to put it into production for the Soviet Air Force until such time as Soviet designed bombers became available. Great priority was also given to developing atomic weapons because these had been demon sirated as being the weapons of the future, and it was unthinkable that the USA should be left as the sole power in possession of Return from the Gulf. These three Victor K.28 with XHET2 ‘Mald Marion, nearest the camera, wore Seen during @ sori from RAF Marham, thelr UK base, on 23 September 1093, aftr they had done ing service during the Gulf war. Each one has i's name retained (Richard L. Ward) such an arsenal Tt-was not very long before tension began to grow between the USSR and the West, then once the Iron Curtain had come down across Europe the Cold War arms race began nearest. Both sides were able to use the significant technological advances made during the war to develop a new generation of jet-powered fighter and bomber aircraft that would soon render even the most sophisticated piston-engined designs obso- Tete HANDLEY PAGE VICTOR WARPAINT PAGE‘The fret production Victor 8.1 on an early tat fight.” it carres on extra instrumentation pitt mast on top of the nose and has the origina polnted fuselage tall cone which tacked the fll ‘warning radar equipment, Military planners continued with the wartime statgic bombing philosophy but the advent of the jet age meant that the bombers would nose have to fly higher and faster than ever before in order 10 remain beyond the reach ofthe jet fighters which ‘would be opposing them. Initally the bombers would have the advantage because they were uniti-engined aod able to cary mote fuel than the fighters, but this adva {age could not be relied upon indefinitely. During the late 1940s, however, it was 8 prime consideration when planners on both ies edge wich way dled om the Vicor Bt bu rr Sides of the Iron Curtain were formulating “Atha the egial veal slratiu colour cers sowing tat tea obi oh thee plans. ‘neta pd oars ant rt our aaah bu oe Fave sy wn spar neh BRITAIN’S JET BOMBER PROGRAMME, Because RAF Bomber Gommand had been so heavily involved in the inereasingly fero- jous air offensive against Germany it had proved impracticable to divert resources to the design of a jet-powered bomber whilst the war continued, and consequently bomber development concentrated largely upon improving the existing Avro Lancaster. However jet fighter design was actively pur sued in Britain, where by the end of the fighting both the Gloster Meteor and the De Havilland Vampire were in front-line serv ‘ce, and British jet engines were arguably second to none. With the war over the new Labour govern ‘ment decided that despite the drastic reduc- tion inthe size of Britain's armed forces they ‘would nevertheless have to have modern, Jetpowered aeroplanes, and as the intema- tional situation deteriorated the need for PAGE 2 HANDLEY PAGE VICTOR WARPAINTHandley Page Victor camouflage and markings | Drawings by David Howley Blak Whe Yow Fou Ofer Gaus! OykGien Mesum Hemp ty | Arsh Bug Annum Handley Page Vietor prototype W577, ist own on 24 December 1950, fom ARACE Boscombe Down, he red cheat ine and auminiam tower {selage was adopiu forthe 1859 SAG Show at Farnborough, Black fuselage wit ed Spe, alumniom wngs he and taiplane. Hanaiey Page victor second prototype Vi5775 painted Shorath PAU ue n september” 1959 feay forthe SBAC Spay ar Famborougn Handley Page Victor BIPRI), XAO23 of tho Radar Reconnaissance Might RAF Wiyon in 038, Groot flash en nose Nat White overall, Type rounds Handley Page Vietor B.Mk1 XA938, of No. 10 Squadron Based at EAP Cotesmore in Apn! 1988, No.10 Squadron ‘Reigva on fn, equaaron badge ana Wing Convnanders et ‘arf on nose” Malt White overel wit Type D roundot 2 ante Pg ie i 18 at pretest Eee BEng eects Gren ae ceva eeeeeate Et ERioma ane HANDLEY PAGE VICTOR WARPAINT PAGE 3Handley Page Victor B.MIc1 XH620 of No. 57 Squadron based of RAP Honington In 1960. No, 87 Squadron Iegnia fnfin. Mat White vera with Typo roundel Ss aay Pape Vetor BIA X69 Ne. 1 Sen tate sees eraser tt ie 1 Ses aes Epes on ta"SSN Wh tah sho Bex such aircraft became increasingly urgent. Growing unease over the direction ofthe United States’ foreign policy caused the British goverment to look towards greater military independence and this was evident- ly justified in 1946 when the US Congress enacted measures ending international co- ‘operation on nuclear research, effectively siming to make the USA the world’s only nation with atomic weapons. Even though the policy was later amended following the formation of NATO and the outbreak of the Korean Wat, Britain remained determined to supply her own military needs as far as was possible, and this would now include her ‘own atomic weapons arsenal. However, dependence upon the USA remained an inescapable reality. + ‘Above: Shown early in its flight trials the Victor prototype WB771 illustrates the crescent wing shape From as early as 1945 the Ministry of for which it became well kiown. (via Tory Butler) Below: The second prototype WBTTS in an overall. Supply (MoS) had been preparing require nostra ait ments for jet-powered tactical and strategic set up by reso- bombers capable of carrying either tradition- al high explosive bombs or an atomic bomb, but at that time it was still expected that the latter weapon would be a joint Anglo- American project. Specification B.3/45 was issued in 1945 fora twin-engined jet bomber to replace the De Havilland Mosquito, and from the designs submited provotypes were ordered from English Flectric which would eventu- ally become the Canberra tactical bomber. In 1947 however, the decision was taken that Britain would produce her own atomic bomb, and as the only viable means of deliv- ering it would be by bomber aircraft then these would also be of British design. This PAGE 4 HANDLEY PAGE VICTOR WARPAINTVictor 8.1 XAS90 wat used as the development alreraft forthe IFR probe and underwing slipper tanks. Here it fs shown fied withthe longest probe tested, which was not adopted, which ‘eeded addtional bracing struts from the wind Seraen framing because of vibration. The three ark rectangles on the fuselage ahead of the ‘main intake are photographic scale callsration markers. strategic bomber requirement would be for an altogether different type of aircraft than the B.3/45, so the MoS and the Air Mir accepted that it would take further: onsultation before a realistic Specification could be issued. ‘Already various aircraft manufacturers hhad foreseen the need for a jet-powered replacement for the Lincoln bomber and had begun their own private projects based upon available British jet engines and the results ff such German wartime research as was being made available to industry Particularly relevant was work done on the use of swept wings for high-speed jet air- raf, a field where Allied fighter design had been behind that of Germany. One compa- which had embarked upon such private and highly secret work was Handley Page, which had had a significa stake in the "wartime bomber offensive with its Hampden and Holi aircra As early as June 1945 Handley Page had begun studies on two swept wing, jet bomber designs, one powered by four XH609 was used as the development the loss of the prototype In 1958, frat airrat Break, visible only when the door was open. engines and with an all-up weight of 100,000 Ibs, and the other powered by two engines and with a weight of 60,000 Ibs. The larger of these was studied in two ver sions, each of which was given a cover des- ‘One was the tail-tes engines carried in the wing roots and a canard tailplane either side of the nose. This took its designation from the HP.75 Manx tail-less research aircraft and was soon abandoned in favour of the other ver- sion, the HP.72A, which was so designated to suggest it was a variant of the HP-72 heavy transport that had been designed to Specification C.15) As it was eventually planned the HP.72A had a circular fuselage with a glazed no: Jow vertical tail camying a highly swept tailplane, and thick wings with a leading cedge sweep of 45-degrees tothe main panels and a raked fin at each tip for directional control. The aircraft was to have a crew of four and be powered by four Avon engines, two buried in each wing root with a long iimtake in the underside of each leading edge root, Estimated performance was for speed of $20 knots with a 10,000 1b bom load, giving a range of about 4,500 nautical miles in still air with an operational ceiling HANDLEY PAGE VICTOR WARPAINT PAGESof around 50,000 f (15,240 m). The aireraft would carry long-range navigation aids as well as a navigation/bombing radar based ‘upon the wartime H2S radar, housed in the fuselage below the flight deck. In March 1946 this design was approved by the com- pany which formally gave it the type number HPO, and was submitted to the MoS for consideration primarily as a strategic bomber but also as a possible military or civil freighter, or as an airliner, This pro- posal generated much interest in Whitehall and strongly influenced the Air Staff that summer when it came to drafting the requirement for a strategic jet bomber to replace the Avro Lincoln, Following discussions between govern: ‘ment and industry the final version of this Operational Requirement (OR) was issued ‘on 7 November 1946 and later formalised as Spec. B.35/46, This was broadly based upon the HP.S0 submission with significant Below: The standard markings carried by Not Squadron's aircrat consisted of a black hind’s head. within yellow wings and the squadron hhumber in orange Roman numerals witha back Shadow, marked above the fin Mash. The herale equadren badge was generally marked tn both sides ofthe nose as wall asin the case ff XHSB9"seen at RAE Farnborough for Blue Danube compatolty trials. PAGE 6 HANDLEY PAGE VICTOR WARPAINT changes, including the addition of a visual bombing station in the nose, tail waning radar and radar jamming equipment with a dedicated operator, and the provision of Gee and Rebecca navigation aids. It was also specified thatthe pressurised crew compart- ‘ment should be capable of being jertisoned in an emergency as it was thought that no Victor 82, probably th fist production oxam- ple. XH669, atthe SBAC show, Farnborough FFnis was one ofthe few, I mot the only Victor to hhave the black walkways painted along the wing roots. (AWaal) ‘one could survive a high speed, high altitude ejection. The OR also called for 8 four engined jet aircraft capable of carrying a 10,000 1b (4536 kg) nuclear weapon over a range of 3,500 miles at speeds in excess of, 450 knovs, with an operational ceiling of 45,000 8 (13,716 m). No defensive arma- rent was considered necessary because the aircraft’ speed and ceiling, would put it beyond the reach of existing fighters and antvairerat weapons. However, it was appreciated thatthe submissions for Spec. 3.35/46 would have to use the very latest in aviation technology so by way of an insur- ance policy Spec. B.14/46 had also been dav up for & more conventional stratesic bomber, essentially ene with straight rather than swept wings. A prototype of this was ‘ordered from Short Brothers as the Sperri. rom the tine that Spec. B.35/46 was issued periodic amendments were ‘The No. 10 Squadron tall markings on XAG3S how the unit emblem above the fn lash, con ‘ising ofa gold arrow with rea wings, and the fintip fairing banded probably in back and redEARLY VICTOR COLOUR SCHEMES: Right: A No.7 Squadron Victor B.MK-ta XH621 with the ‘ist til unit marking adopted bythe squacron, (Wia ‘Tony Butte) Lower right” A No. 15 Squadron Victor 8.1 XHS0t with ts wing leading edge flaps extended. These. were retracted once ‘nd shut down. (MAP) inevitable, and Handley Page continued updating the HP.80 design to reflect these changes. By March 1947 the top speed had been raised to 525 knots, and eventually the ‘maximum range rose to 5,000 miles and the ‘operational ceiling to $0,000 fall involving, significant increases in the aircraft's all-up weight twas this revised version of Spec. 1B.35/46 which formed the basis fora request for tenders, and during the first half of 1947 seven companies responded. With 1951 set as the date forthe aircraft’ introduction into service Handley Page knew that the devel- ‘opment schedule ofits advanced design left very litle room for delay, so from the begin- ning much effort and money were invested in the project so that if the company’s bid was successful work could proceed without delay. THE HANDLE} PAGE CONTENDER ‘As submitted the HP.80 design was powered by four Vickers Metrovick 9 axial-flow turbojets each delivering 7,500 Ib static thrust, but with the intention of replacing. these with the Rolls Royce Avon once this engine had been sufficiently developed. The maximum diameter of the fuselage had been increased to 9 ft 10 in (3.00 m) to accommodate a nuclear weapon that would possibly be some 6 ft (1.83 m) in diameter bat the basie layout had been retained except for two significant changes, to the tail and the wings. The vertical tail was shortened to a stub and now cartied an all-moving tailplane still swept at 45-degrees mounted at the top, just clear ofthe turbulence erest- ed by the fuselage and wing roots. This ‘would operate only when the flaps were eployed to act as a trim tab, whilst large clevons fitted to the outboard wing tailing edges provided lateral and longitudinal con- trol. As forthe wings themselves, the pro= file of the leading edges had been subtly but significantly modified. Instead of having 45-degree constant angle of sweep outboard of the main intakes the wings now had a ‘crescent profile made up of three sections of progressively reducing sweep angle from Toot to tip. The root section was now swept at 48.S-degrees, the centre section at 37.5- ‘Top right: No. 57 Squacron was part of the Honington Wing, whose Victor B.1 XHE4S is ee60-xHB7S, XL1S-XL165, xL186- L199, XL290:KL299, MUST XLS15, arts-xnr 18 XL250-RL256 XMT19-XM721, XMTAS- Sekar, XMTSS-xMTO4 cancsted XE, HBT, XHE7S, XHETS, XLS, XL ¥60, L162, XL163, XL164, L168 XL 192, HL230-XL285, XLS S13, xr. XHGT2, XHOTS, XL181, NL, XL199, L230, M15, XMTIE, XTi, 2Y660, xHOT1-XH6TS, XHE75, L188 XL T60-¥L 64, xLIBB-XLI92, XLZ31- L235, KESHTXLS1S, XOTTS, XMTT, determined by the anticipated size of the atomic bomb, which itself had not then been built but which was expected to be in the order of 30 f (9.14 m) long and 6 f (1.83 m) in diameter. ‘The actual weapon turned out to be smaller than this, but it did mean that the HP.80's bomb bay was significantly big {ger than tha ofthe Avro 698 and so it always, had the edge when it came to load-carrying ability Work on the two prototypes was under- taken at Cricklewood and the Park Street experimental workshop at Radlett, with var- ‘ous sub-assemblies such as the flying con- trols and outboard flaps being manufactured at Handley Page's Woodley factory. Final assembly would be undertaken at Radlett but, because of the size of the runway there, the ‘MoS stipulated that the completed aircraft ‘were to be transported by road to Boscombe Down for their flight tials. Here the 10,000 ‘Aviow ofthe Radlett delivery apron probably in 4964, showing the Vicor BR XLS11 of No. 138 ‘Squadron and the B.1 XAS3E of No. 15 ‘Squadron. The ators possibly waiting Its turn {for conversion to 2 tanker which began during the autor 9F 1964, HANDLEY PAGE VICTOR WARPANNT PAGE 15,As initaly converted, Victor SR.2 XMT15 was CGhusual in that it retained the EW jammer suite In the tal cone, although it was later removed ‘The discoloured curved panel ahead of the Bomb oy this ploture we ‘Squadron hed not fared applying Its the tall of ts alreraf, but the RAP Wyton Wing ‘Shield was marked below he cockpit onthe port Side of the nose. ft runway was considered to be more suit able and the airfield was farther away from the prying eyes ofthe London-based Eastern Bloc embassy staffs Plans were then put in hand to extend Radlet’s runway s0 that the production ‘bombers could safely underike al test fly- ing from the company’s factory “Towards the end of 1951, with work onthe first prototype well advanced, Handley Page submitted a modified version of the HPS0 10 the Air Ministry optimised forthe low-level target-marker role. The design was given the company designation HPS and was 10 compete with the Vickers 673, later 10 become the Valiant B.2, a single prototype of which had already been ordered. The 1HP9S was essentially a stengthened version of the HPS0 powered by’ four Rolls Royce Conway by-pass turbofan engines cach rated a 11,500 Ib, with water injection to boost performanee for take-off and low-level dash Te was also to have had a remote-controlled gun turet in the tail. Eventhough a mock- &p ofthe HP.98 was buil the Air Sta chose to persevere with the Viekers 673, but as things turned out the requirement was even- tually cancelled in any case. “The Valiant had been Vickers submission Wen No. 58 Squadron disbanded and was ‘eplace at Wytor by No-30 Squadron in 197, {he nose shld was suitably amended Sepicted nore on XL193."The tat tre” the Serial number i ropeate In eaygloigures on tho front ofthe aceass door windbreak to stop the crew geting into the wrong aierat. Ths Sera wes, unusual In beng ven name Stich waa pointed in whte on te port se of The nose PAGE 16 HANDLEY PAGE VICTOR WARPAINT for Spec. B.35/46 but had not fired the Air Staff's imagination the way the HP.80 and ‘Avro 698 had done, besides not quite being, able to match their promised performance, so it had been dropped from the contest at an carly stage. However, because the Vickers {660 was a more conventional design it could have been put into service sooner than its rivals, and largely for this reason the less ‘demanding Spec. B.9/48 was writen around it t act ay insurance against serious prob- lems being encountered by the other two designs. As was only to be expected the Vickers 660 was ready to fy first, and fol- Towing a production order awarded in April 1951 aname had to be found for it. Winston Churchill suggested that these new bombers should be called V-Bombers,capitalising on his wartime “V" for Victory symbol, and in June 1951 the Vickers 660 was officially ‘named Valiant. In 1952, before either of the B.35/46 designs had flown, orders were placed for 25 of each, and following the *V" theme the Avro 698 was later named the Vulcan whilst the HP80 became the Victor Once the first Vietor prototype had been assembled at Radlett and had satisfactorily ‘completed all its functional checks, it was prepared for the move to Boscombe Down under conditions of the utmost secrecy. A. route had been carefully surveyed with awk- ‘ward road junctions suitably remodelled With the aid’ of @ bulldozer, and on 24 May 1952 the dismantled W771 left for the 90 rile journey hidden under white sheeting ‘On the side was painted ‘GELEYPANDHY SOUTHAMPTON’ in an attempt 10 make it look lik a cargo bound for a ship in, or com- ing from, Southampton. In fact the frst word, presumably an attempt to sound Welsh, vas a mis-spelt anagram of Handley Page.’ The cargo arrived at Boscombe Down unscathed and was then erected by a sixty-sttong team from Radlett in a hangarHandley Page Victor B.Mk.t XA940,two-pon! tanker ofthe Tanker {Vang igh AF Maram in 1069 TT mareng on fn, Dark Greer ; ‘Medium Sea Grey and Wnts cameurlag scheme wit Type roundel Nez Handley Page Vietor B.MK-1A X14592 two-point tanker of No. 252 S| pecs Speratia’ Sonerscn Un RAP Mahar a7 Grrl sive ae ‘SEU marking Bare Green, Mecum Sea Grey and vee camoutage fone ‘scheme wit type B rosndels Inge senor wth Type D Faunce seen any age Yor Sas 6 rr Dt Ne seer tend Page ee Seat ers eg a Oe Bee SER ue eee See Zee SESS NRT aes the cians Sena ee Sas Handley Page Victor K.MKIA X:1618 of No. 57 Squadron, RAF Masham, Seplember 1872 Orgina No. 57 Squadon insignia ot fn This was the oy ag te serait te feature eigt inch sels onthe onward faslage to svond cantsion oe With XHEtE. Dark Green, Nodium Soa Grey and White caroutags Schone wth Type D reundol sens Handloy Page Victor K.Mk.2 XL.231, First convorsion by Hawker ys tavi ‘Seely. Note Uretars tne tring Lo! badge of the Witonng Sone Wing n'1872, Dark Green, Madum'Sea Gey and Vine cama Handley Page Vietor K.Mk.1 XAG36 of No. 214 Squadron, RAF Marham, ore ‘lanuary 1278: No: 214 Squacron nega on fn, RAF atham badge of ‘ane, Bark Gree, Neth Sea Grey nd Wnt carting th ation HANDLEY PAGE VICTOR WARPAINT PAGE 17XLI61 of No. 563 Squadron having its photo- Graphic reconnaissance crate unloaded. Just sible tothe eft ofthe technelan plugging in the ground power supply ts the mesh wind ‘efiector serpen ahead of the bomb bay, which tas deployed when the bomb doors opened. specially set aside forthe task Thad been hoped that WE771 would have been ready © appear at that year’s Famborough air show but having been reassembled it was discovered that the air- crafts centre of gravity was 100 faraft. This necessitated fixing haifa ton of ion beneath the flight deck floor, inthe empty nose radar bay, as ballast to bring the CG back within limits. The second protatype was similarly ‘modified, but on production aircraft the rem- dy for this was to add a fuselage extension ahead of the wings. PAGE 18 HANDLEY PAGE VICTOR WARPAINT Further delays occurred when there was a fire in the after fuselage hydraulic Tines which killed a fitter, then final ground test: ing ofthe powered flying controls highlight- ced problems which took six weeks to eradi- cate, By then there was no chance that the aireraft could appear at Famborough, but ‘more galling was that the Vulcan had made its first flight from Woodford on 30 August and deployed to Boscombe Down on 1 September. It then flew regularly from there to appear at Famborough for the dura- tion of the show, VICTOR FLIGHT TRIALS BEGIN AAs for the Vietor, preparations continued until taxying tests’ could begin during mid December 1952, then following the requisite compass swing and calibration everything was ready. The maiden flight finally took place on the aflemoon of Christmas Eve at the hands of H.G. Hazelden, the company’s Chief Test Pilot, with Tan Bennett as Flight ‘Test Observer, and consisted of a wide cir- cuit with a low overshoot to assess ground effect on the large aeroplane then a second circuit and landing. Flight tials continued luring the new year then on 25 February 1953 WB771 was able to retum to Radlett Where the new runway had been completed, and start the company test programme in camest Some problems had been experienced withthe undercarriage but these were satis- factorily resolved, fortunately without seri- ous mishap. On 9 February all 16 main ‘whee! tyres had burst on touchdown because the wheel-spin braking system, which was supposed to stop the retracting wheels from spinning before they entered the undercar- tage bays, had remained locked on once the undercarriage had been lowered ‘Then after the prototype’s move back to Radlett the port main wheel bogie had jammed in the vertical position causing Hazelden to land on the four rear port tyres. ‘After this incident ventral cameras were fit- ted to record undercarriage behaviour under various flight conditions so that suitable modifications could be made as quickly as ‘An unidenitied Vitor B.A, possibly XH591 of ‘the Honington Wing. ‘The emblem on the white rose shield is probably the station badgepossible to rectify things The formal unveiling of the Vietor took place on 15 July 1953 at RAF Odiham on, the occasion of the Queen's Coronation Review flypast, and forthe remainder of the summer the (est programme was inter spersed with demonstration flights for an assortment of military and political VIPs Originally WB771 had flown in an overall, ‘aluminium and light grey finish but for the 1953 Famborough air show it was given a predominantly black fuselage with red Ccheatline, and silver-grey wings and tail sur= faces. Following Famborough the aireraft also appeared at a number of RAF Battle of Britain air days to keep the V-Bombers in the public eye. By that autumn the Vietor hnad reached an altitude of $0,000 ft and in November achieved a speed of Mach 0.91 at 47,500 R So far the only noticeable external modi fication to the Vietor had been the addition cof more prominent strakes along the fuse- lage air brakes in order to cut down turbu- lence around the after fuselage with the brakes deployed. However, a tendency for the aireaft to rol to port after take-off had been identified which was attributed 10 insufficient aileron movement being avail- able to counter it, so remedial action was put in hand before the Victor's service trials at the Aeroplane and Armament Experimental Establishment (ARAEE) began. ‘A more benign phenomenon was the ten- dency for the Victor to want to take over and land itself during the final phase of an approach. This was due to the high tailplane remaining clear of the wing and fap turbulence and so retaining its full pitch ‘control authority to keep the nose up until the aireraft was on the runway, when the ‘nose would drop as the throttles were closed “Towards the end of 1953 the single 13 ft diameter brake parachute was replaced by three & ft diameter ones which were found to be more effective. By the end of the year WBT771’s engines were delivering their full 8,300 Ib of thrust and in February 1954 it achieved a speed of Mach 0,925 at altitude Shortly afterwards the aircraft was inadver- tently taken to Mach 0.98 which caused some skin distortion to the tailplane, so ‘when WB771 was grounded soon afterwards, for modifications it was fitted with the com= plete tailplane unit from the second proto- {ype whilst its own was repaired and then fit- ted to WB775, This was to prove a eric] irony in view of what was to happen to the prototype later that summer. During this period modifications were also made to the throttle controls, and the amount of aileron ‘movement was increased. Test flying of WB771 resumed on 14 June 1954 then the aircraft embarked on a series of airspeed calibration runs atthe College of Aeronautics, Cranfield, where speci measuring equipment was available so that an aircraft's speed could be accurately meas- lured over a set distance. During the course of a series of low-level runs down Cranfield’s main runway on 14 July the whole tailplane unit broke free from the fin- tip causing the aircraft to nose into the ‘ground. WB771 was totally destroyed in the ensuing crash that killed all those ‘onboard including Handley Page’s Deputy Chief Test Pitot, Ronald Ecclestone. ‘The subsequent investigation established that fatigue cracks around the three boltholes where the tailplane was secured to the fin had allowed the fixing bolts to work loose and startto les, When tail flatter was expe- rienced the stresses eventually caused one bolt to shear and the sudden strain put on the ‘others had caused them to fail as well. ‘To prevent any recurrence four retaining bolts were used when WB775 had its replacement tailplane fitted. The lain sheet ‘metal skin ofthe fin was also to be replaced ‘on production aircraft by the double thick- ness sandwich skin used for the remainder of the airframe, which was more resilient to vibration and internal stresses. The new fin ‘was 10 be reduced in height by 15 inches G81 em) to prevent resonance that could have promoted fatigue eracks, but was made broader to maintain the tail area, At the same time the intake at the base of the fin leading edge which drew in air for the de- icing system was to be deleted, since on pro- duction aeroplanes the hot air required ‘would be bied from the engine turbines, With the loss of WB771 and the second prototype still not completed the Vietorpro- gramme looked to be in serious trouble and could well have lost out to the Vulean, Accordingly top priority was put upon get- ‘ing WB775 finished and flying as soon as possible, and certainly by that year's SBAC. show at Famborough. This was achieved but with no safety margin at al ‘The aeroplane made its maiden fight from Radlett on 11 September thereby qualifying for participation in the show, and it was able to make a fly-past over Famborough that afternoon, wearing a black, red and silver- rey colour scheme similar to that applied to the first prototype. Trials continued with WB77S at both Radlett and Boscombe Down until December 1954 when the aircraft was ‘grounded for modifications. Because it was impractical to replace the whole fin with one conforming to the planned production stan- dard, reinforcing metal sheeting was added to the upper sides so that fatigue cracking around the tailplane boltholes would not be able to develop, With the necessary work ‘completed the aireraft resumed test lying on February 1955 but with a maximum speed restriction of 248 knots at low level “Trials were now done with the rller bomb doors to establish the degree of turbulence ‘with the doors operating, and with various leads carried with the doors open. The ‘Tho characteristic angle ofthe main wheels on the Victor undereariage can be sean on this a= ‘aft, XNT718 of No, 543 Squadron, an SR2, 02m proach to Malta's 24’Runway on 2 NNovernber 1968. (@.Mangion) HANDLEY PAGE VICTOR WARPAINT. PAGE 19results were acceptable until the doors of the night flash-bomb compartment aft of the bomb bay were also opened, when turbu- lence and vibration became excessive. Fortunately the Air Staff had already decid- ed that production Vietors would not have to carry flash-bombs, so the engineers. were able to seal the doors closed on WBT75 and. they would be deleted altogether from the production aireraft With the initial manufacturer's trials com= pleted WB775 was delivered to Boscombe Down on 14 March 1955 to start its first service trials, which ineluded a full night flying evaluation. In June bombing trials were conducted on Orfordness range and ‘lights undertaken with various loads to val- idate the aireaft's predicted performance in the strategic bomber role, although dropping ‘rials of the inert 10,000 Ib. atomic bomb ‘were not completed until April the following year. Following satisfactory results the Vietor was judged to be a stable bombing platform able to meet all the performance criteria. stipulated by the MoS, and with a ‘bomb bay significantly bigger than that of either the Vulean or the Valiant it offered treater flexibility than either of these two aircraft when it came to carrying varying combinations of weapons and fuel over ‘medium or longer ranges. By now production Vietor B.1s were mak- ing their way down the Radlett assembly line so WB775 began to be used more and. ‘more for specialised company trials and for the development and evaluation of new (Open all hours. A Marham ground erew mem: ber marshals a Victor tanker onto the lopersal freain the late evening using tluminated wands. The tanker keeps Its laning lights. on for Aitborne interception as wel as for lending and take oft. (oD) PAGE 20 HANDLEY PAGE VICTOR. WARPAINT equipment and modifications before these were incorporated into the production air- craft. Formal service evaluation of the Vietor would begin in eamest once the first production aircraft were delivered to Boscombe Down the following year. In July 1955 WB775 appeared at the Paris Air Show before being fitted with vortex generators along the upper surfaces of the ‘outer wing panels to improve airflow over the ailerons and reduce wing buffet and the associated drag. The brake parachute sys- tem was again revised, ths time because of the high failure rate of the smaller para- chutes. Instead ofthe three or four separate canopies a single 32 ft parachute was adopt- ced, housed in a compartment on the top of the fuselage tail cone, and this became stan- dard on production Vietors. In this form, ‘and freshly painted cerulean blue overall, WBI77S made its final appearance at the SBAC show in September. ‘One ofthe last major rials undertaken was for the development of a bomb bay photo reconnaissance pack, which had been speci fied by the Air Staff rather as an after: thought. The pack was to contain ten cam- ‘eras that were to be capable of being loaded fon the ground then fitted into a frame already carried in the aircraft, and provision ‘was also to be made for carrying photoflash cartridges to permit night photography. On completion ofthe mission the pack would be removed from the bomb bay and taken away so that the film could be developed and the cameras reloaded. The whole process to convert « standard bomber to a reconnais- sance aircraft, which included removal of the bomb doors, had to take no more than a ‘working week, and no restrictions were to be placed upon the weapon-cartying ability of the aireraft when the cradle for the camera pack was not actually in place From 1956 WB775 operated mostly from, Radlett on specific company tests leaving the production Vietor B.ls, from which it differed quite significantly to carry out the full trials programme. It was eventually fit- ted with fixed, drooped wing leading edges in place of the original Kruger leading-edge flaps, but when it suffered accidental dam- age to its tailing edge flaps WBT75 was finally grounded. It remained in storage at Radlett until the summer of 1959 when it was dismantled and moved to. RAE Farnborough to assist the Air Accident Investigation Branch inspectors who were attempting to piece together the wreckage of Vietor XH668 which had crashed on 20 August, in an effort to establish the cause of the crash. Eventually its larger sections were taken to the proving ranges at Shoeburyness where they were used to assess the effectivencss of various types of ammunition. However, the nose remained at Famberough where it was used, amongst other things, in trials in the stati water tank to determine how the cabin would flood in the event of a ditching, and how best o make an escape, ‘THE VICTOR B.1 IS FINALISED During the summer of 1952 the final confer- ‘ence was held to set the production standard of the first batch of 25 Vietors which had been ordered that June. This resulted in Production Specification B.128P which described what was now designated the Victor B.1. The aircraft were to be powered by Sapphire 7 (202 series) turbojet engines because the Air Staff was still not confident that Rolls Royce’s promise of a more pow- erful Conway engine was achievable in theVictor K.1A tanker, XAB28, of No. 57 Squadron fon the point of fake off fom the Lugs runway, Matta betore refueling fighters on exercise Getachment Inthe Mediterranean (G Mangion) time scale set, Also the shorter fin unit of sandivich construction, designed after the crash of WG77I and now lacking the dorsal intake fairing, was to be fitted as standard ‘The erew escape module would not be fitted, ‘bu ejection seats were to be provided forthe two pilots only who would sit beneath a ‘more extensively glazed cockpit roof capa- ble of being jettisoned in an emergency ‘The three other crew members were to have aft facing workstations and_swivel-seats, providing better protection in the event of a crash landing, but they would have to bale ‘out through the port access door in the event ‘of an airborne emergency. Consequently this door was to incorporate a built-in wind break so that when it was opened in flight it ‘gave the airerew protestion as they jumped lear ofthe aireraf. Already the forward fuselage on produc- tion aircraft was to be lengthened by some 440 inches (101.6 em) for centre of gravity ‘considerations and this would also have the advantage of moving the escape door well forward of the main intakes, reducing the risk of airerew striking the wing as they baled out, ‘The bomb bay was to have the necessary fitings to take the photo-reconnaissance pack, but the Mash-bomb bay was 1 be deleted. Also, the rear bulkhead of the bomb bay was to be of a collapsible desi in order to improve the aircraft's ditching characteristics with bomb doors open. Water tank testing had shown that with the Vietor’s large bomb bay and a rigid rear bulkhead, the ingress of water would build up against the bulkhead suddenly slowing [ANo, 543 Squadron Victor SR.2 around the time ofthe units disbandment. thas ational fi ‘oployment to te Pacif: to camry out at pherie sampling during the series of French the areraft and forcing its nose down under- ‘water, However, with a bulkhead that grad- ually collapsed deceleration was more re; lar and it was possible to keep the airerat's nose up for longer, There was to be provision for earrying and dropping anti-radar ‘chaff (or ‘Window’ in World War 2 parlance) to confuse enemy radar operators, but no self-defence arma- ‘ment was to be carried. Even so, the fse- lage tail cone had to be strengthened so that remote-controlled tail guns and a tail warn- ing radar similar to those proposed for the HP98 could be fitted in the future if required ‘These first aircraft were to have a normal all-up weight of 160,000 Ibs and a cruising speed of 500 kts, but be capable of taking off ‘ata maximum weight of 190,000 Ibs Carrying a single 10,000 Ib “Blue Danube” stomic bom the aircraft had to have a range of a least 4,360 nm in still air andl be able to reach an aliitude of 50,800 fi, or if it were ‘operating at 48,000 ft then its range should increase to 4,850 nm. Up to 47,000 ft the cabin pressure was to remain the equivalent ‘of that at 8,000 ft but during operational fy: ing the normal cabin pressure was 10 be an equivalent of 25,000 ft in case of damage ‘causing explosive decompression Conventional weapons specified for the Victor included a single 22,000 Ib ‘Grand Slam’ bomb or two 12,000 Ib ‘Tallboy both really obsolescent weapons from the ar and for practical purposes unsuitable for bombing operations in the face of et fighters and the new surface to air guided missiles that would soon be entering service. Smaller bombs specified included four 10,000 bombs or 48 x 1,000 Ib bombs, oF 39 2,000 Ib mines. There were plans to carry an additional 28 x 1,000 tb bombs in a pair of underwing pods on later aircraft, but this option was never pursued. All weapons had to be capable of being loaded from trolleys. for extending lifts from beneath the aircraft, and the Blue Danube had to be capable of being loaded in 10 minutes. All aircraft had to have the necessary bomb bay connections totakea fiftcen-camera photographic recon naissance (PR) pack as well as internal pro- vision for a magazine of 150 x 8 inch (20.32 cm) photoflashes for night photography. As a means of extending range at the expense of weapons load, suitable plumbing had to be installed for extra fuel tanks to be carried in the bomb bay. At this stage underwing fuel tanks were not specified but it was made clear that these would be an ‘option forthe future so the wings had to be HANDLEY PAGE VICTOR WARPAINT PAGE 21No. 543 Squadron used @ single Victor B.2R XN717 for conversion and continuation taining ‘ance Vietors. This ‘withthe toned down the squadron's emblem above thefin flash. The Wiyton Wi ‘ice ofthe nese. capaible of carrying the tanks and their asso- ciated pipe-work The aircraft were, however, to be fitted with Rocket Assisted Take-Off Gear (RATOG) points below the after wing roots to take the 8,000 Ib static thrust de Havilland Spectre rocket pack. One pack would be fit- ted between each pair of Sapphires and used. toshorten the take-off run when fully laden, then once the Victor was airbome the ‘Spectres would be jettisoned and recovered by parachute Equipment specified for the Victor B.1 included H2S Mk.9A navigation’bombing radar in a chin radome, and a *Green Satin’ Doppler navigation system to provide {ground speed and drift angle forthe naviga- tion computer and bombsight. ‘The Gee Jong range navigation aid was to be carried, together with a radio compass and radar altimeter, and a Mk.10 autopilot was speci- fied both for the long distance flying to and from the target and to assist the pilots in the demanding final stages &f an attack run [dentification Friend or Foe (IFF) equipment was to be fitted as standard, as was the Instrument Landing System (ILS) to help the pilots recover in all weathers, day or night, after the long sorties they could expect to fly as a matter of course, VICTOR PRODUCTION BEGINS Despite Treasury objections the Air Ministry was able to make a strong enough case 10 tenable both the Vulean and the Vietor to be ‘ordered into limited production, with the Korean War, which was then raging in the Far East, playing no small part in the argu- ment. Since the V-Force would be the heart [an Interesting underside view ofa Victor K.2 of No, 8 Squadron about to land with the flaps and Undereariage extended. (G-Mangion) PAGE 22 HANDLEY PAGE VICTOR WARPAINT of Britain's defences for the foreseeable future it was vital for the best possible design to be selected, and it was maintained that this could only be done after thorough ‘evaluation of each type had been earried out ‘at squadron level. Accordingly 25 Vietor B.Is had been ordered in June 1982 ata unit cost of £450,000, less government furnished equipment. Victor production was to be given the highest priority which included government funding to assist in extending the Radlett production floor space, and Handley Page speeded up the move ofits Cricklewood fac: tory to Radlett so that all production would henceforth be concentrated on one site Delivery of the first Victor B.1 was set for March 1955 with eight aireraft to be deliv- cred within the first year and the remainder of the order by March 1957. Even as production was getting under way talks were in. progress between Handley Page and the Air Staff to enhance the air- craft's performance, particularly with respect to increasing the bomber’s range and ‘operational ceiling. In February 1955 the ‘company submitted tenders for a batch of either 33 or 50 further a have more powerful engines and an increased wing area, but this would have been at the cost of disrupting Victor B.1 pro- duction whilst the Radlett line was rejigged. Suggestions were put forward for a Phase 2 Victor with a wingspan increased to 115 tnd powered by four Sapphire 9 engines cach delivering 14,000 Tb st, and for the more radical Phase 3 which would have been virtually a new aeroplane, This was given the company designation HP.104 and although it was based upon the Victor fuselage it was to have a wingspan of 137 ftand be powered by either Rolls Royce Conway by-pass turbofans or Bristol Olympus turbojet engines. However, Handley Page felt that the Conway was still inneed of development before it could reach its fll potential, so an alternative suggestion ‘was to fit the HP.104 with six Sapphire 9 engines. Whilst these discussions were stil in progress an order for 33 new Vietors was placed in May 1955 to allow the company to Start preparations for full-scale production, ‘The MoS was most reluctant to disrupt production, and in view of the favourableHandy Page Vitor BANKIA XHSt9, wopart anlar of No, 22 Operator Carey, Me eA IS Sp aN ser eae tein Ue he ee Bots nk Sem tore Oy SSPEANRSCaS Alger ahah ed a te ones. MSM, nose. Dar Groem, hlsum Saa Groy and Whito camouflage eehors Wit Typo nar Handley Page Victor BYK)M.1A Xi1%5, two-point tanker tom the Marham Fan Poot itancy sr: wit wi bis bul on fn, RAE Maram badge on Breindots Handley Page Vietor B(KIMI1A XH620 cf No. 57 Squadion based at FRAP Martarn in 1075. Noy Squadron basge ann. RAF Masham ‘Basge on nose” Dark Green, tiem Sea Grey and Whee camouflage Sone wt el and bss ial ound, Hendley Page Victor K.MK.1A XH645 of No. 55 Squacron based at RAF Masham in Sirrung’ 1578harha baage on nose without wht badkground. No. 9§ Squadron ne ‘antin Bark Green, Medum Sea Grey and White camoutlage schome wah Type D oun snncen fame reports being produced by the A&ABE where the prototype was being evaluated, it was as good as agreed that all the Victor needed to improve its ceiling was increased tengine power, but how best was this to be I achieved? The only realistic choice at the time was between the four Olympus or six Sapphire proposals, but both would involve some aircraft redesign, particulary the latter. Handley Page then made a fresh proposal that the next production batch be for 25 Vietors to a Phase 2A standard powered by four Conways and withthe wingspan further increased to 120 f twas hoped that by the time these aireraft ‘were ready to fly Rolls Royce would have had sufficient time to give the engine an acceptable performance, in which case the following batch of Vietors eould be built to the long-spanned Phase 3 standard, If the Conway was still unacceptable then the Phase 2A aircraft could be re-engined with the Olympus, which was already showing much promise, Once built, however, it was not feasible for the Conway Victors to be given Sapphire engines. Despite these var- fous proposals the MoS followed the safest course of action and decided to retain the ANDLEY PAGE VICTOR WARPAINT PAGE 23,Victor .2R XMT17 of No. 543 Squadron taxies to dieporeal pact the resident Nimrods of No. 209 Squadron whilst the tankar was on detach ‘mont at Luga ariel, Mata in 1973. (G.Manglon) Sapphires. However, it was agreed that all production aircraft would have the row of vortex generators above the outboard wings as tested on WB775, since these had improved the aircraft's handling. They could not be fitted to the carlest aircraft because of their advanced state of construc tion, but would be fitted as a retrospective modification In February 1956 the contract for 33 addi- tional Vietor B.Is was amended with the first eight to remain as Phase | airerat pow- cred by Sapphire 75 whilst the remainder ‘were now to be built 10 Phase 2 standard, powered by Sapphire 9s and with the increased wingspan. However, on 9 February it was announced that the Air Ministry had decided to terminate the Sapphire programme, including all Sapphire 9-development, and to use Conways instead even if this meant waiting until they could doliver the necessary power. In the mean. PAGE 24 HANDLEY PAGE VICTOR time all Vietors on order were to be built as Phase 1 aircraft until production could switch to the Conway-powered aircraft, for which a revised Production Specification hhad yet to be decided upon. ‘THE FIRST VICTOR DELIVERIES ‘The first production Vietor B.1, XA9I7, made its maiden flight from Radlett on 1 February 1956 and thereafter undertook spe- cifie company trials stating with the de icing system, which had been significantly altered from that fitted to the prototypes. It also became the largest aireraft to date to break the sound barrier, doing so on 1 June 1987. Eventually XA917 was written off follow- ing a erash landing at Radlett and from 1964 its nose section was used as an emergency procedures trainer, making its way around several Victor stations before ending its tray~ els at RAF Marham, (On 21 March 1956 XA918 joined the test programme to establish the flutter character= isties of the B.1, but XA9I9 which was rolled out on LI April did not fly until 13, March 1987 as it was initially used as a ‘ground test and equipment installation trials airframe, Thereafter it spent all its time on development flying, mainly with the AM&AEE, and made its last flight on 15 May 1961 when it was delivered to Weston: Super-Mare from where it was taken by road to RAF Locking to be used as 2 ground instructional airframe by No. 1 Radio School The fourth Victor completed was XA920 which was used for general handling and performance trials, as well as for evaluating such features asthe automatic wing leading edge slats and various improvements made to the cockpit layout, This was reportedly the last Victor to emerge in what had up unt then been the standard high speed bomber finish of overall aluminium silver with large black serial numbers on the after fuselage and under the wings. Following its first flight on 12 May 1956 it remained at Radlett until November when it went to Boscombe Down to begin the type’s formal service evaluation, It continued as a trials aiteraft until 25 September 1963 when it flew to ‘Stanstead airport from where it was taken to the ranges at Shoeburyness to be used as a ground target. Itis generally reported that from XA921 ‘onwards all Vietors came off the assembly line wearing the new overall white anti-a ation finish that was to be applied to all the V-Force, but photographic evidence sug gests that XA921 also had the aluminium colour scheme when it was rolled out, It was, however, repainted white before deliv- ery, and subsequent aircraft all had this anti- radiation finish. ZXH615 was a B{K).1A conversion, and is shown here in the colours of 232 OCU. The fairing Below the aftr fuselage was a modification made t 8.12 aircraft to Improve cooling inthe roar equipment bay and to minimise clogging of the intake wth chatHandley Page Victor in squadron and unit service Squadron or unit No-10 Squadron No, 18 Squacron No. 55 Squadron No. 57 Squadron "No, 100 Squadron No, 199 Squadron No. 214 Squadron No. 543 Squadron 232 Operational Conversion Unit History Formed RAF Cotesmare 1 Api 958 wih Vier B.1s, and also Used an ini! Vidor B.A fom June 198%.” Dstanded 1 Maron 1964) Formed RAF Cotmore 1 September 1958 wih Victor B.18 and dsbandes 1 October 1984, Forme RAF Honington September 1960 with Vic LIAS.” To RAF Marham 24 May 1965" and. received Victor («1S and 2.8.1 fr trang Re-aqupped wih Vier Kt and KAAS February « April 1067 Re-esuipped with Victor K.26 duly NOTS. "August 1076, Corporate detachment at ‘Ascension Islona 18 Api 1982 = 10 June 1985." Granby detach. ‘ment & Munarreq, Barra 14 December’ 1990. approx. 21 May 1991, Warden detachment aU RAF Ajotlt 7. September Toot 3. February. 1982, Disbanded 15 October 1093, Formed RAF Honingion 1 january 1959 wih Vier 8.1, land from July. 1960 reseived B:1As a8 well serving und June 986. "To! RAF. Marham December 1965. and receved Vietor Kt ara KAAS fom 14 February 1966, serving Url May 1977.” Occasionally used ina ual BK) 18s fom May 1967. From 7 June 1978 bagan to re soup. wth” Viel K 2s Corporate detachment at Ascension [lend 18 Apel 1982 ~ {Oe 7985, ond disbonded 30 dune 1886. Foes RAF witerng 1 May 4062 with Vier 825 requ ing with 8.2Rs rom 16 January {ge4""Disvanded 90 Seplembor 168. Formed RAF Witering 1 February 1962 wih Vitor B.2s, reequipeing with 5.2R6 trom ‘Septomber 1963. Disbanded 31 December 1968 armed RAF Marham 1 July 1808 with Vetor 1 and K TAs, {na rom Apri 1967 occasionally {ised individual (K). 105, Disbanded 28 January 1977. Received Vicor SR2s at RAF Wen tom 18 May 1965, and fais vead Veter 8:2 for walang {fom Jenuayy 1958.” Disbanded aay 1074 ‘A Squadion formed 28 November 1957 at RAF Gaydon wah Veter B.15, and also used BIPR) 18. unt Apr 1958, Disbanded approx. arch 1964 (© Squadron formed September 1961'at RAF Cotesmore. wit Vicor 82s, and re-named Vitor Training Fight Ap 1962. 252 CU ‘possibly re-siablchod a RAF Wittering approx. 1864 rom iF wth 83 and B >Re, o de band” again approx. 1968 Reformed May 1870. at RAF ‘Marnam rom te Tanker Tring Fight. wit Vicor 8.1 and BIR) IAs. nd ro-equpped with 25 fron 7 May 1974" Brey (sea. a) Vicor SR2 from Seplomber 1074 for taining Disbanded 1 April 1986." [Be- ‘suse of sonictng information 2 ton of 232 OCU fe unclear) Variant Viet 8.1 Victor 4A, Vieor.4 vieor 8:14 Metor ®t Wor 814, tor 51.14 Wetorict Wotor 1A Vitor 2 viet 8.4 Vitor 8.18, Victor BK).18 Vitor 14, Miri 2 Wietor 82 Mor 828 Veto 82 Victor 82R ‘ier 8069.18 Vitor Victor 1A, Vicor S2 Vicor 82 Victor 81 Vector (PR). Ver 81, Vitor Bi. 14 Wear 82 Wetor 828 Vitor 2 Wetor K2 Example soials XAG24, XAGQT, XAQ2B, XAGZ, XAGGD, XABSI, XABS2, XABSS, XABSE, XABST, %Ag38) XAG, XASHD, XABAT anos A925, XA92T, XAGO, XABBS, XAGSE, XAGS7, XABSB, XAGRO, XABHO, KASAI, NBT, XHSBS, e158, XHSOD, XHEN!, XHSG2, xH503, XH H4687, XH582, X94, XHEYS, XHTE, XHEIB, XHE2O, XHG4B, HOS, Xas39 ZU688, XHSO1, XHOT4, xHEA6, X50 Zu61S, XH620, XHE4E, XHOA7, XHOA8, XHEET ae2e, xasa0 588, KH589, XHSOD, XHS@?, XAT, XHOTS, XHOAS, XHESO $669, KHE? 1 XHE72, XHOTS, XLIS8, XL160, XL161, XL162, L163, xL164, Liga, XL XL 190, XL191. XL192, XLZ31, XL233, XLBIH, XLB12, XLB13, Ses, Xone? xA990, XABB1, XARKD, XHEY4, XHEIE, XHEIT, XHOTO, XH620, XH645, xia, xHes! ISG, XHS80, 1591, XH619, XHE21, XHE47, XHEA9, XHEGT i620, XHOAT, e648) A926, XAMZ®,XAGST XHSB7, XHSBS, NHS, XHSOT, XHOTG, XHOTB, XHEZT, XHEAD, HES XI660, XHGT1, XHO72, XHE73, NH67S, XLI68, XL160, XL 162, XLIBS, XL164, XL 188, KL189,XL190, XL.192, XL231, Xizs2, XLS, XLB12 L192, KL193, XM714,XM715, XM 16, XN717. 20718 HGS, XH67%, XHOTS, HOTS, XLI58, XL160, XLT62, L163, XL1BB, XL189, L190, KLYBH, XL492, XL.291, XL242, KLZS3, XUSN, XUSH2, XLSUS, NAZI L163, XLAB0, XL194, L298, XL252,XMTI6. v0, XH’, i873, XHE7S, NL 68, XLIED,XL162,XL169, XL190, XL194, Liga, xL234, xL232, ¥L.293, XLS, XLBI2, LSS xi, xH087 XAG2T. XAG, XAGG0, XABS2, XABSE, XABST, XAGRE, XASB, XABHT SE, XHSH9, NHB, XH6T9, XH62%, XHBSO, HES! 672. XH674, XL161, XLI65.XL199, XL290, XMT15, XMT16, XNT18 xwrtr A926, XA929, XAGGO, XABDI, XABG2, XABSS, KABSA, XADSS, XABSB, XASAO, xaos A923, xAs28, xa ZH862, XH599, XHSOH, XH. ZH 15, xH620, XHEAT. XLY65, XL1B8, XL180, XL.19, XL220, XMT15, XM716. Xu8t Sur, UH63, XL190, XL194, L294, XL282, XL239, MTA, Continsed on es p90 HANDLEY PAGE VICTOR WARPAINT PAGE 25‘ontnued vom rea pape Unit History Variant Example serial numbers Radar Reconnaissance Formed Apri 1958 at RAF Wyton Vieior BIPR).1 A929, XABRE, XAG2S. Fight ‘wit Vietor BPR). 1 and dsban Vier 8.1 XAG 1281 Seplomber 1961. Used a Victor 81 during 1958-60 probe By for anng. Tanker Training Fight Formad a RAF Matham 1 Vir .1_ A999, XA. clanuay 1967 fom 5 Sqdn TTF, Viel 314 XHS02, XHOED, X54 Ww Vicor B.1 and 81K) 1A, Vielor B(K). 1A xH616, XHEZD, XHBES, XHEAT. fnd later BAe. Disbanded May 1970, Victor Training Flight Formed. Apa 1962 at RAF Vitoe3.2_ L165, XL188, XLIE9, xL200, Cottesmore win Vidor B2s fom Vicor B2RXMTT. ‘© Squadron 232 OCU. To RAF Wittering approx, 1964, and pos sy" fenamod 232. OCU, Rolomed approx. January 1969 at RAF Wyton and remained Uns approx. spring 1870, using erat brewed fom 543 Sg 38 requred, Victor Flight Exacta uncenfrmed. Formos Vicor SR2 —XL165, XL199. ‘approx. June 1974" ot RAF Wiyton, possibly as a pat of St Squadron, and dbended May 1918, titty tne national insignia on these neous units and indust white aircraft retained the standard bright Miscella ry shades of red and blue, and the serial num- Univeompany on (Caompts nartate bers remained black, but it was later decided {Radio School, RAF Locking Vator .1-_‘xAIB that whilst the white would reflect radiant 25eno0! of echnical Wang, Vor Bt auea energy fom a nuclear explosion the darker a Veter B14 XH082, XHSES. colours would absorb the energy and be ie a ! Consequent ne nations 19Maintnance Unt, Veorst Size bhumed away! Consequently the national Rar staan markings were later repainted in special, CCntrl Signals Establishment, Vitor IPR). xA923, reflective pale shades of red and blue and the pa serials were also repainted pale blue. The ‘oroplane & Armament tor pottyees W771, S775 ae ee ee ee none al Expermonta Etablishma Vator Bn 9 Sagi: asta, xA019, ¥A020, xAS21, * H Bosconbe Down ZASEE vasoo, vAg30, Xa0s2, XAOS, ‘went tothe Handling Squadron forthe writ vetor8.2 ae eo, KHOVO, NHO7!, xHE72, | ing ofthe Aircrew Manual after which it was Ziore, ners, xL158, *0159, L861, | teafered to RAE Famborough for anma- Xia x64 - nt vaore2n Xi ment trials and research into weapons’ bal- Visor BK, Xe20 Tite profiles. Vidor ct" asta, xxaar, xan, xAsoo The Victor B.1 made is first public Ysor 2 tga xLig9 XL281 appearance a the Royal Review of Bomber : ‘Command held at RAF Marham on 23 July jal irra Eatalchment, Visor 2 flea = eae 1956, where XA921 was part ofthe ground Royal AlrraR Establishment, Vor proteype W775. display and thee other Vietors paricipated Famboougn Moor Bi" xasz2 in the massed Mypast. The Vielor B.1 also =a Sree sade its long-awaited first appearance atthe aes are Se aes Famborough air show that year. Vitor .1——_xABI7, XABIO, xA022, xAB23, xAEIS, | Service evaluation progressed relatively veorsia Ae smoothly and once stficientsieraft had ret been delivered it was possible to start the Vedor®.2° Sees, xs Vora tea Vietor's introduction into operational serv= Veorse2 tee ice, However, before this could happen it Hawker Siddoey Meer B1 xAEz was cotvet the instructor an Woodtord . ‘Victor B2R L231. meer ibe amen a boa ama ‘engineering. sta of 232 Operational Rots Royce, Vaore2, —Xt'eo Conversion Unit at RAF Gaydon, which ona ‘would be tasked with raining’ Viewr squadron erews, so in December 1956 232 OCU ‘A’ Squadron disbanded and after Christmas its staf began conversion raining at Radlett. On 28 November 1957 232 OCU reformed *A’ Squadron at Gaydon and formally took delivery of XA931, its first aeroplane, that day. Other aircraft quickly followed and before Jong the OCU had started training crews, including those destined for No. 10 ‘Squadron which was to be the RAF’s first frontline Vietor unit. During the summer Vietor B(K).A_XHE15. with no apparent ‘Squadron colours yet marked. It shows to good ‘fet the. upper surface camouflage patter, land the absenco of 4 roundel from above the arbosed wing. (AWA) PAGE 25 HANDLEY PAGE VICTOR WARPAINT‘of 1958 ‘A’ Squadron, 232 OCU also carried ‘out a period of intensive flying trials with the Victor as a result of which modifications were made tothe tailplane attachment points ofall aircraft, where fresh fatigue cracks had been discovered due to over-tightening of the fixing bolts during construction, From then on the unit undertook the conversion training ofall aircrew posted to Vietors until the Vietor B.1 force began to run down, when 232 OCU disbanded around March 1964 and left the Vietor Training Flight at Wittering to carry out all Vietor training, Before the delivery of Victor B.|s to No. 10 Squadron XA923-XAO2S were set aside at Radlett and given a special. reconnas- sanee equipment fit which included “Yellow Aster” high-definition, sideways-looking. radar. Shortly after completion XAO23 was probably sent to the Central Signals Establishment at RAF Watton to have its systems checked before entering servie. In 1958 these aircraft were delivered to Gaydon for training erews drawn from No. 543 Squadron, RAF Wyton, which at that time was flying the Valiant B(PR).I. With training completed the Yellow Aster Victors moved to Wyton in April 1958 to form the Radar Reconnaissance Flight (RRP), later to bbe joined by XA93S which was possibly similarly equipped; these aireraft have been referred to as Vitor B(PR).Is, but probably this was an unofficial designation. The RRF was apart of the Central Signals Establishment and worked with both No, 543 Squadron and the Joint Air Reconnaissance Intelligence Centre at near- by Brampton, to evaluate the differences between photographic and radar intelligence ‘material, and the advantages to be got from cach, (On 9 April the first three Vietor B.1s were delivered to No. 10 Squadron at RAF Cottesmore and the squadron was declared operational on 15 April, made possible by the thorough training given the crews at ee re ‘Gaydon and by the pool of Vietors awaiting delivery at Radlet, Formation of the remaining squadrons in this first phase of the V-Force programme followed at frequent intervals, with No, 15 Squadron forming at Cottesmore on 1 September 1958 then No. 57 Squadron at RAF Honington on 1 January 1959, to be joined there by No. $5 Squadron_on 1 September the following year. These together with the RRF at Wyton, accounted forall the Vietor B.1s ordered to date apart from those assigned to long-term develop- ment flying, CIVIL SERVICE IDEAS Handley Page had always accepted that export. markets for a jet bomber in the Victor's class would be at best limited, so from early on attention was given to using, the bomber’s technology to create a trans- port aircraft for either military or civilian tase, During 1950 two transport designs ‘were proposed using the HP8O wings and tail unit mated to a new fuselage. The mil- itary version was the HP.96 with the space A ofthe wing main opars being given ver to either two cabin ares capable of accom modating around 85 troops and their equip- tent, of allematively cargo version was proposed wth a hinged tal section for argo Toading “he itiner proposal was the HP9T which featured a pressurised double-bubbe section fuselage and wingtip fel tanks, and was 1 te powered by Conway engines. "The for rer atiate itl interest rom the Air Stall tile the later was kept more as 4 inning Project to be revised in the light of date {quired through the HP80 programme unt Such time as it could be offered tothe at- fines. Tn 1955 the HPT design was given the Vietor B.2_wing and the following. year offered 0 BOAC asa British altemative to Victor's massive 32 ft tal parachute used In combination with the ait brakes on landing 10 prevent brako and tyre wear. The top picture Shows the parachute ust after It as released at the end ofthe runway ready for collection bythe rachute Section and e-packing. (6. Mangion) HANDLEY PAGE VICTOR WARPAINT PAGE 27the Boeing 707 on the London-New York route, aimed at carrying 130 passengers and baggage across the Atlantic at around 500 kts. This bid proved unsuecessful, as had ‘one to sell the design to the Australian gov emment as the HP.97A (or HP.101). Next came the HP.ILI military transport with a circular-section fuselage divided in to two decks, and an extended wingspan of 130 fi. The dividing floor between the decks ‘was capable of being lowered to provide space for outsized cargoes, and loading was through clamshell doors under the rear fuse- lage, This was offered to the RAF in 1958 ‘to compete alongside the Vickers VC-10 and the Short SCS, but was nazrowly beaten by the latter which was chosen primarily for political reasons. The SC.S, which eventu: ally entered RAF service asthe Belfast, was slower and could carry less cargo than the HP.111 bat at the time manufacturing jobs were badly needed in Norther Ireland, “The following year the HP.111C, a civilian pas senger version, was offered to BOAC, but this time the VC-10 emenged the winner AA final effort was made with the HP.123 Which had extensive high lift devices includ ing boundary layer control and blown flaps, and was aimed at the Air Staff Requitement for a Short Take OM Landing tactical trans- port. The winner of this competition was the Armstrong Whitworth AW.681, but this was academic since the whole project was cancelled in 1965. VICTOR DEVELOPMENTS. One obvious way of extending the range of the Victor without seriously disrupting pro duction was to fit an in-flight refuelling (ER) system and underwing fuel tanks, and following design work a trials installation was prepared for XA921, for evaluation at the ARAEE. However, following XA92I"s diversion to @ bombing trial XA930_was the Vitors centre hose and drogue unit at RAF Marham. Each of the three units Subituted, and the necessary modifications had to be checked fllowing a sortie to ensure an absence of damage. (MoD) Below Vicor 81a wunstctes, and ihe nosssssry manitestions XH1593 ofthe Tanker Training Fight during the late 1960s. The u's Intlals were used as is emblem, Imarked above th fin fash in red with 3 white outine. (APH) flew for the first time on 27 August 1958. It PAGE 28 HANDLEY PAGE VICTOR WARPANNTHandley Page Vitor K.Mkc1 XA0Q6 of No. 57 Squacton paced at RAF Marsan! in ira. te, Sr Squacron insignia on fs Dark Green, Mesum $Sen\Grey nnd Whe caroustage scheme with Typo D roundel Handley Page Victor K.Mk2 XH669 of No. 57 Squadron based al RAF §b.27, Mahar io 1500-No. 5 Squaaron Paouni nsigna on fi. Dark Green, oars ‘anit eamouiage azhome wa ed and be tac Sapam, Mei se Gey ri it amos Nod an Handley Page Vicior KIMk2 XL160 of No. 57 Squacion based al AF Arar "eb Ro, 37 Sauaron aga on nn tat om web Vv ‘colours. Hemp upper surfaces and Light Alrraft Grey undersides with small LVI {acteal Pik and light Blue roundel — apd Pape Vicor Kalk 2 2H67! of No 57 Siacion tas at RAE Mam in 1288. No. sf Scuacion reign fr. Dank Goon, Madum Sea Grey ard Wie car utlage scheme wt tactearoundale Handley Page Vitor KMic2 XHGE9 of No. 67 Squadron, RAF Maram, on oployrlent © Pusu, PA. UGA in Tae. Sraiege A’ Commands. "Star Spanglos Banner around port ar starboard fuclage No. 87 Squacran signa She andar Naor Sarda a suber ts er pr sacs {ight acral Grey undersides and tactealfonad own Pink and Ugh Bie Handley Page Vitor Kk 2 XH859 of No. 57 Squacron, RAF Maram on detach ment Pa, USA Starbord ad fara sown above wich Totes tho Ai Natonal Guards insignia on the fn ose see HANDLEY PAGE VICTOR WARPAINT PAGE 29‘Vetor B(K).1A XH648 of No. 85 Squadron. The three lines below each wing wore black, with ‘ayglo edging tothe nner and outer ones, and ‘wore to assist the plot of tho receiver aircraft in Tining up ereetly behind the drogue. (MoD). had been fitted with a fixed IFR probe on the forward decking, projecting forward over the centre of the windscreen, and a large {aired ‘slipper’ tank below each wing at just about the half span point. Thereafter ‘A930 was used to test three different lengths of probe as well as various sizes and designs of bomb bay fuel tanks, and also to different loading. configurations vith and without a ing live firings of the Sprite and Spectre rocket packs were done at de Havilland’s aerodrome at Hatfield, which was larger than Radlett and where the jettisoned rockets ‘were more likely to land within the airfield perimeter. These tests showed that with RATO it was possible for an aitcraft with full underwing and bomb bay fuel tanks, ighing 190,000 Ib, to get airbome in as Tittle as 1,600 At this stage it was intended that once suf- ficient Vietors and Vulcans were in service ‘then most Valiant bombers would be con- verted to reconnaissance aireraft or to IFR tankers to support the V-Bombers, so there No. 55 Squadron Victor K.1A XH590 refueling 2 Sea Vixen and Buccaneer from HMS Victorious, was no requirement for the Victors to have any tanking capability. It was, however, agreed that all operational Victor bombe would eventually be fited with an IFR probe. ‘Other long-term trials at Boscombe Down, and Radlett which involved early production aireraf included auto-pilot development on ‘XAQI7, and further evaluation of wing lead ing edge vortex generators and the fixed ddrooped leading edges on XA9I8, which took over this work from WB175, For a time XAQ18 was also used to eval- uate “Red Neck’ sideways-looking recon naissance radar, mounted in two 40 ft long fairings, one below each wing mounted on the slipper tank strong point. wme trials of the definitive Victor photographic reconnaissance pack ‘were undertaken by XA920 during 1959, but eventually the Air Staff decided to co the Valiant rather than use the Vietor, which ‘was then in short supply and thought to be 100 sophisticated forthe task. With the Vietor B.1 in front-line ser and with very few problems encountered in the process, there was time for the RAF to ‘make representations to the Air Ministry on improvements that it would like to see ‘embodied into existing aircraft. Already the A&AEE report on the Victor expressedconcern that if speed ane altitude were not improved it would not be Jong before the aircraft would come within reach of surface t0 air missiles and the latest Soviet fightors. Besides the IFR capability, ‘which was not intially approved for the early bombers but which ‘was to be fitted to the improved Victor being planned, an electronic ‘warfare (EW) suite was viewed as a necessity if the V-Force was ‘expected to undertake long-range flights over hostile territory. ‘Accordingly in October 1958 Bomber Command submitted a sequirement for all Victor B.1s allocated to front-line squadrons to be fitted with both passive and active EW equipment as a matter of urgency, with the proposal that some dozen aircraft at a time be returned to Raclett for fitting out. This was approved but first ofall «specification for the EW suite had to be decided upon, ‘While this was under way XHS87 was nominated as the aireraft 10 be used as a trials installation for the equipment chosen, so that an acceptable working suite could be put together. Once the EW suite had boon designed and approved XH613 returned to Radlett from Cottesmore to become the first aircraft to be modified, with work beginning in April 1960. The modifications were authorised to be embodied in the last 25 Vietor B.1s on order, with the work being done either before delivery inthe case of the iast few aircraft, or as a retrospective modification at Radlett ifthe aeroplane had already ‘Above: A No. 19 Squadron Lightning FA about {o connect with the port drogue of XH621, a No. 57 Squadron Victor KA, during 1973. The soe tion ofthe tanker’ wing taling edge immed ately outboard of the Maps was painted dayslo fed ‘on the underside to give the pilot of the ‘eceiving aircraft a helght reference relative to ‘he tanker, GROUND INSTRUCTION AIRFRAMES The following srames were used ether in hele or part at various Schoo of Technical TTalning oF Naitenance Unis. Each seal Ie felowed by Is Maintenance. aitrame ‘umbar where known XAG1T (7eZTM), XAOIO (7724M), XAG23, (750M, xAsz# re4en, xAB32 (85170), yosso2 [oe20nh, Xe603 (420M), XHECS (@os2N, xH672, 31673 (69TIN}, L160 (@or0N, Kiet fo2tan9, xLt62 (o174N), XL163 [e9T6N), L164" (@Z15N0, KLTEB (@r0oN9, xLt89 912M, XL190 (8276N0, xL192 (0240. VICTOR LOSSES Serial Vacant Unt Date Warr Protaype Haraey Page 14 aul 54 xag7 Bs ey Page anon masta Bt RANE 3Sep54* xagza Bs No.0 Sach 18oun e2 Xess Bs zs20cu 2oate2 XHeIs BAA, No. 15 Saen 14 sun 62 Xue? BAA No.7 Sain 9 ur60 XHeIa KIA, No.7 Sqan 24 Mar 75 He B(K).1A Te 9g 68 xHees 82 ABAEE 20.Aug 69 xH669K2 No. 85 Sgén shine" xHert 2 No. 55 San YS Mar 99° xuise 82 RAE 23 Mar 62 cust 2 ho. 55 Sgan ‘9.un a X23 SR2 No.Si3Sqan 10 May 73 x22 2 No.7 Sadn 1008 Xu513 2 ‘No. 55 Sach 28Sop 76 carta 82 No. 100Saé 20 Mar 63 XM §R2 No 543 Sqen 73 Jun 68 * Sustained damage. Not repaired end eubsoquonty wen of {Victor K2 of 232 OCU about to touch down at RAF Akroti Undercarriage units ere conspicuous inthis view, as is thor di HANDLEY PAGE VICTOR WARPAINT PAGE st‘ANo. 57 Squadron Vietor K2 XL164 in company tuith an RAF Harior and Nimrod. Originally the Fin emblem was marked in dayglo on a White tise, but thi was ater foned down te dull red on ‘an offwhite dive as here. (MoD) ‘been delivered. Inthe event only 24 aircraft were upgraded to what was to become known as the Vietor B.A because XH617 ‘was written off before it could be converted The new equipment fitted included receivers and pulse analysers capable of intercepting and analysing radio and radar transmissions across the spectrum, active clectronie jammers that could jam out radars posing a threat tothe aieraft, and communi- cations jammer. ‘The radar receivers gave the Air Electronics Officer (AEO) both an audio signal and a frequency readout ofthe target radar to enable him to classify it by function, to identify it by type and to tune his own jammers on to the correct frequency. ‘Radars could also be jammed using the chaff carried in two hoppers in the lower forward fuselage, which was cut tothe correct length ‘on release to jam the specific target radar chosen by the AEO. An improved "Red Steer’ tail-wamning radar Was also installed in a modified, more rounded fuselage tail ‘cone, replacing the original “Orange Putter’. All the additional electronics were installed either under the cabin floor or in the rear fuselage equipment bay and ‘required not only a more powerful, frequen- cy stable electrical supply, which was never to prove satisfactory in the B.1As, but also an efficient cooling system to dissipate the amount of heat generated, particularly by the Jjammers. The heat exchanger forthe Freon tlycol cooling system was located in what had originally been intended as the flash- bomb bay, and both the nose and rear fuse~ lage equipment were provided with addi- tional ram-air cooling to cope with the extra hheat generated. The air for the ear bay was drawn in through an intake on the fuselage PAGE 22 HANDLEY FAGE VICTOR WARPAINT underside, but it was later found that this tended to get clogged by chaff With so ‘much more equipment the layout of the AEO’s position in the cabin was also redesigned. ‘later modification begun in March 1962 and generally carried out at station level, ‘was the fitting of fixed drooped outboard wing leading edges to replace the original leading edge slats, and the IFR probe was. generally fitted at the same time if the air- ‘raft had not already got one. Victor B.1s already in service that had been designated for conversion were pro- gressively withdrawn once completed B.1AS were available to replace them, so as 10 maintain front-line strength, and the fist Victor B.1AS began to enter service in July 1960, initially with No. 15 Squadron Thereafter the others went to No. 55 ‘Squadron and No. 57 Squadron in turn, buta shortage of aircraft meant that only one oF ‘wo found their way to No. 10 Squadron. ‘The Vietor B.IAs then operated as a mixed force alongside the original B.ls until these early aircraft were withdrawn, from the V-Force and converted to tanker aircraft to replace the Valiants. However, before their withdrawal aircraft from both Honington and Cottesmore were detached to Tengah, Singapore, and Butterworth, Malaysia, during 1963-64 in the conven- tional bombing role, as part of a show of strength during the period of Confrontation ‘with Indonesia By the time the Vietor B.1 was in service ithad already been decided that a more pow= erful version of the bomber was needed, and ‘one that would not eause too much disrup- tion of the production line to introduce. The MoS's decision to end Sapphire develop- ‘ment in 1956 meant that the replacement engine selected would have to fit with mini ‘mal modification tothe existing wing struc- ture, which limited the available choice. ‘The aircraft would also have to be capable of carrying the "Blue Steel” stand-off missile which was under development by Avro for its Vulcan and due to enter service during the carly 1960s, AA Victor Phase 4 variant with inereased top speed and service ceiling had already been discussed in 1957 and rejected by the MoS because it would nat have been able to ‘carry Blue Steel. This rocket-powered mis sile would have a speed of Mach 1.6 and an ‘onboard inertial navigation system to guide itto its target. The great advantage was that the missile's 200 nm range meant that the launch aircraft did not have to overfly the target, thereby avoiding its air defences, and could make a hasty exit well before the nuclear warhead exploded. Once Blue Stee! rounds became available, compatibility tri- als were conducted in 1960 with 2 Victor B.1 so that Handley Page could ensure that future versions of the aircraft would be able to carry the weapon. Following improvements to the Sapphire 7 in 1956 its static thrust was increased to 11,000 1b and that November the Air Staff ‘again amended the second Victor production ‘contract. This improved engine was now to power the first 25 aircraft, with serial num- bers in the range XHS87-XH667, and these were now designated as the airframes due {or B.1A conversion With the increase in the aircraft's service ceiling promised by these more powerful engines, the pressure cabin was now also to be strengthened. ‘The remaining eight air- crafl, XH1668-XH675, were to be completed to the previously discussed Phase 2A stan- dard with 17,250 Ib Rolls Royce Conway Co11 engines and extended wings giving service ceiling of 60,000 ft (18,288 m), but exact details of this variant had stil to be finalised. An additional order for a further 18 aircraft, all built to this Phase 2A stan- dard, had already been placed the previousAbove: No. 55 Squadron Victor K1 refusing {pair of No. 11 Squadon Lightning F.6s on @ ‘Tanker Towne high over the North Sea during the late 19608, Below: An underside view ofthe ‘Same tanker and "hicks" depicted above, This iow shows to good effect why it was thought prudent to move the underwing IFR pods farther ‘utbeard than had originaly been intended if {wo aieraft were tobe refuslled simuttanecusl. January, and once the —Produetion Specification had been agreed these Phase 2A aircraft were all designated Vietor B.2. ‘THE VICTOR B2 So as to keep the engine bay modifications to1a minimum, the inereased airflow for the Conways was provided by broadening the intake trunking within the wing rather than by widening the mouth ofthe intake in each Wing root. Sufficient intake volume was allowed at this stage for any Future demands the engine might make during the course of its development, The 10 ft (3.05 m) increase in wingspan included extended tips with inset aileron outer ends, and an extra 18 inch (45.72 em) eee Handley Page Vici BIK).MK.1A XH567 of No.214 Squacon, basod al RAF Hanna in ane 1877 No" P14 Squacron eigna on in, Dark Green Medium Sea, (Grey and Whe camouflage scheme wit Type O rounds No. 214 Sages to Handley Page VietorK.Mk2 XL191 of 232 Oporational Conversion Uni, AP Mamam: ats fara, ownead sve oF OCU marking soon on fe Bark Green Medium Sea Gray and Who camauiage Sewome. wth HANDLEY PAGE VICTOR WARPAINT PAGE 93,XL164 once again, now refueling 2 No. 55 Squadron Victor K2 XL during 1975. The lator stil has a white fin dise’ making the Squadron emblem more conspicuous. The “wingtip daygle stripes wero goneraly carried on Both upper and under surfaces. (MoO) section inserted into each root which was used to house an addition ECM Freon glycol cooling unit on the port side and a Blackburn-Turbomeca Artouste auxiliary powerunit (APU) on the starboard. The lat- {er was to provide the necessary power for starting the Conway engines without the need for specialist ground equipment, and as. ‘an emergency power sour. ‘The aireraf’s electrical system was also substantially redesigned in order to provide the frequency-stable AC power required by the EW equipment, something that had always been @ problem with the Vietor B.IA. On the B.2 the engines drove a Constant Speed Drive Unit (CSDU) that in tum drove the alternators ata constant speed. regardless of engine throttle settings, there- by producing the constant frequency electri- cal supply, Ranrair cooling for the rear fuselage equipment bay was increased to cope with the exira equipment so the air intake was enlarged and moved up tothe base of the fin leading edge, thereby giving the most obvi- ‘ous external difference between the Victor BZ and the earlier B.1. To provide emer- ‘gency AC power forthe aircraft's vital sys- tems. two ram-air turbines (RATS) were installed in the after fuselage decking ahead of the fin, fed through intakes designed to deploy automatically in the event of a power failure. The RATS would then supply the nevessary emergency power whilst the air- raft was at high level, and once below 25,000 ft (7,620 m) the APU would take ‘over. The aircraft's fuel system was also revised with provision being made to carry the underwing slipper tanks as standard, and although it was not fitted to begin with, all aircraft were to be capable of carrying an TER probe above the cockpit when such a PAGE 34 HANDLEY PAGE VICTOR WARPAINT ‘modification became available. Addition ally al aircraft systems and equipment were cleared to an increased operating altitude of (65,000 ft (19,812 m), "The weapons load of the Vietor B.2 was to be the same as the B.1 withthe extra pro- vision of the nevessary anchor points and support systems, feeding through umbilical- type cables, for carriage of the Blue Steel stand-off missile. A single weapon, meas uring 35 f (10.67 m) long with a [3 1.3.96 m) wing span, would be housed semi- recessed in the ventral bomb bay but with the usual doors removed and replaced by a fairing to blend the top of the missile in with the fuselage underside, Inside the fairing ‘were subsidiary doors that would close once the missile had been released to restore the contour of the underside. "The EW suite was based upon that fitted to the Vietor B.1A with improved Red Steer tail waming radar, updated radar receivers, spectrum analysers, and more powerful jam- ‘mers, hence the increased equipment cool ing system required. As it was still planned that the aircraft should carry out its attack from high altitude, the jammers designed to disrupt fighter radars were concentrated around the fuselage tail cone, On aireraft fitted withthe full jammer suite there were six smaller, aftsfacing radomes arranged around the tail cone, with the til-warning radar in the centre Since the first order for the Phase 2A ‘Vietor had been placed as an amendment to an existing contract, with the aircraft due to be built on the same production line using ‘most of the existing Jigs, no actual Victor B2 prototype was contracted for, Instead XH668 was reserved asthe development air- craft and once it had reached a suitable stage in construction it was moved from the pro- duction Tine to the experimental workshop for the necessary conversion work and fit- ting out. Tt was, however, something of hybrid, ‘and retained the B.1 vertical tail unit lacking the distinctive fin root intake fairing. A pair ‘of Conway engines was also sent to Radlest ‘here an engine test rig was builtin order to experiment with the engine bay and air intake designs. When the engines were run forthe first time in May 1957, using existing Vietor B.1 Sapphire engine intakes, they surged and over-heated due to inadequate air supply, and despite various design refine _menis this problem was not fully overcome by the time XH668 itself was ready to begin engine runs. The limiting factor to the alter ation ofthe air intake was the existing spac- ing of the wing ribs that fixed the physical ‘width ofthe intake opening. Any attempt to increase their spacing would have necessi- tated a major redesign ofthat section of the ‘wing and a consequent disruption to the pro- duction line, which was deemed unaccept- able. Eventually suitable intakes were designed and fitted to XH668 which successfully completed its programme of ground runs at Radlett, and made its first flight from there ‘on 20 February 1959. ‘Thereafter it was ‘used mainly to evaluate the new engine installation and to see if there were any sig- nificant handling differences between it and the eater Victor B.1. The following month, XHOOS began a series of detachments 10 Boscombe Down for preliminary handling ‘rials and exploration ofthe airerat's buffet characteristics It was on 20 August 1959, during the ‘course of one such flight, that the aireratt crashed off west Pembrokeshire, apparently after having exceeded the speed of sound at a height of around 40,000 ft. Much of the wreckage was subsequently recovered and taken to RAE Famborough where painstak~ ing investigations indicated that the aircrait had most probably lost its starboard wingtip pitovstatc mast at altitude, probably due to the effects of wingtip buffet in high speed tums. Since this mast fed not only the flight instruments but also the Mach trimmer andSecurity st RAF Marham, the tanker force base, wos naturally very sic. Hote two RAF Police ‘ogs and thotr handlers ptr! one of the widely scattered dispersal bays near Vietors from Neo. 214 Squadron (MoD) stall detector, its loss would have caused a catastrophic failure ofthe flight instruments Simultaneously there would have been an ‘automatic nose down control input from the Mach trimmer and deployment of the lead: ing edge flaps, both causing the aircraft to center a high-speed dive with no accurate indication to the crew of what the speed ‘ctually was, ‘The aireraft was judged to have either dived into the sea from high level, being subjected to aerodynamic forces tha the pilots could not overcome, or else it became over-stressed in the dive and broke up. ‘This was not a good start to the Victor 2's career. However, once the cause of the accident had been established it did not call into doubt the aircraft's basic design, or its engines, and the remedy to the fault was simple, namely locking on the wingtip pres- sre masts so that they could not work loose. VICTOR B.2 FLYING TRIALS “The second Vietor B.2, XH669, was com pleted in August 1959 and following the loss ‘of XH668 was fitted with test instrumenta- tion before being sent to Boscombe Down to continue withthe handling and development flying programmes. ‘The next production aircraft also partic pated in test flying from Radlett and Boscombe Dowa, but XH71 remained at Radlett as a ground installation trials ir. frame until March 1960 by which time the definitive equipment fit for the Vietor B.2 hhad been decided upon. Thereafter it was used for radar and radio development work before transferring to the ASABE for long. range navigation, bombing and EW equip No. 214 Squadron Vietor K:1 XA938 refuelling ‘wo No. 54 Squadron Phantom FGR2s in 1969, ‘oon after the later types Introduction ment trials, Subsequent aeroplanes all participated in various evaluation and trials programmes before being released for squadron service. XH672 was used to investigate the coatinu- ‘ng tendency of the Conway engines to surge at high altitudes under certain conditions, then from late 1960 began development ‘work on the B.2's nev autopilot, leading on in 1963 to further work on the ILS and a pro- posed automatic landing system. During the course ofa series of lights from Radlett, XHO73 experienced hydraulic problems on 5 December 1960 that necessitated a diver- sion to RAF Waddington whore it made a Wheels-up landing on a foam carpet Damage was light so temporary repairs were carried out at Waddington and the aircraft flown back to Radlett for full repair before going to Boscombe Down in 1961 Since both the Vietor and the Valean had now become firmly established with Bomber Command and were performing well, there was sufficient time available for the new Victor B.2s to be used for a wide range of development work before they had tobe issued to front-line squadrons. XH67S was extensively used by the ARAEE until 1963 in the development of a strategie pho- tographie reconnaissance fit for the Victor, as a replacement for the Valiants. From September 1960 XH674, and later XLI61 as well, was assigned to Avro at ‘Woodiord for Blue Stel trials, later moving. to the ARAEE and the Weapons Research Establishment at Woomera for live firings, and both remained on this work until they were converted to reconnaissance aircraft in 1964, Another aircraft used for weapons tr als at the A&AEE was XL162, and itis pos- sible tha it was this aircraft which made test Aights with underwing bomb carriers which would have increased the Vietor's bomb load by some 15,000Ibs. This was to be an alternative weapons option utilising the underwing pylons which were being designed for the Skybolt missiles. A special low-level reconnaissance fit which involved using the H2S in a sideways searching mods, a concept akin to Sideways Looking Airbome Radar (SLAR), was tested on XLI58 during 1961, and XL160 was used by Rolls Royce asa test-bed for the up-rated Conway Co.17 engines. ‘The Conway Co.17 delivered 20,600 lb sand was to be the final production ver- sion of the engine for installation in the Victor. There was still the surge problem to HANDLEY PAGE VICTOR WARPAINT PAGE 0S