Misplaced Pages

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111-740: The Handley Page Victor is a British jet-powered strategic bomber developed and produced by Handley Page during the Cold War . It was the third and final V bomber to be operated by the Royal Air Force (RAF), the other two being the Vickers Valiant and the Avro Vulcan . Entering service in 1958, the Victor was initially developed as part of the United Kingdom's airborne nuclear deterrent , but it

222-432: A barrel roll during practices for a display flight at Farnborough Airshow . Manoeuvrability was greatly enabled by the light controls, quick response of the aircraft, and the design of certain flight surfaces such as the infinitely-variable tail-mounted airbrake. The Victor was designed for flight at high subsonic speeds, although multiple instances have occurred in which the sound barrier was broken. During development of

333-400: A free-fall nuclear weapon ), or over shorter ranges 20,000 lb (9,100 kg) of conventional bombs. No defensive weapons were to be carried, the aircraft relying on its speed and altitude to avoid opposing fighters. The similar OR.230 required a "long range bomber" with a 2,000 nautical miles (2,300 mi; 3,700 km) radius of action at a height of 50,000 ft (15,000 m),

444-429: A nuclear reactor . Plasma thrusters accelerate a plasma by electromagnetic means. The pump-jet, used for marine propulsion , uses water as the working fluid, pressurized by a ducted propeller , centrifugal pump , or a combination of the two. Cephalopods such as squid use jet propulsion for rapid escape from predators ; they use other mechanisms for slow swimming. The jet is produced by ejecting water through

555-455: A siphon , which typically narrows to a small opening to produce the maximum exhalent velocity. The water passes through the gills prior to exhalation, fulfilling the dual purpose of respiration and locomotion. Sea hares (gastropod molluscs) employ a similar method, but without the sophisticated neurological machinery of cephalopods they navigate somewhat more clumsily. Some teleost fish have also developed jet propulsion, passing water through

666-504: A "Phase 2" bomber, to be followed by "Phase 3" Victors with the wingspan increased to 137 ft (42 m) and powered by Bristol Siddeley Olympus turbojets or Rolls-Royce Conway turbofans . The Sapphire 9 was cancelled and the heavily modified Phase 3 aircraft would have delayed introduction, so an interim "Phase 2A" Victor was proposed and accepted, to be powered by the Conway but with minimal modifications. The "Phase 2A" proposal became

777-575: A combination of radar , cameras, and other sensors. Prior to the introduction of Polaris, some had already been converted into tankers to replace Valiants; further conversions to tankers followed and some of these re-purposed Victors refuelled Vulcan bombers during the Black Buck raids of the Falklands War . The Victor was the last of the V-bombers to be retired from service on 15 October 1993. The Victor

888-505: A cruising speed of 575 miles per hour (925 km/h), and a maximum weight of 200,000 lb (91,000 kg) when fully loaded. Responses to OR.230 were received from Short Brothers , Bristol , and Handley Page ; the Air Ministry recognised that developing an aircraft to meet these stringent requirements would have been technically demanding and so expensive that the resulting bomber could be purchased only in small numbers. Realising that

999-464: A definitive three-point tanker conversion of the Victor Mk.1. Fourteen further B.1A and 11 B.1 were fitted with two permanently fitted fuel tanks in the bomb bay, and a high-capacity Mk 17 centreline hose dispenser unit with three times the fuel flow rate as the wing reels, and were designated K.1A and K.1 respectively. The remaining B.2 aircraft were not as suited to the low-level mission profile that

1110-513: A further 28 1,000 lb bombs to supplement the main bomb bay, but this option was not pursued. In addition to a range of free-fall nuclear bombs, later Victor B.2s operated as missile carriers for standoff nuclear missiles such as Blue Steel. Target information for Blue Steel could be input during flight, as well in advance of the mission. It was reported that, with intensive work, a B.2 missile carrier could revert to carrying free-fall nuclear weapons or conventional munitions within 30 hours. Like

1221-399: A futuristic-looking, streamlined aircraft, with four turbojet (later turbofan) engines buried in the thick wing roots. Distinguishing features of the Victor were its highly swept T-tail with considerable dihedral on the tail planes, and a prominent chin bulge that contained the targeting radar , nose landing gear unit and an auxiliary bomb aimer 's position. It was originally required by

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1332-647: A low-level high-speed approach supported by increasingly sophisticated ECMs was adopted in its place. The improved Victor B.2 started to be delivered in 1961, with the first B.2 Squadron, 139 Squadron , forming in February 1962, and a second, 100 Squadron , in May 1962. These were the only two bomber squadrons to form on the B.2, as the last 28 Victors on order were cancelled. The prospect of Skybolt ballistic missiles, with which each V-bomber could strike at two separate targets, meant that fewer bombers would be needed. The government

1443-406: A passive radar warning receiver, a metric radar jammer and communications jamming equipment. Streamlined fairings on the trailing edges of the wings that could house large quantities of defensive chaff / flares were also new additions. While trials were conducted with terrain-following radar and a side scan mode for the bombing and navigation radar, neither of these functions were integrated into

1554-413: A production Victor XA917 flown by test pilot Johnny Allam inadvertently exceeded the speed of sound after Allam let the nose drop slightly at a high power setting. Allam noticed a cockpit indication of Mach 1.1 and ground observers from Watford to Banbury reported hearing a sonic boom . The Victor maintained stability throughout the event. Aviation author Andrew Brookes has claimed that Allam broke

1665-647: A second squadron, 15 Squadron , forming before the end of the year. Four Victors, fitted with Yellow Astor reconnaissance radar, together with passive sensors, were used to equip a secretive unit, the Radar Reconnaissance Flight at RAF Wyton . The Victor bomber force continued to build up, with 57 Squadron forming in March 1959 and 55 Squadron in October 1960. At its height, the Victor was simultaneously operating with six squadrons of RAF Bomber Command. According to

1776-508: A sense of a crew unity was considered highly important; Victor crews would typically serve together for at least five years, and a similar approach was adopted with ground personnel. In order to maximise the operational lifespan of each aircraft, Victor crews typically flew a single five-hour training mission per week. Each crew member was required to qualify for servicing certificates to independently undertake inspection, refuelling and turnaround operations. In times of high international tension,

1887-458: A series of detachments of Victor B.1As was deployed to RAF Tengah , Singapore as a deterrent against Indonesia during the Borneo conflict , the detachments fulfilling a strategic deterrent role as part of Far East Air Force , while also giving valuable training in low-level flight and visual bombing. In September 1964, with the confrontation with Indonesia reaching a peak, the detachment of four Victors

1998-478: A series of similar airliners, fitted with two or three engines, which, aside from being used by Handley Page Transport, were also exported to Belgium. In 1924 Handley Page Transport merged with two other airlines to create Imperial Airways , as the UK's national airline service, which continued to use a number of the W.8, W.9 and W.10 series of airliners. Handley Page continued to develop large biplane airliners, including

2109-454: A target 1,500 nautical miles (2,800 km; 1,700 mi) from a base which may be anywhere in the world". A cruising speed of 500 knots (930 km/h; 580 mph) at heights between 35,000 ft (11,000 m) and 50,000 ft (15,000 m) was specified. The maximum weight when fully loaded ought not to exceed 100,000 lb (45,000 kg). The weapons load was to include a 10,000 lb (4,500 kg) "Special gravity bomb" (i.e.

2220-430: A tendency for the aircraft to pitch upwards during low-to-moderate Mach numbers. At low altitude, the Victor typically flew in a smooth and comfortable manner, in part due to its narrowness and flexibility of the crescent wing. One unusual flight characteristic of the early Victor was its self-landing capability; once lined up with the runway, the aircraft would naturally flare as the wing entered into ground effect while

2331-410: A unit would jam. A separate hydraulic circuit was used for each of the following: landing gear, flaps, nose flaps, air brakes, bomb doors, wheel brakes, nose-wheel steering, ram-air-turbine air scoops. An AC electrical system and auxiliary power unit were significant additions to the later Victor B.2, electrical reliability being noticeably improved. To evade enemy detection and interception efforts,

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2442-494: A variety of cameras, a bomb bay-mounted radar mapping system and air sampling equipment to detect particles released from nuclear testing . Designated Victor SR.2, a single aircraft could photograph the whole of the United Kingdom in a single two-hour sortie. Different camera configurations could be installed in the bomb bay, including up to four F49 survey cameras and up to eight F96 cameras could be fitted to take vertical or oblique daylight photography; nighttime photography required

2553-482: Is expanded through one or more nozzles . Technically, most jet engines are gas turbines , working on the Brayton Cycle . Two types of jet engines, the turbojet and turbofan , employ axial-flow or centrifugal compressors to raise the pressure before combustion and turbines to drive the compression. Ramjets operate only at high flight speeds because they omit the compressors and turbines, depending instead on

2664-450: Is produced by some reaction engines or animals when thrust is generated by a fast moving jet of fluid in accordance with Newton's laws of motion . It is most effective when the Reynolds number is high—that is, the object being propelled is relatively large and passing through a low-viscosity medium. In animals, the most efficient jets are pulsed, rather than continuous, at least when

2775-427: Is the effective exhaust velocity and m ˙ {\displaystyle {\dot {m}}} is the propellant flow rate. Reaction engines produce thrust by expelling solid or fluid reaction mass ; jet propulsion applies only to engines which use fluid reaction mass. A jet engine is a reaction engine which uses ambient air as the working fluid and converts it to a hot, high-pressure gas which

2886-452: Is used as the unit of propellant, then specific impulse has units of velocity . If weight ( newton or pound-force ) is used instead, then specific impulse has units of time (seconds). Multiplying flow rate by the standard gravity ( g 0 ) converts specific impulse from the mass basis to the weight basis. A propulsion system with a higher specific impulse uses the mass of the propellant more effectively in creating forward thrust and, in

2997-503: The Victor B.2 , with Conway RCo.11 engines providing 17,250 lbf (76.7 kN), which required enlarged intakes to increase the airflow to the engines, and the wingspan was increased to 120 ft (37 m). The B.2 also added a pair of retractable "elephant ear" intakes on the upper rear fuselage forward of the fin, to feed air to Ram Air Turbines (RAT) to provide electricity should an in-flight engine failure occur. The first flight of

3108-534: The Jetstream . This was a small turboprop -powered commuter aircraft, with a pressurised cabin and a passenger capacity of 12 to 18. It was designed primarily for the United States " feederliner " market. Although successful, Jetstream was too late to save Handley Page, and the company went into voluntary liquidation in March 1970 and was wound up after 61 years trading under the same name. The Jetstream lived on,

3219-575: The United States of America . In the immediate postwar years, Handley Page modified some O/400's for passenger use, which they flew on the London-Paris route as Handley Page Transport . The V/1500 was considered too large to be practical at the time, but many design features of the V/1500 were later incorporated into an O/400 airframe to produce their first dedicated passenger design, the W.8 that led to

3330-508: The actual exhaust velocity because the mass of the combustion air is not being accounted for. Actual and effective exhaust velocity are the same in rocket engines not utilizing air. Specific impulse is inversely proportional to specific fuel consumption (SFC) by the relationship I sp = 1/( g o ·SFC) for SFC in kg/(N·s) and I sp = 3600/SFC for SFC in lb/(lbf·hr). From the definition of specific impulse thrust in SI units is: where V e

3441-476: The dynamic pressure generated by the high speed (known as ram compression). Pulse jets also omit the compressors and turbines but can generate static thrust and have limited maximum speed. The rocket is capable of operating in the vacuum of space because it is dependent on the vehicle carrying its own oxidizer instead of using the oxygen in the air, or in the case of a nuclear rocket , heats an inert propellant (such as liquid hydrogen ) by forcing it through

Handley Page Victor - Misplaced Pages Continue

3552-518: The 1960s, the Victors were soon repainted in green/grey tactical camouflage to reduce visibility to ground observation; the same scheme was applied to subsequently converted tanker aircraft. The Victor's bomb bay was much larger than that of the Valiant and Vulcan, which allowed heavier weapon loads to be carried at the cost of range. As an alternative to the single "10,000 lb" nuclear bomb as required by

3663-477: The 1970s after the Company was terminated. The M25 Motorway now runs on the south side of the site, with Lafarge Aggregates now owning the remainder. The runway surface was removed and replaced with grass, but a shadow remains when viewed from the air. The aerodrome was used in the 1962 film, The Iron Maiden . Handley Page originally used a letter sequence to designate types (i.e. A , B , C etc.). Beginning with

3774-666: The Blue Danube nuclear weapon and later with the more powerful Yellow Sun weapon when it became available. Victors also carried U.S.-owned Mark 5 nuclear bombs (made available under the Project E programme) and the British Red Beard tactical nuclear weapon. A total of 24 were upgraded to B.1A standard by the addition of Red Steer tail warning radar in an enlarged tail-cone and a suite of radar warning receivers and electronic countermeasures (ECM) from 1958 to 1960. On 1 June 1956,

3885-540: The Falklands, with approximately 1.1 million gal (5 million L) of fuel consumed in each mission. At the time, these missions held the record for the world's longest-distance bombing raids. The deployment of other assets to the theatre, such as the Hawker Siddeley Nimrod and Lockheed Hercules , required the support of the Victor tanker fleet, which had been temporarily relocated to RAF Ascension Island for

3996-697: The RAF had adopted for carrying out strategic bombing missions as the Vulcan with its stronger delta wing. This, combined with the switch of the nuclear deterrent from the RAF to the Royal Navy (with the Polaris missile ) meant that the Victors were declared surplus to requirements. Hence, 24 B.2 were modified to K.2 standard. Similar to the K.1/1A conversions, the wing, which was to have been fitted with tip fuel tanks to reduce wing fatigue, had 18 inches removed from each tip instead and

4107-512: The Reynolds number is greater than 6. Specific impulse (usually abbreviated I sp ) is a measure of how effectively a rocket uses propellant or jet engine uses fuel. By definition, it is the total impulse (or change in momentum ) delivered per unit of propellant consumed and is dimensionally equivalent to the generated thrust divided by the propellant mass flow rate or weight flow rate. If mass ( kilogram , pound-mass , or slug )

4218-469: The Soviet detection network. This tactic was employed in conjunction with the Victor's extensive onboard ECM to increase the chances of evasion. Whilst originally the Victor would have maintained high-altitude flight throughout a nuclear strike mission, rapid advances of the Soviet anti-aircraft warfare capabilities (exemplified by the downing of a U-2 from 70,000 ft in 1960) led to this tactic being abandoned:

4329-485: The U.S. Atomic Energy Act of 1946 (McMahon Act) prohibited the export of atomic knowledge, even to countries that had collaborated on the Manhattan Project . OR.1001 envisaged a weapon not to exceed 24 ft 2 in (7.37 m) in length, 5 ft (1.5 m) in diameter, 10,000 lb (4,500 kg) in weight, and suitable for release from 20,000 ft (6,100 m) to 50,000 ft (15,000 m). At

4440-487: The V-bombers would have dispersed and been maintained at a high state of readiness; if the order was given to deploy a nuclear strike, Victors at high readiness would have been airborne in under four minutes. British intelligence had estimated that the Soviets' radar network was capable of detecting the Victor at up to 200 miles away, so to avoid interception, the Victor would follow carefully planned routes to exploit weaknesses in

4551-586: The Victor B.2 prototype , serial number XH668 was made on 20 February 1959, and it had flown 100 hours by 20 August 1959, when it disappeared from radar, crashing into the sea off the Pembrokeshire coast during high-altitude engine tests carried out by the Aeroplane and Armament Experimental Establishment (A&AEE). Most of the wreckage had been recovered by November 1960, following an extensive search and recovery operation. The accident investigation concluded that

Handley Page Victor - Misplaced Pages Continue

4662-532: The Victor B.2, the RAF had stressed the concept of tactical manoeuvrability, which led to much effort in development being given to increasing the aircraft's height and range performance. The Victor was the last of the V bombers to enter service, with deliveries of B.1s to No. 232 Operational Conversion Unit RAF based at RAF Gaydon , Warwickshire taking place in late 1957. The first operational bomber squadron, 10 Squadron , formed at RAF Cottesmore in April 1958, with

4773-606: The Victor B.2s on order would be fitted to carry two Skybolts. This plan was abandoned when the U.S. cancelled the Skybolt programme in 1963. With the move to low-level penetration missions, the Victors were fitted with air-to-air refuelling probes above the cockpit and received large underwing fuel tanks. Nine B.2 aircraft were converted for strategic reconnaissance purposes to replace Valiants which had been withdrawn due to wing fatigue, with delivery beginning in July 1965. These aircraft received

4884-507: The Victor was never permanently based with any units stationed overseas, temporary deployments were frequently conducted, often in a ceremonial capacity or to participate in training exercises and competitions. Victor squadrons were dispatched on several extended deployments to the Far East , and short term deployments to Canada were also conducted for training purposes. At one point during the early 1960s, South Africa showed considerable interest in

4995-453: The Victor was outfitted with an extensive ECM suite which were operated by the air electronics officer (AEO), who had primary responsibility for the aircraft's electronics and communication systems. The ECM equipment could be employed to disrupt effective use of both active and passive radar in the vicinity of the aircraft, and to provide situational awareness for the crew. Enemy communications could also be jammed, and radar guided missiles of

5106-608: The Zeppelin attacks on London. Handley Page had been asked by the Admiralty to produce a "bloody paralyser of an aeroplane". These aircraft included the O/100 of 1915, the O/400 of 1918 and the four-engined V/1500 with the range to reach Berlin. The V/1500 had only just entered operational service as the war ended in 1918. The Handley Page factory at Radlett Aerodrome employed women as part of

5217-458: The acquisition of several bomber-configured Victors. Several of the Victor B.2s had been converted for Strategic Reconnaissance missions following the retirement of the Valiant in this capacity. In service, this type was primarily used in surveillance of the Atlantic Ocean and Mediterranean Seas , capable of surveying 400,000 square miles in an eight-hour mission; they were also used to sample

5328-478: The ailerons, elevators and rudder, with no manual reversion which required duplication as back-up. Since the control surfaces were fully powered an artificial feel unit was provided, fed by ram air from the pitot in the nose. Pilot control movements were transmitted via a low-friction mechanical system to the flying control units. Duplication was provided on the premise that the single pilot's input would remain functional and that neither hydraulic motors nor screwjack on

5439-424: The aircraft were hidden under wooden framing and tarpaulins printed with "GELEYPANDHY / SOUTHAMPTON" to make it appear as a boat hull in transit. GELEYPANDHY was an anagram of "Handley Pyge", marred by a signwriter's error. On 24 December 1952, piloted by Handley Page's chief test pilot Hedley Hazelden , WB771 made its maiden flight, which lasted for a total of 17 minutes. Ten days later, the Air Ministry announced

5550-446: The aircraft's official name to be Victor . The prototypes performed well; however, design failings led to the loss of WB771 on 14 July 1954, when the tailplane detached whilst making a low-level pass over the runway at Cranfield , causing the aircraft to crash with the loss of the crew. Attached to the fin using three bolts, the tailplane was subjected to considerably more load than had been anticipated, causing fatigue cracking around

5661-500: The assets of the bankrupt Miles Aircraft company. These assets include existing designs, tools and jigs, most notably for the Miles M.52 supersonic research aircraft, and the Miles site at Woodley , near Reading. The operation was named Handley Page (Reading) Ltd , a company constituted to buy and operate the assets formed out of the inactive Handley Page Transport Ltd. The most significant of

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5772-413: The bolt holes. This led to the bolts loosening and failing in shear. Stress concentrations around the holes were reduced by adding a fourth bolt. The potential for flutter due to shortcomings in the design of the fin/tailplane joint was also reduced by shortening the fin. Additionally, the prototypes were tail heavy due to the lack of equipment in the nose; this was remedied by adding large ballast weights to

5883-402: The bomb aimer's nose glazing was replaced with metal. During 1982, the glazing was reintroduced on some aircraft, the former nose bomb aimer's position having been used to mount F95 cameras in order to perform reconnaissance missions during the Falklands War . The K.2 could carry 91,000 lb (41,000 kg) of fuel. It served in the tanker role until withdrawn in October 1993. The Victor was

5994-558: The bomb bay remained available for weapons. Handley Page worked day and night to convert these six aircraft, with the first being delivered on 28 April 1965, and 55 Squadron becoming operational in the tanker role in August 1965. While these six aircraft provided a limited tanker capability suitable for refuelling fighters, the Mk 20A wing hosereels delivered fuel at too low a rate to be suitable for refuelling bombers. Work therefore continued to produce

6105-462: The campaign. The Victor also undertook several reconnaissance missions over the South Atlantic. These missions provided valuable intelligence for the retaking of South Georgia by British forces. Following the invasion of Kuwait by neighbouring Iraq in 1991, a total of eight Victor K.2s were deployed to Bahrain to provide in-flight refuelling support to RAF and other coalition aircraft during

6216-453: The case of a rocket, less propellant needed for a given delta-v , per the Tsiolkovsky rocket equation . In rockets, this means the engine is more effective at gaining altitude, distance, and velocity. This effectiveness is less important in jet engines that employ wings and use outside air for combustion and carry payloads that are much heavier than the propellant. Specific impulse includes

6327-409: The chaff. The fairings behaved like " Küchemann carrots". These were anti-shock bodies which reduced wave drag at transonic speeds (see area rule ). Handley Page proposed to build a further refined "Phase 6" Victor, with more fuel and capable of carrying up to four Skybolt (AGM-48) ballistic missiles on standing airborne patrols, but this proposal was rejected although it was agreed that some of

6438-550: The company's adjacent airfield known as Cricklewood Aerodrome , which was later used by Handley Page Transport . The factory was later sold off to Oswald Stoll and converted into Britain's largest film studio, Cricklewood Studios . During the First World War , Handley Page produced a series of heavy bombers for the Royal Navy to bomb the German Zeppelin yards, with the ultimate intent of bombing Berlin in revenge for

6549-410: The contribution to impulse provided by external air that has been used for combustion and is exhausted with the spent propellant. Jet engines use outside air, and therefore have a much higher specific impulse than rocket engines. The specific impulse in terms of propellant mass spent has units of distance per time, which is an artificial velocity called the "effective exhaust velocity". This is higher than

6660-441: The design being purchased and produced by Scottish Aviation at Prestwick , continuing after the company was bought by British Aerospace in 1977. Radlett Aerodrome was opened in 1929 as a grass aerodrome for Handley Page Civil Aircraft. Its runway was extended in 1939 to enable production of Halifax bombers. By the time of its closure the airfield had two runways: Most of the towers, hangars and runways were demolished in

6771-454: The end of 1968. The RAF had experienced intense demand on its existing aerial refuelling tanker fleet, and its existing fleet of Victor B.1 tankers that had been converted earlier were due to be retired in the 1970s, so it was decided that the stored Victor B.2Rs would be converted to tankers also. Handley Page prepared a modification scheme that would see the Victors fitted with tip tanks, the structure modified to limit further fatigue cracking in

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6882-458: The era were also reportedly rendered ineffective. The Victor B.2 featured an extended area located around the base of the tail fin which contained cooling systems and some of the ECM equipment. Some of the ECM equipment which initially saw use on the Victor, such as the original chaff dispenser and Orange Putter tail warning radar, had been developed for the earlier English Electric Canberra bomber and

6993-461: The fallout from French nuclear tests conducted in the South Pacific . Originally reconnaissance Victors were equipped for visual reconnaissance; it was found to be cheaper to assign Canberra light bombers to this duty and the cameras were removed in 1970. Subsequently, radar-based reconnaissance was emphasised in the type's role. The reconnaissance Victors remained in use until 1974 when they followed

7104-469: The fitting of F89 cameras. Prior to the demise of the Valiant as a tanker, a trial installation of refuelling equipment was carried out using the Victor, including: overload bomb-bay tanks, underwing tanks, refuelling probe and jettisonable de Havilland Spectre Assisted Take-Off units. The aircraft involved in the trials, B.1 "XA930", carried out successful trials at Boscombe Down at very high all-up weights with relatively short field length take-offs. With

7215-609: The flight controls. In the event of engine flameout RATs would enable the crew to keep control of the aircraft until the engines could be relit. The Victor was commonly described as having good handling and excellent performance, along with favourable low speed flight characteristics. During the flight tests of the first prototype, the Victor proved its aerodynamic performance, flying up to Mach 0.98 without handling or buffeting problems; there were next to no aerodynamic changes between prototype and production aircraft. Production aircraft featured an automated nose-flap operation to counteract

7326-414: The gills to supplement fin-driven motion. In some dragonfly larvae, jet propulsion is achieved by the expulsion of water from a specialised cavity through the anus. Given the small size of the organism, a great speed is achieved. Scallops and cardiids , siphonophores , tunicates (such as salps ), and some jellyfish also employ jet propulsion. The most efficient jet-propelled organisms are

7437-472: The ground or in the air as an emergency power supply if the engine-driven generators failed. It also reduced the need for some ground support equipment. Two turbine-driven alternators, otherwise known as ram air turbines (RATs), had been introduced on the B.2 to provide emergency power in the event of electrical power being lost. Retractable scoops in the rear fuselage would open to feed ram air to them enabling them to generate sufficient electrical power to operate

7548-760: The inherited designs became the Herald airliner. Designs from the Reading site used the initials HPR ("Handley Page (Reading)"). Unlike other large British aircraft manufacturers, Handley Page resisted the government's pressure to merge into larger entities. By the late 1960s, the British aviation industry was dominated by two companies: Hawker Siddeley and the British Aircraft Corporation . Unable to compete for government orders or build large commercial aircraft, Handley Page produced its final notable Handley Page design,

7659-566: The letters HP and a sequential number to indicate the model, with previous aircraft being retroactively assigned numbers in the new sequence, starting with the Type A as the HP.1. Thus the O/400 became the HP.16 and the W.8 the HP.18. Unbuilt projects were skipped from this sequence. When the assets of Miles Aircraft were taken over, the latter's Reading design office used HPR for Handley Page Reading, followed by

7770-522: The luxurious Handley Page H.P.42 , for use on Imperial routes to Africa and India. Handley Page developed the Handley Page Slat (or slot), an auxiliary airfoil mounted ahead and above the wing, which formed a narrow gap which improved airflow at high angles of attack and improved low speed handling. The leading edge slat was simultaneously designed by the German aerodynamicist Gustav Lachmann , who

7881-477: The majority of likely targets would not require such a long range, a less demanding specification for a medium-range bomber, Air Ministry Specification B.35/46 was issued. This demanded the ability to carry the same 10,000 lb bomb-load to a target 1,500 nautical miles (2,800 km; 1,700 mi) away at a height of 45,000–50,000 ft (14,000–15,000 m) at a speed of 575 mph (925 km/h). The design proposed by Handley Page in response to B.35/46

7992-502: The model E, the letter was used in combination with a slash and a number that referred to the installed horsepower, at least initially. However the 100 in O/100 indicated the type's 100-foot wingspan, while other designs it may or may not have been meaningful other than as a design sequence. By 1923, the company had come to the end of the alphabet and had begun reusing earlier letters, but this would have become confusing, so from 1924 they assigned

8103-511: The nose as a result of the Blue Steel installation. Coincidentally, Peter White, a senior aerodynamicist attended a symposium in Brussels and learned of Whitcomb's conical bodies set on the top of a wing which would add volume while reducing wave drag. However, the added skin friction drag meant an overall slight drag increase. So large streamlined fairings were added to the top of the each wing to hold

8214-408: The nuclear delivery role, the Victor was finished in an all-over anti-flash white colour scheme, designed to protect the aircraft against the damaging effects of a nuclear detonation. The white colour scheme was intended to reflect heat away from the aircraft; paler variations of RAF's roundels were also applied for this same reason. When the V-bombers were assigned to the low-level approach profile in

8325-446: The onboard electromechanical analogue bomb-aiming apparatus. Some of the navigation and targeting equipment was either directly descended from, or shared concepts with, those used on Handley Page's preceding Halifax bomber. Operationally, the accuracy of the bomb-aiming system proved to be limited to roughly 400 yards, which was deemed sufficient for high-level nuclear strike operations. The Victor had fully powered flying controls for

8436-439: The operational doctrine developed by the RAF, in the circumstance of deploying a large-scale nuclear strike, each Victor would have operated entirely independently; the crews would conduct their mission without external guidance and be reliant upon the effectiveness of their individual tactics to reach and successfully attack their assigned target; thus great emphasis was placed on continuous crew training during peacetime. Developing

8547-424: The operational fleet. The Victor B.1 was powered by four Armstrong Siddeley Sapphire turbojet engines. The engines were embedded in pairs in the wing roots. Because of the mid wing position, the tail was mounted at the tip of the fin to keep clear of the jet efflux. Sapphire engines installed in the Victor suffered 'centre-line closure' failures flying in dense cloud or heavy rain flying in the tropics. The Victor B.2

8658-554: The other two V-Bombers, the Victor made use of the Navigational and Bombing System (NBS); a little-used optical sight had also been installed upon early aircraft. For navigation and bomb-aiming purposes, the Victor employed several radar systems. These included the H2S radar , developed from the first airborne ground-scanning radar, and the Green Satin radar . Radar information was inputted into

8769-550: The programme. Two HP.80 prototypes, WB771 and WB775 , were built. WB771 had been partially assembled at the Handley Page factory at Radlett airfield when the Ministry of Supply decided the runway was too short for the first flight. The aircraft parts were transported by road to RAF Boscombe Down where they were assembled for the first flight; bulldozers were used to clear the route and create paths around obstacles. Sections of

8880-434: The proposal matured, a high-mounted, full tailplane was adopted instead. The profile and shaping of the crescent wing was subject to considerable fine-tuning and alterations throughout the early development stages, particularly to counter unfavourable pitching behaviour in flight. The HP.80 and Avro's Type 698 were chosen as the best two of the proposed designs to B.35/46, and orders for two prototypes of each were placed. It

8991-513: The prototypes. Production Victors had a lengthened nose to move the crew escape door further from the engine intakes as the original position was considered too dangerous as an emergency exit in flight. The lengthened nose also improved the center of gravity range. Production B.1 Victors were powered by the Armstrong Siddeley Sapphire ASSa.7 turbojets rated at 11,000  lbf (49  kN ), and were initially armed with

9102-591: The remainder of the site was sold off and a Wickes home renovation store currently occupies the site. With the Second World War looming, Handley Page designed and produced the HP.52 Hampden bomber, which took part in the first British raid on Berlin. In response to a 1936 government request for heavier, longer ranged aircraft, Handley Page tendered the HP.56 design powered by twin Rolls-Royce Vultures and this

9213-515: The salps, which use an order of magnitude less energy (per kilogram per metre) than squid. Handley Page Handley Page Limited was a British aerospace manufacturer . Founded by Frederick Handley Page (later Sir Frederick) in 1909, it was the United Kingdom's first publicly traded aircraft manufacturing company. It went into voluntary liquidation and ceased to exist in 1970. The company, based at Radlett Aerodrome in Hertfordshire ,

9324-451: The same level as the rest of the crew, due to a large pressurised compartment that extended all the way to the nose. As with the other V-bombers, only the pilots were provided with ejection seats ; the three systems operators relying on "explosive cushions" inflated by a CO 2 bottle that would help them from their seats, but despite this, escape for them would have still been very unlikely in most emergency situations. While assigned to

9435-617: The same time, the Air Ministry drew up requirements for bombers to replace the piston-engined heavy bombers such as the Avro Lancaster and the new Avro Lincoln which equipped RAF Bomber Command . In January 1947, the Ministry of Supply distributed Specification B.35/46 to aviation companies to satisfy Air Staff Operational Requirement OR.229 for "a medium range bomber landplane capable of carrying one 10,000 lb (4,500 kg) bomb to

9546-433: The sound barrier knowingly to demonstrate the Victor's higher speed capability compared to the earlier V-bombers. The Victor was the largest aircraft to have broken the sound barrier at that time. The RAF required its bombers to be capable of higher operational ceilings, and numerous proposals were considered for improved Victors. Initially, Handley Page proposed using 14,000 lbf (62 kN) Sapphire 9 engines to produce

9657-406: The specification that the whole nose section could be detached at high altitudes to act as an escape pod, but the Air Ministry abandoned this requirement in 1950. The Victor had a five-man crew, comprising the two pilots seated side by side and three rearward-facing crew, these being the navigator/plotter, the navigator/radar operator, and the air electronics officer (AEO). The Victor's pilots sat at

9768-403: The specification, the bomb bay was designed to carry several conventional armaments, including a single 22,000 lb (10,000 kg) Grand Slam or two 12,000 lb (5,400 kg) Tallboy earthquake bombs , up to forty-eight 1,000 lb (450 kg) bombs or thirty-nine 2,000 lb (910 kg) sea mines. One proposed addition to the Victor were underwing panniers capable of carrying

9879-452: The standard bombers into the tanker conversion line; a handful of modified Avro Vulcans assumed the maritime radar reconnaissance role in their place. Both the Victor and the Vulcan, played a high-profile role during the 1982 Falklands War. In order to cross the distance of the South Atlantic, a single Vulcan required refuelling several times from Victor tankers. A total of three bombing missions were flown against Argentine forces deployed to

9990-464: The starboard pitot head had failed, causing the flight control system to force the aircraft into an unrecoverable dive. Minor changes resolved the problem, allowing the B.2 to enter service in February 1962. A total of 21 B.2 aircraft were upgraded to the B.2R standard with Conway RCo.17 engines (20,600 lbf or 92 kN thrust) and facilities to carry a Blue Steel stand-off nuclear missile . Anti-radar chaff storage had to be relocated from under

10101-610: The subsequent 1991 Gulf War . RAF strike aircraft such as the Panavia Tornado would frequently make use of the tanker to refuel prior to launching cross-border strikes inside Iraq. The remaining Victor fleet was retired in 1993, at which point it had been the last of the three V-bombers in operational service. A total of four Victors have survived and are on display in the United Kingdom. None are flightworthy. A fifth airframe, Victor K.2 XH673 : A K.2 served as Gate guardian at RAF Marham when retired in 1993, but in early 2020 she

10212-481: The tail continued to sink, giving a cushioned landing without any command or intervention by the pilot. However, this characteristic was considered to be of no special advantage according to an assessment of the second prototype by the Aeroplane and Armament Experimental Establishment. The Victor has been described as an agile aircraft, atypical for a large bomber aircraft; in 1958, a Victor had performed several loops and

10323-566: The war after the Avro Lancaster (itself essentially a four-engine development of the Manchester). Although in some respects (such as crew survivability) better than the Lancaster, the Halifax suffered in terms of altitude performance and was redeployed toward the end of the war as a heavy transport and glider tug, with several variants being specifically built as such, including the HP.70 Halton. After

10434-458: The war effort, and was visited by royalty. In early 1919, a Handley Page V/1500 aircraft, dubbed Atlantic , was shipped to Newfoundland to attempt the world's first non-stop Transatlantic flight ; only to be beaten by a Vickers Vimy piloted by Alcock and Brown in June of that year. The Atlantic flew into New York City via Canada on 9 October 1919, carrying the first airmail from Canada to

10545-522: The war, the British Government sought tenders for jet bombers to carry the nation's nuclear deterrent . The three types produced were known as the V-Bombers , and Handley Page's contribution was the HP.80 Victor , a four-engined, crescent-winged design. This aircraft remained in service (as a tanker aircraft ) well beyond the demise of the company which created it. In 1947 Handley Page bought some of

10656-507: The wing decreased in three distinct steps from the root to the tip, to ensure a constant critical Mach number across the entire wing and consequently a high cruise speed. The other parts of the aircraft which accelerate the flow, the nose and tail, were also designed for the same critical mach number so the shape of the HP.80 had a constant critical mach number all over. Early work on the project included tailless aircraft designs, which would have used wing-tip vertical surfaces instead; however as

10767-452: The wings, and ejection seats provided for all six crewmembers. The Ministry of Defence delayed signing the order for conversion of the B2s until after Handley Page went into liquidation . The contract for conversion was instead awarded to Hawker Siddeley , who produced a much simpler conversion proposal, with the wingspan shortened to reduce wing bending stress and hence extend airframe life. While

10878-498: The withdrawal of the Valiant because of metal fatigue in December 1964 the RAF had no flight-refuelling capability, so the B.1/1A aircraft, by then surplus in the strategic bomber role, were refitted for this duty. To get some tankers into service as quickly as possible, six B.1A aircraft were converted to B(K).1A standard (later redesignated B.1A (K2P) ), receiving a two-point system with a hose and drogue carried under each wing, while

10989-406: Was already considered to be nearly obsolete by the time the Victor entered service. Significant improvements and alterations were made to the avionics and ECM suites, as effective ECMs had been deemed critical to the Victor's role;. For example, the introduction of the more capable Red Steer tail warning radar . The introduction of the Victor B.2 was accompanied by several new ECM systems, including

11100-452: Was also unhappy with Sir Frederick Handley Page 's resistance to its pressure to merge his company with competitors. Following Skybolt's cancellation, Victor B.2s were retrofitted as carrier aircraft for the Blue Steel standoff nuclear missile. The introduction of standoff weapons and the switch to low-level flight in order to evade radar detection were said to be decisive factors in the successful penetration of enemy territory. In 1964–1965,

11211-468: Was given the Handley Page HP.88 designation. The HP.88 crashed on 26 August 1951 after completing only about thirty flights and little useful data was gained during its brief two months of existence. By the time the HP.88 was ready, the HP.80 wing had changed such that the former was no longer representative. The design of the HP.80 had sufficiently advanced that the loss of the HP.88 had little effect on

11322-422: Was given the internal designation of HP.80. To achieve the required performance, Handley Page's aerodynamicist Dr. Gustav Lachmann and his deputy, Godfrey Lee developed a crescent-shaped swept wing for the HP.80. Aviation author Bill Gunston described the Victor's compound-sweep crescent wing as having been "undoubtedly the most efficient high-subsonic wing on any drawing board in 1947". The sweep and chord of

11433-476: Was later employed by Handley Page. The design was so successful that licensing fees to other companies were their main source of income in the early 1920s. In 1929, Cricklewood Aerodrome was closed and Handley Page moved the aircraft final assembly to Radlett Aerodrome . Cricklewood Aerodrome was taken over by Cricklewood Studios , the largest film studio in the UK at that time. Manufacture of aircraft parts and sub-assemblies continued until 1964 at Cricklewood when

11544-557: Was noted for its pioneering role in aviation history and for producing heavy bombers and large airliners . Frederick Handley Page first experimented with and built several biplanes and monoplanes at premises in Woolwich , Fambridge and Barking Creek . His company, founded on 17 June 1909, became the first British public company to build aircraft. In 1912, Handley Page established an aircraft factory at Cricklewood after moving from Barking . Aircraft were built there, and flown from

11655-436: Was offered up for disposal, with the word being that she was in a structurally unsafe condition. In spite of preservation attempts as of December 2020 most of the airframe had been scrapped. In February 2021, the RAF released the time-lapse footage of this airframe being dismantled. Data from Handley Page Aircraft since 1907 General characteristics Performance Armament Jet-powered Jet propulsion

11766-598: Was ordered, along with what became the Avro Manchester . However the Vulture proved so troublesome that – years before the engine was abandoned by Rolls-Royce in 1940 – the Air Staff decided that the HP.56 should be fitted with four engines instead. Therefore, before reaching the prototype stage, the HP.56 design was reworked into the four-engined HP.57 Halifax . The Halifax became the second most-prolific British heavy bomber of

11877-537: Was powered by the newer Rolls-Royce Conway turbofan which at one point was the most powerful non- afterburning engine outside the Soviet Union. The Conway had significantly higher thrust than the Sapphire engine in the B.1. The Victor B.2 had a Blackburn Artouste auxiliary power unit (AAPU) installed in the starboard wing root. It provided high-pressure air for starting the engines, and also provided electrical power on

11988-428: Was prepared for rapid dispersal, with two aircraft loaded with live conventional bombs and held on one-hour readiness, ready to fly operational sorties. However, they were never required to fly combat missions and the high readiness alert finished at the end of the month. Following the discovery of fatigue cracks, developing due to their low-altitude usage, the B.2R strategic bombers were retired and placed in storage by

12099-492: Was recognised, however, that there were many unknowns associated with both designs, and an order was also placed for Vickers' design, which became the Valiant . Although not fully meeting the requirements of the specification, the Valiant design posed little risk of failure and could therefore reach service earlier. The HP.80's crescent wing was tested on a ⅓-scale glider , the HP.87, and a heavily modified Supermarine Attacker , which

12210-531: Was replaced by Vickers VC10 and Lockheed Tristar tankers. The origin of the Victor and the other V bombers is linked to the early British atomic weapons programme and nuclear deterrent policies that were developed after the Second World War . The atom bomb programme formally began with Air Staff Operational Requirement OR.1001 issued in August 1946, which anticipated a government decision in January 1947 to authorise research and development work on atomic weapons;

12321-537: Was retired from the nuclear mission in 1968, following the discovery of fatigue cracks which had been exacerbated by the RAF's adoption of a low-altitude flight profile to avoid interception , and due to the pending introduction of the Royal Navy's submarine-launched Polaris missiles in 1969. With the nuclear deterrent mission relinquished to the Royal Navy a large V-bomber fleet could not be justified. A number of Victors were modified for strategic reconnaissance, using

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