Wilson, Stewart. Lincoln, Canberra & F-111 in Australian service. Weston Creek, Australia: Aerospace Publications, 1989. ISBN 0-9587978-3-8. Ward, Sharkey (2000). Sea Harrier over the Falklands. London: Cassell and Co. ISBN 0-304-35542-9. OCLC 606040010. Jerram, Mike (June 1993). "Can Vulcan be Saved?". Flying Magazine. Hachette Filipacchi . Retrieved 24 March 2020. After over 20 minutes of intensive flying through the storm, the jets had burned more fuel than planned. Martin and his Vulcan crew flew in formation with the tankers during the storm, but as air-to-air refuelling was carried out in radio silence they were unaware of the full detail of the Victors’ problems. When they received a little over half the fuel they expected and the Victor signalled they had given all they could spare, the Vulcan crew were surprised. They had much lower levels than needed to complete the mission and return to Ascension. In reality XL189 had given morethan they could spare. The Rolls-Royce Olympus, originally known as the "Bristol BE.10 Olympus", [120] [N 5] is a two-spool, axial-flow turbojet that powered the Vulcan. Each Vulcan had four engines buried in the wings, positioned in pairs close to the fuselage. The engine's design began in 1947, intended to power the Bristol Aeroplane Company's own rival design to the Vulcan. [122] Gas-flow diagram of an Olympus Mk 101 engine

Hawker Siddeley Vulcan B2". National Cold War Exhibition. Trustees of the Royal Air Force Museum. Archived from the original on 6 August 2020 . Retrieved 24 July 2013. Fuel was carried in 14 bag tanks, four in the centre fuselage above and to the rear of the nosewheel bay, and five in each outer wing. The tanks were split into four groups of almost equal capacity, each normally feeding its respective engine, though cross-feeding was possible. The centre of gravity was automatically maintained by electric timers, which sequenced the booster pumps on the tanks. [71] [78] B.2 aircraft could be fitted with one or two additional fuel tanks in the bomb bay. [79] Other countries expressed interest in purchasing Vulcans, but as with the other V-bombers, no foreign sales materialised. [64] AustraliaWynn, Humphrey. RAF Strategic Nuclear Deterrent Forces: Origins, Roles and Deployment 1946–1969. London: The Stationery Office, 1997. ISBN 0-11-772833-0. Squadron 1969–1975, moved from Cottesmore in 1969 it returned to the UK in 1975 to Waddington. [217]

Aloft, the race to outfit the Vulcans and supporting Victors for their mission reached a kind of technical frenzy compounded by the problem of no one knowing exactly how the mission could be achieved. Three days before the Vulcans were due to fly to Ascension Island, the decision to bomb from 300ft was changed to 7,000ft. The crews practised this twice. Next they discovered that the fuel calculation to get them to Ascension was wrong. They took off two days later, from RAF Waddington, during a decommissioning ceremony for one of the other two Vulcan squadrons.Initial long-range operations by the RAF involved the use of Victor aircraft for reconnaissance of the region surrounding South Georgia Island in support of Operation Paraquet, the recapture of South Georgia. At 0400Z on 20 April, a Victor piloted by Squadron Leader J. G. Elliott, took off from Ascension, accompanied by four supporting tankers to supply fuel for the outbound journey. Another flight of four tankers supplied fuel for the return journey. Two more reconnaissance missions to the South Georgia area were carried out on 22–23 April and on 24–25 April. [14] These missions demonstrated the capability of the Victor tanker fleet, flying out of Ascension, to support operations in the South Atlantic. [13] Vulcan bombers [ edit ] The bomb bay of Vulcan XM598 After the disbandment of No. 50 Squadron, two Vulcans continued flying with the RAF in air displays as part of the Vulcan Display Flight, based at Waddington but administered through No. 55 Squadron, based at RAF Marham. Initially displaying using XL426, in 1986 that aircraft was sold, having been replaced by XH558, which began displays in 1985. The VDF continued with XH558 until 1992, finishing operations after the Ministry of Defence determined it was too costly to run in light of budget cuts. Both aircraft subsequently entered preservation and survived, although a third, XH560, kept in reserve in the first years, was later scrapped.

Extract from National Archives: Ref no. BT 233/403 report on the crash." National Archives, Retrieved: 24 August 2010.Powerplant: 4 × Bristol Olympus Mk.101 / Mk.102 / Mk.104 twin-spool turbojet engines, 11,000lbf (49kN) thrust each However, more challenges lay ahead. An electrical storm interfered with the last refuelling stop, an issue that almost jeopardised the entire operation. Vulcan Jet Bomber Smashes England To Australia Record". The Canberra Times. Australian Capital Territory, Australia. 22 June 1961. p.1 . Retrieved 26 March 2020– via Trove.

Gripping, endlessly fascinating detail. I read the book in one sitting: it is an utterly compelling war story, brilliantly written Simon Winchester First flight of production aircraft 4 February 1955, delivered between June 1955 and December 1957 [200] [201] Baxter, Alan. Olympus: The First Forty Years. Derby, UK: Rolls-Royce Heritage Trust, 1990. ISBN 978-0-9511710-9-7.

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During the planning stages of the assault on Argentine held locations on the Falklands, much attention was paid to how to achieve air superiority over the islands (Hasting, 2013). The British Air Force would be comprised primarily of Royal Navy Sea Harriers, operating from aircraft carriers such as the British Flagship HMS Hermes (Ward 1993). After Argentina invaded the Falkland Islands on 2 April 1982, [6] the British Government resolved to recapture them. [9] Victor tankers [ edit ]