At the end of the second world war with the dawning of both the jet and nuclear ages. A time of Cold War and Hot Jets. When Britain ruled the skies as an Empire of the Clouds. The UK was at the forefront of plane design. Producing design such as the Canberra. Which didn't leave service with the RAF until 2006 and is still used by NASA. An effective bomber, lacked the payload and range to carry early atomic bombs to targets in the USSR.

V-Force
Air Ministry Specification B.35/46 which envisioned "medium-range bomber landplane, capable of carrying one 10,000 pounds (4,500 kg) bomb to target 1,500 nautical miles (2,800 kilometres) from a base which may be anywhere in the world."

A number of companies submitted design to meet the specification. Avro and Handley Page¡¯s designs were seen as advanced and high risk. The Vickers¡¯ design was selected as a 'safe' stop-gap option..

Additional insurance was to be provided by the Shorts design. The Sperrin took a very conservative approach. Essentially a World War Two design with jet instead of piston engines. Two prototypes were built. Before in late 1949, the Air Ministry ordered the Vickers Valiant for production instead. Relegating the two airframes to research duties.

Vickers Valiant
The first of the V-Bombers to fly and enter service. Taking to the skies on 18th May 1951. The production versions of the type entered RAF service on 8th February 1955. The only one of the V-Bombers to drop a live nuclear weapon as part of Operation Grapple. They were also deployed in a conventional role in the Suez crisis. The Valiant had a shoulder-mounted wing and four Rolls-Royce Avon embedded in the wing roots. Representing a conservative design compared to the other members of the V-Force.

Avro Vulcan
Designed by the same team as the Lancaster. With the prototype Vulcan flying only 11 years after the first flight of the Lancaster. Famously performing a barrel roll at Farnborough. Just over a year after the first flight of the Valiant on 30th August 1952. The Vulcan was a tailless delta wing design powered by four Bristol Olympus engines. Because of the lack of experience with Delta wing designs. Five Avro 707¡¯s were built as proof-of-concept plane. With the first 707 flying on 4th September 1949.

Handley Page Victor
The fastest and able to carry the largest bombload. The Victor featured a unique crescent-shaped swept wing and was able to go Supersonic in a dive. First flying just under four months after the Vulcan om 24th December 1952. The Victor had the longest service life of all the V-Force, seeing action in the first gulf war. Before retiring in 1993. With XM715 being the last to fly in an unscheduled hop on 3rd May 2009.

Low-level
By the mid 1960¡¯s, even stand-off missiles and Quick Reaction Alert did not provide the required confidence of the bombers being able to deliver their weapons. The V-Force switched from the previous high-level mission profile to low level missions. This prompted a change from the previous anti flash white colour scheme to disruptive pattern camouflage. The Valiant¡¯s developed stress fractures and were soon withdrawn from service. The Victors also did not withstand the increased stresses of the low-level role and were converted to tankers. Leaving the Vulcan to carry out the nuclear role.

The new low-level role also highlighted that each of the V-Force only provided ejection seats for the pilots. With the rear crew being expected to bail out of the crew door in the event of an emergency. Which prompted questions in Parliament.

Possible Replacement
The TSR-2, designed for the low-level mission from the outset. Was put forward as a possible replacement for the V-Force. By 1963 the TSR-2 had been cancelled in favour of F-111, which was subsequently also cancelled. Leaving the V-Force as the UK¡¯s nuclear deterrent.

Handing over the Nuclear Deterrent Role
By the end of 1970 British Polaris submarines became operational, taking over as the UK¡¯s nuclear deterrent. Vulcan¡¯s continued to carry the WE.177B tactical weapon in support of NATO.

Twilight years
The Panavia Tornado started to enter RAF service June 1979, marking the beginning of the end the V-Force as weapons platforms. As squadron¡¯s ran down, 617 Squadron was filmed to document the final days of the unit.

Good morning, this is One Quebec Delta. Superfuse
Things abruptly changed on 2nd April 1982. With the Argentine invasion of the Falkland Islands. The RAF set about planning an attack with the closest runway on RAF Ascension Island. 6300 kilometres from the Falklands. These Black Buck raids would use a Vulcan supported by many Victor tankers. With the Vulcan needing to be refuelled four times on the outbound leg and once on the return. The raids marked the first use of the Vulcan in combat and the V-force since Suez in 1956. The military success of the raids is still being debated.

Tanker
With much of fatigue life of the RAF's Victor tankers being consumed by the Black Buck missions. Six Vulcan B2¡¯s were converted into tankers to supplement the refuelling fleet. Serving until March l984. Marking the end of the Vulcan in frontline service.

Vulcan Display Flight
Such was the popularly of the Vulcan at air shows. In part due to the distinctive sound the engines make at around 90% power. The famous Vulcan Howl. The RAF maintained a Vulcan for display flights. Initially this was XL426 for the 1984 season . With XH560 as a replacement, before XH558 was selected given her larger remaining flying hours. XH558 remained with the flight until budget cuts disbanded the unit. Bidding farewell with a wave. The final display being at RAF Cranfield on 20th September 1992.

Bruntingthorpe
XH558 was acquired along with a large collection of spares by the Walton family, and delivered to Bruntingthorpe Aerodrome in Leicestershire on 23 March 1993. XH558 performed fast taxys as part of the collection of cold war jets.

Return to Flight
In 1997, a study was conducted, looking into the feasibility of returning XH558 to flight. With the project always struggling for money. The Vulcan to the sky trust was formed. The most complex return to flight project continued on. Finally, in October 2007 getting XH558 moving under her own power on the 12th. Fast Taxying again on the 17th. With the return to the air on the 18th. The first display was at RAF Waddington in July 2008, watched over by XM607.

Back to Finningley
XH558¡¯s base moved to Doncaster Sheffield Airport. The former RAF Finningley. Funding still remained a problem. XH558 cost £2 million a year. XH558 appeared at RIAT 2012. 2013 was projected to be the final flying year but funds were raised to continue until 2015. With XH558 flying with two Avro Lancaster in 2014.

Swansong
The three technical authorities (BAE Systems, Marshall Aerospace and Defence Group and Rolls-Royce) withdrew their support. Meaning XH558 would lose CAA approval to fly at the end of 2015. By this point XH558 had performed 10% more flying hours than any other Vulcan. With engineers being brought out of retirement to provide the expertise.

The final flying season was marked by an extended send-off. The last time flying with the Red Arrows. A 'Salute to the V-Force' tour, visiting all the preserved V-Force airframes in the UK. A final display at Old Warden. A tour of Northern and Southern sites to give as many people as possible a chance to say goodbye. With the final flight taking place on 28th October 2015

Life after Flight
XH558 remains at Doncaster Sheffield Airport and able to fast taxy. Plans exist to build a new hanger with XH558 as the centrepiece to inspire the next generation.

"Don't cry because it's over, smile because it happened"