Editing Avro Vulcan (section)

==Development==

===Origins===
{{further|V bombers}}
[[File:Avro 698 and Avro 710 top-view silhouettes.png|thumb|Silhouettes of an early Avro 698 concept and the cancelled [[#Avro_707_and_Avro_710|Avro 710]]]]
The origin of the Vulcan and the other V bombers is linked with early [[Blue Danube (nuclear weapon)|British atomic weapon programme]] and [[Deterrence theory#Nuclear weapons and deterrence|nuclear deterrent]] policies. Britain's atom bomb programme began with Air Staff Operational Requirement OR.1001 issued in August 1946. This anticipated a government decision in January 1947 to authorise research and development work on atomic weapons, the U.S. [[Atomic Energy Act of 1946]] (McMahon Act) having prohibited exporting atomic knowledge, even to countries that had collaborated on the [[Manhattan Project]].<ref>Wynn 1997, pp. 7, 16.</ref> OR.1001 envisaged a weapon not to exceed {{convert|24|ft|2|in|m|abbr=on}} in length, {{convert|5|ft|m|abbr=on}} in diameter and {{convert|10000|lb|kg|abbr=on}} in weight. The weapon had to be suitable for release from {{convert|20000|to|50000|ft|m|abbr=on}}.<ref>Wynn 1997, p. 18.</ref>

In January 1947, the [[Ministry of Supply]] distributed [[List of Air Ministry specifications|Specification B.35/46]] to UK aviation companies to satisfy Air Staff Operational Requirement OR.229 for "a medium range bomber landplane capable of carrying one {{convert|10000|lb|kg|abbr=on}} bomb to a target {{convert|1500|nmi|mi km}} from a base which may be anywhere in the world." A cruising speed of {{convert|500|kn|mph km/h}} at altitudes between {{convert|35000|and|50000|ft|m|abbr=on}} was specified. The maximum weight when fully loaded should not exceed {{convert|100000|lb|kg|abbr=on}}. Alternatively, the aircraft was to be capable of carrying a conventional bomb load of {{convert|20000|lb|kg|abbr=on}}. The similar OR.230 required a "long-range bomber" with a {{convert|2000|nmi|mi km}} radius of action with a maximum weight of {{convert|200000|lb|kg|abbr=on}} when fully loaded; this requirement was considered too exacting.<ref>Wynn 1997, pp. 44–46.</ref> Six companies submitted technical brochures to this specification, including Avro.<ref>Wynn 1997, p. 47.</ref>

Required to tender by the end of April 1947, work began on receipt of Specification B.35/46 at Avro, led by technical director [[Roy Chadwick]] and chief designer [[Stuart Davies (engineer)|Stuart Davies]]; the type designation was ''Avro 698''. As was obvious to the design team, conventional aircraft could not satisfy the specification. No worthwhile information about high-speed flight was available from the [[Royal Aircraft Establishment]] (RAE) or the US.<ref>The Vulcan Story by the Technical Editor, Flight, 31 January 1958, p.143</ref> Avro were aware that [[Alexander Lippisch]] had designed a delta-wing fighter and considered the same delta configuration would be suitable for their bomber.<ref>The Avro Type 698 Vulcan The Secrets Behind Its Design And Development, David W. Fildes 2012, {{ISBN|978 1 84884 284 7}}, Bob Lindley recollections p.18</ref> The team estimated that an otherwise conventional aircraft, with a swept wing of 45°, would have doubled the weight requirement. Realising that swept wings increase longitudinal stability, the team deleted the tail ([[empennage]]) and the supporting [[fuselage]], it thus became a swept-back [[flying wing]] with only a rudimentary forward fuselage and a fin ([[vertical stabilizer]]) at each wingtip. The estimated weight was now only 50% over the requirement; a delta shape resulted from reducing the [[wingspan]] and maintaining the wing area by filling in the space between the wingtips, which enabled the specification to be met.<ref name='gunst143'>Gunston, W.T. [http://www.flightglobal.com/pdfarchive/view/1958/1958%20-%200139.html?tracked=1 "The Vulcan Story."] ''Flight'', 31 January 1958, p. 143.</ref> Although Alexander Lippisch is generally credited as the pioneer of the delta wing, Chadwick's team had followed its own logical design process.<ref name='laming23-24'>Laming 2002, pp. 23, 24.</ref> The initial design submission had four large turbojets stacked in pairs buried in the wings on either side of the centreline. Outboard of the engines were two [[bomb bay]]s.<ref name='gunst143'/>

In August 1947, Chadwick was killed in the crash of the [[Avro Tudor|Avro Tudor 2 prototype]], and was succeeded by Sir William Farren.<ref name='laming26'>Laming 2002, p. 26.</ref> Reductions in wing thickness made incorporating the split bomb bays and stacked engines impossible, thus the engines were placed side by side in pairs on either side of a single bomb bay, with the fuselage growing somewhat. The wingtip fins gave way to a single fin on the aircraft's centreline.<ref name='gunst143'/> Rival manufacturer Handley Page received a prototype contract for its crescent-winged [[Handley-Page Victor|HP.80]] B.35/46 tender in November 1947.<ref name='laming26'/> Although considered the best option, the contract award for Avro's design was delayed while its technical strength was established.<ref name ='but 31'>Buttler 2003, p. 31.</ref> Instructions to proceed with the construction of two Avro 698 prototypes were received in January 1948.<ref name='laming26'/> As an insurance measure against both radical designs failing, [[Short Brothers]] received a contract for the prototype [[Short Sperrin|SA.4]] to the less-stringent Specification B.14/46. The SA.4, later named Sperrin, was not required. In April 1948, [[Vickers-Armstrongs|Vickers]] also received authority to proceed with their [[Vickers Valiant|Type 660]], which, although falling short of the B.35/46 Specification, but being of a more conventional design, would be available sooner. This plane entered service as the Valiant.<ref>Wynn 1997, pp. 52–54.</ref>

===Avro 707 and Avro 710===
[[File:Avro Vulcan VX770 VX777 FAR 13.09.53 edited-2.jpg|thumb|right|The prototype Vulcans (VX777 front, VX770 rear) with four [[Avro 707]]s at the [[Farnborough Air Show]] in September 1953: The large [[delta wing]]s of the Vulcan quickly gave it the affectionate nickname of "Tin Triangle".<ref>{{cite magazine |last=Jerram |first=Mike |date=June 1993 |title=Can Vulcan be Saved? |url=https://books.google.com/books?id=RMXnUv3iIjoC&pg=PA38 |magazine=Flying Magazine |publisher=[[Hachette Filipacchi Media U.S.|Hachette Filipacchi]] |access-date= 24 March 2020 }}</ref>]]
{{main|Avro 707}}

As Avro had no flight experience of the delta wing, the company planned two smaller experimental aircraft based on the 698, the one-third scale model 707 for low-speed handling and the one-half scale model 710 for high-speed handling. Two of each were ordered. The 710 was cancelled when it was considered too time-consuming to develop; a high-speed variant of the 707 was designed in its place, the 707A.<ref>Laming 2002, p. 27.</ref> The first 707, [[United Kingdom military aircraft serial numbers|VX784]], flew in September 1949, but crashed later that month, killing the [[Aeroplane and Armament Experimental Establishment]]'s chief test pilot Squadron Leader Samuel Eric Esler, DFC, AE.<ref>Hewitt 2003, Ireland's Aviator Heroes of World War II, p. 168.</ref> The second low-speed 707, VX790, built with the still uncompleted 707A's nose section (containing an [[ejection seat]])<ref>Laming 2002, p. 29.</ref> and redesignated 707B, flew in September 1950 piloted by Avro test pilot Wg Cdr [[Roland Falk|Roland "Roly" Falk]]. The high-speed 707A, WD280, followed in July 1951.<ref name="blackman21">Blackman 2007, p. 21.</ref>

Due to the delay of the 707 programme, the contribution of the 707B and 707A towards the basic design of the 698 was not considered significant,<ref>Laming 2002, p. 32.</ref> though it did highlight a need to increase the length of the nosewheel to give a ground incidence of 3.5°, the optimum take-off attitude.<ref>Blackman 2007, p. 33.</ref> The 707B and 707A proved the design's validity and gave confidence in the delta [[planform (aeronautics)|planform]]. A second 707A, WZ736, and a two-seat 707C, WZ744, were also constructed, but they played no part in the 698's development.<ref name="blackman21"/>

===Prototypes and type certification{{anchor|Vulcan B.1}}{{anchor|Vulcan B.1A}}{{anchor|Vulcan B.2}}===

====First prototype VX770 and name====
[[File:Comparison of Vulcan Planforms.jpg|thumb|upright|Comparison of Vulcan wing designs]]
More influential than the Avro 707 in the 698's design was the wind-tunnel testing performed at RAE [[Farnborough Airport|Farnborough]]. This necessitated a wing redesign incorporating a cranked and drooped leading edge and [[vortex generators]] to avoid the onset of [[Compressibility#Aeronautical dynamics|compressibility]] drag, which would have restricted the maximum speed.<ref>Laming 2002, p. 43.</ref> This wing modification resulted in the "phase 2" wing which was first investigated on Avro 707A WD480. This modification was too late to be incorporated on the two prototype 698s and the first three B.1 aircraft before their first flights. (The B.1s were quickly retrofitted).

Painted gloss white, the 698 prototype VX770, with its pure delta wing, flew for the first time on 30 August 1952 piloted by [[Roland Falk|Roly Falk]] flying solo.<ref>Darling 2007, p. 13</ref> VX770, fitted with only the first pilot's ejection seat and a conventional control wheel, was powered by four [[Rolls-Royce Avon|Rolls-Royce RA.3 Avon]] engines of {{convert|6500|lbf|kN|abbr=on}} thrust, its intended [[Bristol Olympus]] engines not being available. The prototype had fuselage fuel tanks but no wing tanks, so temporary additional tankage was carried in the bomb bay.<ref>Blackman 2007, pp. 38, 40.</ref> VX770 made an appearance at the 1952 [[Society of British Aerospace Companies|Society of British Aircraft Constructors']] (SBAC) Farnborough Air Show the next month when Falk demonstrated an almost vertical bank.<ref name="Empire">Hamilton-Paterson 2010, pp. 18–19.</ref>

After its Farnborough appearance, the future name of the Avro 698 was a subject of speculation. Avro had strongly recommended the name ''Ottawa'',{{refn|RAF bombers had been traditionally named after inland towns in the British Commonwealth or towns associated with industry.<ref name='white44'>Wansbrough-White 1995, p. 44.</ref>|group=N}} in honour of the company's connection with [[Avro Canada]].<ref name = 'but 31'/><ref name='white44'/> The weekly magazine ''[[Flight International|Flight]]'' suggested ''Albion'' after rejecting ''Avenger'', ''Apollo'', and ''Assegai''. The chief of the air staff preferred a V-class of bombers, and the Air Council announced the following month that the 698 would be called ''Vulcan'' after the [[Vulcan (mythology)|Roman god of fire and destruction]].<ref name='brookes8'>Brookes and Davey 2009, p. 8.</ref>

In January 1953, VX770 was grounded for the installation of wing fuel tanks, [[Armstrong Siddeley Sapphire|Armstrong Siddeley ASSa.6 Sapphire]] engines of {{convert|7500|lbf|kN|abbr=on}} thrust and other systems; it flew again in July 1953.<ref>Blackman 2007, p. 41.</ref>

From 1957, VX770 was used as the flying testbed for the [[Rolls-Royce Conway]] [[turbofan|by-pass]] engine. It crashed at [[1958 Syerston Avro Vulcan crash|a flying display]] at [[RAF Syerston]] in September 1958.<ref name="auto">Darling 2007, p. 15.</ref>

====Second prototype VX777====
The second prototype, VX777, first flew on 3 September 1953. More representative of production aircraft, it was lengthened to accommodate a longer nose undercarriage leg to increase the angle of attack of the wing, shortening the take-off run. It featured a visual bomb-aiming blister under the cabin and was fitted with Bristol Olympus 100 engines of {{convert|9750|lbf|kN|abbr=on}} thrust. At Falk's suggestion, a fighter-style control stick had replaced the control wheel. Like VX770, VX777 had the original wing with straight leading edges.<ref name="auto"/> VX777 was joined in formation by the first prototype VX770 and four Avro 707s at the 1953 Farnborough Air Show. During trials in July 1954, VX777 was substantially damaged in a heavy landing at Farnborough. It was repaired, fitted with Olympus 101 engines of {{convert|11000|lbf|kN|abbr=on}} thrust before resuming trials with Avro and the [[Aeroplane and Armament Experimental Establishment]] (A&AEE) at [[MOD Boscombe Down|Boscombe Down]].{{citation needed|date=November 2024}}

====Testing and type certification====
While exploring VX777's high-speed and high-altitude [[flight envelope]] at the A&AEE, mild [[buffeting]] and other undesirable flight characteristics were experienced while approaching the limiting Mach number, including an alarming tendency to enter an [[Mach tuck|uncontrollable dive]]. This was judged unacceptable for an unarmed bomber. Fitting the phase 2 wing removed the buffeting and an auto-mach trimmer countered the high-speed dive. The latter applied up-elevator as the speed critically increased. This up-elevator force was greater than the force required to counter the dive. Consequently, as speed increased, the control column had to be pushed rather than pulled to maintain level flight. This artificial pitch-up made the Vulcan handle more like other aircraft as its speed increased.<ref>Blackman 2007, pp. 82/83</ref>

The first production B.1{{refn|A contract for 25 production models had been made in July 1952. The same number of the rival Handley Page design, later named Victor, were also ordered.<ref name='wynn62'>Wynn 1997, p. 62.</ref>|group=N}} XA889 first flew in February 1955 with the original wing<ref>Blackman 2007, p. 48.</ref> and joined the trials in June. In September 1955, Falk, flying the second production B.1 XA890 (which had remained at Woodford as part of the MoS's Air Fleet on radio trials), amazed crowds at the Farnborough Air Show by executing a [[barrel roll]]<ref name="Blackman, 2007, 128" >Blackman 2007, pp. 128–129.</ref> on his second flypast in front of the SBAC president's tent. After two days of flying, he was called in front of service and civil aviation authorities and ordered to refrain from carrying out this "dangerous" manoeuvre.<ref name="Blackman, 2007, 128" /> Now fitted with a phase 2 wing, XA889 was delivered in March 1956 to the A&AEE for trials for the type's initial [[Certificate of Airworthiness]] which it received the following month.<ref>Laming 2002, p. 48.</ref>

(In 1956, VX777 was modified with the even larger phase 2(C) wing. Fitted with Olympus 104 engines, it became the aerodynamic prototype of the Vulcan B.2.){{citation needed|date=November 2024}}

===Into service===

====Vulcan B.1 and B1A====
The first 15 production B.1s were powered by the Olympus 101. Many of these early examples in a metallic finish remained the property of the Ministry of Supply, being retained for trials and development purposes. Those entering RAF service were delivered to [[No. 230 Operational Conversion Unit RAF|No 230 Operational Conversion Unit]] (OCU), the first in July 1956.<ref>Laming 2002, pp. 217–219.</ref> Later aircraft, painted in [[anti-flash white]] and powered by the Olympus 102 with {{convert|12000|lbf|kN|abbr=on}} thrust, began to enter squadron service in July 1957.<ref>Wynn 1997, p. 145.</ref> The Olympus 102s were modified during overhaul to the Olympus 104 standard, ultimately rated at {{convert|13500|lbf|kN|abbr=on}} thrust.<ref>Baxter 1990, p. 46.</ref>

Rebuilding B.1s as B.2s was considered but rejected over cost. Nevertheless, to extend the B.1's service life, 28 (the surviving B1 aircraft fitted with Olympus 102/104 engines) were upgraded by [[Armstrong Whitworth]] between 1959 and 1963 to the B.1A standard, including features of the B.2 such as ECM equipment,<ref>Brookes and Davey, 2009, p. 12.</ref> in-flight refuelling receiving equipment,<ref>''Pilot's Notes'' intro. Para. 1.</ref> and UHF radio.<ref name="PilotNotes">''Pilot's Notes'' pt. 1, ch. 16, para. 5.</ref>  However, the B.1As were not strengthened for low-level operations and all were withdrawn by 1968.<ref>Laming 2002, pp. 217–220.</ref>

====Vulcan B.2====
As far back as 1952, Bristol Aero Engines had begun development of the BOl.6 (Olympus 6) rated at {{convert|16000|lbf|kN|abbr=on}} thrust<ref>[http://www.flightglobal.com/pdfarchive/view/1957/1957%20-%200198.html?tracked=1 16,000 lb Thrust] ''Flight'' 15 February 1957 p 200</ref> but if fitted to the B.1, this would have reintroduced the buffet requiring further redesign of the wing.<ref name="laming p62">Laming 2002, p. 62.</ref>

The decision to proceed with the B.2 versions of the Vulcan was made in May 1956, being developed by Avro's chief designer [[Roy Ewans]]. The first B.2 was anticipated to be around the 45th aircraft of the 99 then on order.<ref>Wynn 1997, pp. 315, 316.</ref> As well as being able to achieve greater heights over targets, operational flexibility was believed to be extended by the provision of in-flight refuelling equipment and tanker aircraft.<ref>Wynn 1997, p. 154.</ref> The increasing sophistication of Soviet air defences required the fitting of electronic countermeasure (ECM) equipment, and vulnerability could be reduced by the introduction of the Avro [[Blue Steel (missile)|Blue Steel]] [[stand-off missile]], then in development.<ref>Wynn 1997, p. 314.</ref> To develop these proposals, the second Vulcan prototype VX777 was rebuilt with the larger and thinner phase-2C wing, improved flying control surfaces, and Olympus 102 engines, first flying in this configuration in August 1957.<ref>Laming 2002, p. 82.</ref> Several Vulcan B.1s were used for the development of the B.2: development of the BOl.6 (later Olympus 200), XA891; a new AC electrical system, XA893; ECM including jammers within a bulged tail cone and a [[tail warning radar]], XA895: and for Blue Steel development work, XA903.<ref>Laming 2002, pp. 218, 219</ref>

[[File:SBAC58 Vulcan.jpg|thumb|left|Avro Vulcan B.2 XH533, the first B.2 Vulcan, flying at Farnborough in 1958]]
The 46th production aircraft and first B.2, XH533, first flew in September 1958 using Olympus 200 engines, six months before the last B.1 XH532 was delivered in March 1959.<ref>Laming 2002, p. 230.</ref> The second B.2, XH534, flew in January 1959. Powered by production Olympus 201s with {{convert|17000|lbf|kN|abbr=on}} thrust, it was more representative of a production aircraft, being fitted with an in-flight refuelling probe and a bulged ECM tail cone. Some subsequent B.2s were initially lacking probes and ECM tail cones, but these were retrofitted. The first 10 B.2s outwardly showed their B.1 ancestry, retaining narrow engine air intakes. Anticipating even more powerful engines, the air intakes were deepened on the 11th (XH557) and subsequent aircraft. Many of the early aircraft were retained for trials, and the 12th B.2, XH558, was the first to be delivered to the RAF in July 1960. Coincidentally, XH558 was also the last Vulcan in service with the RAF, before being retired in 1992.<ref>Laming 2002, pp. 63, 64.</ref>

The 26th B.2, XL317, the first of a production batch ordered in February 1956, was the first Vulcan, apart from development aircraft, capable of carrying the Blue Steel missile; 33 aircraft were delivered to the RAF with these modifications.<ref>Bulman 2001, p. 152.</ref> When the Mk.2 version of Blue Steel was cancelled in favour of the [[Douglas Aircraft Company|Douglas]] [[GAM-87 Skybolt]] [[air-launched ballistic missile]] in December 1959,<ref>Wynn 1997, p. 401.</ref> fittings were changed in anticipation of the new missile, one under each wing. Though Skybolt was cancelled in November 1962, many aircraft were delivered or retrofitted with "Skybolt" blisters.<ref>Bulman 2001, pp. 155–161.</ref> Later aircraft were delivered with Olympus 301 engines with {{convert|20000|lbf|kN|abbr=on}} thrust. Two earlier aircraft were re-engined (XH557 and XJ784) for trials and development work; another seven aircraft were converted around 1963.<ref>Bulman 2001, pp. 149, 150.</ref>

The last B.2 XM657 was delivered in 1965 and the type served until 1984. Whilst in service, the B.2 was continuously updated with modifications, including rapid engine starting, bomb-bay fuel tanks, wing strengthening to give the fatigue life to enable the aircraft to fly at low level (a tactic introduced in the mid-1960s), upgraded navigation equipment, [[terrain-following radar]], standardisation on a common weapon ([[WE.177]]) and improved ECM equipment.<ref>Brookes and Davey 2009, pp. 21–23.</ref> Nine B.2s were modified for a maritime radar reconnaissance  role<ref name="Brookes83">Brookes and Davey 2009, p. 83.</ref> and six for an airborne tanker role.<ref>Darling 2007, p. 122.</ref> An updated bomb rack assembly allowing the carriage of 30 1,000&nbsp;lb bombs, up from 21 was demonstrated by Avro but was not introduced.<ref>{{Cite web|url=https://www.youtube.com/watch?v=eOmPJOT-wUg| archive-url=https://ghostarchive.org/varchive/youtube/20211115/eOmPJOT-wUg| archive-date=2021-11-15 | url-status=live|title=Vulcan Bomb loading procedure.| date=2 April 2015|via=www.youtube.com}}{{cbignore}}</ref> The updated wing profile increased range to 4,000&nbsp;nm (7,400&nbsp;km).<ref>{{Cite web | url=https://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=239 |title = Avro Vulcan High-Altitude Long-Range Heavy Bomber - United Kingdom}}</ref>

===Proposed developments and cancelled projects===
;Avro Type 718:
The Avro 718 was a 1951 proposal for a delta-winged military transport based on the Type 698 to carry 80 troops or 110 passengers. It would have been powered by four Bristol Olympus [[Rolls-Royce Olympus#Variants|BOl.3]] engines.<ref name='avrotypelist'>[http://www.avroheritage.com/page10a.html "Avro Type List."] ''Avro Heritage.'' Retrieved: 4 August 2013.</ref>
;Avro Atlantic:
{{main|Avro Atlantic}}
The Avro Type 722 Atlantic was a 1952 proposal (announced in June 1953) for a 120-passenger delta-winged airliner based on the Type 698.<ref name='avrotypelist'/>
;Avro Type 732:
The Avro 732 was a 1956 proposal for a supersonic development of the Vulcan and would have been powered by 8 [[de Havilland Gyron Junior]] engines. Unlike the proposed Avro 721 low-level bomber of 1952 or the [[Avro 730]] supersonic [[stainless steel]] [[Canard (aeronautics)|canard]] bomber dating from 1954 (cancelled in 1957 before completion of the prototype), the Type 732 showed its Vulcan heritage.<ref name='avrotypelist'/>
;Vulcan Phase 6 (Vulcan B.3)
[[File:Avro Vulcan B.3 top-view silhouette.png|thumb|Silhouette of the original study for the Vulcan B.3 patrol missile carrier]]
In 1960, the Air Staff approached Avro with a request into a study for a patrol missile carrier armed with up to six Skybolt missiles capable of a mission length of 12 hours. Avro's submission in May 1960 was the Phase 6 Vulcan, which would have been the Vulcan B.3. The aircraft was fitted with an enlarged wing of {{convert|121|ft|m|abbr=on}} span with increased fuel capacity; additional fuel tanks in a dorsal spine; a new main undercarriage to carry an all-up-weight of {{convert|339000|lb|kg|abbr=on}}; and reheated Olympus 301s of {{convert|30000|lbf|kN|abbr=on}} thrust. An amended proposal of October 1960 inserted a {{convert|10|ft|9|in|m|abbr=on}} plug into the forward fuselage with capacity for six crew members including a relief pilot, all facing forwards on ejection seats, and [[Turbofan#Aft-fan turbofan|aft-fan]] versions of the Olympus 301.<ref name="Gibson">Gibson 2011, pp. 117–118.</ref>
;Fighter-support Vulcan
{{main|Airborne aircraft carrier}}
To counter improving Soviet defences after the cancellation of [[Skybolt]], Avro proposed a Vulcan with three [[Folland Gnat|Gnat]] fighters slung underneath.<ref>Force V: The history of Britain's airborne deterrent, by Andrew Brookes. Jane's Publishing Co Ltd; First Edition 1 Jan. 1982, {{ISBN|0710602383}}, p.131.</ref> The Gnats were to have been released in enemy airspace to provide fighter cover, and they were expected to land "in friendly territory" or return to the Vulcan to replenish their tanks by means of a specially installed flight-refuelling drogue.<ref>{{Cite web|url=https://www.thunder-and-lightnings.co.uk/vulcan/history.php|title=Thunder & Lightnings - Avro Vulcan - History|website=www.thunder-and-lightnings.co.uk}}</ref>

===Export proposals===
Other countries expressed interest in purchasing Vulcans, but as with the other V-bombers, no foreign sales materialised.<ref>"Labour Research, Volume 51." 1962, p. 20.</ref>

;Australia:
As early as 1954, the [[Royal Australian Air Force]] (RAAF) recognised that the [[English Electric Canberra]] might soon become outdated. Potential replacements, such as the [[Boeing B-47]]E, [[Handley-Page Victor]] and Vulcan were considered.<ref name = 'stephens 142'>Stephens 1992, p. 142.</ref>

Political pressure for a Canberra replacement came to a head in 1962, by which time agile, supersonic bombers/strategic [[attack aircraft|strike aircraft]], such as the [[North American A-5 Vigilante]], [[BAC TSR-2]], [[General Dynamics F-111C|General Dynamics F-111]], had become available. Had the Australian government pre-ordered the TSR-2, several V-bombers, including Vulcans, would have been made available, for interim use by the RAAF; however, the F-111C was ordered.<ref>[https://archive.today/20120629134547/http://naa12.naa.gov.au/scripts/Imagine.asp?B=1345810&I=1&SE=1 "Correspondence between the Australian and British Governments concerning the selection of the F-111 over the TSR-2."] ''National Archives of Australia''. Retrieved: 11 November 2010.</ref><ref name = 'Weisbrod'>{{citation|jstor=20634276|title=Australia's Decision to Buy the F-111|journal=The Australian Quarterly|volume=41|issue=2|pages=7–27|last1=Weisbrod|first1=Hanno|year=1969|doi=10.2307/20634276}}</ref><ref name="Wilson p.146">Wilson 1989, p.&nbsp;146.</ref> (The UK government almost followed that decision – after the cancellation of the TSR-2 – it was offered the similar [[F-111K]].)

;Argentina:
In the early 1980s, Argentina approached the UK with a proposal to buy a number of Vulcans. An application, made in September 1981, requested the 'early availability' of a 'suitable aircraft'. With some reluctance, British ministers approved the export of a single aircraft but emphasised that clearance had not been given for the sale of a larger number. A letter from the British [[Foreign and Commonwealth Office]] to the [[Ministry of Defence (United Kingdom)|Ministry of Defence]] in January 1982 stated that little prospect was seen of this happening without ascertaining the Argentine interest and whether such interest was genuine: 'On the face of it, a strike aircraft would be entirely suitable for an attack on the Falklands.'<ref>[http://www.margaretthatcher.org/document/118426 "Falklands: FCO to MOD (sale of Vulcans to Argentina – no clearance given for sales – declassified 2012)"] ''Margaret Thatcher Foundation''. Retrieved: 4 August 2013.</ref> [[Falklands War|Argentina invaded the Falkland Islands]] less than three months later, after which a British [[embargo]] on the sale of any military equipment was quickly imposed.