English Electric Canberra

Background During the Second World War, a desperate demand for bomber aircraft led to many aircraft being produced by secondary manufacturers via licensed manufacturing arrangements. The English Electric company thus mass-produced thousands of piston-engined bombers, such as the Handley Page Hampden and Handley Page Halifax, and the firm became a well-established British aircraft manufacturer despite having little internal design experience. Sir George Nelson, the chairman of English Electric, decided that the company would seek to remain in the business and produce its own designs. In November 1943, the company was invited to participate in discussions over a prospective bomber that would take advantage of the newly developed jet propulsion technology. In 1944, Westland Aircraft's technical director and chief designer W. E. W. Petter had prepared a design study for a twin-engined fighter-bomber, the P.1056, based on two fuselage-mounted Metrovick F.2/4 "Beryl" engines. The aircraft used a relatively conventional aerodynamic design, Petter having determined that the necessary performance could be attained without adopting swept wings or a swept tail. The authorities doubted its suitability for operations from unprepared fields and at low altitude, but could see its potential as a bomber design; numerous manufacturers refused to take on the design. In 1945, English Electric formalised its own in-house aircraft design team to pursue this design. Further specification refinements, including B.3/45 and B.5/47, issued further details such as a three-man crew and other features, such as a visual bombing capability. Several British aircraft manufacturers submitted proposals to meet the requirement, including English Electric. The firm was among those companies to be short-listed to proceed with development studies. The new engine position decreased the aircraft's weight by 13% and improved the aircraft's centre of gravity, as well as improved accessibility to the engines and related accessories; its downsides were slight thrust loss from the longer jet pipes and greater yaw during engine-out instances. Also in line with the Mosquito philosophy, the Canberra by design dispensed with defensive armament, which had historically proven unequal to fighter aircraft, and the resulting performance gain permitted the Canberra to avoid air-to-air combat entirely. On 7 January 1946, the Ministry of Supply placed a contract for the development and production of four English Electric A.1 aircraft. It continued to be known as the English Electric A.1 until it was given the name "Canberra" after the capital of Australia in January 1950 by Sir George Nelson, chairman of English Electric, as Australia had become the aircraft's first export customer. Progress was slow, however, due to several factors, such as the protracted development of the Avon engine that powered the type; in October 1947, in response to Rolls-Royce's difficulties, English Electric elected to have the second prototype modified to use the existing Nene engine in place of the Avon. In 1948, the design team relocated to Warton Aerodrome, Lancashire, establishing a flight-test organisation and assembly facilities there. Piloted by Roland Beamont, the aircraft is claimed to have handled well, with the exception of rudder overbalance. This initial flight was flown with Avon engines, the decision to perform the type's first flight with the Avon-equipped first prototype or the Nene-equipped second prototype, VN828, was not made until weeks beforehand. On 9 November 1949, the second prototype, VN828, the first to be equipped with the Nene engine, performed its first flight. The third and fourth followed within the following eight weeks. The project had found considerable support from the government in the late 1940s. In March 1949, in advance of the maiden flight of the first prototype, English Electric received an instruction to proceed for production. By the time the first prototype had flown, the Air Ministry had placed orders for 132 production aircraft in bomber, reconnaissance, and training variants. On 21 April 1950, the first production-standard aircraft, designated as the Canberra B.2, conducted its maiden flight, piloted by Beamont. Proving to be free of problems, this first flight was almost immediately followed by the mainstream manufacturing of production Canberras. In May 1951, the Canberra entered RAF squadron service, No. 101 Squadron being the first to receive the type. Production and licensed manufacturing In July 1949, as English Electric was in the process of setting up production at Samlesbury Aerodrome, a firm order was placed for 132 Canberras. The order consisted of 90 B.5/47 bomber-type aircraft, 34 PR.31/46 photo-reconnaissance aircraft, and 8 T.2/49 trainer aircraft. Other nations, notably Australia and the United States of America, also ordered large numbers of Canberras. The first examples were identical to the original English Electric aircraft, following which tandem crew seating was introduced, but later B-57 models were considerably modified. Australia had been interested in the Canberra early on, which had led to the aircraft being named after the Australian capital city. Particular interest had at one time been expressed in a potential Rolls-Royce Tay-powered version of the aircraft. In addition, Australian-built Canberras used a higher proportion of Australian- and US-sourced components. In total, 901 Canberras were manufactured by the various UK-based aircraft manufacturers; when combined with overseas licence production operations, the overall global production for the Canberras totalled 1,352 aircraft. Photo-reconnaissance and specialised roles During the latter part of the Second World War, strategic reconnaissance missions performed by the RAF had been carried out by the de Havilland Mosquito. In 1946, the Air Ministry issued Specification PR.31/46 seeking a jet-powered replacement for the Mosquito. To meet the requirement, the B.2 design was modified by adding a bay forward of the wing behind the cockpit to house seven cameras. The prototype, designated PR.3, first flew on 19 March 1950, followed by the first of 35 production aircraft on 31 July 1952. To enable crews to convert to flying the Canberra, a trainer version was developed to meet Air Ministry Specification T.2/49. On 12 June 1951, the prototype, designated T.4, conducted its first flight. It was the same basic design as the B.2 apart from the introduction of side-by-side seating for the pilot and the instructor and the replacement of the glazed nose with a solid nose. In addition to those assigned to the operational conversion unit, all of the B.2-equipped bomber squadrons received at least one T.4 for training purposes. Argentina procured a pair of T.64 trainers during the 1970s. In addition, some Canberras that had originally been manufactured for the high-altitude bomber mission were re-equipped for low-altitude, ground-attack missions. ==Design==

The English Electric Canberra is a bomber aircraft powered by two jet engines, and able to fly at high altitudes. An early prototype operated by Rolls-Royce regularly flew to , where the usable speed range (coffin corner) was only 25 knots, during Avon engine test flights. Later at test base Boscombe Down, a Canberra PR9 was flown to 65,000 feet by test pilot Ian Strachan MBE AFC. The overall design has been described as a scaled-up Gloster Meteor fighter, except for its use of a mid wing. The Canberra had a two-man crew in a fighter-style cabin with a large blown canopy, but delays in the development of the intended automatic radar bombsight resulted in the addition of a bomb aimer's position housed within the nose. The wing is of single-spar construction that passes through the aircraft's fuselage. The wingspan and total length of the Canberra are almost identical at just under . Outboard of the engine nacelles, the wing has a leading edge sweep of 4° and trailing edge sweep of −14°. All flight controls are manual, using push rods rather than cables, but are otherwise conventional. These actuate the aircraft's flight control surfaces, including shrouded-nosed ailerons, four-section, conventional, split-type flaps, and atypical airbrakes which comprise 40 hydraulically raised fingers located on the top and bottom surfaces of the wings. Swept wings were considered, but not adopted, since the expected operational speeds did not warrant them and because they could have introduced new aerodynamic problems into what was otherwise anticipated to be a straightforward replacement for RAF Hawker Typhoon and Westland Whirlwind fighter-bombers. The hazard posed by an undercarriage collapse during landing led the RAF to institute regular inspections, at first using radiography before moving to more effective and reliable ultrasound technology. The Canberra structure is mainly metal, with only the forward portion of the tail fin made from wood. Thrust was provided by a pair of axial-flow Rolls-Royce Avon turbojet engines. They were mounted in the midsection of the wings using tubular trusses and links between the main mounts and the adjacent leading edge of the wing. Various avionics were installed on the Canberra, many with their origins during the Second World War. They included Gee-H navigation, Rebecca beacon-interrogation distance-measuring equipment, very high frequency radio, radio compass, radar altimeter, identification friend or foe, and Orange Putter radar warning receiver. the total bomb load could weigh up to . Two bomb-bays are housed within the fuselage, normally enclosed by conventional clam-shell doors; a rotating door was substituted for these on the Martin-built B-57 Canberras. Additional stores of up to could be carried upon underwing pylons. Operators often developed and installed their own munitions, such as Rhodesia's antipersonnel bomblets, the Alpha bomb. A varied range of munitions was employed on Canberra fleets around the world. Antipersonnel flechette bombs were tested successfully from the Canberra by Rhodesia, but not used operationally due to international agreements. In part due to its range limitation of just , and its inability to carry the early, bulky nuclear bombs, the Canberra was typically employed in the role of a tactical bomber as opposed to that of a strategic one. In British service, many of the Canberras that were stationed overseas were not modified to deliver nuclear weapons until as late as 1957. ==Operational history==

Royal Air Force The Canberra B.2 started to enter service with 101 Squadron in January 1951, with 101 Squadron being fully equipped by May, and a further squadron, No. 9 Squadron equipping by the end of the year. The production of the Canberra was accelerated as a result of the outbreak of the Korean War, orders for the aircraft increased and outpaced production capacity, as the aircraft was designated as a "super priority". however, production in the 1951–52 period had only been half of the level planned, due to shortages in skilled manpower, material, and suitable machine tools. The Canberra replaced Mosquitos, Lincolns, and Washingtons as front-line bombers, showing a drastically improved performance, and proving to be effectively immune from interception during air defence exercises until the arrival of the Hawker Hunter. The improved Canberra B.6, with more powerful engines and a greater fuel capacity, started to supplement the B.2s in the UK based squadrons of Bomber Command from June 1954, when they replaced 101 Squadrons B.2s. This freed up older B.2s to allow Canberra squadrons to form overseas, with bomber and reconnaissance Canberra wings forming in RAF Germany and on Cyprus, with squadrons also being deployed to the Far East. at London Heathrow in June 1953 The PR.7 variant of the Canberra, fitted with Avon 109 engines, executed a 1953 reconnaissance flight over the Soviet rocket launch and development site at Kapustin Yar, although the UK government has never admitted the existence of such a flight. Warned by either radar or agents inside the British government, the Soviets slightly damaged one aircraft. Further reconnaissance flights are alleged to have taken place along, and over, the borders of the Soviet Union in 1954 under the code name Project Robin, using the Canberra B.2 WH726. The USAF also used the Canberra for reconnaissance flights. The aircraft were no longer required after June 1956, following the introduction of the US Lockheed U-2 purpose-built reconnaissance aircraft; Project Robin was then terminated. These RAF Canberra overflights were later featured in the 1994 BBC Timewatch episode; "Spies in the Sky", and included interviews with some of the Soviet MiG-15 pilots who had attempted to intercept them. The Canberra was the victorious aircraft flown in The Last Great Air Race from London to Christchurch in 1953, piloted by Flight Lieutenant Roland (Monty) Burton, which touched down at Christchurch 41 minutes ahead of its closest rival, after 23 hours and 51 minutes in the air; to this day, the record has never been broken. The Vickers Valiant entered service in 1955, capable of carrying much heavier weapon loads (including the Blue Danube nuclear weapon) over longer ranges than the Canberra. This led to the Bomber Command force of Canberras equipped for high-level conventional bombing to be gradually phased out. This did not mean the end of the Canberra in front-line service, as it proved suitable for the low-level strike and ground-attack role, and versions dedicated to this role were brought into service. The interim B(I).6, converted from the B.6 by adding provision for a pack of four Hispano 20 mm cannon in the rear bomb bay and underwing pylons for bombs and rockets, entered service in 1955, with the definitive, new-build B(I).8, which added a new forward fuselage with a fighter-style canopy for the pilot, entering service in January 1956. An important role for the new low-level force was tactical nuclear strike, using the Low Altitude Bombing System to allow a nuclear bomb to be delivered from low level while allowing the bomber to escape the blast of the weapon. RAF Germany's force of four squadrons equipped with the B(I).6 and B(I).8 could carry US-owned Mark 7 nuclear bombs from 1960, which were replaced by B43 nuclear bombs, also US-owned, from 1965. Three squadrons based on Cyprus and one at Singapore were armed with British-owned Red Beard nuclear weapons. Bomber Command retired the last of its Canberras on 11 September 1961, but the Germany, Cyprus and Singapore based squadrons continued in the nuclear strike role. The Cyprus-based squadrons and one of the RAF Germany squadrons disbanded in 1969, with the Singapore-based unit followed in 1970. The three remaining RAF Germany units, which by now had replaced the old Mark 7 bombs with newer (but still US-owned) B43 nuclear bombs, remained operational until 1972, the last Canberra bombers in RAF service. , Singapore, 1963 The RAF continued to operate the Canberra after 1972, employing it for reconnaissance (with squadrons equipped with PR.7s and PR.9s being based at RAF Wyton in the UK and RAF Luqa in Malta). The PR.9s were fitted with special long-range optical photography cameras, reportedly based on those used by the Lockheed U-2, to allow high-altitude photography of targets deep inside Eastern Europe while flying along the inner German border, as well as infrared linescan cameras for low-level night reconnaissance. The RAF used Canberras to search for hidden arms dumps using false-colour photography during Operation Motorman in July 1972, when the British Army re-took Irish republican held "no go areas" in Belfast and Derry. Canberras were used for reconnaissance during the Bosnian War during the 1990s, where they were used to locate mass graves and during the Kosovo War in 1999. They were also operated from Uganda during the First Congo War, where they were used to search for refugees. Small numbers of specially equipped Canberras were also used for signals intelligence, being operated by 192 Squadron and then 51 Squadron from 1953 to 1976. During the Falklands War, a plan to supply two PR.9s to the Chilean Air Force, and secretly operate them with RAF crews over the war zone, was abandoned for political reasons. The aircraft got as far as Belize before the operation was cancelled. The PR.9 variant remained in service with No. 39 (1 PRU) Squadron until July 2006 for strategic reconnaissance and photographic mapping, seeing service in the 2003 invasion of Iraq, and up to June 2006, in Afghanistan. During a ceremony to mark the standing down of 39 (1 PRU) Squadron at RAF Marham on 28 July 2006, a flypast by a Canberra PR.9 on its last ever sortie was conducted, which included a flight over Belfast, where it had been manufactured at Short Brothers. Royal Australian Air Force Shortly after the end of the Second World War, the Australian government initiated a wide-scale reorganisation of the armed forces. As part of this process, the Royal Australian Air Force (RAAF) developed Plan D as the basis for its postwar structure; Plan D was built around the concept of a numerically smaller, but more agile air arm that would employ leading-edge technology. During the late 1940s, the RAAF decided to acquire the Canberra as a replacement for, or complement to, the Avro Lincoln, though fears were raised that the new design was not especially advanced. Australia's planned force of 48 Canberras, which held the potential for being nuclear-armed, was viewed as far more potent and deterring to potential opponents than the RAAF's entire wartime forces of 254 heavy bombers. The Australian government decided that the RAAF's Canberras would be constructed domestically by the Government Aircraft Factories as opposed to being manufactured in the UK. , Vietnam, March 1970 From July 1950 to July 1960, during the Malayan Emergency, Canberras from Australia, New Zealand, and the UK were deployed into Malaysia to fight against Communist guerrillas. In 1967, the RAAF deployed eight Canberras to the Vietnam War. The unit, No. 2 Squadron, was later commended for its performance by the United States Air Force. The Canberras were typically operated in the low-level bombing role, taking responsibility for South Vietnam's southernmost military regions, regions III and IV, and allowing USAF bombers to deploy their aircraft to the Ho Chi Minh trail. While USAF Canberras were equipped with .50 caliber machine guns or 20 mm cannon for strafing, Australian Canberras were deployed to South Vietnam without guns, hence were deployed strictly for low-level bombing missions. Upon their redeployment from Vietnam in 1971, No. 2 Squadron had flown about 12,000 sorties and dropped 76,389 bombs, and lost two of their aircraft to missiles and ground fire during the course of the war. As early as 1954, Australia recognised that the Canberra was becoming outdated, and evaluated aircraft such as the Avro Vulcan and Handley-Page Victor as potential replacements. The Canberra was incapable of providing adequate coverage of Indonesia from Australian bases, and was evaluated as having a "very low" chance of survival if it encountered modern fighters like the MiG-17. Political pressure for a Canberra replacement rose to a head in 1962. Australia evaluated the BAC TSR-2, Dassault Mirage IV, McDonnell Douglas F-4 Phantom II, and North American A-5 Vigilante, and initially appeared to favour the TSR-2, but chose to procure the General Dynamics F-111C in October 1963. Due in part to delays in the delivery of the F-111Cs, the Canberra continued to be used by Australia for a total of 29 years before its retirement in June 1982. During the extended negotiations between Britain and India, the Soviet Union is alleged to have offered their own jet bomber, the Ilyushin Il-28, at a significantly lower price than that asked for the Canberra; First used in combat by the IAF in 1962, the Canberra was employed during the UN campaign against the breakaway Republic of Katanga in Africa. During the Indo-Pakistani Wars of the 1960s and 1970s, the Canberra was used by both sides. The most audacious use of the bomber was in the "Raid on Badin" during the Indo-Pakistani War of 1965, when the IAF sent in the Canberra to attack a critical Pakistani radar post in West Pakistan. The raid was a complete success, the radars in Badin having been badly damaged by the bombing and put out of commission. During the Indo-Pakistani War of 1971, Indian Canberras flew a strategically important sortie against the Karachi oil tanks, which had the effect of helping the Indian Navy in their own operations, a series of missile boat attacks against the Pakistani coast. On 21 May 1999, prior to the commencement of the Kargil War, the IAF Air HQ assigned a Canberra PR.57 aircraft on a photographic mission near the Line of Control, where it took a severe blow from a FIM-92 Stinger infrared homing missile on the starboard engine; the Canberra successfully returned to base using the other engine. The entire IAF Canberra fleet was grounded and then retired following the crash of an IAF Canberra in December 2005. After 50 years of service, the Canberra was finally retired by the IAF on 11 May 2007. Middle East & Africa During the Suez Crisis, the RAF employed around 100 Canberras, flying conventional bombing and reconnaissance missions from airfields in Malta and Cyprus. A total of 278 Canberra sorties were flown, dropping 1,439 bombs weighing 1,000 lbs (450 kg) each. However low-level strikes by smaller fighters were judged to be more effective than the night-time bombing operations performed by both the Canberra and the Vickers Valiant. In addition, many of the bombs, intended to hit Egyptian airfields, missed their targets, failing to inflict much damage to the Egyptian Air Force or to badly demoralise the enemy. While interception of the Canberra was within the capabilities of Egypt's MiG-15s and MiG-17s, as shown by the interception of Canberras by MiG-15s prior to the Anglo-French invasion, these did not result in any losses. The only Canberra shot down during the Suez campaign was a PR.7 shot down by a Syrian Gloster Meteor fighter on 6 November 1956, the last day of the war. The Federation of Rhodesia and Nyasaland considered the Canberra an important objective to holding greater diplomatic sway in the African continent, and ongoing negotiations over the Baghdad treaty, and a step towards decolonisation. The Suez Crisis caused a delay in the sale, but in August 1957 18 Canberras had been earmarked to be refurbished and transferred from the RAF to the Royal Rhodesian Air Force (RRAF). Rhodesian B.2 Canberras together with South African B(I).12 Canberras carried out attacks on insurgents in Mozambique, usually armed with 'Alpha' cluster bombs, several raids on Zambia, and attacks upon multiple insurgent bases in Angola. Ethiopian Canberras were used against Eritrea and again against Somalia during the 1970s. Sweden The Swedish Air Force purchased two Canberras from the RAF in 1960, and had these modified to T.11s by Boulton Paul. The aircraft were secretly modified in Sweden as espionage aircraft for eavesdropping on primarily Soviet, Polish, and East German military radio transmissions, although this was not publicly admitted until 10 years later. The Canberras were given the designation Tp 52, and taken into service as "testing aircraft", until they were replaced by two Tp 85 Caravelles in 1971. South America Venezuela On 20 April 1960, the Venezuelan Air Force used its Canberra B.2 and B(I).8s to bomb the airport at San Cristóbal, Táchira, which had been seized by rebels, led by General Jose Maria Castro León. The rebels surrendered shortly afterward. On 26 June 1961, Venezuela's Canberras were used against rebelling Army forces in Barcelona, Venezuela. Peru Peruvian Air Force Canberras flew combat sorties against Ecuadorian positions during the Cenepa War in 1995. On 6 February 1995, a Canberra B.68 disappeared over the operations zone; the aircraft had apparently struck a hill in poor weather conditions. Peru retired its Canberras in June 2005 and the survivors put in reserve until 2008. Peru bought 9 B(I).78 ex-(B(I).8) in 1956, 6 B.72 ex-(B.2) in 1966, 3 T.74 ex-(T.4) in 1966, 6 B(I).56 ex-(B.6), and 12 B(I).68 ex-(B(I).8) in 1974. They also bought 5 ex-SAAF B(I).12 ex-(B(I).8) and 1 T.74 ex-(T.4). Argentina The Argentine Air Force received ten B.62 bombers and two T.64 trainers in the early 1970s, replacing the Avro Lincoln in the bomber role. Argentina retired its last Canberras in April 2000. During the Falklands War in 1982, eight Canberras were deployed to Trelew, from the Falkland Islands, to avoid congestion at the closer southern airfields. Although within operational range of the British task force, the type was considered a limited threat due to its poor manoeuvrability compared with the Sea Harrier. Between 1 May and 14 June 1982, Argentine Canberras flew 54 sorties, including 36 bombing missions, 22 of which were at night. Two aircraft were lost in combat. The first was shot down by a Sea Harrier firing an AIM-9L Sidewinder air-to-air missile on 1 May 1982. This was the last Argentine aircraft lost in combat during the conflict, with Argentine forces surrendering the following day. Royal New Zealand Air Force The Royal New Zealand Air Force (RNZAF) leased 17 Canberra B.2s and three T.4s from the RAF from 1958 to 1962 pending delivery of their own Canberras. The leased Canberras were operated by No. 75 Squadron RNZAF out of RAF Tengah, Singapore, and were used in operations during the Malayan Emergency. One aircraft was destroyed during this period. The RNZAF took delivery of 11 B(I).12s and two T.13 trainers between 1959 and 1961, and these were operated by No. 14 Squadron RNZAF. In 1964, No. 14 Squadron was deployed to RAF Tengah and participated in the Indonesia–Malaysia confrontation before returning to New Zealand in November 1966. Three of the B(I).12s were destroyed in accidents. The Canberra was replaced by the A-4K Skyhawk in 1970, and the eight surviving B(I).12s and the two T.13s were sold to India. It was later transferred to Ferranti for trials for the Blackburn Buccaneer's Blue Parrot radar and fitted with a B(I).8 type nose and a Buccaneer-style radome. Flight records set by Canberras • 21 January 1951 – first nonstop unrefuelled transatlantic crossing by a jet • 26 August 1952 – the prototype B.5 made the first double transatlantic crossing by a jet, with a total time of 10 hr, 3 min. • 4 May 1953 – Canberra B.2 WD952, fitted with Rolls-Royce Olympus engines set a world altitude record, flying at • 9 October 1953 – winner of the 1953 London-Christchurch Air Race, it covered 12,270 miles (19,750 km) in 23 hr, 51min; its average speed was 515 miles per hour (829 km/h). As of 2018, this record still stands. • 29 August 1955 – altitude record, ==Variants==

:See Martin B-57 Canberra article for the US-built variants. ;English Electric A.1 :Company designation for the first four aircraft before being named Canberra. ;Canberra B.1 :Prototypes for type development work and research at first known by the company designation A.1, four built. ;Canberra B.2 :First production version, crew increased to three with addition of bomb aimer, Avon R.A.3 engines with 6,500 lbf (28.91 kN) of thrust, wingtip fuel tanks. 418 built by English Electric (208), Avro (75), Handley Page (75) and Short Brothers & Harland (60) including eight for export (Australia, United States and Venezuela). ;Canberra PR.3 :Photo-reconnaissance version with a 14-inch section added to the fuselage to house the camera bay, internal fuel was increased and flat panel in the nose was removed. Needed only two crew. The prototype was flown on 19 March 1950 and the variant entered service in 1953. ;Canberra T.4 :First trainer variant with dual controls and a crew of three. ;Canberra B(I).6 :Interim interdictor version for the RAF pending delivery of the B(I)8. Based on the B.6 with a detachable ventral pack housing four 20 mm Hispano Mk.V cannon for strafing; also had provision for two wing hard points. LABS (Low-Altitude Bombing System) for delivery of nuclear bombs. 22 produced. ;Canberra B(I).8 :Third-generation Canberra derived from B.6 as an interdictor. ;Canberra T.11 :Nine B.2s converted to trainers for pilots and navigators of all-weather interceptors to operate the Airborne Intercept radar, crew of four. ;Canberra B(I).12 :Canberra B(I).8 bombers built for New Zealand and South Africa. ;Canberra U.14 (later designated D.14) :Remote-controlled target drones converted from the B.2 for Royal Navy. Six converted. ;Canberra B.16 :Upgraded B.6 similar to B.15 in location and weaponry but fitted with Blue Shadow with the loss of an ejection seat, 19 conversions ;Canberra T.17 :Electronic warfare training variant used to train surface-based radar and missile operators and airborne fighter and Airborne Early Warning crews in handling jamming (including chaff dropping) aircraft. 24 conversions from B.2 with extended nose for sensors. ;Canberra T.17A :Updated version of the T.17 with improved navigation aids, a spectrum analyser in place of the previously fitted AN/APR-20, and a powerful communications jammer. Canberra B(I).82 : 4 converted B.82 sold to Venezuela Canberra PR.83 : 2 refurbished PR.3 sold to Venezuela Canberra T.84 : 2 refurbished T-4 sold to Venezuela Canberra B(I).88 : 8 refurbished B(I).8 sold to Venezuela ;Canberra B.92 :1 modified B.2 for Argentina, not delivered and embargoed in 1982. ;Canberra T.94 :1 modified T.4 for Argentina, not delivered and embargoed in 1982. ;Short SD.1 :1 Canberra PR.3, modified by Shorts as SD.1 to be launch vehicle carrying two Short SD.2 variants of the Beechcraft AQM-37 Jayhawk high-speed target missiles, apparently called Stiletto in the UK, for trials by the Royal Aircraft Establishment. ;Canberra Tp52: Two B.2 aircraft modified with T.17 noses for ELINT duties with the Royal Swedish Air Force. ==Operators==

, circa 1980 Canberra in Agra, India on 19 December 2005 ; • Argentine Air Force (12): purchased 10 refurbished ex-RAF B.2s and two T.4s (redesignated B62 and B64 respectively) in 1967. Two further aircraft were ordered in 1981 but were not delivered owing to the Falklands War. ; • Royal Australian Air Force (58) • No. 1 Squadron RAAF • No. 2 Squadron RAAF • No. 6 Squadron RAAF • No. 1 Operational Conversion Unit RAAF • Aircraft Research and Development Unit RAAF • No. 1 Long Range Flight RAAF ; • Chilean Air Force (3 PR.9) ; • Ecuadorian Air Force: Six new-build B.2 variants delivered in 1955. ; Ethiopian Air Force (4) ; • French Air Force (6) • ''Centre d'Essais en Vol'' • Centre du Tir et de Bombardement ; • Indian Air Force (107) ; • Royal New Zealand Air Force (13) • No. 14 Squadron RNZAF • No. 75 Squadron RNZAF ; • Peruvian Air Force (60) ; • Royal Rhodesian Air Force (20) ; • South African Air Force (9) ; • Swedish Air Force (2) ; • Royal Air Force (782) • No. 3 Squadron RAF (1961–71) with variant(s) B(I).8 • No. 6 Squadron RAF (1957–69) with variant(s) B.2, B.6 & B.16 • No. 7 Squadron RAF (1970–82) with variant(s) B.2 & TT.18 • No. 9 Squadron RAF (1952–56) with variant(s) B.2 & B.6 • No. 10 Squadron RAF (1953–56) with variant(s) B.2 • No. 12 Squadron RAF (1952–61) with variant(s) B.2 & B.6 • No. 13 Squadron RAF (1956–82) with variant(s) PR.7 & PR.9 • No. 14 Squadron RAF (1962–70) with variant(s) B(I).8 • No. 15 Squadron RAF (1953–57) with variant(s) B.2 • No. 16 Squadron RAF (1958–72) with variant(s) B(I).8 • No. 17 Squadron RAF (1956–69) with variant(s) PR.7 • No. 18 Squadron RAF (1953–57) with variant(s) B.2 • No. 21 Squadron RAF (1953-57 & 1958-59) with variant(s) B.2 & B.6 • No. 27 Squadron RAF (1953–57) with variant(s) B.2 • No. 31 Squadron RAF (1955–71) with variant(s) PR.7 • No. 32 Squadron RAF (1957–69) with variant(s) B.2 & B.15/E.15 • No. 35 Squadron RAF (1954–61) with variant(s) B.2 • No. 39 Squadron RAF (1958–82) with variant(s) PR.3, PR.7 & PR.9 • No. 40 Squadron RAF (1953–57) with variant(s) B.2 • No. 44 Squadron RAF (1953–57) with variant(s) B.2 • No. 45 Squadron RAF (1957–70) with variant(s) B.2 & B.15/E.15 • No. 50 Squadron RAF (1952–59) with variant(s) B.2 • No. 51 Squadron RAF (1958–76) with variant(s) B.2 & B.6 • No. 57 Squadron RAF (1953–57) with variant(s) B.2 • No. 58 Squadron RAF (1953–70) with variant(s) PR.3, PR.7 & PR.9 • No. 59 Squadron RAF (1956–61) with variant(s) B.2 & B(I).8 • No. 61 Squadron RAF (1954–58) with variant(s) B.2 • No. 69 Squadron RAF (1954–58) with variant(s) PR.3 • No. 73 Squadron RAF (1957–69) with variant(s) B.2 & B.15/E.15 • No. 76 Squadron RAF (1953–60) with variant(s) B.2 & B.6 • No. 80 Squadron RAF (1955–69) with variant(s) PR.7 • No. 81 Squadron RAF (1960–70) with variant(s) PR.7 • No. 82 Squadron RAF (1953–56) with variant(s) PR.3 & PR.7 • No. 85 Squadron RAF (1963–75) with variant(s) B.2, PR.3, T.11 & T.19 • No. 88 Squadron RAF (1956–62) with variant(s) B(I).8 • No. 90 Squadron RAF (1953–56) with variant(s) B.2 • No. 97 Squadron RAF (1963–67) with variant(s) B.2 • No. 98 Squadron RAF (1963–76) with variant(s) B.2 & B.15/E.15 • No. 100 Squadron RAF (1954-59 & 1972-82) with variant(s) B.2, B.6, PR.7, B(I).8, B.15/E.15, TT.18 & T.19 • No. 101 Squadron RAF (1951–57) with variant(s) B.2 & B.6 • No. 102 Squadron RAF (1954–56) with variant(s) B.2 • No. 103 Squadron RAF (1954–56) with variant(s) B.2 • No. 104 Squadron RAF (1955–56) with variant(s) B.2 • No. 109 Squadron RAF (1952–57) with variant(s) B.2 & B.6 • No. 115 Squadron RAF (1954–57) with variant(s) B.2 • No. 139 Squadron RAF (1952–59) with variant(s) B.2 & B.6 • No. 149 Squadron RAF (1953–56) with variant(s) B.2 • No. 151 Squadron RAF (1962–63) with variant(s) B.2 • No. 192 Squadron RAF (1953–58) with variant(s) B.2 & B.6 • No. 199 Squadron RAF (1954–58) with variant(s) B.2 • No. 207 Squadron RAF (1954–56) with variant(s) B.2 • No. 213 Squadron RAF (1956–69) with variant(s) B.6 • No. 214 Squadron RAF (1955) with variant(s) PR.7 • No. 245 Squadron RAF (1958–63) with variant(s) B.2 • No. 249 Squadron RAF (1957–69) with variant(s) B.2, B.6 & B.16 • No. 360 Squadron RAF (1966–75) with variant(s) B.2, B.6, T.17 & T.17A • No. 361 Squadron RAF (1967) with variant(s) T.17 • No. 527 Squadron RAF (1954–58) with variant(s) B.2 & PR.7 • No. 540 Squadron RAF (1952–56) with variant(s) B.2, PR.3 & PR.7 • No. 542 Squadron RAF (1955–58) with variant(s) B.2, B.6 & PR.7 • No. 617 Squadron RAF (1952–55) with variant(s) B.2 & B.6 • No. 231 Operational Conversion Unit RAF ; • United States Air Force (two only for B-57 development) ; • Venezuelan Air Force (46) ; • West German Air Force (3) ; • Air Force of Zimbabwe: No. 5 Squadron operated Canberra B.2s and T.4s. The last aircraft were retired in 1983. ==Surviving aircraft==

in Buenos Aires livery. On display at RAAF Base Wagga at the museum at Gatow Airport Several ex-RAF machines and RB-57s remain flying in the US for research and mapping work. About 10 airworthy Canberras are in private hands today, and are flown at air displays. Argentina At least five Canberras retired from the Argentine Air Force have been preserved in Argentina: • B Mk.62 B-101, Escuela de Suboficiales de la Fuerza Aérea, province of Córdoba. • B Mk.62 B-102 (ex-RAF WJ713). Retired in 1998, and assigned to "Museo Nacional de Malvinas", Oliva, province of Córdoba. • B Mk.62 B-105. On display at Mar del Plata Airport, province of Buenos Aires. • B Mk.62 B-109, the last one to complete a mission in the Falklands War, is on display at the Museo Nacional de Aeronáutica de Argentina. • B Mk.64 B-112, is on display at a junction in Paraná, Entre Ríos. Australia • , 2024.ex-WJ680 (Royal Air Force) is at the Temora Aviation Museum in Temora. It was acquired in 2001 and the aircraft was fully restored to airworthiness and painted to represent the Canberras flown by No. 2 Squadron RAAF during the Vietnam war. It is Australia's only airworthy Canberra. Ownership was transferred to the RAAF in July 2019 and it is operated by the Air Force Heritage Squadron (Temora Historic Flight). After a three-year restoration process, the Temora Aviation Museum, Australia, has completed the successful test flight of TT.18 WJ680. The flight, which took place on 27 June 2021, marks the first time the aircraft has flown in 11 years, last taking to the skies on 5 June 2010. The museum's Canberra is now the only airworthy example in the world, apart from three that are still in use with NASA for research purposes. • WK165, an ex-RAF Canberra B.2, is on display at the South Australian Aviation Museum at Port Adelaide. • A84-125 is stored at RAAF Base Amberley. • A84-201 (the first Australian-built GAF Canberra) is at RAAF Base Amberley in the base memorial garden. • A84-203 is on display at Evans Head Memorial Aerodrome. • A84-204 is on display at Meandarra ANZAC Memorial Museum. • A84-208 is privately owned and stored at Rupanyup. • A84-209 is privately owned at Camden Museum of Aviation. • A84-210 is privately owned at Mareeba. • A84-219 is on display at Brymaroo, Queensland. • Parts of A84-220 are on display in the Air Warfare Centre at RAAF Base Edinburgh. • The cockpit of A84-222 is preserved at the Australian National Aviation Museum in Moorabbin Airport. • A84-223 is on display outside No. 2 Squadron HQ at RAAF Base Williamtown. • A84-224 is privately owned at Denison, Victoria. • A84-225 is on display at Queensland Air Museum, Caloundra Airport. • A84-226 is under restoration at the Australian National Aviation Museum. It was previously on display at RAAF Base Wagga. • A84-230 is on display at the Aviation Heritage Museum in Bull Creek, Western Australia. • A84-232 is privately owned and stored at Avalon Airport. • The front fuselage of A84-234 is on display at the RAAF Museum. • A84-235 is on display in the museum at RAAF Base Wagga. • A84-236 is on display at the RAAF Museum. • A84-238 is on display in a park at Willowbank, Queensland, adjacent to A84-248. • A84-241 is on display at Woomera Missile Park, Woomera, South Australia. • A84-242 is on display at the RAAF Base Amberley Aviation Heritage Centre. • A84-245 is on display at the Defence Science & Technology Group, Fishermans Bend. • A84-247 was gifted to the Australian War Memorial in 1982 and is stored dismantled, pending restoration. • A84-248 is on display in a park at Willowbank, Queensland, adjacent to A84-238. • A84-307 is on display at the National Vietnam Veterans Museum, Phillip Island • A84-502 is preserved by the Historical Aircraft Restoration Society at Shellharbour Airport. Germany • Luftwaffe Canberra B.2 99+34, (former RAF WK137) is on display at the Internationales Luftfahrt-Museum, Villingen-Schwenningen, Germany. • Luftwaffe Canberra B.2 99+35, (former RAF WK138) is on display at the Militärhistorisches Museum Flugplatz Berlin-Gatow at former RAF Gatow, Berlin, Germany. • Luftwaffe Canberra B.2 99+36, (former RAF WK130) is on display at the Auto & Technik Museum Sinsheim at Sinsheim, Germany. • RAF Canberra B(I).8 XM264 is on display at the Flugausstellung Hermeskeil at Hermeskeil, Germany. India • A B(I)58 Canberra, serial IF907 is on display at the Indian Air Force Museum, Palam in Delhi, India; it is one of several diverted off an RAF contract as part of a 68 aircraft deal for India placed in January 1957. • A Canberra (no model number given; might be a PR57 photo-reconnaissance aircraft) is on display at the HAL Heritage Centre and Aerospace Museum in Bangalore. • A Canberra B(I)58, marked with serial IF908, is on display at the Shri Shivaji Preparatory Military School (SSPMS) in Pune. This is possibly former Royal New Zealand Air Force serial F1188, acquired by the Indian Air Force in November 1980. • One more B(I)58 Canberra is preserved at Pune at the Lohegaon Air Station. Marked serial IF910, it is located on an active military base and is thus not open to the public. • A Canberra T.4 marked IQ999 is on display at Cadet Hill in Deolali, Nashik. Malta • A Canberra T.4 (WT483) was shipped to Malta International Airport in 2010; it is intended to be displayed at the Malta Aviation Museum eventually. New Zealand • WT346 (Royal Air Force) is under static restoration to RNZAF B(I).12 configuration by the NZ Warbirds Association at Ardmore. Previously stored at the Air Force Museum of New Zealand. • A84-207 (Royal Australian Air Force) (Australian-built GAF Canberra) is on display outside on a plinth at the National Transport & Toy Museum, Wānaka. • A84-240 (Royal Australian Air Force) is on display at the Air Force Museum of New Zealand. Norway • Canberra T.17A WD955 "Echo Mike", gifted to Norsk Luftfartsmuseum and flown to Bodø in 1995. Stored in complete condition in the museum's hangar at Bodø MAS (not open to the public). South Africa • A Canberra T Mk.4 457 (71543) of the South African Air Force is displayed at the South African Air Force Museum, Swartkop Air Force Base, Pretoria. • A Canberra T Mk.4 459 of the South African Air Force is plinthed at Air Force Base Waterkloof, Pretoria. Sweden in Linköping (July 2019). The two Tp 52s were built as T.11s and secretly converted to the ELINT role in Sweden • One Canberra TP52, modified for ELINT with a T.11 style nose is preserved at the Svedinos Museum, Ugglarp. • The other Swedish Canberra was used for research and is on display at Swedish Air Force Museum in Linköping. United Kingdom • A B.2 Canberra (G-CTTS previously WK163) is located at Doncaster Sheffield Airport. In August 1957, WK163 broke the world altitude record when it flew to 70,310 ft. In July 2016, it was sold to Vulcan to the Sky Trust and is undergoing restoration to flightworthy condition, at which point it will be the only airworthy Canberra in Europe. To this end Canberra WT327 was purchased by the trust as a donor aircraft. • A PR.3 Canberra (WF922) is on static display at the Midland Air Museum at Coventry Airport in the West Midlands. It was retired from the RAF in 1975. WF922 was fully restored by 1999. • A PR.9 Canberra (XH171) is on display within the National Cold War Exhibition at the Royal Air Force Museum Midlands in Shropshire. • A PR.9 Canberra (XH170) is on display as the gate guardian at RAF Wyton near Huntingdon, Cambridgeshire. • A PR.9 Canberra (XH131) is on display at the Ulster Aviation Society at the Maze Long Kesh, Lisburn, Northern Ireland. • A T.4 Canberra (WH846) is on static display at the Yorkshire Air Museum near York. • A T.4 Canberra (WJ874) was on display at the Cornwall Aviation Heritage Centre outside Newquay, Cornwall. This museum is now closed and the aircraft was scheduled to be cut up but is now privately owned. • A T.19 (WH904) and a modded B.2 (WV787) Canberra are on static display at Newark Air Museum in Nottinghamshire. A PR.7 (WH791) was previously displayed at, but not owned by, the museum and was scrapped in 2025. • A PR.3 Canberra (WE139) is on display at the Royal Air Force Museum London. • A B.2 Canberra (WH725) is on display at the Imperial War Museum Duxford in Cambridgeshire. • A T.17 Canberra (WH740) is on static display at East Midlands Aeropark in Leicestershire. • A TT.18 Canberra (WJ639) is on static display at the North East Land, Sea and Air Museums near Sunderland. • A B(I)8 Canberra (WT333) on display as part of the Cold War Jets Collection, Bruntingthorpe, Leicestershire. It is being maintained to a serviceable condition and performs engine runs on open days. • A T.4 Canberra (WE188) is on display at the Solway Aviation Museum, Carlisle Airport, Cumbria. United States • Two British-built Canberras are registered to High Altitude Mapping Missions, Inc. of Spokane, Washington. These are N30UP, a Canberra B(I)8/B.2/6, originally operated as WT327, and N40UP, a Canberra B.6, originally operated as XH567. • One British-built RAF Canberra B.2, subsequently converted to TT.18 (target tug) for use by the Fleet Air Arm is displayed outside at Airbase Arizona of the Commemorative Air Force at Falcon Field, Mesa, Arizona. This aircraft, originally WK142 in RAF and RN service, was sold in 1995 to an American buyer and carries N76764 as its US registration. • One British-built RAF Canberra B.2, subsequently converted to a TT.18 target tug for use by the Fleet Air Arm is restored by the Valiant Air Command Warbird Museum in Titusville, Florida. This aircraft, WJ574, was involved in 'Project Robin' flying chase to the overflight Canberra tasked with photographing the Soviet Union's early V-2 rocket tests at Kapustin Yar. Zimbabwe • A Canberra can be seen on Google Earth at Robert Gabriel Mugabe International Airport. There were two here, but one was donated to the China Aviation Museum some time before 2015. As of March 2025, there is another aeroplane visible, about 1,700ft to the west of the first. ==Specifications (Canberra B(I).6)==