English Electric Canberra - Walkaround Photos
We'd like to extend our thanks to the Midland Air Museum, RAF Marham, Cotswold Airport, the Treble Three crew and The Buccaneer Aviation Group for access to various of these airframes, and to John Adams of Aeroclub for his handy round-up of differences between various Canberra marks.
We're a little lacking in cockpit photos for most marks - submissions welcome!
The nose was where you'd see most variation in Canberras, and indeed the ease with which it could be built with different noses was key to the airframe's flexibility and therefore its large production run. The PR variants had a 14.5" stretch introduced just ahead of the bomb bay; the B(I).8 and PR.9 had a fighter style offset canopy for the pilot. The T.4 had a solid nose cone from frame 1 forward (the nearly vertical panel line ahead of the cockpit canopy), whereas bomber and PR.3/7s had a clear tip to the nose cone (including an offset flat plate on the bomber and PR.7 but not the PR.3). The T.4 also had two clear vision panels on the bubble canopy (and two ejection seats squeezed underneath it!). The many 'special' versions of Canberra (T.11, T.17, T.19 etc.) generally had entirely new nose cones from frame 1 forward.
Wings were another area for variation; most marks shared the same wing layout (bar internal tankage introduced from the B.6 onwards), but the PR.9 had radically enlarged wings. The inner portion had greater chord, and the outer wings were extended in span with entirely different wingtips. The wingtip drop tank, however, mounted in the same place so would actually sit in from the wingtip rather than directly under it. Engine cowlings varied with engine fit and starter type - single or triple breech cartridge for most marks, and AVPIN starter on the PR.9.
While the gear legs did not vary between marks, the wheels did - earlier wheels (e.g. B.2) had multiple radial hub spokes and you could see through them from one side to the other. Later, heavier marks (e.g. B.6) had a slightly larger wheel with 4 depressions in the hub as seen in these photos.
Again, the tail was mostly common between marks, with minor variations in aerial fit. However, the PR.9 was fitted with fully powered flying controls, and thus had a PFCU to operate the rudder. This resulted in a scabbed on fairing on the port side only. The PR.9 also had some vortex generators on the fin side and upper rear fuselage, and was later fitted with a radar warning receiver (RWR) housing in the upper leading edge (and the tip of the tailcone).