Handley Page Halifax

Halifax
Handley Page Halifax B.III showing the later rectangular fins
Role	Heavy bomber
Manufacturer	Handley Page
First flight	24 September 1939
Introduced	November 1940
Retired	1961 (Pakistani Air Force)
Primary users	Royal Air Force Royal Canadian Air Force Royal Australian Air Force Free French Air Force Free Polish Air Force Royal Egyptian Air Force Royal Pakistan Air Force
Produced	1940–1945
Number built	6,178[1]

The Handley Page Halifax was one of the British front-line, four-engined heavy bombers of the Royal Air Force during the Second World War. A contemporary of the famous Avro Lancaster, the Halifax remained in service until the end of the war, performing a variety of duties in addition to bombing. The Halifax was also operated by squadrons of the Royal Canadian Air Force, Royal Australian Air Force, Free French Air Force, Free Polish Air Force and after Word War II by the Royal Egyptian Air Force, the Armée de l'Air and the Royal Pakistan Air Force.

Design and development

Comparison of the Halifax Mk I with its contemporaries, the Short Stirling and the Avro Lancaster

Handley Page produced the H.P.56 design to meet Air Ministry Specification P.13/36 for a twin-engine medium bomber for "world-wide use"^[2]. Other candidates for the specification included the Avro 679, and designs from Fairey, Boulton Paul and Shorts; all used twin engines Rolls-Royce Vultures, Napier Sabres, the Fairey P.24 or Bristol Hercules. A four engined wing was then still a new idea in British bombers. The introduction of the successful P.13/36 candidates was delayed by the necessity of ordering more Armstrong-Whitworth Whitley and Vickers Wellington bombers first.

The Avro and HP.56 designs were ordered "off the drawing board" in mid 1937, the Avro design as the preferred choice. Soon after Handley Page were told to redesign the HP.56 for four engines as the Vulture was already suffering technical issues. The Avro Manchester would be built with Vultures but suffer due to them. This redesign increased the span from 88 ft to 99 ft and put 13,000 lb of weight on. Modifications resulted in the definitive H.P.57 which upon acceptance gained the name "Halifax" following the practice of naming heavy bombers after major towns; in this case Halifax in the West Riding of Yorkshire. The H.P.57 was enlarged and powered by four 1,280 hp (950 kW) Rolls-Royce Merlin X engines. Such was the promise of the new model that the RAF had placed their first order for 100 Mk.I Halifaxes "off the drawing board" before the first prototype even flew. The maiden flight of the Halifax took place on 24 September 1939 from RAF Bicester, just 21 days after the UK declared war on Germany.

The Halifax production subsequently began at Handley Page's (now English Electric) site at Samlesbury, Lancashire with over 2,000 bombers being built at the factory during the war.

The Mk.I had a 22 ft (6.7 m) long bomb bay as well as six bomb cells in the wings, enabling it to carry 13,000 lb (5,900 kg) of bombs. Defensive armament consisted of two .303 in (7.7 mm) Browning machine guns in a Boulton Paul Type C nose turret, and four in BP Type E tail turret and, in some aircraft, two .303 in (7.7 mm) Vickers K machine guns in beam positions. The Merlins drove constant speed wooden screw Rotol propellers. Subtle modifications distinguished the Mk I aircraft. The first batch (of 50) Mk I Halifaxes were designated Mk I Series I.

These were followed by 25 of the Mk I Series II with increased gross weight (from 58,000 lb/26,310 kg to 60,000 lb/27,220 kg) but with maximum landing weight unchanged at 50,000 lb (23,000 kg). The Mk I Series III had increased fuel capacity (1,882 gal/8,556 L), and larger oil coolers to accept the Merlin XX. A two-gun BP Type C turret mounted dorsally replaced the beam guns.

The test Halifax B Mk II Srs I, V9977, in-which the first H2S radar was installed. Note the early triangular fins. This aircraft later crashed in June 1942, killing several radar technicians

Introduction of 1,390 hp (1,040 kW) Merlin XX engines and a twin .303 in (7.7 mm) dorsal turret instead of waist guns resulted in the B Mk II Series I Halifax. The Mk II Series I (Special) achieved improved performance by removing the nose and dorsal turrets. The Mk II Series IA had a moulded Perspex nose (the standard for future Halifax variants), a four-gun Defiant-type dorsal turret, Merlin 22 engines and larger vertical tail surfaces which solved control deficiencies (fin-stall leading to rudder overbalance) in the early Marks. Halifax IIs were built by English Electric and Handley Page; 200 and 100 aircraft respectively.

Due to a shortage in Messier-built landing gear and hydraulics, Dowty landing gear were used. Being incompatible with the Messier equipment these gave Halifaxes with new designations. A Mark II built with Dowty gear was the Mark V. The use of castings rather than forgings in the Dowty undercarriage speeded production but resulted in a reduced landing weight of 40,000 lb (18,000 kg). The Mark V were built by Rootes Group at Speke and Fairey at Stockport and were generally used by Coastal Command and for training. Some 904 were built by the time Mark V production ended at the start of 1944,^[3] compared to 1,966 Mk II.

The most numerous Halifax variant was the B Mk III of which 2,091 were built. First appearing in 1943, the Mk III featured the Perspex nose and modified tail of the Mk II Series IA but replaced the Merlin with the more powerful 1,650 hp (1,230 kW) Bristol Hercules XVI radial engine. Other changes included de Havilland Hydromatic propellers and rounded wing tips. The Mk IV was a non-production design using a turbocharged Hercules powerplant. The definitive version of the Halifax was the B Mk VI, powered by the 1,800 hp (1,300 kW) Hercules 100. The final bomber version, the Mk VII, reverted to the less powerful Hercules XVI. However, these variants were produced in relatively small quantities.

The remaining variants were the C Mk VIII unarmed transport (8,000 lb/3,630 kg cargo pannier instead of a bomb bay, space for 11 passengers) and the Mk A IX paratroop transport (space for 16 paratroopers and gear). A transport/cargo version of the Halifax was also produced, known as the Handley Page Halton.

Production

Total Halifax production was 6,178 with the last aircraft delivered in April 1945. In addition to Handley Page, Halifaxes were built by English Electric, Fairey Aviation, Rootes Motors (Rootes Securities Ltd.) and the London Aircraft Production Group. Peak production resulted in one Halifax being completed every hour.

Operational service

The Halifax was originally intended to be used to bomb the Russian Caucasus oil fields. The raids were carried out from Syrian and Lebanese territories. However, the first Halifax entered service with No. 35 Squadron RAF at RAF Linton-on-Ouse in November 1940, while Syria and Lebanon were already ruled by Vichy. Therefore its first operational raid was against Le Havre on the night of 11-12 March 1941.

In service with RAF Bomber Command, Halifaxes flew 82,773 operations, dropped 224,207 tons (203,397 tonnes) of bombs and lost 1,833 aircraft.^[4] In addition to bombing missions, the Halifax served as a glider tug, electronic warfare aircraft for No. 100 Group RAF and special operations such as parachuting agents and arms into occupied Europe. Halifaxes were also operated by RAF Coastal Command for anti submarine warfare, reconnaissance and meteorological roles.

Halifax C.8 freighter of Lancashire Aircraft Corporation at Manchester Airport in 1950

Postwar, Halifaxes remained in service with the RAF Coastal Command and RAF Transport Command, Royal Egyptian Air Force and the Armée de l'Air until early 1952. The Pakistan Air Force which inherited the planes from the RAF continued to use the type until 1961.

A number of former RAF Halifax C.8s were sold from 1945 and used as freighters by a number of mainly British airlines. In 1948, the air freight market was in decline but 41 civil aircraft were used in the Berlin Air Lift operating a total of 4,653 freight sorties and 3,509 sorties carrying bulk diesel fuel. Nine aircraft were lost during the airlift but as the aircraft returned to England most civil Halifaxes were scrapped. The last civilian operated Halifaxes were withdrawn from service in late 1952.

Variants

Halifax B.II Series I (Special) W1057, ZA-X, No. 10 Squadron RAF, with a faired-over nose. During April-May 1942, this aircraft took part in a number of raids on the German battleship Tirpitz in Fættenfjord near Trondheim, Norway.

Pre-Halifax designs

H.P.55

Proposed twin-engine bomber aircraft, never built.

H.P.56

Proposed twin-engine bomber aircraft, fitted with two Rolls-Royce Vulture engines, never built.

H.P.57

H.P.57

The first Halifax prototype

Halifax Mk. I

The second prototype.

Halifax B.I Series I

Four-engined long-range heavy-bomber aircraft; the first production version. Armament consisted of nose turret with two guns, tail turret with four guns and two beam guns

Halifax B.I Series II

Stressed for operating at a higher gross weight.

Halifax B.I Series III

Re-engined with Merlin XX engines, introduced new upper turret in place of beam guns, with revised undercarriage and additional centre-section fuel tanks.

H.P.58

Halifax Mk II

Projected variant with revised armament including 20 mm cannon and no tail turret. Due to problems with the new armament, the project was cancelled and the Mk II designation given to H.P.59.

H.P.59

Halifax Mk II

New variant with increased takeoff weight, fuel and weapons carriage.

Halifax B.II Series I

First series of the bomber variant; from March 1942 onwards, these were fitted with TR1335 navigation aids.

Hailfax B.II Series I (Special), SOE

Special version for Special Operations Executive (SOE) used to drop supplies over Europe. Nose armament and dorsal turret removed, the nose being faired over, as well as changes to the fuel went pipes and exhaust shrouds.

Hailfax B.II Series I (Special)

Generally similar to the aircraft used by the SOE, these were employed in the bombing role. These aircraft were more varied in appearance, especially concerning the fitting of dorsal armament with some aircraft retaining the standard Boulton Paul "Type C" turret in different mounts with others mounting a "Type A" -turret. There were also examples with no dorsal turret, similar to the SOE-aircraft.

Halifax B.II Series IA

Modified with new glazed nose section, new radiators and new "D" fin and rudder. The dorsal turret was changed to a four-gun Boulton Paul Type A Mk VIII, and there were improvements to the bomb bay door sealing. Some aircraft were fitted with the H2S radar.

Halifax B.II Series I, Freighter

A few Mk IIs were employed in the transport role in Great Britain (unmodified SOE-aircraft) and in the Middle East (simple modifications to allow carriage of engines or Spitfire fuselages).

Halifax B.II Series II

Single aircraft (HR756) modified with three-blade Rotol propellers and Merlin 22 engines. Rejected in favour of Mk III.

Halifax A.II

According to some sources, a handful of the airborne forces Halifaxes were converted into B.IIs. If this is true they might have been designated A.II or may have retained their bomber designations.^[5]

Halifax GR.II

Coastal Command variant of the Halifax B.II.

Halifax GR.II Series I

A handful of aircraft converted from Series I or Special to GR.II standard, having differences in dorsal armament. The main difference was the fitting of a ASV.Mk 3 radar in an H2S type fairing. Sometimes, a .50 in (12.7 mm) machine gun was fitted in the faired nose.

Halifax GR.II Series IA

Definitive Coastal Command variant of the GR.II with glazed nose mounting .50 in (12.7 mm) machine gun, Merlin XX or 22 engines, B-P A-type dorsal turret and extra long-range fuel tanks in fuselage. A ventral turret holding a single .50 in (12.7 mm) machine gun was mounted on most aircraft although some employed the ASV.Mk 3 radar in its place.

Halifax Met.II

Some sources^[6] suggest that there were a meteorological variant of the B.II, designated Met.II, but this is unlikely.^[7]

H.P.61

Halifax B.III

Main production variant, fitted with Bristol Hercules engines. B.III bombers were fitted with transparent nose dome with single machine gun, Boulton Paul dorsal turret with four guns and tail turret with four guns. Some B.IIIs had extended round wingtips.

Halifax A.III

Halifax B.III bombers converted into glider tug and paratroop transport aircraft.

Halifax C.III

Halifax B.III bombers converted into military transport aircraft.

H.P.63

Halifax B.V

Four-engined long-range heavy-bomber, powered by four Rolls-Royce Merlin XX engines with square empennage and wingtips. Armament as B.III

Halifax B.V Series I (Special)

Halifax A.V

Halifax B.V bombers converted into glider tugs and paratroop transport aircraft.

Halifax GR.V

Coastal Command variant. Halifax B.V bombers converted into maritime reconnaissance aircraft.

Halifax B.VI

Four-engined long-range heavy-bomber, powered by four 1,615 hp (1,204 kW) Bristol Hercules XVI radial engines with H2S radar. No dorsal turret. Square empennage, round wing tips.

Halifax C.VI

Halifax B.VI bombers converted into military transport aircraft.

Halifax GR.VI

Coastal Command variant. Halifax B.VI bombers converted into maritime reconnaissance aircraft.

Halifax B.VII

Four-engined long-range heavy-bomber, powered by four 1,615 hp (1,204 kW) Bristol Hercules XVI radial engines. Round wing tips. Armament as B.III

Halifax A.VII

Halifax B.VIIs converted into paratroop transport and glider tug aircraft.

Halifax C.VII

Halifax B.VIIs bombers converted into military transport aircraft.

H.P.70

Halifax C.VIII

Cargo and passenger transport aircraft.

H.P.71

Halifax A.IX

Paratroop transport, glider tug aircraft.

H.P.70 Halton

Halton I

Interim civil transport version; postwar, a number of Hailfax bombers were converted into civilian transport aircraft.

Halton II

VIP transport aircraft for the Maharajah Gaekwar of Baroda.

Operators

Halifax military operators

An Australian Halifax from No. 462 Squadron RAAF at RAF Foulsham in 1945

 Australia

 Canada

 Egypt

• Royal Egyptian Air Force^[10]

 France

• Free French Air Force^[11]
  • No. 346 Squadron RAF (GB II/23 Guyenne)
  • No. 347 Squadron RAF (GB I/25 Tunisie)

 Pakistan

• Pakistan Air Force^[12]
  • No. 12 Squadron PAF

 Poland

 United Kingdom

Halifax civil operators

 Australia

• Aircarrier (Former Wikner aircraft)
• Geoffrey Wikner (B3 converted with a 15-passenger interior)

 France

• Aero Cargo
• CTAI
• Societe Anonyme de Navigation Aeriennes

 Norway

• Peteair
• Vingtor Airways

 Pakistan

• Pakistan Airways

 South Africa

• Alpha Airways
• LAMS (South Africa)

 Switzerland

• Air Globe

 United Kingdom

• Air Freight
• Airtech
• Bond Air Services
• British American Air Services
• British Overseas Airways Corporation
• Chartair
• C.L. Air Surveys
• Eagle Aviation
• Lancashire Aircraft Corporation
• London Aero and Motor Services (LAMS)
• Payloads
• Skyflight
• Union Air Services
• Westminster Airways (converted as a bulk fuel carrier for Berlin Airlift)
• World Air Freight

Halton operators

India

• Maharajah Gaekwar of Baroda

 France

• Louis Breguet

 South Africa

• Alpha Airways

 United Kingdom

• Bond Air Services
• British American Air Services
• British Overseas Airways Corporation
• Westminster Airways
• Worldair Carrier

Survivors

Halifax Mk II(III) LV907, Yorkshire Air Museum.

There are 2 fully restored Halifax bomber version in the world. One of the two is located at the Yorkshire Air Museum, on the site of the Second World War airfield, RAF Elvington. This aircraft was re-constructed from a fuselage section of Halifax B.Mk.II HR792 and parts from other aircraft. It is painted to represent Halifax LV907, "Friday the 13th" from no. 158 Squadron RAF on the port side and "N - Novembre" of 347 "Guyenne" Squadron, Free French Air Force, on the starboard side (RAF Elvington being the home of the only two French heavy bomber squadrons in Bomber Command)^[15].

Halifax Mk VII NA337, RCAF Museum

Another fully restored Halifax, NA337 of No. 644 Squadron RAF, then based at RAF Tarrant Rushton is a transport/special duties version, and was retrieved from the bottom of Lake Mjøsa in Norway in 1995 after being shot down in April 1945. It was taken to Canada and restoration was completed in 2005. NA337 is a Halifax A.Mk.VII Special Duties aircraft built by Rootes Motors, Liverpool and now resides at RCAF Memorial Museum at CFB Trenton in Trenton, Ontario, near Kingston, Ontario.

A third Halifax is a B.Mk.II, serial W1048, 'S' for Sugar of no. 35 Squadron RAF. On the night of the 27/28 April, 1942, this aircraft was taking part in a raid on the Tirpitz - its first operational flight. It was hit by anti-aircraft fire after releasing the four 1,000-pound (450 kg) mines it carried and the pilot made a successful belly landing on the frozen surface of Lake Hoklingen. The crew escaped to Sweden with the help of the Norwegian resistance, except for the Flight Engineer who remained behind because of a broken ankle and was taken prisoner. Within hours, the aircraft sank through the ice into 27 metres (89 ft) of water.^[16][17] In the summer of 1973, it was recovered from the lake by a team of divers from the RAF and a Norwegian diving club, and was transported to the UK on a British Army Landing craft tank. It is displayed in its "as recovered" condition in the Bomber Command display at the Royal Air Force Museum at Hendon in London, apart from the nose turret which had already been restored prior to the decision.^[17]

On 26 November 2006, archaeologists from the Warsaw Uprising Museum, Poland, unearthed remains of another Halifax (JP276 "A") from No. 148 Squadron RAF, which was found in southern Poland, near the city of Dąbrowa Tarnowska. It was shot down on the night 4-5 August 1944 while returning from the "air-drop-action" during the Warsaw Uprising.

In August 1945, while on weather patrol, the aging Halifax bomber LW170 from no. 518 Squadron RAF sprung a fuel leak and, while trying to return to base, was forced to ditch off the Hebrides Islands west of Scotland^[18]. A project is currently underway with the stated aim of finding, recovering and restoring Halifax LW170. When it is recovered it will be restored and displayed at the Nanton Lancaster Society Air Museum in Nanton, Alberta Canada. ^[19]

Specifications (Mk III)

3-view projection of Halifax Mark I Series III, with profile details of other significantly different variants.

Data from Halifax, Second to None^[20]

General characteristics

• Crew: 7
• Length: 71 ft 7 in (21.82 m)
• Wingspan: 104 ft 2 in (early Mks. had span of less than 100 ft (30 m) to fit through standard hangar doors) (31.75 m)
• Height: 20 ft 9 in (6.32 m)
• Wing area: 1,190 ft² (110.6 m²)
• Loaded weight: 54,400 lb (24,675 kg)
• Powerplant: × Bristol Hercules XVI radial engine, 1,615 hp (1,205 kW) each

Performance

• Maximum speed: 282 mph (454 km/h) at 13,500 ft (4,115 m)
• Range: 1,860 mi (3,000 km) combat
• Service ceiling: 24,000 ft (7,315 m)
• Rate of climb: 750 ft/min (3.8 m/s)
• Wing loading: 45.7 lb/ft² (223.1 kg/m²)
• Power/mass: 0.12 hp/lb (195 W/kg)

Armament

• Guns: 8 × .303 in (7.7 mm) Browning machine guns (4 in dorsal turret, 4 in tail turret), 1 × .303 in (7.7 mm) Vickers K machine gun in nose
• Bombs: 13,000 lb (5,897 kg) of bombs

See also

Comparable aircraft

• Avro Lancaster
• Short Stirling
• B-17 Flying Fortress
• B-24 Liberator
  

Related lists

• List of aircraft of the RAF
  

References

Notes

Bibliography

Videography

External links

• Handley Page Halifax
• British Aircraft Directory entry
• Halifax Bomber Crews and Their Experiences
• One of the Many The story of a 76 Squadron Flight Engineer and his Halifax aircraft in WW2
• The Story of Halifax NA337
• The Handley Page Halifax website
• To Hell in a Halifax, by Herbert Krentz The true story of RCAF pilot Herbert Krentz, the sole survivor when his Halifax Mk V was shot down over Germany in early 1944.