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Handley Page Halifax

The Handley Page Halifax was one of the British front-line, four-engine 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 Australian Air Force, Royal Canadian Air Force, Royal New Zealand Air Force and Polish Air Force.

Design and development

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". Other candidates for the specification were the Avro Manchester and a Vickers Warwick development; all used twin Rolls-Royce Vulture engines. The introduction of the successful P.13/36 candidates were delayed by the necessity of ordering more Whitley and Wellington bombers first.

Performance with the Vulture was found to be lacking. 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 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, 21 days after the UK declared war on Germany.

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

The Mk I had a 22 ft long bomb bay as well as six bomb cells in the wings, enabling it to carry 13,000 lb (5,897 kg) of bombs. Defensive armament consisted of two .303-in Browning machine guns in a Boulton Paul Type C nose turret, and four in BP Type E tail turret and, in some aircraft, two Vickers K 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. The Halifax Mk I series had a serious flaw in the design of its tail units that caused it to go into a steep, uncontrollable spin if the aeroplane lost engine power from two engines on the same wing or it was flung about vigorously. This fault undoubtedly caused a number of fatal crashes.

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

Introduction of Merlin XX engines and a twin .303-in 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 (rudder-stall) 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 . The Mark V were built by Rootes 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, 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 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 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 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.

Total Halifax production was 6,176 with the last aircraft delivered in November 1946. 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 entered service with No. 35 Squadron RAF at RAF Linton-on-Ouse in November 1940 and 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 of bombs and lost 1,833 aircraft. 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.

Postwar, Halifaxes remained in service with the RAF Coastal Command and RAF Transport Command 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 C8s 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.

Variants

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

The first Halifax prototypeHalifax Mk. I

The second prototype.;Halifax B.I Series I

Four-engined long-range heavy-bomber aircraft; the first production version.;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 cannons 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.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 calibre 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 calibre 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 machine gun was mounted on most aircraft although some employed the ASV.Mk 3 radar in its place.Halifax Met. II

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

H.P.61

Halifax B.III

Main production variant, fitted with Bristol Hercules engines.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 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.VIHalifax 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 (1204-kW) Bristol Hercules XVI radial engines.Halifax A.VII

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

Royal Australian Air Force

Royal Canadian Air Force

No. 346 Squadron RAF
No. 347 Squadron RAF

Royal Air Force

Halifax civil operators

Aircarrier (Former Wikner aircraft)
Geoffrey Wikner (B3 converted with a 15-passenger interior)
Aero Cargo
CTAI
Societe Anonyme de Navigation Aeriennes
Peteair
Vingtor Airways
Pakistan Airways
Alpha Airways
LAMS (South Africa)
Air Globe
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
World Air Freight

Halton Operators

India

Maharajah Gaekwar of Baroda
Louis Breguet
Alpha Airways
Bond Air Services
British American Air Services
British Overseas Airways Corporation
Westminster Airways
Worldair Carrier

Survivors

There are only two fully restored Halifax bombers in the world. One is a composite aircraft located at the Yorkshire Air Museum, on the site of the Second World War airfield, RAF Elvington.

The other Halifax, NA337 of No. 644 Squadron RAF at Tarrant Rushton, was retrieved from the bottom of Lake Mjøsa in Norway in 1995 after being shot down in April 1945. It was brought back to Canada and restoration was completed in 2005. NA337 is a Halifax A Mk VII Special Duties aircraft built by Rootes Motors, Liverpool and resides at RCAF Memorial Museum at CFB Trenton in Trenton, Ontario, near Kingston, Ontario.

A third Halifax, was recovered from Lake Hoklingen in Norway by a "sub aqua" team from the RAF in 1973. This Mk II, Serial Number W 1048, was part of 35 Squadron and had crashed after being damaged in an attack on the German battleship Tirpitz. 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.

On 26 November 2006, archaeologists from the Warsaw Uprising Museum, Poland, unearthed remains of another Halifax (JP276 "A") from No. 148 RAF Squadron, 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.

Specifications (Mk III)

References

Notes

Bibliography

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Bingham, Victor F. Halifax, Second to None: The Handley Page Halifax. Shrewsbury, UK: Airlife, 1986. ISBN 0-90639-366-3.
Clarke, R.M., ed. Handley Page Halifax Portfolio. Cobham, Surrey, UK: Brooklands Books, No year cited. ISBN 0-948-207-892.
Clayton, Donald C. Handley Page: An Aircraft Album. Shepperton, Surrey, UK: Ian Allan Ltd., 1970. ISBN 0-7110-0094-8.
Jones, Geoffrey Patrick. Night Flight : Halifax squadrons at War. London: William Kimber, 1981. ISBN 0-71830-338-5.
Lake, Jon. Halifax Squadrons of World War 2. Botley, Oxford, UK: Osprey Publishing, 1999. ISBN 1-85532-892-5.
________. Halifax Variants. "Wings of Fame, vol. 8". London: Aerospace Publishing, 1997. ISBN 1-86184-009-8.
Merrick, Keith A. Halifax, an Illustrated History of a Classic World War II Bomber. Shepperton, Surrey, UK: Ian Allan Ltd., 1980. ISBN 0-7110-0767-5.
____________. The Handley Page Halifax. Bourne Ends, Buckinhamshire, UK: Aston Publications Ltd., 1990. ISBN 0-946627-60-8.
Moyes, Philip J.R. Handley Page Halifax: Merlin-Engined Variants (Aerodata International No 7). Kidlington. Oxford, UK: Vintage Aviation Publications Ltd., 1979. ISBN 0-905469-50-X.
_____________. The Handley Page Halifax B.III, VI, VII. Leatherhead, Surrey, UK: Profile Publications Ltd., 1966.
Rapier, Brian J. Halifax at War. Shepperton, Surrey, UK: Ian Allan Ltd., 1987. ISBN 0-7110-1554-6
Roberts, R.N. The Halifax File. Tonbridge, UK: Air Britain (Historians) Ltd., 1982. ISBN 0-85130-098-7.
Robertson, Bruce. Halifax Special. Shepperton, Surrey, UK: Ian Allan Ltd., 1990. ISBN 0-7110-1920-7.
Scutts, Jerry. Halifax in Action (Aircraft in Action series, No. 66. Carrollton, TX: Squadron/Signal Publications, Inc., 1984. ISBN 0-89747-158-X.
Stachiw, Anthony L. and Andrew Tattersall. Handley Page Halifax: In Canadian Service St. Catharine's, Ontario, Canada: Vanwell Publishing Limited, 2005. ISBN 1-55125-085-3.