 |
| Handley Page Halifax II Series IA bombers at dispersal, with a Bristol Beaufighter at right. The Halifax II JP201 pictured was later, while operating with No 1666 Heavy Conversion Unit (HCU) from RAF Wombleton, lost in a collision with the Halifax V LL137 of No 1664 HCU from RAF Dishforth, over Morchard Bishop, Devon, on the evening of the 15 November 1944. The Handley Page Halifax is a British Royal Air Force (RAF) four-engined heavy bomber of the Second World War. It was developed by Handley Page to the same specification as the contemporary twin-engine Avro Manchester. |
The Handley Page Halifax is a
British Royal Air Force (RAF) four-engined heavy bomber of the Second World
War. It was developed by Handley Page to the same specification as the
contemporary twin-engine Avro Manchester.
The Halifax has its origins in
the twin-engine H.P.56 proposal of the late 1930s, produced in response to the
British Air Ministry's Specification P.13/36 for a capable medium bomber for
"world-wide use." The H.P.56 was ordered as a backup to the Avro 679,
both aircraft being designed to use the Rolls-Royce Vulture engine. The Handley
Page design was altered to use four Rolls-Royce Merlin engines while the rival
Avro 679 was produced as the twin-engine Avro Manchester which, while regarded
as unsuccessful mainly due to the Vulture engine, was a direct predecessor of
the Avro Lancaster. Both the Lancaster and the Halifax emerged as capable
four-engine strategic bombers, thousands of which were used during the War.
The Halifax performed its first flight on 25 October 1939, and
entered service with the RAF on 13 November 1940. It quickly became a major
component of Bomber Command, performing strategic bombing missions against the
Axis Powers, primarily at night. Arthur Harris, the Air Officer
Commanding-in-Chief of Bomber Command, described the Halifax as inferior to the
rival Lancaster (in part due to its smaller payload) though this opinion was
not shared by many of the crews that flew it. Nevertheless, production of the
Halifax continued until April 1945. During their service with Bomber Command,
Halifaxes flew 82,773 operations and dropped 224,207 long tons (227,805 t) of
bombs, while 1,833 aircraft were lost. The Halifax was also flown in large
numbers by other Allied and Commonwealth nations, such as the Royal Canadian
Air Force (RCAF), Royal Australian Air Force (RAAF), and Free French Air Force.
Various improved versions of the Halifax were introduced,
incorporating more powerful engines, a revised defensive turret layout and
increased payload. It remained in service with Bomber Command until the end of
the war, performing a variety of duties in addition to bombing. Specialized
versions of the Halifax were developed for troop transport and paradrop operations.
After the Second World War, the RAF quickly retired the Halifax, the type being
succeeded as a strategic bomber by the Avro Lincoln, an advanced derivative of
the Lancaster. During the post-war years, the Halifax was operated by the Royal
Egyptian Air Force, the French Air Force and the Royal Pakistan Air Force. The
type also entered commercial service for a number of years, used mainly as a
freighter. A dedicated civil transport variant, the Handley Page Halton, was
also developed and entered airline service; 41 civil Halifax freighters were
used during the Berlin Airlift. In 1961, the last remaining Halifax bombers
were retired from operational use.
Development
Origins
In the 1930s, the Royal Air Force (RAF) was primarily
interested in twin-engine bombers. These designs put significant demands on
engine production and maintenance, both of which were already stretched with
the introduction of many new types of aircraft into service. Power limitations
were so serious that the British invested heavily in the development of huge
engines in the 2,000 hp (1,500 kW) class to improve performance. However,
during the late 1930s, none of these engines were ready for production.
Meanwhile, the United States, France, Germany and the Soviet Union were developing
bombers powered with four engines with favorable results, including excellent
range and lifting capacity. Accordingly, in 1936, the RAF decided to
investigate the feasibility of a four-engined bomber.
During the mid-1930s, the British Air Ministry released
Specification P.13/36, seeking a twin-engine heavy-medium bomber suitable for
"world-wide use". Further requirements of the specification included
the use of a mid-mounted cantilever monoplane wing and all-metal construction,
and encouraged use of the Rolls-Royce Vulture engine then in development. In
response, Handley Page produced the twin-engine H.P.56 design to meet
Specification P.13/36. Handley Page aircraft designer George Volkert had
responsibility for the design.
Other candidates were submitted for the same specification,
including the Avro 679, and designs from Fairey, Boulton Paul and Shorts. All
submissions used two engines, using the Rolls-Royce Vulture, Napier Sabre,
Fairey P.24 or Bristol Hercules engines. All of these engines were under
development and while four-engined bomber designs were considered for specification
B.12/36 for a heavy bomber, wings mounting two pairs of engines required
additional testing at the Royal Aircraft Establishment (RAE). A stronger wing
also required additional strengthening of the overall aircraft structure,
increasing design weight.
In February 1937, following consideration of the designs,
the Air Ministry selected Avro's submission, with Handley Page's bid chosen as
"second string". Accordingly, during April 1937, the Air Ministry
ordered two prototypes of each design. The introduction of the successful
P.13/36 candidates was delayed by orders for Armstrong-Whitworth Whitley and
Vickers Wellington bombers. In mid-1937, it was decided to order both the Avro
679 and H.P.56 designs "off the drawing board" in order to speed up
delivery timetables.
During July 1937, Handley Page was instructed to redesign
the H.P.56 to use four engines. The Vulture had already been suffering
reliability and performance problems. The rival Avro 679 proceeded into service
as the Avro Manchester powered by a pair of Vulture engines, but was only built
in limited quantities after suffering substantially from engine-related
difficulties. The four-engine redesign increased its wingspan from 88 ft (27 m)
to 99 ft (30 m) and added 13,000 pounds (5,900 kg) of weight. In September
1937, the Ministry specified the use of four Rolls-Royce Merlin engines; according
to aviation author Phillip J. R. Moyes, this redesign to four Merlin engines
was done "much against the company's wishes".
Towards the end of the year, a full-size mock-up was
assessed and production of a pair of H.P.57 prototypes commenced in March 1938.
Further design modifications resulted in the definitive aircraft, now
considerably enlarged and powered by four 1,280 hp (950 kW) Rolls-Royce Merlin
X engines. Such was the promise of the new model that, in January 1938, the RAF
chose to place their first production order for the type, ordering 100 Mk.I
Halifaxes "off the drawing board", at which point the serials which
had already been assigned to the H.P.56 were switched to the H.P.57.
Prototypes
The first prototype was built at Handley Page's facility in
Cricklewood, London, It was then dismantled and transported by road to RAF
Bicester (the nearest non-operational RAF airfield with suitable facilities)
for reassembly. The first flight of the first prototype Halifax, serial number
L7244, was performed by chief test pilot Jim Cordes with E A 'Ginger' Wright as
flight test observer on 25 October 1939. During this flight, the undercarriage
was locked down as a safety precaution.
On 17 August 1940, the first flight of the second prototype,
L7245, now complete with full armament and operational equipment, was made from
Radlett Aerodrome. The H.P.57 was given the service name Halifax upon
acceptance. This name followed the practice of naming heavy bombers after major
towns, which in this case was Halifax in Yorkshire. In September 1941, a production
Halifax Mk.I participated in an official naming ceremony of the type,
officiated by Lord Halifax and Lady Halifax.
Production
Series production of the Halifax began at Handley Page's
factory at Cricklewood and at English Electric's site in Samlesbury,
Lancashire. In order to speed up production, Handley Page implemented several
new manufacturing techniques, including two pioneering approaches:
photo-lofting and split construction. In the latter capacity, each Halifax was
built from various sub-assemblies. Surface panels were flush-riveted, although
the matt black night bomber camouflage negated its benefit.
Handley Page built the assemblies and components at
Cricklewood and the aircraft were assembled and flown from Radlett Aerodrome.
The first production aircraft flew from Radlett on 11 October 1940.
The sizeable production run envisioned required the
involvement of several other companies in addition to Handley Page. The
resulting Halifax Group was established to oversee the manufacturing program,
comprising English Electric (who had previously built Handley Page Hampdens),
various firms within the London Aircraft Production Group, Fairey Aviation, and
Rootes Motors. Because of this scheme, Halifaxes were manufactured at sites across
the British isles.
The Halifax was produced in large numbers during the war and
over 40%, or 4,046 of the 10,018 heavy bombers produced in Britain between 1940
and 1944 were Halifaxes. In all, 6,178 Halifaxes were built, the last delivered
in April 1945. At the peak, 41 separate factories and dispersed units were
involved in production, along with 600 subcontractors and 51,000 employees,
with one Halifax completed every hour. The first English Electric-built
aircraft was flown from Samlesbury on 15 August 1941.
The first production standard Halifax, the Mk.I, had a 22 ft
(6.7 m) long bomb bay and six wing bomb cells, and could carry a 13,000 lb
(5,900 kg) load. Defensive armament consisted of two .303 in (7.70 mm) Browning
machine guns in a Boulton Paul Type C nose turret, with an additional four in a
Boulton Paul Type E tail turret. Some aircraft included two additional .303 in
(7.70 mm) Vickers K machine guns in beam (side, or "waist")
positions. Subtle modifications distinguished the Mk.I aircraft. Aircraft of the
first batch of fifty Mk.I Halifaxes were designated Mk.I Series I.
Factories
|
Manufacturer
|
Location
|
Number
produced
|
|
Handley
Page
|
Radlett
|
1589
|
|
English
Electric
|
Preston
|
2145
|
|
Fairey
Aviation
|
Stockport
|
662
|
|
London
Aircraft Production Group
|
Leavesden*
|
710
|
|
Rootes
Securities
|
Speke
|
1070
|
* The aircraft were assembled at Leavesden from components
and assemblies manufactured around London.
Improvements
Handley Page were initially disappointed with the
performance of the Halifax which was below their predictions, much of this was
because they had under-estimated the aircraft's drag. The Mk.III Halifax had a
wider span of 103 ft 8 in (31.60 m) and had significantly improved performance.
Arguably the Merlin engine did not suit the Halifax as much as the Hercules
(fitted from the Mk.III on) which suited the Halifax better both
aerodynamically and power-wise.
The Halifax Mk.I was quickly followed by 25 of the Mk.I
Series II; these featured an increased gross weight from 58,000 lb (26 t) to
60,000 lb (27 t) but with maximum landing weight unchanged at 50,000 lb (23 t).
The Halifax Mk.I Series III featured increased fuel capacity (1,882 imp gal (8,560
L; 2,260 US gal) and larger oil coolers, the latter of which having been
adopted in order to accommodate the Merlin XX engine. A dorsally-mounted
two-gun Boulton Paul Type C turret replaced the beam guns.
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
Halifax B Mk.II Series I. The Mk.II Series I (Special) achieved improved
performance via the removal of the nose and dorsal turrets. The Halifax Mk.II
Series IA was fitted with a molded Perspex nose (this nose became standard upon
future Halifax variants), a four-gun Boulton Paul Type A dorsal turret similar
to that used in the Boulton Paul Defiant, and Merlin 22 engines. The rudder
overbalance / directional instability with engine(s) out problem was solved on
the Mk.III with the fitting of a larger D type fin (40% bigger) and modified
rudder. The Mk.III Halifax had satisfactory stability in all axes and was more
stable in a dive than a Lancaster. A Lancaster tended to go deeper into a dive
whereas a Halifax had to be forced to stay in the dive as the speed increased,
i.e. it naturally flew out of a dive.
Owing to a shortage of Messier-built landing gear and
hydraulics, Dowty-built landing gear were used on some aircraft instead. As it
was incompatible with the Messier equipment, this led to these Halifax bombers
being given new designations: a Mark II built with Dowty gear was the Mark V.
The use of castings rather than forgings in the Dowty undercarriage had
resulted in an increased production rate but had also led to a reduced landing
weight of 40,000 lb (18,000 kg). The Halifax Mark V were manufactured by Rootes
Group at Speke and Fairey at Stockport; operationally, these were generally
used by Coastal Command and for training purposes. Some 904 had been built when
Mark V production ended at the start of 1944, compared to 1,966 Halifax Mk.IIs.
The most numerous Halifax variant was the much improved 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 the adoption of de Havilland Hydromatic
propellers and a wider wing span with rounded wing tips. With the coming of the
Mk.III the Halifax's performance finally matched that of the Lancaster though
the latter had a larger bomb load and could take larger bombs. The B.VI Halifax's
performance improved still further with a cruising speed of 265 mph (426 km/h)
and a maximum speed (in 'Full Speed' supercharger mode) of 309 mph (497 km/h)
at 19,500 ft (5,900 m). Halifax crews, though admittedly not unbiased, considered
the Mk.III Halifax to be the equal of any other bomber, including the Lancaster,
and further improved versions (with more powerful Hercules engines) to be
superior to all. The improvement in the Halifax Mk.III's performance could be
measured objectively. In 1943 4 Group's Halifax squadrons flew 11,607 sorties
for a loss of 485 aircraft, a loss rate of 4.2%. Halifax Mk.III production
started in early Autumn 1943 and for 1944, when the Mk.III constituted an
increasing percentage of the Halifax force, 4 Group flew 25,454 sorties for a
loss of 402 aircraft, a loss rate of 1.6%.
The Halifax B Mk.IV was a converted B Mk.II non-production
design using the Rolls-Royce Merlin 65 engine with a two-stage supercharger and
a four-bladed propeller fitted. This resulted in an increase in top speed by 60
mph (97 km/h) to 324 mph (521 km/h) at 19,000 ft (5,800 m). Due to a shortage
of Merlins with two-stage superchargers production of the B Mk.IV was not
proceeded with.
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 Halifax C Mk.VIII, an
unarmed transport that was fitted with an 8,000 lb (3,600 kg) cargo pannier
instead of a bomb bay, which could accommodate a maximum of 11 passengers and
the Mk A IX paratroop transport, which had space for up to 16 paratroopers and
their equipment. A transport/cargo version of the Halifax was also produced,
known as the Handley Page Halton.
Design
Overview
The Handley Page Halifax was a mostly orthodox design, a
mid-wing monoplane with a tail unit featuring twin fins and rudders. The
Halifax featured all-metal construction with a smooth, stressed skin covering
the majority of the exterior surfaces; the flight control surfaces were an
exception, being fabric-covered instead. The slab-sided fuselage contained a
22-foot bomb bay, which contained the majority of the Halifax's payload, while
the cockpit was flush with the upper fuselage.
The Halifax was powered by four engines, two on each wing.
Early production Halifax bombers were powered by models of the Rolls-Royce
Merlin engine; later aircraft were commonly powered by the larger Bristol Hercules
radial engine. To contain and attach the engines to the airframe, Handley Page
developed their own design for the power egg instead of using the typical,
slimmer Rolls-Royce counterpart; despite generating increased drag, this
in-house design was readily adaptable to the alternative Hercules engine on
later aircraft.
Each engine drove a Rotol-built compressed wood
constant-speed propeller, enabling the Halifax B.I to attain a maximum speed of
265 mph (426 km/h) at 17,500 ft (5,300 m). With a typical payload of 5,800 lb
(2,600 kg) of bombs and 2,242 imp gal (10,190 L; 2,693 US gal) of fuel, it had
a range of 1,860 miles (2,990 km). The defensive armaments included
power-assisted gun turrets in various positions located across the aircraft.
Different models of the Halifax used different numbers and combinations of
turrets, effectively trading speed for firepower and vice versa.
Crew Positions and Armament
The bomb aimer's position was in the extreme nose with the
navigator's table located behind it, both roles fulfilled by the same crew
member. Above the navigator's position was the forward gun turret. The wireless
(radio) operator was behind the navigator's position, separated by a half-width
partition. On the floor just behind the front turret (or later the nose) was
the escape hatch. This was 24 in × 26.5 in (61 cm × 67 cm), the same size as
the Stirling, and slightly larger than the 22 in × 26.5 in (56 cm × 67 cm) for
the Lancaster. On average 25% of Halifax and Stirling crews successfully bailed
out from a damaged aeroplane, but only 15% did so from Lancasters.
The pilot sat on the left side in the cockpit above the
wireless operator. The flight engineer filled in as a co-pilot, seated on a
folding seat to the right of the pilot during crucial maneuvers such as
take-off. Aft of the pilot and set lower than the pilot was the flight
engineer's compartment with controls on the bulkhead. Another compartment aft
of the flight engineer contained two bunks originally intended for resting crew
members, but almost always used for treating and berthing injured crew. This
area led to the two-gun dorsal turret. The tail gunner occupied a four-gun
turret at the extreme aft end of the aircraft.
Starting with the Halifax Mk.II Series IA and from the
Mk.III onwards, the nose turret was deleted; instead the bomb-aimer occupied a
streamlined Perspex nose containing a single hand-held machine gun. On
later-built aircraft, the two-gun dorsal turret was replaced by a four-gun
Boulton Paul turret.
The maximum bomb load was 14,500 lb (6,600 kg), which was
primarily carried in a bomb bay housed within the fuselage, divided into six
separate bomb compartments, with three bomb compartments in the inboard
sections of each wing; this division of the payload between multiple
compartments limited the maximum size of the individual bombs which could be completely
enclosed to 2,000 lb (910 kg); when carrying the 4,000lb and 8,000lb high
capacity (HC) bombs the bomb bay doors could not close fully.
Type: Heavy
bomber
National origin: United
Kingdom
Manufacturer: Handley
Page
Status: Retired
Primary users:
Royal Air Force
RCAF
RAAF
Free French Air Force
Number built: 6,178
including 2 H.P.57 prototypes
Manufactured: 1940–1946
Introduction date:
13 November 1940
First flight: 25
October 1939
Retired: 1961
(Pakistani Air Force)
Operational Service
In November 1940, the Handley Page Halifax entered service
with No. 35 Squadron at RAF Linton-on-Ouse. Its operational debut occurred on
the night of 10–11 March 1941, when six Halifax bombers flew a bombing raid
against Le Havre, targeting the area around the docks and any shipping that
might be present. The existence of the Halifax was not officially acknowledged
until July 1941, after it was used in a daylight attack on La Pallice, France,
against the German battleship Scharnhorst. At the end of 1941, the Halifax was
withdrawn from daylight bombing operations after intensifying fighter opposition
had increased the casualty rates to unsustainable levels.
In the second half of 1942, No. 35 Squadron and four other
squadrons were selected to form the Pathfinder Force, later expanded to become
No. 8 Group. Pathfinder crews flying the Halifax would mark routes and identify
and mark targets for the Main Force. Effective marking greatly increased the
accuracy and destructive power of Bomber Command. As a Pathfinder and Main
Force aircraft, the Halifax was a core part of the bombing offensive against
Germany and its Axis allies.
By the end of 1943, No. 4 Group had been entirely equipped
with the Halifax, and would continue to operate the aircraft until the end of
the war. No. 6 Group, formed of Royal Canadian Air Force (RCAF) squadrons, also
adopted the Halifax around the same time, and would go on to operate it in each
of its 14 squadrons, although it was never solely equipped with the type. At
its peak strength, Bomber Command operated a total of 76 Halifax-equipped
squadrons.
While the early-built models of the Halifax were heavily used
by Bomber Command and made valuable contributions to operations, the aircraft's
performance was considered unsatisfactory for the most part, mainly due to the
underpowered Merlin engine, which meant that it could not fly at the higher
altitudes needed to avoid enemy fighters, which were becoming increasingly
effective throughout 1943. This was answered by the Halifax Mk.III, which was
powered by Bristol Hercules radial engines in place of the Merlins. Introduced
into service in November 1943, the Mk.III was first delivered to No. 433
Squadron and No. 466 Squadron. By January 1944, the Hercules-powered Halifax
was available in quantity and quickly proved to have superior performance in
the face of German fighter defenses.
Early on, Air Chief Marshal Arthur Harris, head of Bomber
Command, was scathing in his criticism of the Halifax's performance in
comparison to the new Avro Lancaster, primarily of its bomb-carrying
capability: an average Halifax was calculated to drop 100 tons of bombs in its
lifetime, compared to a Lancaster's 154. Harris continued to have a poor
opinion of the Halifax, despite the fact that later Hercules-engined machines
had lower loss rates and higher crew survival rates after abandoning the
aircraft than Lancasters, and came very close to the Lancaster's speed and
altitude performance. The Halifax was progressively outnumbered in front-line
service over occupied Europe as more Lancasters became available from 1943 onwards;
many squadrons converted to the Lancaster. The first "Thousand bomber
raid" on Cologne on 30–31 May 1942 included 131 Halifaxes and 73
Lancasters; The attack on Berlin on 28 February 1943 included 252 Halifaxes and
457 Lancasters; The attack on Hamburg on 27–28 July 1943 included 244
Halifaxes, 353 Lancasters, 116 Stirlings and 74 Wellingtons; The attack on
Nuremberg on 30–31 March 1944 included 214 Halifaxes and 572 Lancasters; The
attack on Dresden on 13–14 February 1945 included 753 Lancasters and no
Halifaxes with nine Mosquitoes marking.
Production of the Halifax continued, supposedly because it was
more efficient to keep building it than to stop its production and convert to
building another aircraft. But any new facilities were devoted to the
Lancaster.
Harris's view of the Halifax changed sometime after spring
1942. On 2 June 1942, in a response to a telegram sent by Frederick Handley
Page, congratulating Harris on the success of the first 1000 bomber Cologne
raid, he stated: "My Dear Handley Page. We much appreciate your telegram
of congratulation on Saturday night's work, the success of which was very largely
due to your support in giving us such a powerful weapon to wield. Between us we
will make a job of it."
Following the invasion of Europe in 1944, the Halifax resumed
daylight bombing operations, performing semi-tactical strikes upon enemy troop
concentrations, gun emplacements, and strongpoints of the Atlantic Wall defenses
along the French coast with a reportedly high degree of accuracy. Other common
targets were enemy communications and the launch sites for V-1 flying bombs.
Bombing activity became increasingly brazen throughout late 1944 as the
Luftwaffe became incapable of putting up effective opposition against allied
air forces. The Halifax also found itself being increasingly tasked with
transport duties around this time; in one instance, around half a million
gallons of petrol was delivered to Brussels in support of the advancing Second
Army, then engaged in heavy fighting at Arnhem.
During the latter half of 1944, the bombing of German-held oil
facilities became a major priority of the offensive. On 27 August, a force of
216 Halifax bombers, alongside smaller numbers of de Havilland Mosquitos and
Lancasters and a sizable escort of Supermarine Spitfires, conducted the first
major daylight operation by Bomber Command against a target inside Germany that
year, attacking the oil refinery at Homberg on the Ruhr. In spite of heavy fire
from anti-aircraft defenses, no bombers were downed and the refinery was
severely damaged in places. Attacks upon oil production facilities throughout
Germany would become commonplace within the remaining months of the war.
The only Victoria Cross to be awarded to any Halifax pilot
went to Cyril J. Barton of No. 578 Squadron for displaying great gallantry in
bringing his heavily damaged aircraft back after a raid on Nuremberg on the
night of 30/31 March 1944. Barton continued to fly the Halifax while other crew
members bailed out. He was killed in the aircraft's crash-landing, but the remaining
crew survived due to his actions.
Large numbers of Halifax bombers were also operated by Coastal
Command, which used it to conduct anti submarine warfare, reconnaissance and
meteorological operations. The Halifax was heavily used to deploy mines in the
vicinity of enemy-held ports. It served increasingly in other support
capacities as the war progressed, being used as a glider tug, an electronic
warfare aircraft for No. 100 Group and to conduct special operations, such as
parachuting agents and arms into occupied Europe, for the Special Operations
Executive (SOE). As a glider tug the Halifax was superior to the Lancaster, the
Halifax Mk.III's 59,400 lb (26,900 kg) "tug weight at take off" was
higher than a Lancaster Mk.II's 52,800 lb (23,900 kg).
Throughout early 1945, the Halifax was frequently dispatched
against cities within the German homeland, including Hannover, Magdeburg,
Stuttgart, Cologne, Münster, Osnabrück and others. During these months,
infrastructure such as oil facilities and railways were given a high priority;
these targets were attacked right up until the end of the war. According to
Moyes, within the final few months, bomber losses had fallen to all-time lows
while raids were frequently regarded as having been highly successful. During
the final months of the war the improved Halifax Mk.VI and Mk.VII were
introduced. In particular, these models had been 'tropicalized' with an eye
towards their potential use in the Pacific War against the Empire of Japan.
While some of these Mk.VI and Mk.VII machines were deployed to the theatre,
they played little meaningful role as the war ended before larger numbers could
be brought to bear against Japanese forces.
On 25 April 1945, the Halifax performed its last major
operation against the enemy in WWII during an attack upon coastal gun batteries
on Wangerooge in the Frisian Islands of the North Sea. While the type continued
to fly operations after this, these were primarily diversions to other
operations and sporadic, uncoordinated attacks against targets of opportunity.
Upon the end of the conflict, Bomber Command quickly disbanded the majority of
its Halifax-equipped squadrons; the aircraft themselves were transferred to
Transport Command. During the type's service with Bomber Command, Halifaxes
flew 82,773 operations and dropped 224,207 tons of bombs. 1,833 aircraft were
lost.
By 1947, the majority of Halifax bombers were deemed to be
surplus and scrapped. The Halifax remained in widespread service with Coastal
Command and RAF Transport Command, Royal Egyptian Air Force and the Armée de
l'Air until early 1952.
The Royal Pakistan Air Force however continued operating them
up till 1961, thus Pakistan became the last military user of the type. In 1947,
the RPAF inherited two Halifax bombers from the RAF which were later heavily
used during the 1st Kashmir War in 1948. RPAF Halifaxes flew several sorties in
support of Pakistani and Kashmiri forces (notably in the Battle of Skardu)
during which they conducted night-time Airdrop missions. After the war, six
ex-RAF Halifax-BVIs were purchased in 1949. Due to their high operational
costs, the RPAF Commanders decided not to enlarge the Halifax fleet too much.
These airplanes were later transferred to the newly raised No. 12 Squadron PAF,
where they were only used in emergency situations. Gradually, they were
transferred to long term storage and were later scrapped.
In September 1997 Halifax 57 Rescue of Canada excavated
Halifax LW682 from a bog near the River Dender in Belgium. The plane was part
of RCAF 426 Squadron, and had been shot down near Geraardsbergen during a raid
on Leuven, Belgium on 12 May 1944. During the excavation, the bodies of three
crew members were recovered and later given proper burial. Several items from
the plane were used in restoration of NA337, while other items were transferred
to museums. The airframe was melted down and used to construct the ceiling of
the RAF Bomber Command Memorial in London, which was unveiled in 2012.
Civilian Operation
A number of former RAF Halifax C.8s were sold from 1945 and
used as freighters by a number of mostly British airlines. In 1948, 41 civilian
Halifax freighters were used during the Berlin Air Lift, operating 4,653
sorties carrying freight and 3,509 carrying bulk diesel fuel. Nine aircraft
were lost during the airlift. The low-cost airline business pioneer Freddie
Laker bought and serviced war-surplus Halifaxes for Bond Air Services
operations in the Berlin airlift. With the airfreight market in decline, most
of the civilian Halifaxes were scrapped on their return to England. The last
civilian-operated Halifaxes were withdrawn from service in late 1952.
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
H.P.57:
L7244 – Prototype first flew on The first Halifax prototype
with four Merlin 10 engines and no armament.
L7245 – Second prototype first flew from Radlett on 17
August 1940 and was more representative of the production configuration
including armament.
Halifax B.I Series I: Four-engined
long-range heavy-bomber aircraft powered by Rolls-Royce Merlin X engines; the
first production version. Armament consisted of nose turret with two guns, tail
turret with four guns and two beam guns. Recognizable from large deep radiator
intakes containing circular Gallay radiators and oil cooler. 50 produced.
Halifax B.I Series II:
Stressed for operating at a higher gross weight. 25 produced.
Halifax B.I Series III:
Re-engined with Merlin XX engines with slimmer coolers, introduced new
twin-gun Boulton Paul type C upper turret in place of beam guns, with revised
undercarriage and additional centre-section fuel tanks. 9 produced.
H.P.58
Halifax Mk.II: Projected
variant with revised armament including 20 mm (0.787 in) 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.
Halifax 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 vent pipes and exhaust
shrouds.
Halifax 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, Merlin XX or 22 engines, new square
Morris 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 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
with 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 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. 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. All but first few had
longer wing with rounded wingtips that increased wingspan to 104 ft 2 in (31.75
m). 2,091 produced.
Crew: 7 (pilot,
co-pilot/flight engineer, navigator, bomb aimer, radio operator/gunner, two
gunners)
Length: 71 ft 7
in (21.82 m)
Wingspan: 104 ft
2 in (31.75 m)
Height: 20 ft 9
in (6.32 m)
Wing area: 1,190
sq ft (111 m2)
Airfoil:
root: NACA 23021
tip: NACA 23007
Empty weight:
37,870 lb (17,178 kg)
Gross weight:
54,400 lb (24,675 kg)
Maximum takeoff
weight: 65,000 lb (29,484 kg)
Powerplant: 4 ×
Bristol Hercules XVI 14-cylinder air-cooled sleeve-valve radial piston engines,
1,615 hp (1,204 kW) each
Propellers:
3-bladed constant-speed propellers
Maximum speed:
282 mph (454 km/h, 245 kn) at 13,500 ft (4,100 m)
Combat range:
1,860 mi (2,990 km, 1,620 nmi)
Service ceiling:
24,000 ft (7,300 m)
Rate of climb:
750 ft/min (3.8 m/s)
Wing loading:
45.7 lb/sq ft (223 kg/m2)
Power/mass: 0.12
hp/lb (0.20 kW/kg)
Guns: 8 × .303 in
(7.7 mm) Browning machine guns (4 in dorsal turret, 4 in tail turret) and 1 ×
.303 in (7.7 mm) Vickers K machine gun in the nose.
Bombs: 13,000 lb
(5,900 kg) of bombs
Avionics: H2S
bomb-aiming radar
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. 904 produced.
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. 643 produced.
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 Halifax bombers were converted
into civilian transport aircraft.
Halton II: VIP
transport aircraft for the Maharajah Gaekwar of Baroda.
Operators
Military Operators
Australia
Royal Australian Air Force
No. 460 Squadron RAAF
No. 462 Squadron RAAF
No. 466 Squadron RAAF
Canada
Royal Canadian Air Force
No. 405 Squadron RCAF
No. 408 Squadron RCAF
No. 415 Squadron RCAF
No. 419 Squadron RCAF
No. 420 Squadron RCAF
No. 424 Squadron RCAF
No. 425 Squadron RCAF
No. 426 Squadron RCAF
No. 427 Squadron RCAF
No. 428 Squadron RCAF
No. 429 Squadron RCAF
No. 431 Squadron RCAF
No. 432 Squadron RCAF
No. 433 Squadron RCAF
No. 434 Squadron RCAF
Egypt
Royal Egyptian Air Force
France
Free French Air Forces
No. 346 Squadron RAF (GB II/23 Guyenne)
No. 347 Squadron RAF (GB I/25 Tunisie)
Pakistan
Pakistan Air Force
No. 12 Squadron
Poland
Polish Air Forces in exile in Great Britain
No. 301 Polish Bomber Squadron
C Flight No. 138 Squadron RAF, later No. 1586 (Polish
Special Duties) Flight before reforming as 301 Squadron Special Duties
No. 304 Polish Bomber Squadron RAF
United Kingdom
Royal Air Force
No. 10 Squadron RAF
No. 35 Squadron RAF
No. 47 Squadron RAF
No. 51 Squadron RAF
No. 58 Squadron RAF
No. 76 Squadron RAF
No. 77 Squadron RAF
No. 78 Squadron RAF
No. 96 Squadron RAF
No. 102 Squadron RAF
No. 103 Squadron RAF
No. 108 Squadron RAF
No. 113 Squadron RAF
No. 138 Squadron RAF
No. 148 Squadron RAF
No. 158 Squadron RAF
No. 161 Squadron RAF
No. 171 Squadron RAF
No. 178 Squadron RAF
No. 187 Squadron RAF
No. 190 Squadron RAF
No. 192 Squadron RAF
No. 199 Squadron RAF
No. 202 Squadron RAF
No. 224 Squadron RAF
No. 246 Squadron RAF
No. 295 Squadron RAF
No. 296 Squadron RAF
No. 297 Squadron RAF
No. 298 Squadron RAF
No. 502 Squadron RAF
No. 517 Squadron RAF
No. 518 Squadron RAF
No. 519 Squadron RAF
No. 520 Squadron RAF
No. 521 Squadron RAF
No. 578 Squadron RAF
No. 614 Squadron RAF
No. 620 Squadron RAF
No. 624 Squadron RAF
No. 640 Squadron RAF
No. 644 Squadron RAF
Civil Operators
Australia
Aircarrier (Former Wikner aircraft)
Geoffrey Wikner (B.III converted with a 15-passenger
interior)
France
Aero Cargo
CTAI
SANA (Societe Anonyme de Navigation Aeriennes)
Norway
Peteair
Vingtor Airways
Pakistan
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
V.I.P. 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
Surviving Aircraft
Of the 6,176 Halifaxes built, three complete examples remain.
NA337: National Air
Force Museum of Canada, Trenton, Ontario. Built by Rootes Motors. Delivered to
644 Squadron at RAF Tarrant Rushton 5 March 1945. On 24 March 1945 it towed a
glider as part of Operation Varsity – the airborne operation in support of
crossing the Rhine. Completed three supply drops in Norway and Denmark in March
and April 1945. On the fourth sortie, 23 April 1945, piloted by Alexander
Turnbull, NA337 was sent to drop 13 supply containers and two packages at
Mikkelsberget, Norway. After a successful drop, it was hit by flak in the
starboard wing at 0131 hours on 24 April. After both starboard engines caught
fire, NA337 ditched in Lake Mjøsa at 0145 hours. All but one crew member,
Thomas Weightman, died of hypothermia. It was discovered in 1991 by Tore Marsoe
and Rolf Liberg, and further raised in 1995 by Halifax 57 Rescue. Restoration
was completed in November 2005.
HR792: Yorkshire
Air Museum, Elvington, North Yorkshire. Built by Handley Page. 58 Squadron.
Flew 67 sorties between 15 July 1943 and 9 December 1944. Crash landed near
Stornoway, 13 January 1945. Fuselage was purchased by a chicken farmer and used
as a coop. Recovered and restored in 1984 using parts from Halifaxes LW687 and
JP158 as well as wings from Hastings TG536. Painted as LV907 "Friday the
13th" of 158 Squadron.
W1048: RAF Museum
London, Colindale, London. Built by English Electric. Assigned to 102 Squadron
at RAF Topcliffe on 27 March 1942. Sent to 35 Squadron at RAF Linton-on-Ouse on
9 April 1942. On 27 April, it was one of 31 Halifaxes that flew from RAF
Kinloss as part of raid on the German battleship Tirpitz. W1048 made her attack
at 03:00 hours, during which she was hit by the intense flak which set the
starboard outer engine on fire. Pilot Don MacIntyre made a wheels-up landing on
frozen Lake Hoklingen in Norway but the aircraft sank 12 hours later. It was
discovered by divers in 1971 and recovered on 30 June 1973 by the RAF Sub-Aqua
Association. It has been left unrestored.
Recovery of Halifax Wrecks
Halifax NA337 and LW682A have been recovered by a Canadian
group, Halifax 57 Rescue. Halifax NA337 was recovered in 1995 from 750 ft (230
m) under Lake Mjøsa, Norway before being restored at the National Air Force
Museum of Canada in Trenton, Ontario. In 1997, LW682 was recovered from a bog
near Geraardsbergen, Belgium. Halifax 57 Rescue was also involved the recovery
and subsequent burial of three crew members. Parts were used to restore NA337,
and the rest was melted down for the London RAF Bomber Command Memorial.
As of 2023, Halifax 57 Rescue were also looking to recover
two more aircraft, HR871 near Sweden, and LW170 near Scotland. Once recovered,
the plan is for HR871 to be moved to the Nanton, Alberta Bomber Command Museum
of Canada for restoration.
Bibliography
Barnes, C. H. Handley Page Aircraft since 1907. London:
Putnam, 1987.
Bingham, Victor F (1986). Halifax, Second to None: The Handley
Page Halifax. Airlife.
Buttler, Tony. British Secret Projects: Fighters & Bombers
1935–1950. Hinckley: Midland Publishing, 2004.
Clarke, R. M., ed. Handley Page Halifax Portfolio. Surrey, UK:
Brooklands Books, No year cited.
Clayton, Donald C. Handley Page: An Aircraft Album. Surrey,
UK: Ian Allan Ltd., 1970.
Jones, Geoffrey Patrick. Night Flight: Halifax Squadrons at
War. London: William Kimber, 1981.
Falconer, Jonathan. Bomber Command Handbook 1939–1945. Stroud,
England: Sutton Publishing, 1998.
Lake, Jon (1999). Halifax Squadrons of World War 2. Osprey
Publishing.
Lake, Jon (1997). Halifax Variants. Wings of Fame, Vol. 8.
Aerospace Publishing.
Lawrence, Joseph (1945). The Observer's Book Of Airplanes.
London and New York: Frederick Warne & Co.
Merrick, Keith A. Halifax, an Illustrated History of a Classic
World War II Bomber. Shepperton, Surrey, UK: Ian Allan, 1980.
Merrick, Keith A. Handley Page Halifax: From Hell to Victory
and Beyond. Hersham, Surrey, UK: Ian Allan Publishing, 2009.
Merrick, Keith A. The Handley Page Halifax. Bourne Ends,
Buckinghamshire, UK: Aston Publications, 1990.
Moyes, Philip J.R. Handley Page Halifax: Merlin-Engined
Variants (Aerodata International No 7). Kidlington. Oxfordshire, UK: Vintage
Aviation Publications, 1979.
Moyes, Philip J.R. The Handley Page Halifax B.III, VI, VII.
Leatherhead, Surrey, UK: Profile Publications, 1966.
Norris, Geoffrey. The Short Stirling, Aircraft in Profile
Number 142. Windsor, Berkshire, UK: Profile Publications Ltd., 1966.
Rapier, Brian J. Halifax at War. Shepperton, Surrey, UK: Ian
Allan, 1987.
Roberts, Nicholas (1979). Aircraft Crash Log No.2: Handley
Page Halifax.
Roberts, R. N. (1982). The Halifax File. Air Britain
(Historians).
Robertson, B (1990). Halifax Special. Ian Allan.
Robinson, Ian (1996). The Unbeaten Warrior Returns: The Story
of Reconstructing the Handley Page Halifax at the Yorkshire Air Museum,
1983–96. Yorkshire Air Museum.
Scutts, Jerry. Halifax in Action (Aircraft in Action series,
No. 66). Carrollton, TX: Squadron/Signal Publications, Inc., 1984.
Stachiw, Anthony L. and Andrew Tattersall. Handley Page
Halifax: In Canadian Service St. Catharine's, Canada: Vanwell Publishing, 2005.
"The Halifax". Flight. XLI (1739). flightglobal.com
archive. 23 April 1942. Retrieved 10 December 2011.
Warner, Guy (July–August 2002). "From Bombay to
Bombardier: Aircraft Production at Sydenham, Part One". Air Enthusiast.
No. 100. pp. 13–24.
Videography
Halifax at War: The Story of a Bomber (76 min. DVD). Toronto:
Nightfighters Productions, 2005.
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| Halifax Mk III. |
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| Mrs Peggy Tompkins sits at a drawing board and marks on the center of gravity for various aircraft parts, at the Handley Page factory at Cricklewood. Several other women can also be seen at work in the Drawing Office. 1942. (Imperial War Museum D7083) |
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| An impressive view of a row of Halifax bombers being assembled at the Handley Page factory at Cricklewood. The aircraft can be seen looking from nose to tail, rather than in profile, with the tail of the first aircraft visible in the foreground. (Imperial War Museum D7123) |
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| A striking portrait of engineers at work in the wind tunnel at the Handley Page factory at Cricklewood. They are preparing to test a model of a Halifax to see the effect that the opening of the bomb doors has on the aircraft. (Imperial War Museum D7080) |
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| Spray painters at work in the paint shop of the Handley Page factory at Cricklewood. Paper has been taped over the windows of the front turret, cockpit and bomb aimer's compartment of this Halifax to protect the glass from the paint. (Imperial War Museum D7100) |
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| Halifax B Mk.II Srs I, serial V9977, in which the first H2S radar was installed; note the early triangular fins. This aircraft crashed in June 1942 as a result of an engine fire. All on board were killed, including the electronic engineer Alan Blumlein. |
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| Looking upward and rearward from the navigator's position : wireless operator at lower right; pilot at upper right; flight engineer in his usual inflight position at upper left behind the pilot. |
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| Interior of a Handley-Page Halifax B Mk II Series I of No. 35 Squadron RAF, looking forward from the flight engineer's in-flight position, prior to take-off from Linton-on-Ouse, Yorkshire. We see here the flight engineer sitting on the fold-down "dicky" seat on the right of the pilot, which was the flight engineer's usual position on takeoff so he could assist the pilot with the throttles, which were between them. Below the flight engineer can be seen the navigator at his position with the front gunner alongside him. (Imperial War Museum D6028) |
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| "Vertical aerial photograph taken during a daylight attack on German warships docked at Brest, France. Two Handley Page Halifaxes of No. 35 Squadron RAF fly towards the dry docks in which the battlecruisers Scharnhorst and Gneisenau are berthed (right), and over which a smoke screen is rapidly spreading.". IWM gives photgraph label as "Handley Page Halifaxes of No. 35 Squadron RAF bombing the German battlecruisers Scharnhorst and Gneisenau in dry-dock at Brest, France." (Imperial War Museum C4109) |
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| Handley Page Halifax B Mk I, s/n L9530, MP-L of the No. 76 Squadron RAF, Summer 1941. (Martin Čížek) |
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A Halifax pilot.
|
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A Handley Page Halifax heavy bomber squadron, No. 462 Squadron RAAF, operating in the Middle East Command is manned by flying crews from all over the Empire. September 1942.
Left to right:
Sergeant (Sgt) N. Dear of Dundee, Scotland, pilot
Flight Sergeant (Flt Sgt) N. L. Foster of Hamilton, New Zealand, bomb aimer
Sgt R. W. Williams of Liverpool, England, flight engineer
Sgt P. Beever of Horsham, Sussex, England, rear gunner
Flt Sgt W. J. Cole of Brisbane, Qld, mid-upper gunner
Flt Sgt P. E. Godfrey of St John's, Newfoundland, wireless operator
Sgt F. H. Fishpool of Gloucester, England, navigator |
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| An airman attaches the tow rope of an Airspeed Horsa glider to the tow hook of a Handley Page Halifax A Mark V Series 1 (Special) glider tug of No. 295 Squadron RAF Detachment at Goubrine II, Tunisia, in preparation for Operation Fustian; the airborne assault and seizure of the Primosole Bridge over the River Simeto, south of Mount Etna on Sicily, by elements of 1st Parachute Brigade on the night of 13/14 July 1943. (Imperial War Museum CM6931) |
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Comparison of the Halifax Mk.I (pink) with its contemporaries, the Short Stirling (yellow) and the Avro Lancaster (blue).
|
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| Handley Page Halifax C.VIII G-AKEC of Lancashire Aircraft Corporation at Manchester (Ringway) Airport on February 18, 1950. |
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| Handley Page Halifax Mark I Series 1, L9530 MP-L, of No 76 Squadron RAF undergoing maintenance at Middleton St George, County Durham. L9530 was shot down while attacking Magdeburg on 15 August 1941. (Imperial War Museum CH3393) |
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| A Handley Page Halifax Mark II of No. 148 (Special Duties) Squadron RAF receives a final engine check at Brindisi, Italy, before taking off on a supply-dropping mission to Yugoslavia. Parachute canisters containing supplies for the Yugoslav National Liberation Army can be seen loaded into the bomb bay and wing cells of the aircraft. (Imperial War Museum CNA3231) |
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| A Handley Page Halifax A.V Series 1 (Special) glider tug (EB139, "NN"), of No. 295 Squadron RAF based at Holmesley South, getting airborne from Portreath, Cornwall (UK), towing Airspeed Horsa glider LG723 to Tunisia, during "Operation Beggar": the transit of Halifax/Horsa glider combinations from the United Kingdom to North Africa by units of No. 38 Wing RAF, in preparation for the invasion of Sicily (Operation Husky). June 1943. (Imperial War Museum CM6934) |
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| Handley Page Halifax ZA-X RAF, c. 1943. |
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Group portrait of an Air Crew of 578 Squadron, RAF, in front of a Halifax bomber aircraft, circa 1944.
Identified, left to right, back row:
Sergeant (Sgt) Johnny Cowell DFM, Mid Upper Gunner, RAF
Philip (Wally) Hammond DFC, Navigator, RAF
Flight Sergeant Ernie Williams DFM, Wireless Operator, RAF
Charles Mears DFM, Rear Gunner, RAF
Front row :
Sgt 'Dingle' Bell DFM, Flight Engineer, RAF
410364 Don McDonald DFC, RAAF, Pilot
Maurie Given DFC, RNZAF, Bomber Aimer |
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| A Handley Page Halifax B Mark V Series I (Special) of No. 295 Squadron RAF undergoes a 24-hour overhaul in a dispersal at Holmsley South, Hampshire. (Imperial War Museum CH10434) |
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| Operation Varsity. A line of General Aircraft Hamilcars (left) with their tow ropes attached to Handley Page Halifax A Mark VII glider tugs of Nos. 298 and 644 Squadrons RAF, lined up at Woodbridge, Suffolk, before the evening take off for the assault on the Rhine. (Imperial War Museum CH14887) |
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| An Australian Halifax from No. 462 Squadron RAAF at RAF Foulsham in 1945. |
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| A Royal Air Force Handley Page Halifax B.V Series 1 (Special) (s/n EB151, "OO-R") of No. 1663 Heavy Conversion Unit based at Rufforth, Yorkshire (UK), getting airborne from RAF Holme-on-Spalding Moor, Yorkshire, during a training flight. (Imperial War Museum CH11529) |
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| Handley Page Halifax. |
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Halifax Mk.I Series III with side views of Mk.II Series I (Special), Mk.II Series IA and Mk.III.
|
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| Halifax fuselage section, Newark Air Museum, 2006. (Roland Turner) |
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| Handley Page Halifax C.VIII PP285. Handley Page Halifax Mk. VIII PP285: Retained by Handley Page for test purposes in overall silver/natural metal finish (photographed as such 16 May 1945). The aircraft was retained by Handley Page aircraft for tests and trials of powered flying controls, and reverse pitch propellers. Written off (damaged beyond repair) 13 Feb 1948: The crew consisting of pilots and engineers from the manufacturer Handley Page Aircraft was completing a test flight in Radlett. Upon landing, at Radlett Airfield, Radlett, Hertfordshire, an undercarriage leg collapsed. The aircraft went out of control and veered off runway before coming to rest. All four occupants were unhurt while the aircraft was damaged beyond repair. Causes: Undercarriage collapsed on landing, and swung off runway. Wreckage to 58 MU RAF Honington, where scrapped. Struck Off Charge 30 Mar 1948. |
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| Halifax crew amidst the damage caused when it was hit by a falling bomb from another aircraft while raiding Cologne on the night of 28/29 June 1943. |
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| Ground crews overhaul the Rolls-Royce Merlin XX engines of Handley Page Halifax Mark II, BB194 ZA-E, of No. 10 Squadron RAF, in a dispersal at Melbourne, Yorkshire. |
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| Operation Mallard: Aircraft prepared for the reinforcement of the British airborne assault, assembled at Tarrant Rushton, Hampshire, on the afternoon of 6 June. On the runway are General Aircraft Hamilcar heavy lift gliders, preceded by two Airspeed Horsa troop-carrying gliders, while parked on each side of them are Handley Page Halifax glider-tugs of Nos. 298 and 644 Squadrons RAF. |
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| Operation Varsity. General Aircraft Hamilcars and Airspeed Horsas, flanked by Handley Page Halifax A Mark VII glider tugs of Nos. 298 and 644 Squadrons RAF, lined up and ready for take-off at Woodbridge, Suffolk. The Woodbridge Emergency Landing Ground was closed on 19 March 1945 for five days as 68 aircraft/glider combinations flew in, 60 of which took part in the operation. |
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| A Handley Page Halifax A.V Series 1 (Special) glider tug of No. 295 Squadron RAF Detachment prepares to tow off an Airspeed Horsa glider at Goubrine II, Tunisia, during preparations for "Operation Fustian"; the airborne assault and seizure of the Primosole Bridge over the River Simeto, south of Mount Etna on Sicily, by elements of 1st Parachute Brigade on the night of 13/14 July 1943. |
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| Handley Page Halifax A Mark V Series 1 (Special) glider tug (DG396, QQ), of No. 295 Squadron RAF based at Holmesley South, Hampshire, running up its engines on a landing ground at Goubrine II, Tunisia, while taking part in Operation Beggar: the transit of Halifax/Horsa glider combinations from the UK to North Africa by units of No. 38 Wing RAF, in preparation for the invasion of Sicily (Operation Husky). 1943. |
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| Leading Aircraftman R. Stuart of Birkenhead retrieves tools from a flooded equipment chest following heavy rain at Celone, Italy. In the background can be seen Handley Page Halifax Mark IIs of No. 614 Squadron, RAF, and Republic P-47 Thunderbolts of the U.S. Fifteenth Air Force, parked on the airfield. |
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| A crew of No. 502 Squadron RAF walk to their aircraft past Handley Page Halifax Mark IIIs at Stornoway, Outer Hebrides. |
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| Halifax aircraft assembly at Samlesbury Aerodrome circa 1942/43. |
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| Preparing a Handley Page Halifax for a mission. |
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