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Additional Information from Internet Encyclopedia

The Handley Page Halifax was one of the 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, and Polish forces, and after the Second World War by the Royal Egyptian Air Force, the Armée de l'Air and the Royal Pakistan Air Force.

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. For quicker delivery Avro and HP.56 designs were ordered "off the drawing board" in mid-1937. At the end of July, Handley Page was told to redesign the HP.56 for four engines rather than two, as the Vulture was already suffering technical problems. The Avro Manchester was built with Vultures and entered RAF service, but also suffered from engine problems.

The redesign increased the span from 88 ft (27 m) to 99 ft (30 m) and put on 13,000 pounds (5,900 kg) of weight. Four Merlins were specified by the Ministry in September 1937. The mockup was assessed at the end of the year and construction of the two prototypes of the HP 57 began in March 1938.

Modifications resulted in the definitive H.P.57, which upon acceptance was given the service 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" in January 1938 with serials already assigned to HP.56 switched to HP.57. The maiden flight of the Halifax took place on 25 October 1939 from RAF Bicester, not long after Britain declared war on Germany.

Halifax production subsequently began at Handley Page's (now English Electric) site in Samlesbury, Lancashire, with over 2,000 bombers being built by this 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, with an additional four in a Boulton Paul Type E tail turret, and, in some aircraft, two .303 in (7.7 mm) Vickers K machine guns in beam (side, or "waist") positions. The Merlins drove constant speed wooden-bladed Rotol propellers. Subtle modifications distinguished the Mk I aircraft. Aircraft of the first batch of fifty 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

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, trapezoidal-shaped vertical tail surfaces which solved control deficiencies from fin-stall with the roughly triangular-shape original surfaces, leading to rudder overbalance in the early marks. Halifax IIs were built by English Electric and Handley Page; 200 and 100 aircraft respectively.

Owing to a shortage in Messier-built landing gear and hydraulics, Dowty landing gear was used. As it was incompatible with the Messier equipment this 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 had been built when 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 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.

The bomb aimer's position was in the extreme nose with the navigator's table behind it, both posts being fulfilled by the same crew member. Above the navigator was the forward gun turret. The wireless (radio) operator was behind the navigator's position, separated by a half width partition. The pilot (left side) and co-pilot (right side) (the flight engineer filled in as a co-pilot, seated on a folding seat, during crucial manoeuvres such as take-off) occupied the cockpit, above the wireless operator. Aft of the pilots and on the same level as the navigator and wireless operator was the flight engineer's compartment. A further 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.

In the Mk II Series IA and from the Mk III onward, there was no longer a nose turret. The bomb aimer occupied a streamlined perspex nose, with a single hand-held machine gun. 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), carried in a bomb bay in the fuselage with six separate bomb compartments, and three bomb compartments in each wing inboard section. This division of bomb bays and compartments limited the maximum size of bomb which could be carried to 2,000 lb (910 kg).

Halifaxes were assembled from prebuilt sub assemblies. The surface panels were flush riveted although the application of the matte black night bomber camouflage probably negated the benefit.

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, and Rootes Motors (Rootes Securities Ltd) in Lancashire and by the London Aircraft Production Group. At peak one Halifax was completed every hour.

The Halifax entered service with No. 35 Squadron RAF at RAF Linton-on-Ouse in November 1940; its first operational raid was against Le Havre on the night of 11–12 March 1941.

Air Chief Marshal Arthur Harris, head of Bomber Command, was scathing in his criticism of the Halifax's performance compared to the new Avro Lancaster, primarily of its bomb-carrying capability : it was calculated that an average Halifax would drop 100 tons of bombs in its lifetime compared to a Lancaster's 154. The fact that later Hercules-engined Halifaxes had lower loss rates and higher crew survival rates after abandoning the aircraft than Lancasters, and came very close to its speed and altitude performance, did not alter his opinion. Also, unlike the Lancaster, the Halifax's bomb bay could not be effectively adapted to carry the 4,000 pound "Cookie" blast bomb which was an integral part of Harris's fire-bombing tactics. It was progressively outnumbered in frontline service over occupied Europe as more Lancasters became available from 1943 onwards, with many squadrons converting to the Lancaster. Halifaxes continued to be built because it was considered more efficient to allow existing manufacturing facilities to continue producing them at a by-now efficient rate rather than stop production for an unknown period while they converted to the Lancaster, while new manufacturing facilities were devoted to the Lancaster. Halifax bombers were progressively relegated to secondary theatres such as North Africa and Italy, while many were converted to or built new as glider tugs, transports and maritime reconnaissance.

In service with RAF Bomber Command, Halifaxes flew 82,773 operations and dropped 224,207 tons of bombs. 1,833 aircraft were lost. 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.

After the war Halifaxes remained in service with Coastal Command and RAF Transport Command.

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.

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, 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 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 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.

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.