Shopping on line can be easy, simple and save you lots of money. It can also take a lot of your time, frustrate you, and result in unwanted purchases. Now the same can be said for regular high street shopping, but with the vast opportunity presented by the Internet it will pay you to spend a few minutes reading this and understanding how to better optimize your Halifaxes shopping experience:

1. Compare - without doubt the biggest advantage that the Halifaxes offers shoppers today is the ability to compare thousands of Halifaxes at a time. This is a great thing, but not necessarily all the time! Too much can be daunting at times so take advantage of the great comparison sites and where possible let them do the hard work for you.

2. Research - if it has been said it will be on the internet. Ignorance is no longer a justifiable reason for buying the wrong thing. Take the time to research in detail everything that you could possible want to know about

3. Testimonials - don't know anybody that has bought a Halifaxes? Wrong! If the Halifaxes is good the internet will let you know. Use the Internet as a friend and get testimonials before you buy.

4. Questions - Got a question about Halifaxes then search the Forums, FAQ's, Blogs etc. Don't be afraid to ask .....

5. Reputation - Never heard of the company selling Halifaxes? Don't worry, no reason why you should know every company in the world, but you know someone that does! Use the internet to find out what people are saying about Halifaxes and build up a picture of their reputation for sales, returns, customer service, delivery etc.

6. Returns - still worried that even after all of the above your Halifaxes wont be what you want? Check out the returns policy. There is so much competition now that someone, somewhere is bound to offer the terms that you are comfortable with.

7. Feedback - happy with your Halifaxes then let people know, after all you are depending on others people input in your buying decision, so why not give a little back.

8. Security - check for the yellow padlock on the Halifaxes site before you buy, and the s after http:/ /i.e. https:// = a secure site

9. Contact - got a question about Halifaxes, or want to leave a comment then check out the sites contact page. Reputable companies have them and respond.

10. Payment - ready to pay for your Halifaxes, then use your credit card or PayPal! Be aware of companies that don't accept them, there may be genuine reasons but given the huge amount of choice you have when buying online there is no reason at all not to buy via credit card or PayPal.

{{infobox Aircraft |name =Halifax |type =[Heavy bomber |manufacturer =[Handley Page |image =Image:Halifax-mk3.jpg |caption = Handley Page Halifax B.III |designer = |first flight =24 September, [ |introduced =November 1940 |retired =1961 ([Pakistani Air Force) |status = |primary user =[Royal Air Force |more users =[Royal Canadian Air Force[Royal New Zealand Air Force[Royal Australian Air Force |produced =1940-1946 |number built =6,176 |unit cost = |variants with their own articles = -->

The Handley Page Halifax was one of the United Kingdom front-line, four-engine heavy bombers of the Royal Air Force during the World War II. 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 List of Air Ministry specifications 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, West Yorkshire. The HP.57 was enlarged and powered by four 1,280 hp 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 in aviation from Bicester Airfield, 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 Model 1919 machine gun 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 propellors. 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 aircraftBarnes, Handley Page aircraft from 1907 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 58,000 lb to 60,000 lb) but with maximum landing weight unchanged at 50,000 lbs. 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 1,390 hp 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 Acrylic glass nose (the standard for future Halifax variants), a four-gun Boulton Paul 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 repsectively.

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. 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.Barnes, C.H. Handley Page Aircraft since 1907. London: Putnam, 1987. ISBN 0-85177-803-8. compared to of 1,966 Mk II.

The most numerous Halifax variant was the B Mk III of which 2,091 were built. First appearing in 1943 in aviation, 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 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 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 aviation. 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 in aviation and its first operational raid was against Le Havre on the night of 11-12 March 1941 in aviation.

In service with RAF Bomber Command, Halifaxes flew 82,773 operations, dropped 224,207 tons of bombs and lost 1,833 aircraft. Wings Encyclopedia of Aviation. London: Orbis Publishing, 1979. 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 in aviation. The Pakistan Air Force which inherited the planes from the RAF continued to use the type until 1961.

Variants , 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 HP.55Proposed twin-engine bomber aircraft, never built. H.P.56Proposed twin-engine bomber aircraft, fitted with two Rolls-Royce Vulture engines, never built.

H.P.57 H.P.57The first Halifax prototype Halifax Mk.IThe 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 Rolls-Royce Merlin engines, introduced new upper turret in place of beam guns, with revised undercarriage and additional centre-section fuel tanks.

H.P.58 Halifax Mk IIProjected 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 HP.59.

H.P.59 Halifax Mk IINew variant with increased takeoff weight, fuel and weapons carriage. Halifax B.II Series IFirst series of the bomber variant; from March 1942 onwards, these were fitted with GEE (navigation) navigation aids. Hailfax B.II Series I (Special), SOESpecial 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 IAModified 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, FreighterA 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 Supermarine Spitfire fuselages). Halifax B.II Series IISingle aircraft (HR756) modified with three-blade Rotol propellers and Merlin 22 engines. Rejected in favour of Mk III. Halifax A.IIAccording 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.Lake 1997, p. 131. Halifax GR.IICoastal 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 a 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.IISome sources suggest that there were a meteorological variant of the B.II, designated Met.II, but this is unlikely.Lake 1997, p. 132.

H.P.61 Halifax B.IIIMain production variant, fitted with Bristol Hercules engines. Halifax A.IIIHalifax B.III bombers converted into glider tug and paratroop transport aircraft. Halifax C.IIIHalifax B.III bombers converted into military transport aircraft.

H.P.63 Halifax B.V Series I (Special)Halifax A.VHalifax B.V bombers converted into glider tugs and paratroop transport aircraft. Halifax GR.VCoastal Command variant. Halifax B.V bombers converted into maritime reconnaissance aircraft.

Halifax B.VIHalifax C.VIHalifax B.VI bombers converted into military transport aircraft. Halifax GR.VICoastal Command variant. Halifax B.VI bombers converted into maritime reconnaissance aircraft.

Halifax B.VIIFour-engined long-range heavy-bomber, powered by four 1,615-hp (1204-kW) Bristol Hercules XVI radial engines. Halifax A.VIIHalifax B.VIIs converted into paratroop transport and glider tug aircraft. Hailfax C.VIIHalifax B.VIIs bombers converted into military transport aircraft.

H.P.70 Halifax C.VIIICargo and passenger transport aircraft.

H.P.71 Halifax A.IXParatroop transport, glider tug aircraft.

H.P.70 Halton Halton IInterim civil transport version; postwar, a number of Hailfax bombers were converted into civilian transport aircraft. Halton IIVIP transport aircraft for the Maharajah Gaekwar of Baroda.

Operators Halifax Operators















Halton Operators British Raj :

Survivors , in 1973There 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, RCAF NA337, 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, the Mk II Serial Number W 1048, which was recovered from Lake Hoklingen in Norway where it crashed after being damaged in an attack on the German battleship Tirpitz, was recovered by a "sub aqua" team from the RAF in 1973. It is displayed in its "as recovered" condition in the Bomber Command display at the RAF Museum at Hendon in London.

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) {{Aircraft specification|]. -->|crew=7|length main=71 ft 7 in|length alt=21.82 m|span main=104 ft 2 in early MKs had span of less than 100 ft to fit through standard hangar doors|span alt=31.75 m|height main=20 ft 9 in|height alt=6.32 m|area main=1,190 ft²|area alt=110.6 m²|empty weight main=|empty weight alt=|loaded weight main=54,400 lb|loaded weight alt=24,675 kg|max takeoff weight main=|max takeoff weight alt=|more general=|engine (prop)=Bristol Hercules XVI]s|power main=1,615 hp|power alt=1,205 kW|max speed main=282 mph|max speed alt=454 km/h|max speed more=at 13,500 ft (4,115 m)|range main=1,860 mi|range alt=3,000 km|range more=combat|ceiling main=24,000 ft|ceiling alt=7,315 m|climb rate main=750 ft/min|climb rate alt=3.8 m/s|loading main=45.7 lb/ft²|loading alt=223.1 kg/m²|power/mass main=0.12 hp/lb|power/mass alt=195 W/kg|more performance=|armament= -->

References

External links

Related content {{aircontent||related=

|similar aircraft=

|sequence=Handley Page Hampden -Handley Page Harrow -Handley Page Halifax -Handley Page Halifax -Handley Page Halifax -Handley Page Hampden -Handley Page Halifax -Handley Page Hastings -Handley Page Hermes -Handley Page Halifax -Handley Page Manx -Handley Page Victor -Handley Page Hermes -Handley Page Hermes -

|lists= -->

{{infobox Aircraft |name =Halifax |type =[Heavy bomber |manufacturer =[Handley Page |image =Image:Halifax-mk3.jpg |caption = Handley Page Halifax B.III |designer = |first flight =24 September, [ |introduced =November 1940 |retired =1961 ([Pakistani Air Force) |status = |primary user =[Royal Air Force |more users =[Royal Canadian Air Force[Royal New Zealand Air Force[Royal Australian Air Force |produced =1940-1946 |number built =6,176 |unit cost = |variants with their own articles = -->

The Handley Page Halifax was one of the United Kingdom front-line, four-engine heavy bombers of the Royal Air Force during the World War II. 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 List of Air Ministry specifications 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, West Yorkshire. The HP.57 was enlarged and powered by four 1,280 hp 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 in aviation from Bicester Airfield, 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 Model 1919 machine gun 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 propellors. 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 aircraftBarnes, Handley Page aircraft from 1907 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 58,000 lb to 60,000 lb) but with maximum landing weight unchanged at 50,000 lbs. 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 1,390 hp 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 Acrylic glass nose (the standard for future Halifax variants), a four-gun Boulton Paul 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 repsectively.

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. 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.Barnes, C.H. Handley Page Aircraft since 1907. London: Putnam, 1987. ISBN 0-85177-803-8. compared to of 1,966 Mk II.

The most numerous Halifax variant was the B Mk III of which 2,091 were built. First appearing in 1943 in aviation, 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 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 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 aviation. 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 in aviation and its first operational raid was against Le Havre on the night of 11-12 March 1941 in aviation.

In service with RAF Bomber Command, Halifaxes flew 82,773 operations, dropped 224,207 tons of bombs and lost 1,833 aircraft. Wings Encyclopedia of Aviation. London: Orbis Publishing, 1979. 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 in aviation. The Pakistan Air Force which inherited the planes from the RAF continued to use the type until 1961.

Variants , 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 HP.55Proposed twin-engine bomber aircraft, never built. H.P.56Proposed twin-engine bomber aircraft, fitted with two Rolls-Royce Vulture engines, never built.

H.P.57 H.P.57The first Halifax prototype Halifax Mk.IThe 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 Rolls-Royce Merlin engines, introduced new upper turret in place of beam guns, with revised undercarriage and additional centre-section fuel tanks.

H.P.58 Halifax Mk IIProjected 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 HP.59.

H.P.59 Halifax Mk IINew variant with increased takeoff weight, fuel and weapons carriage. Halifax B.II Series IFirst series of the bomber variant; from March 1942 onwards, these were fitted with GEE (navigation) navigation aids. Hailfax B.II Series I (Special), SOESpecial 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 IAModified 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, FreighterA 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 Supermarine Spitfire fuselages). Halifax B.II Series IISingle aircraft (HR756) modified with three-blade Rotol propellers and Merlin 22 engines. Rejected in favour of Mk III. Halifax A.IIAccording 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.Lake 1997, p. 131. Halifax GR.IICoastal 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 a 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.IISome sources suggest that there were a meteorological variant of the B.II, designated Met.II, but this is unlikely.Lake 1997, p. 132.

H.P.61 Halifax B.IIIMain production variant, fitted with Bristol Hercules engines. Halifax A.IIIHalifax B.III bombers converted into glider tug and paratroop transport aircraft. Halifax C.IIIHalifax B.III bombers converted into military transport aircraft.

H.P.63 Halifax B.V Series I (Special)Halifax A.VHalifax B.V bombers converted into glider tugs and paratroop transport aircraft. Halifax GR.VCoastal Command variant. Halifax B.V bombers converted into maritime reconnaissance aircraft.

Halifax B.VIHalifax C.VIHalifax B.VI bombers converted into military transport aircraft. Halifax GR.VICoastal Command variant. Halifax B.VI bombers converted into maritime reconnaissance aircraft.

Halifax B.VIIFour-engined long-range heavy-bomber, powered by four 1,615-hp (1204-kW) Bristol Hercules XVI radial engines. Halifax A.VIIHalifax B.VIIs converted into paratroop transport and glider tug aircraft. Hailfax C.VIIHalifax B.VIIs bombers converted into military transport aircraft.

H.P.70 Halifax C.VIIICargo and passenger transport aircraft.

H.P.71 Halifax A.IXParatroop transport, glider tug aircraft.

H.P.70 Halton Halton IInterim civil transport version; postwar, a number of Hailfax bombers were converted into civilian transport aircraft. Halton IIVIP transport aircraft for the Maharajah Gaekwar of Baroda.

Operators Halifax Operators















Halton Operators British Raj :

Survivors , in 1973There 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, RCAF NA337, 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, the Mk II Serial Number W 1048, which was recovered from Lake Hoklingen in Norway where it crashed after being damaged in an attack on the German battleship Tirpitz, was recovered by a "sub aqua" team from the RAF in 1973. It is displayed in its "as recovered" condition in the Bomber Command display at the RAF Museum at Hendon in London.

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) {{Aircraft specification|]. -->|crew=7|length main=71 ft 7 in|length alt=21.82 m|span main=104 ft 2 in early MKs had span of less than 100 ft to fit through standard hangar doors|span alt=31.75 m|height main=20 ft 9 in|height alt=6.32 m|area main=1,190 ft²|area alt=110.6 m²|empty weight main=|empty weight alt=|loaded weight main=54,400 lb|loaded weight alt=24,675 kg|max takeoff weight main=|max takeoff weight alt=|more general=|engine (prop)=Bristol Hercules XVI]s|power main=1,615 hp|power alt=1,205 kW|max speed main=282 mph|max speed alt=454 km/h|max speed more=at 13,500 ft (4,115 m)|range main=1,860 mi|range alt=3,000 km|range more=combat|ceiling main=24,000 ft|ceiling alt=7,315 m|climb rate main=750 ft/min|climb rate alt=3.8 m/s|loading main=45.7 lb/ft²|loading alt=223.1 kg/m²|power/mass main=0.12 hp/lb|power/mass alt=195 W/kg|more performance=|armament= -->

References

External links

Related content {{aircontent||related=

|similar aircraft=

|sequence=Handley Page Hampden -Handley Page Harrow -Handley Page Halifax -Handley Page Halifax -Handley Page Halifax -Handley Page Hampden -Handley Page Halifax -Handley Page Hastings -Handley Page Hermes -Handley Page Halifax -Handley Page Manx -Handley Page Victor -Handley Page Hermes -Handley Page Hermes -

|lists= -->



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ABOUT HALIFAX
28006 Madrid madrid@halifax.es: International Dept international@halifax.es: Barcelona: Avda. de la Marina,16-18 Torre Mapfre 08005 Barcelona barcelona ...

RAF History - Bomber Command 60th Anniversary
7 Mosquitos to Rheinhausen and 6 to Elberfeld, 2 RCM sorties, 5 Serrate patrols, 50 Halifaxes minelaying in Kiel Bay. The Kiel Bay mining operation was a ...

RAF History - Bomber Command 60th Anniversary
RAF History - Bomber Command 60th Anniversary ... Campaign Diary March 1945 . 1 March 1945. 478 aircraft - 372 Lancasters, 90 Halifaxes, 16 Mosquitos - of Nos 1, 6 and 8 Groups ...

Halifax
It quickly became apparent that the aircraft's defensive armament was inadequate for daylight use and by the end of 1941 Halifaxes were used only by night in the bombing role.

Restaurante Halifax

Handley Page Halifax - Wikipedia, the free encyclopedia
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.

RAF Tholthorpe Airfield
6/43 to 12/43, 434 Sqn formed here with Halifaxes, moved to Croft. 15/7/43 to 12/43, 431 Sqn moved here from Burn, went to Croft. 12/43 to 6/45, 420 Sqn, flew 160 operations losing ...

RAF Middleton St George Airfield
4/41 to 9/42, 78 Sqn with Whitleys from Dishforth, began operations 4/41. 10/41, Moved to Croft and requipped with Halifaxes, returned 6/42.

Raids involving Halifaxes 1941
Operations Involving Halifaxes (Including Sent / Lost Records) 1941

 

Halifaxes



 
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