162-532: The de Havilland DH.98 Mosquito is a British twin-engined, multirole combat aircraft , introduced during the Second World War . Unusual in that its airframe was constructed mostly of wood, it was nicknamed the "Wooden Wonder", or "Mossie". Lord Beaverbrook , Minister of Aircraft Production, nicknamed it "Freeman's Folly", alluding to Air Chief Marshal Sir Wilfrid Freeman , who defended Geoffrey de Havilland and his design concept against orders to scrap
324-579: 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
486-416: A compartment under the cockpit floor with the breeches projecting into the bomb bay and the automatic bomb bay doors were replaced by manually operated bay doors, which incorporated cartridge ejector chutes. As a day and night fighter, prototype W4052 was equipped with AI Mk IV equipment, complete with an "arrowhead" transmission aerial mounted between the central Brownings and receiving aerials through
648-417: A considerable altitude was attained. The aircraft reached 220 mph (355 km/h), with the only problem being the undercarriage doors, which were operated by bungee cords attached to the main undercarriage legs,and remained open by some 12 in (300 mm) at that speed. This problem persisted for some time. The left wing of E-0234 also had a tendency to drag slightly to port, so a slight change in
810-478: A cruising speed of 230 mph (370 km/h) at 18,000 ft (5,500 m). De Havilland believed that a compromise, including eliminating surplus equipment, would improve matters. On 4 October 1938, de Havilland projected the performance of another design based on the Albatross, powered by two Merlin Xs, with a three-man crew and six or eight forward-firing guns, plus one or two manually operated guns and
972-457: A cruising speed of 325 mph (525 km/h) at 26,500 ft (8,100 m) with a range of 1,500 mi (2,400 km) at 25,000 ft (7,600 m) on full tanks. Maximum service ceiling was to be 32,000 ft (9,800 m). On 1 March 1940, Air Marshal Roderic Hill issued a contract under Specification B.1/40, for 50 bomber-reconnaissance variants of the DH.98; this contract included
1134-513: A delivery rate far in advance of competing designs. Without armament, the crew could be reduced to a pilot and navigator. Whereas contemporary RAF design philosophy favoured well-armed heavy bombers, this mode of design was more akin to the German philosophy of the Schnellbomber . At a meeting in early October 1938 with Geoffrey de Havilland and Charles Walker (de Havilland's chief engineer),
1296-624: A design with a clear perspex bomb-aimer's position, to one with a solid nose housing four .303 machine guns and their ammunition. On 3 November 1940, the prototype aircraft, painted in "prototype yellow" and still coded E-0234 , was dismantled, transported by road to Hatfield and placed in a small, blast-proof assembly building. Two Merlin 21 two-speed, single-stage supercharged engines were installed, driving three-bladed de Havilland Hydromatic constant-speed controllable-pitch propellers . Engine runs were made on 19 November. On 24 November, taxiing trials were carried out by Geoffrey de Havilland Jr. ,
1458-464: A few. The first use of the term was by the multinational European project named Multi-Role Combat Aircraft , which was formed in 1968 to produce an aircraft capable of tactical strike , aerial reconnaissance , air defense , and maritime roles. The design was aimed to replace a multitude of different types in the cooperating air forces. The project produced the Panavia Tornado , which used
1620-418: A full-scale mock-up at Hatfield on 29 December 1939, the project received backing. This was confirmed on 1 January 1940, when Freeman chaired a meeting with Geoffrey de Havilland, John Buchanan (Deputy of Aircraft Production), and John Connolly (Buchanan's chief of staff). De Havilland claimed the DH.98 was the "fastest bomber in the world ... it must be useful". Freeman supported it for RAF service, ordering
1782-559: A good aerodynamic design and smooth, minimal skin area, would exceed the P.13/36 specification. Furthermore, adapting the Albatross principles could save time. In April 1938, performance estimates were produced for a twin Rolls-Royce Merlin -powered DH.91, with the Bristol Hercules ( radial engine ) and Napier Sabre ( H-engine ) as alternatives. On 7 July 1938, de Havilland wrote to Air Marshal Wilfrid Freeman ,
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#17327805508021944-572: 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,
2106-427: 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 'tropicalised' with an eye towards their potential use in
2268-473: A larger D type fin (40% bigger) and modified rudder. The Mk.III Halifax had satisfactory stability in all axes, and in fact were 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
2430-509: A larger rudder tab. It continued to serve as a test machine until it was scrapped on 28 January 1946. 4055 flew the first operational Mosquito flight on 17 September 1941. During flight testing, the Mosquito prototypes were modified to test a number of configurations. W4050 was fitted with a turret behind the cockpit for drag tests, after which the idea was abandoned in July 1941. W4052 had
2592-436: 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
2754-449: A number of additional reinforcements and special details. Spruce and plywood ribs were connected with gusset joints. Some heavy-duty ribs contained pieces of ash and walnut, as well as the special five ply that included veneers laid up at 45°. The upper skin construction was in two layers of 0.25-in five-ply birch, separated by Douglas fir stringers running in the span-wise direction. The wings were covered with madapollam fabric and doped in
2916-417: 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
3078-413: 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. The bomb aimer's position was in the extreme nose with the navigator's table located behind it, both roles fulfilled by
3240-519: A range of 3,000 mi (4,800 km) with a 4,000-lb bomb load. To appease the ministry, de Havilland built mock-ups with a gun turret just aft of the cockpit, but apart from this compromise, de Havilland made no changes. On 12 November, at a meeting considering fast-bomber ideas put forward by de Havilland, Blackburn , and Bristol , Air Marshal Freeman directed de Havilland to produce a fast aircraft, powered initially by Merlin engines, with options of using progressively more powerful engines, including
3402-448: 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
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#17327805508023564-402: A similar manner to the fuselage. The wing was installed into the roots by means of four large attachment points. The engine radiators were fitted in the inner wing, just outboard of the fuselage on either side. These gave less drag. The radiators themselves were split into three sections: an oil cooler section outboard, the middle section forming the coolant radiator and the inboard section serving
3726-463: A single 2,000 hp (1,500 kW) Napier Sabre, with a wingspan of 47 ft (14 m) and capable of carrying a 1,000 lb (450 kg) bomb load 1,500 mi (2,400 km). On 20 September, in another letter to Wilfrid Freeman, de Havilland wrote "... we believe that we could produce a twin-engine bomber which would have a performance so outstanding that little defensive equipment would be needed." By 4 October, work had progressed to
3888-467: A single prototype for an unarmed bomber to specification B.1/40/dh, which called for a light bomber/reconnaissance aircraft powered by two 1,280 hp (950 kW) Rolls-Royce RM3SM (an early designation for the Merlin 21) with ducted radiators , capable of carrying a 1,000 lb (450 kg) bomb load. The aircraft was to have a speed of 400 mph (640 km/h) at 24,000 ft (7,300 m) and
4050-471: A tail turret. Based on a total loaded weight of 19,000 lb (8,600 kg), it would have a top speed of 300 mph (480 km/h) and cruising speed of 268 mph (431 km/h) at 22,500 ft (6,900 m). Still believing this could be improved, and after examining more concepts based on the Albatross and the new all-metal DH.95 Flamingo , de Havilland settled on designing a new aircraft that would be aerodynamically clean, wooden, and powered by
4212-520: 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
4374-420: A twin-engined light bomber with a wingspan of 51 ft (16 m) and powered by Merlin or Griffon engines, the Merlin favoured because of availability. On 7 October 1939, a month into the war, the nucleus of a design team under Eric Bishop moved to the security and secrecy of Salisbury Hall to work on what was later known as the DH.98. For more versatility, Bishop made provision for four 20 mm cannon in
4536-547: A wider wing span with rounded wing tips. With the coming of the MkIII 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
4698-427: Is pleasant to fly ... aileron control light and effective ..." The maximum speed reached was 388 mph (624 km/h) at 22,000 ft (6,700 m), with an estimated maximum ceiling of 34,000 ft (10,000 m) and a maximum rate of climb of 2,880 ft/min (880 m/min) at 11,500 ft (3,500 m). W4050 continued to be used for various test programmes, as the experimental "workhorse" for
4860-483: The Armstrong Whitworth Albemarle medium bomber, largely constructed from spruce and plywood attached to a steel-tube frame. The idea of a small, fast bomber gained support at a much earlier stage than is sometimes acknowledged, though the Air Ministry likely envisaged it using light alloy components. Based on his experience with the Albatross, Geoffrey de Havilland believed that a bomber with
5022-647: The Atlantic Wall defences 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
De Havilland Mosquito - Misplaced Pages Continue
5184-666: 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
5346-568: The Bristol Beaufighter night fighter. During its trials on 16 January 1941, W4050 outpaced a Spitfire at 6,000 ft (1,800 m). The original estimates were that as the Mosquito prototype had twice the surface area and over twice the weight of the Spitfire Mk.II , but also had twice its power, the Mosquito would be 20 mph (30 km/h) faster. Over the next few months, W4050 surpassed this estimate, easily beating
5508-494: The F-22 Raptor . Below is a list of some current examples. Handley Page Halifax 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
5670-462: The Far East . At first, these were thought to be a result of wing-structure failures. The casein glue, it was said, cracked when exposed to extreme heat and/or monsoon conditions. This caused the upper surfaces to lift from the main spar. An investigating team led by Major Hereward de Havilland travelled to India and produced a report in early December 1944 stating, "the accidents were not caused by
5832-689: 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. In
5994-521: 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
6156-578: 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
6318-628: The Lockheed P-38 Lightning could fulfill the same duties. However, Arnold urged the United States Army Air Forces (USAAF) to evaluate the design even if they would not adopt it. On 12 December 1941, after the attack on Pearl Harbor , the USAAF requested one airframe for this purpose. While timber construction was considered outmoded by some, de Havilland claimed that their successes with techniques used for
6480-570: 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
6642-730: The RAF Bomber Command Memorial in London , which was unveiled in 2012. 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
De Havilland Mosquito - Misplaced Pages Continue
6804-598: The Rolls-Royce Griffon and the Napier Sabre . Although estimates were presented for a slightly larger Griffon-powered aircraft, armed with a four-gun tail turret, Freeman got the requirement for defensive weapons dropped, and a draft requirement was raised calling for a high-speed, light-reconnaissance bomber capable of 400 mph (645 km/h) at 18,000 ft. On 12 December, the Vice-Chief of
6966-711: The Southeast Asian theatre and by the Royal Australian Air Force based in the Halmaheras and Borneo during the Pacific War . During the 1950s, the RAF replaced the Mosquito with the jet-powered English Electric Canberra . By the early to mid-1930s, de Havilland had built a reputation for innovative high-speed aircraft with the DH.88 Comet racer. Later, the DH.91 Albatross airliner pioneered
7128-523: The Supermarine Spitfire , Hawker Hurricane fighter, Vickers Wellington , Armstrong-Whitworth Whitley , and Bristol Blenheim bombers. Work on the DH.98 prototype stopped. Apparently, the project shut down when the design team were denied materials for the prototype. The Mosquito was only reinstated as a priority in July 1940, after de Havilland's general manager, L.C.L. Murray, promised Lord Beaverbrook 50 Mosquitoes by December 1941. This
7290-528: The "main tanks" and the total internal fuel load of 452 imp gal (545 US gal; 2,055 L) was initially deemed appropriate for the type. In addition, the FB Mk. VI could have larger fuselage tanks, increasing the capacity to 63 imp gal (76 US gal; 290 L). Drop tanks of 50 imp gal (60 US gal; 230 L) or 100 imp gal (120 US gal; 450 L) could be mounted under each wing, increasing
7452-630: The 10th anniversary of Hitler being made chancellor and the Nazis gaining power, a morning Mosquito attack knocked out the main Berlin broadcasting station while Hermann Göring was speaking, taking his speech off the air. The Mosquito flew with the Royal Air Force (RAF) and other air forces in the European , Mediterranean , and Italian theatres. The Mosquito was also operated by the RAF in
7614-510: 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
7776-475: The Air Council's member for Research and Development, discussing the specification and arguing that in war, shortages of aluminium and steel would occur, but supplies of wood-based products were "adequate." Although inferior in tension , the strength-to-weight ratio of wood is equal to or better than light alloys or steel, hence this approach was feasible. A follow-up letter to Freeman on 27 July said that
7938-453: 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
8100-418: The Air Ministry showed little interest, and instead asked de Havilland to build wings for other bombers as a subcontractor. By September 1939, de Havilland had produced preliminary estimates for single- and twin-engined variations of light-bomber designs using different engines, speculating on the effects of defensive armament on their designs. One design, completed on 6 September, was for an aircraft powered by
8262-492: The Air Staff , Director General of Research and Development, and the Air Officer Commanding-in-Chief (AOC-in-C) of RAF Bomber Command met to finalise the design and decide how to fit it into the RAF's aims. The AOC-in-C would not accept an unarmed bomber, but insisted on its suitability for reconnaissance missions with F8 or F24 cameras . After company representatives, the ministry, and the RAF's operational commands examined
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#17327805508028424-502: 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
8586-570: The British Air Ministry issued Specification P.13/36, which called for a twin-engined medium bomber capable of carrying a bomb load of 3,000 lb (1,400 kg) for 3,000 mi (4,800 km) with a maximum speed of 275 mph (445 km/h) at 15,000 ft (4,600 m); a maximum bomb load of 8,000 lb (3,600 kg) carried over shorter ranges was also required. Aviation firms entered heavy designs with new high-powered engines and multiple defensive turrets, leading to
8748-586: 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
8910-450: The DH 91 Albatross could lead to a fast, light bomber using monocoque-sandwich shell construction. Arguments in favour of this included speed of prototyping, rapid development, minimisation of jig-building time, and employment of a separate category of workforce. The ply-balsa-ply monocoque fuselage and one-piece wings with doped fabric covering would give excellent aerodynamic performance and low weight, combined with strength and stiffness. At
9072-575: The F-15E Strike Eagle interdictor/strike derivative which retained the air-to-air combat lethality of earlier F-15s. The newest fighter jet that fits the definition of 'multi-role' is the Lockheed Martin F-35 Lightning II / Joint Strike Fighter , designed to perform stealth-based ground/naval strike, fighter, reconnaissance and electronic warfare roles. Like a modern-day F-4, 3 variants of this aircraft fulfill
9234-522: The Germans would produce fighters that were faster than had been expected. and suggested the incorporation of two forward- and two rear-firing machine guns for defence. The ministry also opposed a two-man bomber, wanting at least a third crewman to reduce the work of the others on long flights. The Air Council added further requirements such as remotely controlled guns, a top speed of 275 mph (445 km/h) at 15,000 ft on two-thirds engine power, and
9396-557: 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,
9558-481: 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 . The Handley Page Halifax
9720-463: 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
9882-424: 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
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#173278055080210044-520: 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
10206-523: The Hercules-powered Halifax was available in quantity and quickly proved to have superior performance in the face of German fighter defences. 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
10368-408: The Lancaster. 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
10530-401: 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 manoeuvres such as take-off. Aft of the pilot and set lower than
10692-582: 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
10854-615: 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,
11016-448: The Merlin, which offered substantial future development. The new design would be faster than foreseeable enemy fighter aircraft , and could dispense with defensive armament which would slow it and make interception or losses to antiaircraft guns more likely. Instead, high speed and good manoeuvrability would make evading fighters and ground fire easier. The lack of turrets simplified production, reduced drag, and reduced production time, with
11178-625: 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
11340-419: The Mk.I aircraft. Aircraft of the first batch of fifty Mk.I Halifaxes were designated Mk.I Series I. 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
11502-557: The MkIII 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 MKIII'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 MKIII production started in early Autumn 1943 and for 1944, when
11664-533: The MkIII 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
11826-668: The Mosquito by holding to Major de Havilland's initial investigation in India that the accidents were caused "largely by climate" To solve the problem of seepage into the interior, a strip of plywood was set along the span of the wing to seal the entire length of the skin joint. The fuel systems gave the Mosquito good range and endurance, using up to nine fuel tanks. Two outer wing tanks each contained 58 imp gal (70 US gal; 260 L) of fuel. These were complemented by two inner wing fuel tanks, each containing 143 imp gal (172 US gal; 650 L), located between
11988-574: The Mosquito family. In late October 1941, it returned to the factory to be fitted with Merlin 61s , the first production Merlins fitted with a two-speed, two-stage supercharger. The first flight with the new engines was on 20 June 1942. W4050 recorded a maximum speed of 428 mph (689 km/h) at 28,500 ft (8,700 m) (fitted with straight-through air intakes with snow guards, engines in full supercharger gear) and 437 mph (703 km/h) at 29,200 ft (8,900 m) without snow guards. In October 1942, in connection with development work on
12150-458: The Mosquito had become one of the world's fastest operational aircraft. It ordered 19 photo-reconnaissance (PR) models and 176 fighters. A further 50 were unspecified; in July 1941, these were confirmed to be unarmed fast bombers. By the end of January 1942, contracts had been awarded for 1,378 Mosquitoes of all variants, including 20 T.III trainers and 334 FB.VI bombers. Another 400 were to be built by de Havilland Canada . On 20 April 1941, W4050
12312-567: The NF Mk.XV, W4050 was fitted with extended wingtips, increasing the span to 59 ft 2 in (18.03 m), first flying in this configuration on 8 December. Fitted with high-altitude-rated, two-stage, two-speed Merlin 77s, it reached 439 mph (707 km/h) in December 1943. Soon after these flights, W4050 was grounded and scheduled to be scrapped, but instead served as an instructional airframe at Hatfield. In September 1958, W4050
12474-464: The P.13/36 specification could not be met by a twin Merlin-powered aircraft and either the top speed or load capacity would be compromised, depending on which was paramount. For example, a larger, slower, turret-armed aircraft would have a range of 1,500 mi (2,400 km) carrying a 4,000 lb bomb load, with a maximum of 260 mph (420 km/h) at 19,000 ft (5,800 m), and
12636-464: The RAF and Air Ministry; Captain R. N. Liptrot, Research Director Aircraft 3, appraised Volkert's design, calculating that its top speed would exceed that of the new Supermarine Spitfire , but counter-arguments held that although such a design had merit, it would not necessarily be faster than enemy fighters for long. The ministry was also considering using non- strategic materials for aircraft production, which, in 1938, had led to specification B.9/38 and
12798-593: 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
12960-629: The Spitfire Mk.II in tests at RAF Boscombe Down in February 1941, reaching a top speed of 392 mph (631 km/h) at 22,000 ft (6,700 m), compared to a top speed of 360 mph (580 km/h) at 19,500 ft (5,900 m) for the Spitfire. On 19 February, official trials began at the Aeroplane and Armament Experimental Establishment (AAEE) based at Boscombe Down, although
13122-591: The Typhoon is frequently considered an air superiority fighter due to its higher dogfighting prowess while its built-in strike capability has a lighter bomb load compared to contemporaries like the Rafale, which sacrifices air-to-air ability for a heavier payload. Some aircraft, like the Saab JAS 39 Gripen , are called swing-role , to emphasize the ability of a quick role change, either at short notice, or even within
13284-586: 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
13446-447: The aircraft had been exposed to monsoon conditions or termite attack. The investigators concluded that construction defects occurred at the two plants. They found that the "... standard of glueing ... left much to be desired." Records at the time showed that accidents caused by "loss of control" were three times more frequent on Mosquitoes than on any other type of aircraft. The Air Ministry forestalled any loss of confidence in
13608-487: The airplane that looks fast usually is fast, and the Mosquito was, by the standards of the time, an extremely well-streamlined airplane, and it was highly regarded, highly respected." The trials set up future production plans between Britain, Australia , and Canada . Six days later, Arnold returned to America with a full set of manufacturer's drawings. As a result of his report, five companies (Beech, Curtiss-Wright , Fairchild , Fleetwings, and Hughes) were asked to evaluate
13770-410: The angle of the wing was carried out before further flights. On 5 December 1940, the prototype, with the military serial number W4050 , experienced tail buffeting at speeds between 240 and 255 mph (385 and 410 km/h). The pilot noticed this most in the control column, with handling becoming more difficult. During testing on 10 December, wool tufts were attached to suspect areas to investigate
13932-505: The armament of subsequent variants might be regarded as primarily offensive. The most-produced variant, designated the FB Mk. VI (Fighter-bomber Mark 6), was powered by two Merlin Mk.23 or Mk.25 engines driving three-bladed de Havilland hydromatic propellers. The typical fixed armament for an FB Mk. VI was four Browning .303 machine guns and four 20-mm Hispano cannons, while the offensive load consisted of up to 2,000 lb (910 kg) of bombs, or eight RP-3 unguided rockets. The design
14094-498: The balsa core. The main areas of the sandwich skin were only 0.55 in (14 mm) thick. Together with various forms of wood reinforcement, often of laminated construction, the sandwich skin gave great stiffness and torsional resistance. The separate fuselage halves speeded construction, permitting access by personnel working in parallel with others, as the work progressed. Work on the separate half-fuselages included installation of control mechanisms and cabling. Screwed inserts into
14256-559: The cabin heater. The wing contained metal-framed and -skinned ailerons , but the flaps were made of wood and were hydraulically controlled. The nacelles were mostly wood, although for strength, the engine mounts were all metal, as were the undercarriage parts. Engine mounts of welded steel tube were added, along with simple landing gear oleos filled with rubber blocks. Wood was used to carry only in-plane loads, with metal fittings used for all triaxially loaded components such as landing gear, engine mounts, control-surface mounting brackets, and
14418-416: 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
14580-539: The composite wood construction used for the Mosquito. The 22-passenger Albatross could cruise at 210 mph (340 km/h) at 11,000 ft (3,400 m), faster than the Handley Page H.P.42 and other biplanes it was replacing. The wooden monocoque construction not only saved weight and compensated for the low power of the de Havilland Gipsy Twelve engines used by this aircraft, but also simplified production and reduced construction time. On 8 September 1936,
14742-406: The de Havilland test pilot . On 25 November, the aircraft made its first flight, piloted by de Havilland Jr., accompanied by John E. Walker, the chief engine installation designer. For this maiden flight, E-0234 , weighing 14,150 lb (6,420 kg), took off from the grass airstrip at Hatfield. The takeoff was reported as "straightforward and easy" and the undercarriage was not retracted until
14904-419: The de Havilland data. The report by Beech Aircraft summed up the general view: "It appears as though this airplane has sacrificed serviceability, structural strength, ease of construction and flying characteristics in an attempt to use construction material which is not suitable for the manufacture of efficient airplanes." The Americans did not pursue the proposal for licensed production, the consensus arguing that
15066-533: The de Havilland representative was surprised by a delay in starting the tests. On 24 February, as W4050 taxied across the rough airfield, the tailwheel jammed leading to the fuselage fracturing. Repairs were made by early March, using part of the fuselage of the photo-reconnaissance prototype W4051 . In spite of this setback, the Initial Handling Report 767 issued by the AAEE stated, "The aeroplane
15228-486: The defence of the UK decided no production capacity remained for aircraft like the DH.98, which was not expected to be in service until early 1942. Beaverbrook told Air Vice-Marshal Freeman that work on the project should stop, but he did not issue a specific instruction, and Freeman ignored the request. In June 1940, however, Lord Beaverbrook and the Air Staff ordered that production should concentrate on five existing types, namely
15390-531: 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
15552-445: The deterioration of the glue, but by shrinkage of the airframe during the wet monsoon season". However, a later inquiry by Cabot & Myers firmly attributed the accidents to faulty manufacture and this was confirmed by a further investigation team by the Ministry of Aircraft Production at Defford , which found faults in six Mosquito marks (all built at de Havilland's Hatfield and Leavesden plants). The defects were similar, and none of
15714-408: The direction of airflow. The conclusion was that the airflow separating from the rear section of the inner engine nacelles was disturbed, leading to a localised stall and the disturbed airflow was striking the tailplane, causing buffeting. To smooth the air flow and deflect it from forcefully striking the tailplane, nonretractable slots fitted to the inner engine nacelles and to the leading edge of
15876-407: The fighter prototype, W4052 , was also carried out at Salisbury Hall. It was powered by 1,460 hp (1,090 kW) Merlin 21s, and had an altered canopy structure with a flat, bullet-proof windscreen; the solid nose had mounted four .303 British Browning machine guns and their ammunition boxes, accessible by a large, sideways hinged panel. Four 20-mm Hispano Mk.II cannon were housed in
16038-443: The fighter version should have dual or single controls, or should carry a turret, was still uncertain, so three prototypes were built: W4052 , W4053 , and W4073 . The second and third, both turret armed, were later disarmed, to become the prototypes for the T.III trainer. This caused some delays, since half-built wing components had to be strengthened for the required higher combat loading. The nose sections also had to be changed from
16200-445: The fillet some 10 in (250 mm) behind the wing's trailing edge; this meant the flaps had to be divided into inboard and outboard sections. With the buffeting problems largely resolved, John Cunningham flew W4050 on 9 February 1941. He was greatly impressed by the "lightness of the controls and generally pleasant handling characteristics". Cunningham concluded that when the type was fitted with AI equipment, it might replace
16362-643: 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
16524-423: 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
16686-543: The first version of the Youngman Frill airbrake fitted to the fighter prototype. The frill was mounted around the fuselage behind the wing and was opened by bellows and venturi effect to provide rapid deceleration during interceptions and was tested between January and August 1942, but was also abandoned when lowering the undercarriage was found to have the same effect with less buffeting. The Air Ministry authorised mass production plans on 21 June 1941, by which time
16848-436: The fitments and transmitted the aerodynamic loadings for the tailplane and rudder. The fuselage had a large ventral section cut-out, strongly reinforced, that allowed the fuselage to be lowered onto the wing centre-section at a later stage of assembly. For early production aircraft, the structural assembly adhesive was casein -based. At a later stage, this was replaced by " Aerolite ", a synthetic urea-formaldehyde type, which
17010-442: The forward half of the bomb bay , under the cockpit, firing via blast tubes and troughs under the fuselage. The DH.98 was too radical for the ministry, which wanted a heavily armed, multirole aircraft, combining medium bomber, reconnaissance, and general-purpose roles, that was also capable of carrying torpedoes. With the outbreak of war, the ministry became more receptive, but was still sceptical about an unarmed bomber. They thought
17172-436: The forward sweep of the trailing edges of the wings, this rear spar was one of the most complex units to laminate and to finish machining after the bonding and curing. It had to produce the correct 3D tilt in each of two planes. Also, it was designed and made to taper from the wing roots towards the wingtips. Both principal spars were of ply box construction, using in general 0.25-in plywood webs with laminated spruce flanges, plus
17334-428: 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. In November 1940,
17496-432: The inner skins that would be under stress in service were reinforced using round shear plates made from a fabric-Bakelite composite. Transverse bulkheads were also compositely built-up with several species of timber, plywood, and balsa. Seven vertically halved bulkheads were installed within each moulded fuselage shell before the main "boxing up" operation. Bulkhead number seven was especially strongly built, since it carried
17658-495: The involvement of several other companies in addition to Handley Page. The resulting Halifax Group was established to oversee the manufacturing programme, 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
17820-542: 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,
17982-567: 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 favourable 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
18144-432: 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
18306-514: 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
18468-629: The most detailed at Salisbury Hall, where E-0234 was later constructed. Initially, the concept was for the crew to be enclosed in the fuselage behind a transparent nose (similar to the Bristol Blenheim or Heinkel He 111 H), but this was quickly altered to a more solid nose with a conventional canopy. Work was cancelled again after the evacuation of the British Army from France , when Lord Beaverbrook , as Minister of Aircraft Production , concentrating production on aircraft types for
18630-582: 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,
18792-443: The optimum speed for obtaining maximum range was 200 mph (320 km/h) at 17,000 lb (7,700 kg) weight. The Mosquito had a high stalling speed of 120 mph (190 km/h) with undercarriage and flaps raised. When both were lowered, the stalling speed decreased from 120 to 100 mph (190 to 160 km/h). Stall speed at normal approach angle and conditions was 100 to 110 mph (160 to 180 km/h). Warning of
18954-492: The other 30 were delivered by mid-March 1942. During the Battle of Britain , interruptions to production due to air raid warnings caused nearly a third of de Havilland's factory time to be lost. Nevertheless, work on the prototype went ahead quickly at Salisbury Hall since E-0234 was completed by November 1940. In the aftermath of the Battle of Britain, the original order was changed to 20 bomber variants and 30 fighters. Whether
19116-414: The outer wing tips, and it was painted in black RDM2a "Special Night" finish. It was also the first prototype constructed with the extended engine nacelles. W4052 was later tested with other modifications, including bomb racks, drop tanks, barrage balloon cable cutters in the leading edge of the wings, Hamilton airscrews and braking propellers, and drooping aileron systems that enabled steep approaches and
19278-465: The outside of the shells. The half bulkheads of each shell were bonded to their corresponding pair in a similar way. Two laminated wooden clamps were used in the after portion of the fuselage to provide supports during this complex gluing work. The resulting large structural components had to be kept completely still and held in the correct environment until the glue cured. For finishing, a covering of doped madapollam (a fine, plain-woven cotton) fabric
19440-400: 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
19602-670: The problem and were used in the PR.VIII, B.IX, and B.XVI variants. This increased speed performance in the B.IX alone by 10 to 13 mph (16 to 21 km/h). The oval-section fuselage was a frameless monocoque shell built in two vertically separate halves formed over a mahogany or concrete mould. Pressure was applied with band clamps . Some of the 1/2—3/4" shell sandwich skins comprised 3/32" birch three-ply outers, with 7/16" cores of Ecuadorean balsa . In many generally smaller but vital areas, such as around apertures and attachment zones, stronger timbers, including aircraft-quality spruce, replaced
19764-406: The production of the Avro Manchester and Handley Page Halifax . In May 1937, as a comparison to P.13/36, George Volkert , the chief designer of Handley Page , put forward the concept of a fast, unarmed bomber. In 20 pages, Volkert planned an aerodynamically clean, medium bomber to carry 3,000 lb (1,400 kg) of bombs at a cruising speed of 300 mph (485 km/h). Support existed in
19926-413: The project. In 1941, it was one of the fastest operational aircraft in the world. Originally conceived as an unarmed fast bomber , the Mosquito's use evolved during the war into many roles, including low- to medium-altitude daytime tactical bomber , high-altitude night bomber , pathfinder , day or night fighter , fighter-bomber , intruder , maritime strike , and photo-reconnaissance aircraft. It
20088-405: The prototype, which was given the factory serial E-0234 . In May 1940, specification F.21/40 was issued, calling for a long-range fighter armed with four 20 mm cannon and four .303 machine guns in the nose, after which de Havilland was authorised to build a prototype of a fighter version of the DH.98. After debate, it was decided that this prototype, given the military serial number W4052 ,
20250-482: The removal of the nose and dorsal turrets. The Halifax Mk.II Series IA was fitted with a moulded 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
20412-690: The same basic design to undertake a variety of roles, the Tornado IDS (Interdictor/Strike) variant and later the Panavia Tornado ADV (Air Defence Variant). By contrast, the F-15 Eagle which was another fighter aircraft of that era was designed for air superiority and interception, with the mantra "not a pound for air to ground", although the F-15C did have a rarely used secondary ground attack capability. That program eventually evolved into
20574-523: 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
20736-625: The same mission. According to the Military Dictionary: "the ability to employ a multi-role aircraft for multiple purposes during the same mission." According to BAE Systems, "an aircraft that can accomplish both air-to-air and air-to-surface roles on the same mission and swing between these roles instantly offers true flexibility. This reduces cost, increases effectiveness and enhances interoperability with allied air forces". "[Swing-role] capability also offers considerable cost-of-ownership benefits to operational commanders." Although
20898-509: The same time, the design team had to fight conservative Air Ministry views on defensive armament. Guns and gun turrets, favoured by the ministry, would impair the aircraft's aerodynamic properties and reduce speed and manoeuvrability, in the opinion of the designers. Whilst submitting these arguments, Geoffrey de Havilland funded his private venture until a very late stage. The project was a success beyond all expectations. The initial bomber and photo-reconnaissance versions were extremely fast, whilst
21060-557: The stall was given by buffeting and would occur 12 mph (19 km/h) before stall was reached. The conditions and impact of the stall were not severe. The wing did not drop unless the control column was pulled back. The nose drooped gently and recovery was easy. Early on in the Mosquito's operational life, the intake shrouds that were to cool the exhausts on production aircraft overheated. Flame dampers prevented exhaust glow on night operations, but they had an effect on performance. Multiple ejector and open-ended exhaust stubs helped solve
21222-503: 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
21384-570: The subtypes air interdiction , suppression of enemy air defense (SEAD), and close air support (CAS). Multirole has also been applied to one aircraft with both major roles, a primary air-to-air combat role, and a secondary role like air-to-surface attack . However, those designed with an emphasis on aerial combat are usually regarded as air superiority fighters and usually deployed solely in that role, even though they are theoretically capable of ground attack. The Eurofighter Typhoon and Dassault Rafale are classified as multirole fighters; however
21546-503: 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
21708-413: The tailplane were tested. These slots and wing-root fairings fitted to the forward fuselage and leading edge of the radiator intakes stopped some of the vibration experienced, but did not cure the tailplane buffeting. In February 1941, buffeting was eliminated by incorporating triangular fillets on the trailing edge of the wings and lengthening the nacelles, the trailing edge of which curved up to fair into
21870-538: The term "multirole aircraft" may be relatively novel, certain airframes in history have proven versatile to multiple roles. In particular, the Junkers Ju 88 was renowned in Germany for being a "jack-of-all-trades", capable of performing as a bomber, dive bomber, night fighter, and so on, much as the British de Havilland Mosquito did as a fast bomber/strike aircraft, reconnaissance, and night fighter. The Hawker Hart
22032-430: The total fuel load to 615 or 715 imp gal (739 or 859 US gal; 2,800 or 3,250 L). Multirole combat aircraft A multirole combat aircraft ( MRCA ) is a combat aircraft intended to perform different roles in combat. These roles can include air to air combat , air support , aerial bombing , reconnaissance , electronic warfare , and suppression of air defenses . The term "multirole"
22194-537: 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
22356-525: 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
22518-800: The various strike and air defense roles among its joint service requirements: the standard variant is intended to eventually replace the F-16 and A-10 in the USAF and other Western air forces, a STOVL version intended to replace the Harrier in US Marine Corps, British Royal Air Force and Royal Navy service, and a carrier variant intended to eventually replace the older F/A-18C/D for the US Navy and other F/A-18 operators. The F-35's design goal can be compared to its larger and more air superiority-focused cousin,
22680-627: The war, performing a variety of duties in addition to bombing. Specialised 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 ,
22842-485: The wing root and engine nacelle. In the central fuselage were twin fuel tanks mounted between bulkhead number two and three aft of the cockpit. In the FB.VI, these tanks contained 25 imp gal (30 US gal; 110 L) each, while in the B.IV and other unarmed Mosquitoes each of the two centre tanks contained 68 imp gal (82 US gal; 310 L). Both the inner wing, and fuselage tanks are listed as
23004-431: The wing-to-fuselage junction. The outer leading wing edge had to be brought 22 in (56 cm) further forward to accommodate this design. The main tail unit was all wood built. The control surfaces, the rudder , and elevator were aluminium -framed and fabric-covered. The total weight of metal castings and forgings used in the aircraft was only 280 lb (130 kg). In November 1944, several crashes occurred in
23166-424: 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
23328-482: 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
23490-584: Was also quite 'multirole' in its numerous variants, being designed as a light bomber but serving as an army cooperation aircraft, a two-seat fighter, a fleet spotter, a fighter-bomber (in fact it was probably the first) and a trainer. The US joint forces F-4 Phantom II built by McDonnell-Douglas also fits the definition of a multi-role aircraft in its various configurations of the basic airframe design. The various F-4 Phantom II configurations were used in air-to-air, fighter bomber, reconnaissance, and suppression of enemy air defenses ( SEAD ) mission roles to name
23652-673: Was also used by the British Overseas Airways Corporation as a fast transport to carry small, high-value cargo to and from neutral countries through enemy-controlled airspace . The crew of two, pilot and navigator, sat side by side. A single passenger could ride in the aircraft's bomb bay when necessary. The Mosquito FB Mk. VI was often flown in special raids, such as Operation Jericho (an attack on Amiens Prison in early 1944), and precision attacks against military intelligence, security, and police facilities (such as Gestapo headquarters). On 30 January 1943,
23814-459: Was demonstrated to Lord Beaverbrook, the Minister of Aircraft Production . The Mosquito made a series of flights, including one rolling climb on one engine. Also present were US General Henry H. Arnold and his aide Major Elwood Quesada , who wrote "I ... recall the first time I saw the Mosquito as being impressed by its performance, which we were aware of. We were impressed by the appearance of
23976-578: 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
24138-763: 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. 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
24300-483: 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
24462-753: 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
24624-460: Was more durable. To provide for the edge joints for the fuselage halves, zones near the outer edges of the shells had their balsa sandwich cores replaced by much stronger inner laminations of birch plywood. For the bonding together of the two halves ("boxing up"), a longitudinal cut was machined into these edges. The profile of this cut was a form of V-groove. Part of the edge bonding process also included adding further longitudinal plywood lap strips on
24786-501: Was noted for light and effective control surfaces that provided good manoeuvrability, but required that the rudder not be used aggressively at high speeds. Poor aileron control at low speeds when landing and taking off was also a problem for inexperienced crews. For flying at low speeds, the flaps had to be set at 15°, speed reduced to 200 mph (320 km/h), and rpm set to 2,650. The speed could be reduced to an acceptable 150 mph (240 km/h) for low-speed flying. For cruising,
24948-455: Was only after Beaverbrook was satisfied that Mosquito production would not hinder de Havilland's primary work of producing Tiger Moth and Airspeed Oxford trainers, repairing Hurricanes , and manufacturing Merlin engines under licence. In promising Beaverbrook such a number by the end of 1941, de Havilland was taking a gamble, because they were unlikely to be built in such a limited time. As it transpired, only 20 aircraft were built in 1941, but
25110-420: Was originally reserved for aircraft designed with the aim of using a common airframe for multiple tasks where the same basic airframe is adapted to a number of differing roles. The main motivation for developing multirole aircraft is cost reduction in using a common airframe. More roles can be added, such as aerial reconnaissance , forward air control , and electronic-warfare aircraft . Attack missions include
25272-405: 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
25434-547: Was returned to the Salisbury Hall hangar where it was built, restored to its original configuration, and became one of the primary exhibits of the de Havilland Aircraft Heritage Centre . W4051 , which was designed from the outset to be the prototype for the photo-reconnaissance versions of the Mosquito, was slated to make its first flight in early 1941. However, the fuselage fracture in W4050 meant that W4051's fuselage
25596-424: Was stretched tightly over the shell and several coats of red, followed by silver dope, were added, followed by the final camouflage paint. The all-wood wing pairs formed a single structural unit throughout the wingspan, with no central longitudinal joint. Instead, the spars ran from wingtip to wingtip. There was a single continuous main spar and another continuous rear spar. Because of the combination of dihedral with
25758-464: 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
25920-647: 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. 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
26082-435: Was to carry aircraft interception (AI) Mk IV radar equipment as both a day fighter and night fighter. By June 1940, the DH.98 had been named "Mosquito". Having the fighter variant kept the Mosquito project alive, as doubts remained within the government and Air Ministry regarding the usefulness of an unarmed bomber, even after the prototype had shown its capabilities. With design of the DH.98 started, mock-ups were built,
26244-444: Was used as a replacement; W4051 was then rebuilt using a production standard fuselage and first flew on 10 June 1941. This prototype continued to use the short engine nacelles, single-piece trailing-edge flaps, and the 19 ft 5.5 in (5.931 m) "No. 1" tailplane used by W4050 , but had production-standard 54 ft 2 in (16.51 m) wings and became the only Mosquito prototype to fly operationally. Construction of
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