Hey,

Found this in a forum at il2skins.com the other day, except I copied the rext to notepad and lost the name of the author in the process, I am busy trying to find his name as i type in another window.

well here it is unedited;

"The Halifax Mark IV - a potted history.
.....The information in this article was given to me one night in a Sergeants Mess Bar, and is, I understand, based on the memoirs of one Sgt Harry Thomas with additional information from FS D Curry.
During October 1995, I researched the loss of a 102 Squadron Halifax Mk III heavy bomber based at Pocklington. My investigations showed that the particular aircraft and its crew were shot down by flack whilst attacking Koblenz. The seven man crew was lost.
While obtaining information from the Public Record Office at Kew relating to this bomber, I came across a previously top-secret classified document detailing the formation of a specialist and highly unusual Halifax bomber squadron in Yorkshire. The document revealed that from mid-1943 a special high-altitude day bomber force of 20 Halifax Mark IVs were operating from Marston Moor airfield. This unit was not assigned a squadron number, but was simply identified as "S" (Special) Squadron and was administratively controlled by the all Halifax equipped 4 Group HQ of RAF Bomber Command. The document said that the Halifax IV had been designed to fly at high speed, extreme altitudes and was fitted with revolutionary engines. Similarly, the aircraft was fitted with the latest in blind bombing aids, namely H2X, and the very accurate Mark XXVI tachometric bombsight.
Upon checking. I found that the only entry I could find describing the Halifax IV was, and I quote, " Halifax IV - Experimental aircraft built for the purpose of testing new engine mountings" This seemed rather odd as I had read archives saying that they were conducting operations against Germany from 1943 until the end of the war.
I next approached the Air Research Branch in London and gained access to previously classified Government papers relating to a meeting held in late 1942 of a committee set up to discuss the design of a new type of bomber. Shortly afterwards, I was introduced, through the 466 Sqn Association, to a Mr. Harry Thomas, who as a young airman had served with 466 Sqn, 35 Sqn and then "S" Sqn. The story he told me about the introduction to service of the Halifax Mk IV must surely be one of the strangest to be uncovered from World War Two.
First, a little biographical detail of Harry Thomas.
Prior to joining the RAF in 1940, Harry Thomas was a Railway Fireman working on the footplate of locomotives of the LNER (London and North Eastern Railway). At the outbreak of war, he joined up hoping to become a pilot, but after selection, ended up as a flight engineer destined for Bomber Command. Following completion of his training at Prince Edward Island, Canada, Harry Thomas commenced his flying career firstly on Hampden and then Wellington bombers. His squadron then re-equipped with the new four engine "heavy" Halifax Mk I and the entire squadron underwent HCU (Heavy Conversion Unit) training. He did not realise it at the time, but his pre-war and war time training would later introduce him to one of the best kept secrets of the war. The advent of the four engined heavy bombers meant that more and more 100 octane fuel was needed, and this while our convoys were suffering heavy losses carrying fuel and munitions from the USA - inevitably something had to give. Just as Petroleum and Oil would prove to be the Achilles heel of Germany in 1944-45 and Japan throughout the war, it was also causing concern within British Bomber Command in 1942.
A solution was was sought at the highest level of government and many scientists and learned bodies were approached. Eventually, a junior minister, working within the Ministry for Fuel and Production suggested that we utilise our most abundant fuel reserve, namely COAL.
The Germans were producing thousands of tons per month of aviation spirit from coal, but it was a very inefficient method and only viable because of the vast European stocks on hand. Unfortunately, the German method produced fuel of a low octane, and while this was suited to the Daimler Benz and Junkers Jumo engines which were designed to run on low octane fuel, our British engines were not and would suffer irreparable damage. Similarly, the conversion of so many of our refineries to the German method would cause too much disruption to our already hard pressed fuel output.
Experts from the Air Ministry and Industry joined forces and came up with a surprising solution by re-designing the already proven and tested Sentinel super-heated steam engine. After much experimenting it was found that two Sentinel engines could, via the use of drive shafts and adapted gear boxes, drive four propellers. The idea was that one engine would be located within the inner port and starboard nacelles of a four engined heavy bomber, and drive shafts, running through the central wing spar would drive the two outer gear boxes and propellers. The single vertical boiler driving both engines was located behind the main spar inside the fuselage, and although heavy, was surprisingly compact and able to be fed coal from the top by a single stoker. The water required to produce the steam could be stored in the redundant petrol tanks, to a capacity of 2,000 gallons. The coal was stored within the fuselage and inner wing roots. A novel feature of the aircraft was that pipes of super-heated steam were routed through the leading edges of the wings to prevent icing. The auxiliary equipment of turrets, bomb doors, undercarriage etc, all previously powered by hydraulics would now be powered by steam pressure. Electrical circuits were fed from a small generator located alongside the port engine. The concept was initially looked upon with some scepticism by the Ministry for Aircraft Production, but eventually they allowed resources to produce a prototype. Whilst the Avro Lancaster was ultimately to become the most famous of the RAF Heavy Bombers, it was the Handley Page Halifax that was by far the stronger aeroplane, so it was the obvious test-bed airframe for the hybrid bomber. The Halifax Mk IV was born, with its revolutionary engines, strengthened fuselage and increased wing span. Initially only two Halifax IVs were built to the specification, but after testing, the Air Ministry realised that they had a heavy bomber capable of hitting German targets almost with impunity. The climb rate was relatively slow, due to its weight, but it could cruise comfortably at 40,000 feet and had an absolute ceiling of 42,000 feet loaded. It's speed was even more remarkable at 450mph cruising and just over 500mph flat out.
Twenty Aircraft were ordered from Handley Page and recruitment and training of crews began by late 1942. It was at this point that Flight Engineer Sgt Thomas was posted to Marston Moor airfield in November 1942 and his involvement with this remarkable story begins.
He recalls that the engineering officer, Sqn Ldr “Steamer” Cargill, welcomed the new crews and briefed them on their new and highly secret aircraft. It proved to be an eye opener as the Halifax IV looked so normal, except that it had large wings, the inner engine nacelles were noticeably larger than the outers and there appeared to be only two engine exhausts. The upper gun turret was removed and in its place was a small circular funnel. As a qualified “Flight Engineer/Stoker” Harry was now issued with his new brevet marked “FES”.
Flying Training began almost at once in order to familiarise the crews with their new bomber. For most, the conversion to the Halifax IV was straight forward and did not prove difficult; however, they all marvelled at the aircraft’s performance, even when carrying its 8,000lb bomb load. The crews were instructed in the method of how to replenish water stocks by flying through clouds with their four steam cooling radiators fully open, thus killing two birds with one stone so to speak. The radiators acted as condensers with the cold thick clouds , thus taking the heat out of the steam and condensing the water from the cloud, which then topped up the water tanks. The only draw back of the aircraft was that it left a clearly visible trail at all altitudes. For training sorties they burned normal coal which left a dark smoke trail. For operations, however, they loaded up with 5 tons of smokeless coal, produced at the nearby Coalite works at Wetherby. Fully laden, the Halifax IV had an endurance, at cruising speed and altitude of almost 6 hours, which was more than enough to attack even the most distant German targets.
On many occasions the aircraft of “S” squadron carried out raids into western Europe, each time without loss. The records up to mid 1944 do not show any German knowledge of the Halifax IVs existence, nor of any serious attempts at interception. The Royal Observer Corps based at Scarborough, reported on numerous occasions seeing high flying formations of B17s when in fact they were actually Halifax bombers. Using their high speed, which was superior to the latest versions of both the Me-109 and Fw-190, and superior ceiling the Halifax IVs roamed freely over Germany. Normally they operated in daylight and good weather so to be sure of hitting their target. Primarily they attacked high value targets, and using their special bomb sights, scored success after success. In early 1943 Adolph Hitler himself ordered an investigation as to why these bombers could not be intercepted by the Luftwaffe and it led to the resignation and eventual suicide of a leading Luftwaffe General. On many occasions during 1943-1945 the Halifax bombers flew with the American 8th Airforce B17s and B24s on daylight raids deep into Germany. It was not uncommon for the Amercan aircrew to mistake the twin vapour trails of the high flying Halifax IVs for those of P38 Lightning escort fighters.
By Mid 1944, the Germans had developed the means to counter the ever increasing numbers of Allied bombers and escort fighters. The introduction into service of the Me-163 (Rocket interceptor, 600mph, 40,000 feet ceiling, 2 30mm cannon and rockets) and Me-262 (jet fighter, 540mph, 36,000 feet ceiling, 4 30mm cannon) was intended to answer the daily destruction from the air of the German war industry. On 8th November 1944, Sgt Thomas’ crew, along with their full squadron were on a bombing raid to Homburg, Germany. Their task was to destroy the synthetic oil refinery and the Homburg Hat Factory (which had been turned over to making flying helmets for axis air crew) and prepare the area for a follow–up attack by a large force of 3 and 4 group bombers. Because of high cloud, the Halifax IVs attacked from 34,000 feet where they were intercepted by four Me-262 jest of the newly formed “Nowotny” Staffel. The jets, operating almost at their ceiling, were near uncontrollable and the Halifax bombers quickly gained height until they were out of range of the jets. Whilst climbing, the tail gunners of the twenty bombers poured a hail of .50 calibre machine gun fire on the despondent German pilots. Their aim was good as the pleasing spectacle of an exploding Me-262 resulted. The unfortunate pilot was the Staffel Commander, Major Walter Nowotny, classed as an ace. German records detail that Nowotny was brought down by an unidentified enemy aircraft. This was to be the first of two confirmed kills for the Halifax IV. The second came a month later when another bomber was intercepted by an Me-163 at 41,000 feet, Once again the German aircraft was close to its maximum height and was so short of fuel that its rocket motor cut out. This left it a prime target and in a bid to escape the German pilot went into a steep dive. The bomber followed and with the speed building to over 600mph the pilot got close enough for his front gunner to obtain .50 calibre strikes on the German aircraft. The hits ignited the highly volatile vapours of the fighter’s fuel and caused an enormous and spectacular explosion. Witnesses on the ground observed the air duel and heard two massive booms that day, the first from the exploding Me-163 and the second just as the Halifax pulled out of its dive. The Me-163 did achieve a single hit with one of its 30mm cannon causing a large hole in the Halifax outer water tank. Fortunately however, the aircraft was able to make it back to base by periodically descending into cloud to restore its water supply.
Sgt Thomas continued to fly with “S” Squadron and to his knowledge, not one of the aircraft was lost on operations, nor were there any additions to the 20 Halifax IVs which they started with, such was the durability of the airframe. He recalls a few drawbacks however, including having to get to the aircraft two hours before take off to fire the boiler correctly, and the difficulty of shovelling coal inside a cramped fuselage at 40,000 feet. However, on the good side, the stoker could always wear shorts and a vest, provided he kept his parachute close at hand even at extreme altitudes. The crew could always enjoy a hot meal (usually sausage sandwiches) on the return journey when sausages were wrapped in “window” (tin foil) and left at the side of the fire box.
Sadly, no example of this magnificent bomber exists in any museum, nor are there many photographs of it. The RAF Museum at Hendon does have an example of a mark II but only fleetingly refers to the Mark IV as being used to test engine mountings. "

will post his name when I find it.

Cheers Erik (:-)

Erik-- that's and impressive run down. The value of the segeant pilot demonstrated once again.
Well done.
DJ

still can't find the author's name.

merry xmas

(:-)