Halifax NA337 Restoration

Just about every person has some sort of interest that they would consider their passion. For some its automobiles, others thoroughbred horses, others yet, sailing. For a few of us, the fire that burns inside is kindled by a passion for aircraft and for history, when the two interests intersect it can bestow a very rewarding experience. The coupling of historical and physical elements conveys the experiences of times past and provides with it an understanding that can never be experienced from the written word,  it can also answer many questions.

 
For many years I've asked myself, if I could fly any airplane past or present what would it be? Being a pilot, I've always felt that I would have to break that question into sub categories such as jet, WW1 era aircraft, twin engined aircraft and four engined aircraft. After this past weekend I can firmly say that the one aircraft I would prefer to fly over any other would be the Handley Page Halifax.
 
In my continuing research into Halifax MZ589 and its crew I felt the need to get up close and personal with the only Halifax in Canada and what promises to be the most authentic example of its kind in the world once completed. With my annual spring fishing trip imminent and the museum just a 40 minute drive from my destination, it seemed the perfect time for dear old dad and I to get a glimpse of the bird. The chance to see the Halifax being reconstructed was just too good of an opportunity to pass up.
 
Upon arriving at the museum we were greeted by a friendly gentleman, an ex-tail gunner with 415 Squadron, who inquired if we had been to CFB Trenton before. My father remarked that he had worked construction there in the 50's when the runways were being expanded. This eventually led to us discovering that our greeter was in fact my late uncle's next door neighbour, my father and my uncle had worked on the base together. I had the feeling that this connection might indeed lead to a privileged tour of the facility, I was not to be disappointed. 
 
My first reaction to seeing a Halifax Bomber in real life was shock as to how large it actually is. Even in its current disassembled state it is quite easy to visualize the sheer size of the beast with its enormous wingspan. It soon became apparent that the small confines of the restoration area would make photography a challenge so I decided up front to focus on the individual segments as much as possible.
 Walking around the trailing edge of the starboard wing, we were greeted by a volunteer that would spend two hours with us on a guided tour. Pointing out areas of original and new aluminum, I decided to reach out and touch the Hali and ran my hand along the main spar . (The photo to the left shows the leading edge of the starboard wing, taken from next to the tail section, part of  the starboard stabilizer is visible to the left).
 Gazing down the massive span of the starboard wing, it was easy to lose sight of the fact that this aircraft was built and designed 60 years ago, in its natural metal and zinc primer state, it looked quite contemporary.
As our guide continued the tour, recanting the story of Halifax NA337 and how she was lost and recovered ( please visit the RCAF museum website for a full account) I was surprised by the vision of the Handley Page designers at making the aircraft so modular in its construction. As we approached the tail section and the beautifully restored Boulton Paul Type E rear turret we were offered a glimpse of the completed project as the rear 10 feet of the aircraft had been painted in the black paint that covered all Halifaxes serving in Bomber Command. The serial number had also been applied in the distinctive red of the time period. The retractable tailwheel has also been completely  restored (see left), new rims had to be machined as 60 years underwater had destroyed the original magnesium castings. 
Peering inside the rear turret, the level of detail and craftsmanship of the project volunteers was plainly evident. Our guide told us 

that one of the volunteers that  measured 6'-4" had crammed himself into the turret and was able to get in and out as long has he took great care in doing so. A close look at the confines of the turret does wonders in understanding the discomfort that gunners were subjected to. The gunners wore heated suits to prevent them from getting frostbite but the technology of the suits was somewhat imperfect. The suits of the time allowed the gunners to control the heat settings to various parts of their extremities, often times one part of the gunner's body would be quite warm while another part would be freezing. This usually resulted in the gunner constantly adjusting the settings and in many cases the wiring would short out.
NA337 was used by the Special Operations Executive (SOE) for covert operations and glider towing, I was shown the original tow hook assembly but was so overwhelmed that it didn't occur to me to photograph it. As a result of its role in the SOE, the mid upper turret was removed in order to reduce drag and a plywood plug was used to cover the opening in the fuselage. I have often wondered how crude the plug itself was and was fortunate enough to see it being constructed as you can see the contours of the Hali's fuselage have been replicated. Once completed the plug will be covered in fabric, doped and painted to match the fuselage. (see photo below left)

        

 I then peered inside the fuselage section to see what the mounting  for the Boulton Paul Type A mid upper gun turret looked like. It certainly appeared that no shortcuts were taken in that area by the restoration crew even though no mid upper turret will ever be installed. (see 2nd photo to the right)

Finally, we came to the Nose section of the Halifax, which in its disassembled state was really the focal point of the aircraft. At last I would be able to get a good feel for what is was like inside a Halifax and get a good view of the Wireless Operator's station.

A look through the Wireless Operator's window on the port side of the fuselage finally answered some questions about exact location of the station within the aircraft.  The first photo to the left shows a view of the pilot's floor above the Wireless Operator's head. Note the Cleco pins holding the aluminum in place around the perimeter of the opening and the Flight Engineer's foldaway seat against the far wall. The second photo shows the floor of the Wireless station and the entrance to the Navigator and Bomb aimer positions to the left. The first stair to the Pilot's deck is also visible, the hollowed area in the step is for parachute stowage.

Following this I walked around to where the perspex nose is located. The framing for the perspex is in place but only one panel has been installed. This afforded me a close up look of the framing and a straight on view of the interior that will be impossible to view once the aircraft is completed and standing 20 some odd feet off of the ground.

As I came around the nose I noticed a startling array of parts and equipment that each with their own story to tell. I was intrigued by the wireless equipment on display but firstly by the propeller hanging on the wall, before I could ask the guide answered my question, this was indeed the only salvagable prop from NA337. The others disintigrated when the craft hit the water, this particular prop was on an engine that was feathered so it was not moving at the time of impact. It was later straightened in a hydraulic press after recovery and looks as good as new.

Turning to the table of spare parts, our guide pointed out NA337's batteries. We were astonished to learn that after recovery some curious volunteers charged the batteries just to see what would happen. Miraculously, the batteries although having been underwater for nearly 60 years, held a charge. The volunteers used them  to power some small items in the shop just for kicks, truly amazing. In this photo you can see some other equipment from the Hali, namely O2 bottles.

Scattered on the top of the parts table were various pieces of Radio Equipment used by the Wireless Operator. Both my father and I were curious of these components as they would  be the same type ofequipment that our cousin Gerald operating in MZ589.

The Radio Receiver  (note portable O2 bottles also in picture)

 

The Radio Transmitter

 

 

The Trailing Aerial Assembly. 

 

After the parts area we entered the engine restoration area, this afforded us the opportunity to get a close up look at the Bristol Hercules (left) engines as well as the engine mountings and cowls. I was immediately drawn to a an exhaust shield that was lying about. Referred to by our guide as a porcupine, he informed me that it actually was from a a Beaufighter and not a Halifax. He also had a very interesting piece of trivia that he relayed to us, each 1615hp engine was fastened and held to its mount by only five  3/8" diameter bolts. Now that is some impressive engineering!

Although it was determined that the engines could never be run, a volunteer demonstrated to us that all the pistons are free moving and will turn over when cranked.

Unfortunately at this point our tour was pretty much over since we had an appointment to keep, I still have enough unanswered questions to make a return trip the the RCAF museum very soon. Before leaving and thanking our gracious guide, I took one last close up look at the forward section and the entire restoration area, it was two of the best hours I've spent anywhere.