The Heyford was the last of the RAF’s biplane heavy bombers. It first flew in June 1930, and 124 of three main marks were delivered from June 1933 up until July 1936, serving with 11 squadrons. Entering service first with No. 99 Squadron at Upper Heyford, Oxon, they eventually equipped also Nos 7, 9, 10, 38, 78, 97, 102, 148, 149 and 166. They were well-liked in service, being easy to maintain, sturdy and agile and they could even be looped, as was done at the 1935 Hendon Air Pageant.

In retrospect, the Handley Page H.P.50 Heyford had the appearance of something that only a mother (or perhaps designer) could love, its heavy-looking biplane structure and spatted main landing gear units suggesting low speed or inefficiency. This impression was heightened by the fact that the fuselage was mounted to the upper wing, strut bracing filling a large gap between the fuselage and lower wing. This layout had a purpose, of course, the lower wing centre-section being of almost double the normal aerofoil thickness to allow bombs to be stowed internally, and brought close to the ground to speed the business of re-arming after a bombing sortie. Other features of the configuration included wings of basic metal structure with fabric covering, a fuselage which was half metal- and half fabric-covered, accommodation for a crew of four, robust tailwheel landing gear, and a braced tailplane carrying twin fins and rudders. Power was provided by two Rolls-Royce Kestrel engines, mounted in nacelles beneath the upper wing, outboard of the fuselage and directly above the main landing gear units. The armament had one more unusual feature to add to the appearance of the Heyford, one of its three defensive machine-guns being mounted in a ventral ‘dustbin’ turret that could be lowered beneath the fuselage, aft of the wing.

At the time of the Munich crisis in 1938, the RAF still had six squadrons of 22.9m (75ft) span, 142 mph Heyfords in Bomber Command; they were brought to readiness with full bomb-loads and armament during the crisis, but never dropped a bomb or fired a shot in anger in their entire careers.

The last front line Heyford did not leave No.166 Squadron at Leconfield in Yorkshire until 2 September 1939 (the day before Britain declared war on Germany), being replaced by Whitleys.

However, they continued in use for some time, especially in training units, until finally declared obsolete in July 1941 as the last biplane bomber to serve with the RAF. This left 40 still serving mainly as bombing and gunnery trainers until August 1940. The last two airworthy survivors, including K5184, flew on until April/May 1941 as glider tugs on trials with the Hotspur I assault glider. One account suggests K5184 was still airworthy on trials work in August 1944, being under armed guard at RAF Cardington! This was despite the Heyford being officially declared obsolete in July 1941.

Production

* Mk I and Mk IA – 23

* Mk II – 16

* MK III- 70

For a total of 125.

Variants

* Heyford I and Heyford IA : Engine support changes and wind driven generator.

* Heyford II : Kestrel IV – derated

* Heyford III : Kestrel IV – 650 hp

Specifications:

Handley Page Heyford Mk IA

Type: Heavy night bomber

Powerplant: Two 575 hp Rolls-Royce Kestrel IIIS or IIIS-5 12-cylinder Vee piston engines

Performance: Maximum speed: 142 mph at 13,000 ft

Service ceiling: 21,000 ft

Range with 1,600 lb bomb load 920 miles

Weights: Empty: 9,200 lb

Maximum take-off: 16,900 lb

Dimensions: Span: 75 ft 0 in

Length: 58 ft 0 in

Height: 17 ft 6 in

Wing area: 1,470.0 sq ft

Armament: Three 0.303 inch Lewis guns in nose, dorsal and ventral ‘dustbin’ positions, plus up to 3,500 lb of bombs