Shipbucket

In September 1932 two development models of the H.P.47 GP were designed.

H.P.48

Returning to the mailplane concept of the initial design, a civil transport was allocated the H.P.48 designation.



H.P.49

Specification M.1/30 called for a decklanding torpedo bomber. The aircraft was to have a reduced wingspan and extended bipod landing gear. The gunner's position was to be covered by a Westland-style glass clamshell, later to resurface on the Hampden.



Neither design was proceed with.

Now this is where the fun begins. Nice work!

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In your dreams. ~ Yae Miko
報園-872 (方義鑑銃)
Patriotic Presentation Number 872, Q-102 (A6M3-32 captured in Buna, New Guinea)

H.P.52 Hampden Mk.I

With the Japanese invasion of Manchuria in 1932 and the collapse of the Geneva disarmament conference, the RAF finally came to the realisation that their biplane bombers were inadequate, and the new generation of monoplane bombers like the H.P.47 had inadequate payload or range for operations into Europe, so a specification was prepared for an advance twin-engined, monoplane, retractable landing gear bomber.



HP learned of this specification early, and Lachmann worked to design an aircraft at the cutting edge of 1932 technology. The aircraft was an ultra-narrow fuselage development of the aerodynamics of the H.P.47, extending the design principles that worked on reducing the size and hence weight and drag of the rear fuselage boom and tailplane structure. The design was still capped to a maximum size due to the bomber restrictions of the League of Nations. An initial prototype was commissioned, and before construction Imperial Airways requested a civil version to compete against the German civil Ju.86. Due to secrecy, HP was not permitted to work on this tender, however another tender from Sweden was permitted and became the H.P.53.
The initial H.P.52 prototype battled through designs for turrets, and was eventually flown with simple glazing in preparation for the design of definitive turrets, including an extended tail for a remote gun barbette. The prototype first flew in June 1936, and was displayed at the RAF display at Hendon shortly after, and in August production of 180 aircraft was ordered.
Final production dropped the tail barbette and the nose turret, however used in the H.P.54 Harrow, while the narrow fuselage also meant that no dorsal turrets could be easily mounted and so the Westland-style gunner's canopy planned for the H.P.47 was adopted. To improve handling the wing dihedral was also increased.
The first production H.P.52 finally flew on 21 June 1938, and was officially christened on the 24th.
Rapid production of the H.P.52 led to 770 aircraft being built by March 1942, supplied to both the RAF and Commonwealth forces. The aircraft were initially used in both the day and night bomber roles, but by the time that war had started they were already outdated and outgunned by German fighters, and after significant loses were withdrawn from daylight bombing.
With their later withdrawal from night bomber duties as well, some H.P.52's were allocated to Coastal Command and modified for meteorological reporting duties to become H.P.52 Met.I aircraft.
Another role the H.P.52 was adapted to was as a torpedo bomber. The standard British Mk.XII torpedo almost fitted within the bomb bay, so a minimal modification at the rear gunner's position was required, and the bomb bay doors were required to be left slightly open to allow the carriage of the torpedo. The torpedo itself required the fitment of an auxiliary rear fin to allow the required (relatively) high speed and height for dropping without causing torpedo instability. This structure was considered secret, so most photos of the time have been censored to remove sight of the fin. Additionally as the bomb bay was otherwise committed, the aircraft were fitted with underwing bomb racks.
The H.P.52 was obsolete by the time the Phoney War was over, but it was a type that bought Britain breathing space to design a bomber force able to fight in the 1940's.

Don't stop!

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Nobody expects the Imperial Inquisition!

Great additions! Keep it up!

Soviet H.P.52 Hampden TB.I

In a footnote to history, in 1942 32 Hampdens were sent to northern Russia to act in convoy protection as a part of Operation Orator. Nine aircraft were lost in the ferry to Russia, and the remaining aircraft successfully kept the Kriegsmarine from intercepting the convoys.



With the completion of the operation,the Hampdens were handed over to the Soviets, and operated until lack of spares grounded the aircraft. During that time some aircraft were modified by the addition of Soviet UTK-1 dorsal turrets - an impressive feat in the narrow Hampden.

H.P.53 "Swedish seaplane"

While HP was commencing the design of the H.P.52, the Swedish government requested a coastal patrol torpedo seaplane, able to change between floats, skis and wheels for Nordic winter operations.



Defensive armaments were to be supplied by the Swedes, with the nose guns mounted in the originally planned Hampden/Harrow nose turret. The aircraft as planned was almost identical to the H.P.52 although a short chord Townsend ring was requested rather than the Hampden cowlings for increased engine cooling on the water.
Construction of a single prototype was started, but underwent extensive delays - including a change to standard cowlings as Bristol did not have the resources to redesign the standard cowlings. Eventually in 1937 it was agreed that two production Hampdens would be supplied rather than the two H.P.53's ordered.

H.P.53 prototype

Construction of the H.P.53 prototype was continued, and the aircraft was the second Hampden to fly.



With the Swedish requirement cancelled, the RAF took over the H.P.53, and allocated the aircraft for development of the Dagger engined version of the Hampden. The Dagger engine had been originally planned as an alternate engine to the radial Pegasus, and production of these alternate engined aircraft, renamed the Hereford, was planned for Northern Ireland.
The H.P.53 was rapidly re-engined and used as the prototype for the Hereford. Production Herefords were built under the H.P.52 model number, so the Hereford prototype was the only H.P.53.

Excellent additions.

H.P. Hampden P.5

When Sweden changed their custom H.P.53 order for H.P.52's with customisation to be undertaken in Sweden, they were allocated the 5th Hampden from the production line.



The aircraft was allocated the Swedish designation "P.5", and was delivered to Sweden on 24 September 1938. In the end it was the only Hampden delivered to Sweden, and the only Hampden sold overseas. It was also the longest serving Hampden, only being declared obsolete in 1945.
After military service it was sold to SAAB and used as an electronics test-bed for another 2 years, also becoming the only Hampden issued a civil registration.