At least six of the original 100 Hastings C.Mk.1forms were reworked to become weather reconnaissance platforms, operating under the designation of "Hastings Met.Mk.1" (serving with Coastal Command for their time in the air). A further eight Hastings C.Mk.1 production models were revised to the "Hastings T.1" trainer form - this mark (eight built) was used by Bomber Command to train future "V-bomber" jet-powered bomber crews (the aircraft carried a distinguishing ventrally-mounted radome).
The definitive Hastings became "Hastings C.Mk.2" which brought about changes to the tailplane (enlarged and lowered to further strengthen stability) and more internal fuel stores (to extend operational ranges). Engines were changed over to the Hercules 106 series of 1,675 horsepower each. The C.Mk.2 model managed a cruising speed of 290 miles per hour, ranged out to 1,700 miles, and reached a ceiling of 26,500 feet. Forty-three C.Mk.2s were produced and some of the C.Mk.1 stock was rebuilt to the new Mk.2 standard as "C.Mk 1A".
The Hastings C.Mk.4 became a long-range VIP-centered passenger transport model.
Nineteen RAF bomber squadrons operated the Hastings in its various forms. This included Nos. 24, 36, 47, 48, 51, 53, 59, 70, 97, 99, 114, 115, 116, 151, 202, 242, 297, 511 and the Far East Communications Squadron (FECS).
The RNZAF received the Hastings C.Mk.3 (H.P.95) production model. These were based in the C.Mk.2 production standard but instead fitted the Bristol Hercules 737 engines. Just four were acquired. Operating squadrons included Nos. 40 and 41.
Handley Page was also developing a civilian market model of the same Hastings transport, under the "Hermes" name, but its prototype was lost on December 2nd, 1945 (during its maiden flight). Nevertheless, twenty-nine of the type were eventually produced from 1945 to 1951. The series was introduced for service on August 6th, 1950.
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