lancaster - Just Flight

J.F. 2062A–P.N. (4th Edition)
PILOT’S
AND
FLIGHT ENGINEER’S
NOTES
LANCASTER
PREPARED BY DIRECTION OF AEROPLANE HEAVEN
PROMULGATED BY ORDER OF JUST FLIGHT
“CROWN COPYRIGHT, REPRODUCED BY PERMISSION OF HER MAJESTY’S STATIONERY OFFICE”
LANCASTER
PILOT’S AND FLIGHT ENGINEER’S NOTES
CONTENTS
INTRODUCTION ........................................................................................................2
DETAILED FEATURES OF LANCASTER ............................................................5
INSTALLING LANCASTER......................................................................................7
GETTING THE BEST FROM YOUR SYSTEM ....................................................10
OTHER ITEMS ON DISC ........................................................................................11
ACCESSING THE AIRCRAFT ................................................................................11
THE LANCASTERS ..................................................................................................12
ACCESSING THE SCENERY ..................................................................................14
MOSQUITO MANUAL ............................................................................................14
OPERATING THE AIRCRAFT FEATURES ........................................................14
FROM THE OUTSIDE..............................................................................................17
INSIDE THE LANCASTER......................................................................................18
FLYING THE LANCASTER ....................................................................................22
RAF RADIO EQUIPMENT ......................................................................................24
THE WIRELESS OPERATOR ................................................................................37
CREDITS ....................................................................................................................45
COPYRIGHTS............................................................................................................46
PIRACY ......................................................................................................................46
1
INTRODUCTION
Welcome to Lancaster. This expansion package for Flight Simulator 2004 has been developed by
Aeroplane Heaven and published by Just Flight. The entire team is very proud of what has been
achieved here and we can say with confidence that the level of detail in Lancaster has only
previously been seen in flight simulator expansions of complex commercial airliners.
This simulation illustrates life aboard Bomber Command’s most famous bomber. Whilst it is
impossible to re-create the experience of the real thing, Lancaster is the most accurate and
evocative simulation of a Lancaster on ‘ops’. Many new special effects have been created to add to
the excitement and realism, whether you choose to fly as pilot, navigator, wireless operator/gunner
or bomb-aimer.
AIRCRAFT HISTORY
The Avro Type 683 Lancaster traces its lineage back to the twin-engined Manchester.
The Manchester was designed in 1937 to Specification P.13/36 which called for a new generation
of twin-engined medium bombers. The two designs selected (the other being the Handley Page
HP56) were to be powered by Rolls Royce Vulture engines which provided almost double the
power of the Merlin, but as insufficient numbers of the new powerplant were available, the Handley
Page design was dropped in favour of a four-engined version which was to become the Halifax.
With a crew of seven, eight .303 machine guns in nose and tail turrets, a hydraulic system (a novel
feature for those days) and capable of carrying a load of 20 tons at high speed, the Manchester was
an advanced aeroplane for the time.
First flown on July 25, 1939, early problems with stability
caused by the dorsal turret saw the addition of a third fin
on the rear fuselage. Production of 200 Manchester Mk.1s
began in July of that year with deliveries beginning the
following month and the first squadron, No 207, at
Waddington receiving its first aircraft in November 1940.
Praised by its pilots, the Manchester's first operation
followed in February 1941 with a raid on Brest and the
type was also part of the first 1,000 bomber raids in 1942.
The following months saw the squadron complete its work-up on the Lancaster, and the first
operational mission, mine laying in Heligoland Bright, was flown on March 3, 1942. The following
month, No 97 Squadron at Woodhall Spa, and No 44 combined on the first of many daring
Lancaster raids when 12 aircraft carried out a daylight low-level attack on the MAN diesel factory
at Augsburg. The raid was, however, marred by the loss of seven Lancasters. Many raids over the
following months helped to refine attack methods and bombing techniques and by August 1942,
working in partnership with the Pathfinder Force, accuracy had improved dramatically.
May 1943 saw arguably the most famous Lancaster raid of World War II. During the night of 16/17
May, 17 Lancaster Mk.IIIs of No 617 Squadron, which had been specially formed to carry out the
raid, took part in 'Operation Chastise' - an attack on a series of dams in the industrial heart of
Germany designed to disrupt German military output. The 'Dam Busters Raid', as it became
known, was only made possible by the development of a cylindrical mine which required the
aircraft to fly at ultra-low level and at an exact speed to allow the device to skip along the water's
surface towards the dam wall before descending to the base of the wall and exploding. In a series
of training flights along the valleys and reservoirs between Sheffield and Manchester, the low-level
flying training required was carried out, whilst development of the 'bouncing bomb' was done at
coastal sites. Not until the very last moment were the pilots and crews made ware of the reason for
the training, and many did not believe the raid was possible.
Another great raid carried out by the Lancaster was the sinking of the German battleship 'Tirpitz' in
November 1944. After numerous unsuccessful raids by Royal Navy and RAF Aircraft throughout
the war, 31 Lancasters of Nos 9 and 617 Squadrons based at Lossiemouth succeeded where the
other raids had failed, when the vessel was finally sunk after being hit by a single 12,000lb bomb.
S/Ldr Bob Knights DSO, DFC – 617 Squadron pilot on the
Tirpitz raids
One problem with the Manchester was its Vulture engines,
and so designs were drawn up to replace these with alternative powerplants. This aircraft was to be
the Manchester II. Several solutions were proposed, but none were accepted as the Manchester III
was also in development. This version had a larger wing with four Merlin Xs of 1,145 hp each.
Although the Vulture was a very promising design, recurring problems with failures saw the
cancellation of production and ultimately the end of the Manchester in twin-engined form and with
just the initial batch of 200 completed, development switched to the Manchester III.
The prototype of the now four engined Manchester III first flew on 9 January 1940, and was
immediately recognised as being a vast improvement in both reliability and performance. With
uprated Merlins, nose, tail, dorsal and ventral turrets, increased fuel capacity and self-inflating
dinghy, the first production aircraft took to the air on October 31, 1941. The aircraft was such an
improvement and change to the twin-engined design that it was decided a new name was required,
and the Lancaster was born. Such was the performance of the new aircraft that production contracts
required a number of shadow factories to be equipped to build the aircraft and the first of 7,734
Lancasters was delivered to No 44 (Rhodesia) Squadron towards the end of the year.
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L-R: Arthur Walker, Terry Playford, Bob Knights, Ernie Thells, Bruce Hosie, Bill Aengely –
glad to be back in Lossiemouth after their attack on the Tirpitz
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The second attack on the Tirpitz actually knocked
her sideways
Lancaster bombs were amongst the most fearsome
of the war. Beginning with the 8,000lb bomb, by the
end of the war, aircraft with modified bomb bays,
known as B.Mk I (Special), were capable of
carrying the awesome 22,000lb 'Grand Slam' and
this weapon was used for the first time on March
14, 1945 to destroy the Bielefeld Viaduct.
Development of the basic Lancaster airframe
centred on increasing the range of the aircraft for
use in the Far East using extra fuel tanks and inflight refuelling was also considered. Eventually a
much modified version of the aircraft featuring
improved engines and differing defensive armament
positions went on to become the first Lincolns.
Right up to the very end of the war in Europe, Lancasters were flying raids deep into the heart of
Germany and the last sorties recorded by the type were on 25 April 1945 against Hitler's mountaintop retreat at Berchtesgaden and a night-time raid on oil installations in Norway. By the time the
war ended, the Lancaster had amassed 156,000 sorties. In April 1945, Bomber Command had 745
aircraft equipping 56 front-line squadrons with a further 296 aircraft with training units. After the
war many of these were used to repatriate 75,000 prisoners of war.
Following the end of the war in the Pacific, some aircraft were further modified for operations in
Burma as part of the Tiger Force, whilst others, fitted with cameras carried out an aerial survey of
East, Central and West Africa between 1946 and 1952 with No 82 Squadron. Other Lancasters were
modified to carry out air-sea rescue tasks. Lancasters serving with Coastal Command were based
in Malta for maritime reconnaissance flights until February 1954 when the last aircraft was flown
back to the UK, but it wasn't until October 15, 1956 when Lancaster MR3, serial number RF325,
flew the final RAF Lancaster sortie.
This was not the end for the Lancaster. A number of Mark Xs saw service with the Canadian Air
Force in a variety of tasks including aerial survey, air-sea rescue and maritime reconnaissance.
Here, the Lancaster remained in service, amazingly, until April 1, 1964. Other overseas users of this
mighty aircraft include Argentina (15 refurbished aircraft) and France, where fifty-four aircraft
were supplied to the French Navy.
Despite the vast number of aircraft built, only two remain airworthy; PA474, arguably the bestloved of the Battle of Britain Memorial Flight's aircraft and FM123 which was rebuilt to flying
condition by the Canadian Warplane Heritage in Canada, where it made its first flight after
restoration in September 1988.
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Dimensions – Lancaster B Mk.I
Length:
69ft 4in (21.08m)
Wingspan:
102ft 0in (31.00m)
Height:
20ft 6in (6.23m)
Maximum Speed:
287mph (462km/h)
Cruising Speed:
200mph (322km/h)
Ceiling:
19,000ft (5,793m)
Range:
2,530 miles (4,072km) with 7,000lb (3,178kg) bomb load.
Powerplant:
Four Rolls Royce Merlin XX, 22 or 24 of 1,280hp each.
Payload:
Up to 22,000lb bombs carried internally. Later versions modified to carry
a variety of single high explosive bombs of 8,000lb (3,632kg), 12,000lb
(5,448kg) or 22,000lb (9,988kg) for special missions.
Defensive Armament
2 x .303 Browning machine guns in nose turret, 2 x .303 Browning machine guns in mid-upper
turret and 4 x .303 Browning machine guns in tail turret. Early models also had ventral turret with
a single .303 machine gun
Recognition
Slab-sided fuselage with heavily-framed canopy mounted well-forward on the upper fuselage.
Nose, tail and upper rear fuselage contain turrets housing defensive guns. Twin tail unit with
upswept horizontal surfaces. Main undercarriage housed in the cowlings of the inner engines.
DETAILED FEATURES OF LANCASTER
The package includes eight Lancaster variants in fifteen liveries plus a bonus Mosquito from our
forthcoming Mosquito expansion as well as scenery of RAF Scampton.
•
Lancaster B Mk.I – 3 liveries
•
Lancaster B Mk.I 617 Sqn ‘Dam Busters’ – 2 liveries.
•
Lancaster B Mk.I with Grand Slam bomb
•
Lancaster B Mk.II with Hercules engines – 2 liveries
•
Lancaster B Mk.III with H2S radar installation – 2 liveries
•
Lancaster B Mk.III Aeronavale – 3 liveries
•
Battle of Britain Memorial Flight Lancaster
•
Lancaster prototype
•
de Havilland Mosquito – FB Mk.IV Pathfinder
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The Lancaster is supplied with four main aircraft-selectable virtual cockpits:
INSTALLING LANCASTER
Each individual station is equipped with “smooth gauge” technology for added realism!
DVD-ROM VERSION
•
Pilot and navigator stations
•
Pilot, front turret and bomb-aiming stations
1. Close all open programs and applications prior to installation. Place the Lancaster DVD in your
DVD-ROM drive.
•
Navigator, wireless operator
•
Pilot station only
2. If your computer has 'Autorun' enabled the installation program will start automatically. If so,
skip to item 4.
3. If you do not have 'Autorun' activated (or the program does not start automatically) please
carry out the following
Superb animations
•
Press the 'Start' button on the Windows taskbar, move up to 'Run…' and left click it.
•
Operating sliding windows.
•
•
Operating rear crew door revealing flare chute.
Type in the 'Open' window: D:\start.exe (where 'D' is the drive letter of your DVD-ROM
drive), then press 'OK'. The DVD will then start to run.
•
Operating clear-view quarter lights.
•
All switches and controls in cockpit including weapons bay door control, bomb jettison
are operable.
•
Working armour plate headrest, swing out radar kit, navigator’s seat and folding engineer’s seat.
•
Fully functional engineer's panel.
•
Working turret controls to pan the turret and elevate the guns from the turret virtual cockpit.
•
The bomb aimer's station is fully equipped with working auto-turn control, bomb arming
switches, timers, bomb computer, and bomb release.
•
Retracting landing lights.
•
The airframe has correct flap operation all highly detailed, working automatic elevator counter
mass tabs, rudder trim tabs and the correct gear retraction sequence.
•
The mid upper turret rotates and the guns elevate and depress correctly to match the anti-strike
track on the collar.
•
Full crew figures (depending on the variant selected) with animated pilot, bomb-aimer and
mid-upper gunner.
•
Operating bomb bay doors with fully detailed bomb loads
Unique effects
•
Bombs can be armed and will drop realistically with a characteristic 'wobble' on the smaller
250- and 500-pounders.
•
The Upkeep mine will spin and drop.
•
The Grand Slam will drop realistically.
4. The first screen to appear will ask you to either 'Install’ or 'Exit'. It will also have other options
to explore the other features, demo and free software and product information and videos
included on the disk Press the 'Install' option to continue with the installation. A second screen
will appear where you can, if you wish, view information, videos and screenshots of other Just
Flight products. You may view as many of these as you like and when finished click the
‘Continue with installation’ option to start installation of the product.
5. You will then be asked to select a language to use during the installation. You may select one of
the language options from the drop-down list with the mouse. Once you have done this, click
the 'OK' button to continue with the installation or the 'Cancel' button to exit without installing.
6. A 'Welcome' window will appear and you can continue with the installation by clicking the
'Next' button or exit by clicking 'Cancel'.
7. A window will now appear describing the product licence. You should read this fully and then
click on the ‘Yes’ button that says you agree to the terms of the End User License Agreement
(EULA). You will not be able to continue with the install except by agreeing with the term of
the EULA. If you click the ‘No’ button then the install will terminate.
8. The installation will now check the Windows Registry for the location of the selected version
of Flight Simulator. If it is unable to locate a valid entry a warning dialogue will appear
informing you of this and telling you that you will have to browse manually to the folder where
you have Flight Simulator installed.
9. You will then be asked to select the folder into which to install the product.
This folder must contain a valid version of your Flight Simulator program.
Normally you will find the path box already filled in with the correct folder name, but if you
received a warning at step 8 then this box will be blank. You will need to click the 'Browse'
button and choose the correct location of your Flight Simulator program folder.
The default path for Flight Simulator 2004 is C:\program files\Microsoft Games\Flight
Simulator 9. This path will be correct unless you specified another location when you installed
Flight Simulator 2004.
10. When you are satisfied that the path shown is correct, click 'Next'. If the folder you have
selected is not the previously selected Flight Simulator program folder containing FS2004 then
you will be given a warning to this effect and will have to use the browse button to locate the
correct folder.
The install program will not allow installation anywhere except the selected, valid Flight
Simulator program folder.
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11. The next screen will display the option to install the replacement scenery for Scampton airbase.
This is set selected initially. If you do not wish to install the Scampton airport scenery then
click on the box to remove the tick mark. The Scampton scenery can be added or removed at
any time by following the ‘Modifying the Lancaster installation’ instructions below. Once you
are happy with your selection click Next to start the installation operation.
If you continue to have problems after trying the above solutions please contact the support
department at www.justflight.com
12. Once the Installation is complete you will see a confirmation window. Click the 'Finish' button
to exit the install program and return to Windows. The install is complete.
How do I install and unlock the software once I have paid for it?
DVD-ROM INSTALLATION FAQs
Q. After inserting the disc I get told to insert the correct disc, but I’ve already inserted it, or an
error appears warning that CD/DVD emulation software has been detected
A. This problem occurs because the Safedisc protection software on the disc is failing to validate.
The most common reasons for this are:
You have anti-virus software or a firewall active on your PC that is interfering with the installation.
Please disable all programs running in the background of Windows and try installing again.
Important – If you have a nVidia nForce 2 motherboard please ensure that you visit
www.nvidia.com and install the latest driver as older versions are known to have compatibility
problems with Safedisc
The disc may have been damaged and become unreadable. Please check for any damage to the disc
and give the readable surface a clean.
The drive that you are using to load the software may be incompatible with Safedisc. Please visit
the manufacturer’s website to download any updated drivers/firmware that may be available or
alternatively try installing using an alternative drive (if you’ve got one).
If you have any Virtual Drive or Emulation software on your PC then this can prevent the Safedisc
protection software from validating. In order to install the software you must disable the emulator
from trying to circumvent Safedisc. Typical emulation software includes Daemon Tools, Clone CD
and Alcohol 120.
If Alcohol 120% is on the machine:
Start Alcohol and go to the Emulation Options.
Select 'Emulation' from the options tree. Uncheck the 'Ignore Media Types' box to turn off the
media type emulation.
PAYABLE DOWNLOAD VERSION – INSTALLATION FAQs
Full instructions will appear on screen once you have bought a download add-on. These will also
be sent to you in an email for future reference.
How will I know the product has unlocked correctly?
A message will appear on screen telling you that the unlocking process has been completed
(and how to contact us in the unlikely event that you experience any problems). Please read all
instructions and e-mails carefully.
What happens if I change my PC or need to reinstall the software?
If you change your computer system or your licence files are ‘broken’ (perhaps due to a reinstallation of Windows or a hard drive malfunction) you will need to unlock the software again.
Once you have unlocked the product you can install it as often as you like on the same
computer system.
Please note: You can only unlock a product three times. If you need to exceed this number of
unlocks an administrative fee may be required. In this case please contact our download shop
support line at [email protected]
Website updates?
Please check our website at www.justflight.com for any news or updates on this and other products.
Technical Support?
To obtain technical support please visit the support forum at www.justflight.com. If you haven’t
used the forum before you’ll need to join. This is very quick and is a once-only process. As a
member of the support forum you can obtain technical support for any Just Flight, Just Trains or
Just Play product. If you don’t have Internet access, please write to us at Just Flight Technical
Support, 2 Stonehill, Stukeley Meadows, Huntingdon, PE29 6ED, UK.
Select ‘Extra Emulation’ from the options tree. Uncheck the ‘BAD Sectors Emulation’ to turn off
this type of emulation, exit Alcohol 120% and restart the game.
If CloneCD is on the machine:
Look on your task bar at the bottom right of your screen (next to the clock). Locate the CloneCD
tray icon, which can be a picture of two CD-ROMs or of a sheep's head. Right Click on the icon
and make sure ‘Hide CD-R media’ is un-ticked. Restart the game application.
If Daemon Tools is on the machine:
Right Click on the Damon Tools icon in the Task Bar.
Select the Emulation tab.
Deselect Safedisc.
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MODIFYING THE LANCASTER INSTALLATION
To modify the product to change the installed options
•
Go to the Windows Start menu.
•
Select ‘Settings’ and then ‘Control Panel’.
•
In the Control panel window double-click on ‘Add/Remove Programs’.
•
Select and click on the appropriate entry from the list. This will be Just Flight Lancaster v1.00
•
A window will appear with the options to ‘modify’, ‘Repair’ or ‘Remove’ the product. Select
the ‘Modify’ option and click Next
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•
A selection window similar to the one that appeared during installation will now be displayed.
Currently installed options will be shown with a tick in the box next to their name. Options not
currently installed will show un-ticked. To install an option click on it to add a tick mark. To
uninstall an option click on it to remove the tick. Once your changes are selected click Next to
perform the operation..
•
Click ‘Finish’ to end this operation.
•
IMPORTANT! Bear in mind the lower you have these settings, the lower the level of detail
and features you will see. Below certain settings, some features will not display.
•
The same applies to the ‘Aircraft’ tab in the same menu. Turning off the ‘Aircraft Cast
Shadows’ and ‘Reflections’ in the aircraft tab will also assist.
•
If you experience fuzzy or out of focus external textures on the aircraft, slide the ‘Global Max
Texture Size’ slider on the ‘Hardware’ tab to ‘Massive’
•
You may wish to try turning ‘Mip-Mapping’ on or off as you prefer via the Settings – Display –
Hardware menu.
•
Click OK when finished.
UNINSTALLING LANCASTER
To uninstall the product from your system:
•
Go to the Windows Start menu.
•
Select ‘Settings’ and then ‘Control Panel’.
•
In the Control panel window double-click on ‘Add/Remove Programs’.
•
Select and click on the appropriate entry from the list. This will be Just Flight Lancaster v1.00
•
A window will appear with the options to ‘modify’, ‘Repair’ or ‘Remove’ the product. Select
the ‘Remove’ option and click Next
•
A dialogue box will appear offering to remove the program. Clicking 'OK' will remove the
product from your system.
•
Click ‘Finish’ to end this operation.
Uninstalling or deleting the product in any other way may cause problems when using this program
in the future or with your Windows set-up.
GETTING THE BEST FROM YOUR SYSTEM
To ensure that your PC is running properly and you see the best performance from Lancaster we
suggest the following:
•
Before running Flight Simulator, terminate as many programs that are running in Windows as
possible.
•
Please ensure that your 3D video accelerator card is set up correctly and operating in the host
simulation program correctly.
•
Ensure that you have the latest set of video card drivers installed on your PC. Even though your
PC may be quite new, the video card drivers may well be out of date, as they are updated every
few months. Contact your video card supplier or download the latest drivers from the video
card supplier’s website.
•
Ensure that you have the latest version of Microsoft's Direct X drivers installed on your PC.
For more information and to download and install the latest versions of DirectX please view
the Microsoft web page:
http://www.microsoft.com/directx/homeuser/downloads/default.asp IMPORTANT! Please note the
various Windows operating systems can use different version of Direct X so please ensure that you
install the correct version for your operating system.
Decreasing the demands on your Video card and PC’s processor can help with performance.
This can be achieved by moving the scenery tab ‘Global Scenery Quality’ to ‘Low’. This slider
is accessed through the Options/Settings/Display tab. Turning off ‘Ground Scenery Shadows’
and ‘Dynamic Scenery’ on this same page will increase the display performance.
OTHER ITEMS ON DISC
The product disc contains a large amount of additional free, demonstration and purchasable
software. These can be accessed from the main disc startup window by clicking on the options you
will see at the bottom of the window.
‘Free and Demo software, Information, videos and previews’ will take you to a screen where you
can easily browse through all the additional content available. In addition to free software such as
aircraft, scenery and screensavers there is a large collection of videos and screenshots that can be
easily viewed. There are also demo versions of some of the popular Just Flight products for you to
try before buying.
‘Additional products on this DVD’ will take you to a screen where you can browse through the
other products that are available on the disc. These products can be purchased and installed straight
off the disc provided you are connected to the internet in order to purchase and obtain the
necessary unlock codes.
ACCESSING THE AIRCRAFT
To access the aircraft in Flight Simulator go to the ‘create a flight’ screen and click on the ‘change’
option under the Selected aircraft box. For Aircraft manufacturer select JF_dehavilland for the
Mosquito or JF_Avro for the Lancasters.
Only one Mosquito model is included in the product. So you can just click OK to select it.
You can select from seven different Lancaster versions using the Aircraft Model list.
For each Lancaster model there will be one or more different liveries available in the Variation list.
For all except the Prototype model there are four different options for each livery. These options
are denoted by the A, B, C or D at the end of the name. The differences between the various
options are described below. Some of the models come with 3D cockpits that cover other parts of
the aircraft in addition to the pilot’s position. In order to view these other areas you will need to use
the Flight Simulator viewpoint movement keys to move about the aircraft.
The Flight Simulator movement keys are the Enter (Return) and Backspace keys used in
combination with the CTRL and SHIFT keys. You can rotate the view position using the joystick
Hat switch
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•
SHIFT+Backspace – move down
•
SHIFT+Enter – move up
•
CTRL+Backspace – move forward
•
CTRL+Enter – move backward
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CTRL+SHIFT+Backspace – move left
•
CTRL+SHIFT+Enter – move right
Mk.I B
Standard Lancaster for Bomber Command
(with the Mk.III B). Many completed
scores of dangerous missions, with notable
examples such as S-for-Sugar recording
100 or more. Approximately 3,434 Mk.l
Lancaster were built.
‘A’ Option
This has the radio and navigator positions only in the virtual cockpit. Along with a limited pilot’s
station. Normal flying can be done using the 2D cockpit.
Mk.III B
Virtually identical to the Mk.I B, except for
licence-built Packard Merlin engines. Also,
some were fitted with the H2S
Navigational and Bombing Radar sets,
characterised by a ventral pod which
housed the aerials.
‘B’ Option
This has a full Pilot’s station and the navigator’s station.
‘C’ Option
This has a full pilot’s station, the bomb aimer’s position and the front turret position. When in the
bomb aimer station you can arm and drop the bombs (if fitted). When in the front turret station you
can rotate the turret by clicking on the ‘motorcycle grip’ controls at either side of the turret and you
can raise and lower the guns by clicking on the breechblocks.
Mk.ll
‘D’ Option
To conserve precious supplies of Rolls
Royce Merlin engines for the fighters,
some Lancasters were fitted with Bristol
Hercules radial engines. Identical to the
Mk.I B in all other respects, the number of
airframes was limited and most were issued
to Canadian squadrons. A concerted push
by Rolls Royce to manufacture more
Merlins resulted in a return to the standard
powerplant fairly quickly.
This has a full pilot’s station only.
THE LANCASTERS
Included in Lancaster are eight different Lancaster variants in fifteen liveries. Here are some of them.
The second Prototype
The second prototype first flew in May
1941 and different from production variants
in having a small lower ventral turret and
standard day camouflage.
AeroNavale MkVIl
Over 50 second-hand Lancaster BIs
(equipped with Rolls-Royce XX engines of
1,280 hp) were acquired by the French
Naval Aviation arm. They were registered
as WU-01 to WU-54 ('WU' for Western
Union). The first airframe was delivered in
December 1951. French Lancasters were
used by 24F, 25F, 9S, 10S and 55S (and
various squadrons which inherited those
units). These aircraft operated successfully
until 1961. Several have formed the basis for restored examples, returned to original bomber
specifications and are now in the care of museums around the world. One is being restored to
AeroNavale specification - more details at http://p51d20na.club.fr/wu21/lancasteracl_f.html
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Opening the bomb bay doors
Grand Slam Lancaster
Several Lancasters were converted to carry a
22,000 bomb designed by Barnes Wallis and
called Grand Slam. These deep penetration
bombs were used to destroy large structures,
bridges and underground installations. The
aircraft was characterised by the removal of
the front and mid-upper turrets. No bomb
doors were fitted and the Grand Slam
Lancasters wore standard day camouflage.
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A models – Use the Flight Simulator ‘Tailhook’ key
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B,C,D models – In the pilot`s VC station pull the lever on the left side of the seat
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Mosquito – In the pilot’s VC station pull
the red lever in the group of three levers
to the right of the control column
617 Squadron ‘Upkeep’ Lancaster
Perhaps the most famous of all Lancasters
were those operated by 617 Squadron on
the Dam Busters raid. Specially converted
to carry Barnes Wallis’ ingenious bouncing
(and spinning) bomb, these aircraft entered
the pages of history by successfully
completing the daring Operation Chastise
on the dams of the Ruhr Valley. Led by
Wing Commander Guy Gibson VC, the
squadron went on to complete many more
famous ops.
ACCESSING THE SCENERY
If you have selected to install the replacement scenery for RAF Scampton in its wartime
appearance this can be accessed from the Create a Flight or Go to Airport menus in Flight
Simulator. Select the ‘Search addon scenery’ option on the Select Airport screen and then select
Scampton from the list.
MOSQUITO MANUAL
For owners of the DVD-ROM version of this package a manual is supplied in PDF format for the
bonus Mosquito included in this product. To access the manual click the Windows Start button and
then Programs (or All Programs), Just Flight, Lancaster and finally ‘Mosquito manual’.
If you own the Download version of Lancaster the Mosquito manual is included at the end of
this manual.
14
Dropping the bombs
Only the C models with the bomb aimer’s station can drop bombs. Note that the Aeronavale and
BBMF aircraft do not carry any bombs in the bomb bay.
Firstly, for all aircraft except the Upkeep and Grand Slam versions, you should open the bomb
doors from the pilot’s station as described previously.
The bomb doors are opened using fee control lever to the left of the pilot’s seat. There is no key
stroke in the "C" model so ensure you have done this before entering the bombroom.
In the bombroom, position your view using the simulator view control keysets, so that you are
directly over the reticle glass of the bombsight.
OPERATING THE AIRCRAFT FEATURES
To your right are the bomb arming switches. The aircraft direction can be controlled in a limited
fashion by using the turn control knob immediately to the left of the bombsight.
There are many extra features and controls included in the Lancaster. Some of these may need to
be accessed in different ways depending on which option (A-D) you have selected.
Centre the target on the vertical fine in the reticle, arm the bombs by turning on the switches and
when the target reaches the base of the vertical line, press the bomb trigger button on your right.
Note that some Flight Simulator keys (for example the Tailhook and Wingfold keys) are not
assigned by default. To use these keys you will need to go to the Flight
Simulator settings screen and then Controls->Assignments
and assign these functions to spare keys.
For best visual results, select the bomb aiming position in a small sub-window and the exterior
spot-plane view in the main window.
15
Other special keys
SHIFT+E
This will operate the pilot`s armour plate, the engineer`s seat, the side windows and the Clearview
units. On the MkIII models this will also operate the swing-out radar arrays.
SHIFT+E+1
On models with an upper turret this will rotate the turret and elevate the guns
Navigation station "A" and "B" fitouts
DF LOOP OPERATION
Switching the height-measuring searchlights
The ‘Upkeep’ models with the ‘bouncing bomb’ come equipped with the special twin searchlights
under the fuselage angled so that the beams cross at 60 feet. This was used to let the crew easily tell
when they were at the correct height over the water for the bomb drop to get the correct ‘bounce’.
Bring up the DF Loop and Radio Panels. Select a frequency for the ADF receiver and check the
direction of the signal. Turn the DF Loop aerial control wheel until the gauge needles cross, thus
tuning in the signal. The DF Loop and control wheel can be seen turning in the virtual cockpit
For efficient use of ADF equipment, read the tutorial guide in the FS2004 manual.
To switch the searchlights on and off:
•
A models. Move to the Navigator’s station. The switch for the searchlights is the rightmost of
the three switches below the ASI and Altitude gauge repeaters.
•
B,C and D models. The switch for the
searchlights is the rightmost of the three
switches on the panel to the left of the
pilot’s seat.
Front turret "C" fitout
Once positioned satisfactorily in the turret, using the view keystroke set of the simulator, you can
rotate the turret right and left by using the respective motorcycle-style grips.
The gun-arming switches can be operated and the guns elevated by click-ing on the breech-blocks.
This station is an interesting one to use, in conjunction with the VC or 2D panel for flying from a
different perspective.
A challenge is to land the Lancaster from this position! A co-pilot's 2D panel is also included.
FROM THE OUTSIDE
The Lancaster is boarded through the crew door on the starboard side of the rear fuselage. In the
simulation this is only a visual model but when the door is opened, using the keystroke for
‘spoiler’, the flare chute can be seen on the far side of the inner fuselage.
The Lancaster is a very big aircraft and has a powerful, daunting presence on the tarmac. Up close
one is struck by the sheer height of the cockpit from the ground. Take time to 'walk' around the
exterior of the aeroplane and discover some of the features.
Notably these are:
16
1.
Clear bomb-aiming observation dome
2.
Power-operated front turret fitted with
twin 303 Brownings.
3.
Bomb doors extend the length of the
centre fuselage.
4.
Four Rolls-Royce Merlin engines with
a total power of up to 5,840HP
5.
Trailing Aerial
17
LANCASTER COCKPIT (LEFT)
6.
ADF and IFF aerial arrays
7.
H2S Navigation and Bombing Radar
(MkIIB)
24. Main Compass
8.
Power-operated mid-upper turret with
twin 303 Brownings
26. Comms panels
9.
Automatic elevator compensator tabs
25. Auto-pilot control
27. Nav lights switches
28. Bomb Doors control
10. Power-operated rear turret with four 303
Brownings
29. De-icing unit
30. Park brake lever
Bomb loading ‘5’ is depicted and comprises 6
x 1,000lb bombs, 2 x 250lb bombs and 1 x
4,000lb bomb.
31. Rudder Pedals
32. Recognition light switches
33. Avionics switches
INSIDE THE LANCASTER
34. Pilot's sliding window
Once in the cockpit, one is faced with a large array of complex controls and instruments.
Take the time to familiarise yourself with these instruments and controls.
As in every standard RAF aircraft of the day, the Lancaster is fitted with the 'flying' panel of six
major flight instruments, immediately in front of the pilot. The rest of the panel is populated with
the engine gauges, flaps, brakes, gear and other ancillary instruments.
LANCASTER COCKPIT (RIGHT)
35. "Clearview" screen
36. Bomb Jettison switches
37. Oxygen controls
LANCASTER COCKPIT (CENTRE)
38. Brake Pressure gauge
10. DF Indicator
11. DR Repeater Compass
39. Prop-feathering switches (functional in
2D panel)
12. Landing light switches
40. Standby Vacuum control
13. Mag Switches
41. Suction gauge
14. Fuel cut-out switches
42. IFF detonators
15. Boost coil/starters
43. Radiator shutter switches
16. Boost Gauges
44. Compass correction card
17. RPM
45. Master Battery switch
18. Port engine fuel cocks
46. Flap position indicator control switch
19. Engine throttles
1. Airspeed
20. Propeller Pitch controls
2. Altitude
21. Starboard engine fuel cocks
3. Artificial Horizon (AHI)
22. Flaps position indicator
4. Gyro Direction Indicator
23. Supercharger control
N.B. The majority of these controls and switches are operated via the mouse in the virtual
cockpit mode.
5. Vertical Climb Indicator (VSI)
6. Slip and Turn Gauge
7. Watch
8. Landing Gear indicator
9. Beam Approach
18
19
LANCASTER FRONT TURRET
LANCASTER ENGINEER'S PANELS
1.
Left-grip (click to turn turret to the left)
1.
2.
Right grip (click to turn turret to the left)
2.
Panel light
3.
Elevating guns (click breech-blocks
to elevate)
3.
Oil pressure gauges
4.
Gun charging switches (clickable only)
5.
Gunsight
In the "C" fitout model, enter the turret using
the view keys of the simulator.
Once in an appropriate position, use the grips
to turn the turret.
Oil dilution switches (non-operational)
4.
Pitot heat switch
5.
Oil temperature gauges
6.
Ammeter
7.
Oil pressure warning lights
8.
Fuel pump switches
9.
Radiator Temperature gauges
10. Fuel selector cocks
11. Fuel contents gauges
12. Fuel contents gauges control switch
LANCASTER BOMB ROOM
1. Bombsight
13. Test socket (non-functional
2. Bomb release trigger
14. Emergency gear extension control
3. Bomb arming switches
15. Engine Limitations plate
4. Lateral aircraft control for minor steering
adjustments
16. Fuel pressure gauges
17. Fuel pump switches
5. Bomb computer (non-functional)
18. Drift computer (non-functional)
6. Bomb-aimers’ cushion
N.B. The majority of these controls and switches are operated via the mouse in the virtual
cockpit mode.
LANCASTER NAVIGATION STATION
7.
Air dryer
8.
F24 Camera
9.
Bomb aimer's parachute
10. Glycol tank and step
11. Intercom (non-functional)
N.B. The majority of these controls and
switches are operated via the mouse in the
virtual cockpit mode.
1.
Airspeed and Altitude repeaters
2.
Panel light
3.
Repeater Battery Master switch
4.
Landing Light/Spotlight Switches
5.
Avionics switches
6.
Recognition, Navlights and Beacon
switches
7.
Course computer (working compass
section)
8.
H2S display (visual only)
9.
Astrograph (non-functional)
10. ADF Loop control (turns with gauge)
11. Navigator's seat (swings out with Shift/E stroke)
20
21
LANCASTER RADIO STATION
Taxying is carried out with differential braking and/or judicious use of rudder
1.
T1154 (non-functioning)
1. Auto controls off
2.
R1155 (Use radio panel to operate)
2. Avionics on
3.
Repeater DF Indicator
3. Trim for elevator slightly forward, rudder and ailerons neutral. See illustration for detail
4.
Trailing aerial control
A. Undercarriage
5.
Fishpond warning array (visual only)
B.
6.
Morse Key
C. Elevator Trim
7.
Astrodome
D.
Aileron Trim
8.
Fuse panel
E.
Flaps lever
9.
Amplifier
Rudder Trim
10. Main services panel (Generator switch
gear, amp and volt meters)
FLYING THE LANCASTER
The major differences between the versions is mostly limited to engine type. Therefore, we have
assumed a general understanding of the type and produce here the basic procedures for correct and
safe operation of the type.
4. Supercharger off
The correct engine start sequence is:
6. Park-brake on (on control yoke)
No. 1 Inner right: No.2 Outer right: No.3: Inner left: No.4 Outer left
Check all systems for correct operation, controls for function, navigation in order and lights on if
required. You are now ready to take-off.
5. Flaps to 20
PRE-START-UP
1. Crew door closed and latched (spoiler key- check visually)
TAKE-OFF
2. Master Battery switch on
Open throttles to zero boost to check correct operation. Ease back and release the brakes. Throttle
up to full and keep straight using rudder control or advance/retard the corresponding throttles.
Raise the tail as soon as possible.
3. Fuel pumps .switches on
4. Fuel contents switch on (Engineer’s panel)
Ease back on the stick at speeds above 95mph and do not raise flaps below 500 feet. Raise the gear.
5. No.2 Tanks selected (Engineer's panel)
6. All engine master fuel cocks off (down)
For No.1 engine
CLIMB
Recommended climb speed is 160mph, Raise the flaps above 500 feet and trim the aircraft out for
neutral handling. Apply a little nose down trim as the gear comes up.
7. Throttle 1/2 inch open
S. Propeller control full up
GENERAL FLYING
9. Fuel cutoff switch up
Flying controls can become heavy in turns and at speeds in excess of 260 mph. Otherwise the
aeroplane is quite stable and stall characteristics are benign The Lancaster will stall at 110mph with
flaps and U/C up and 92 mph with them down.
10. Fuel cock up/open (up)
11. Press boost/start button once for boost coil and again to energise the starter Keep pressing until
engine starts.
12. Wait for engine idle to settle and return throttle to
idle position
The aircraft will become increasingly nose-heavy in a dive and will require effort to recover.
Use the elevator trim to ease the pressure through the pull out of the dive and NOT before.
13. Open radiator shutters
22
23
APPROACH AND LAND
Reduce speed to below 200 mph indicated and lower the flaps to 20 degrees during the landing
circuit. Lower the undercarriage and ensure propellers are to full up.
On final approach lower the flaps to full down and attempt the approach at 110mph. Just before
touchdown, close the throttles. Keep the aeroplane straight with rudder control. Apply brakes
carefully, allowing the tail wheel to settle. Full brakes are needed on short strips. Raise the flaps
and taxy using differential braking.
Outer engines may be cut for taxying.
Once stopped, open the bomb-doors (for bombing up) before shut-down.
Shut down using the idle cut-off switches (to down) and then close the fuel cocks. Emergency
shut-down can be achieved in case of lire, using the large red cut-off lever to the left of the master
cocks console.
Switch off all switches and open the crew door (spoiler key).
Breathe out...
RAF RADIO EQUIPMENT
Like most RAF bombers of the period the Lancaster was equipped with the R1155 (receiver) and
T1154 (transmitter) combination. One of the unique features of Lancaster is the ability to take up a
position in the Wireless Operator’s station. Take a moment to imagine what it must have been like in a
real aircraft. Phenomenal noise surrounds you, as your cold, gloved hands grip the carefully designed
‘chunky’ controls of the radio and you strain to hear the messages coming through your headphones.
When war was threatened the RAF found itself in need of general-purpose
communications/direction-finder equipment with a wide range of spot frequencies and improved
performance over the existing T1083/R1082. They selected Marconi as a supplier for the newlydesignated T1154/R1155. Among the designers on the project was Sir Christopher Cockerell –
later to win fame for the hovercraft. By January 1940 models of both the transmitter and receiver
had been flown and approved. They soon went into volume production.
Because of the large size of the orders placed for the new sets, four other companies were also
contracted in to assist Marconi with production. These were E. K. Cole, Plessey, Mullard and
E.M.I. As the parent company, Marconi was responsible for overall co-ordination of the
manufacture by all five companies.
In excess of 80,000 T1154/R1155s were manufactured during the war, the majority of them being
used by RAF and the other Commonwealth air forces. Some variants were also produced for the
Royal Navy. Marconi also engineered the radio installation for the Wellingtons, Whitleys,
Blenheims and Hampden aircraft of Bomber Command, and re-equipped the squadrons in the field.
It also ran a training school where hundreds of RAF personnel were trained.
One such course was attended by a trainee Wireless Operator early in 1941. He took careful notes
on the (then new) R1155/T1154 in a spare logbook and they are reproduced below as an example
of the huge amount of technical knowledge that a Wireless Operator was required to possess.
24
25
26
27
28
29
30
31
32
33
Outline operation of the R1155 Receiver
Outline operation of the T1154 Transmitter
34
35
THE WIRELESS OPERATOR
A Wireless Operator’s work in a heavy bomber was far from easy. Watching a few films
might suggest that they spent their trips listening to Glenn Miller on the intercom. However,
nothing could be further from the truth. To give you an idea of a raid from a Wireless
Operator’s perspective we’ve reproduced ‘Piece of Cake’ from the RAF Waddington website
– www.raf.mod.uk/rafwaddington. This is Wireless Operator W. 'Bill' Wareham's story of
flying in Lancasters at RAF Waddington with 467 Squadron.
How would the average day begin?
Well, you'd get up in the morning and go and have breakfast and wander down, it was a pretty,
I wouldn't say undisciplined, but you were left to yourself. You didn't have a lot of 'bull'. You just
wandered down to the flights and went off to your various sections and hung about there. The
Signals Officer was sitting behind the desk and the rest of you were just sitting there. We had
cartons of raisins everywhere, from which we helped ourselves. We waited for the news of what
was going to happen that day. The phone would ring at around about ten and, of course, he would
pick it up. You were all sort of… well, you can imagine, you were thinking: 'Oh, Christ, what's the
score?' He'd say: 'Working.' Right. So, of course, my friend and I would get back into the hangar,
get out of the door, then we'd cycle down to the Spring café. We did this every morning, whether
we were working or not. We'd get the Daily Express, sit down with a cup of tea and do the
crossword. Then we'd get back, go out to our aircraft. One of the wireless operator's jobs was to
change, every day, the accumulators for your intercom. They were glass and you had two of them.
You disconnected them, having brought two fresh ones with you on your way out to the aircraft.
Then, what I used to do was check my trig stop, to make sure we were all set up properly. You had
different frequencies and you wouldn't know what you would be using that night. Check that the
equipment is working.
Sometimes the pilot would think you would need to do an air test. You might have had something
done to one of the engines, some little thing done and you wanted to check that it was all right.
You couldn't just take it on yourself to do that, you'd have to get permission. You'd go on an air test
and see that everything as OK.
What feelings would you have when the signals officer said: "You're working tonight!"?
RAF Medium Frequency and High Frequency D/F stations in 1942
36
The problem was that there was this intense fear. This was the truth. Obviously we didn't show it.
We all had different ways of hiding it. Some blokes would crack jokes. Others would tend to be
very quiet. We all had to find our own way of trying to remove as much of that fear as we could.
I'll give you an example. I found, walking down to the flights one particular night, on a particular
raid, meant going past the station cinema. It was about seven o'clock in the evening and there were
all these blokes and erks and whatever, queuing up to go the pictures. Now that was a completely
normal peacetime sort of happening, wasn't it? This made no sense. There we were, going down to
pick up our gear. So from then on, I used to take a walk out of my way to avoid seeing them,
because it only made me think. The other I noticed was that was that most chaps smoked. I didn't,
even though cigarettes were free, of course, for operational aircrew. There was invariably a bomb
trolley at our dispersal and it was useful to sit on it. We would be sitting on this thing, some of us
smoking. The Medical Officer would come round, asking: "Anybody for wakey-wakeys?" These
were pills to keep us awake. I had them once, but all they did was keep me awake when I got back
after a raid and just wanted to sleep! But there would be seven of us sitting on this trolley and there
would be very little conversation. We'd maybe sit there for half an hour, waiting for the signal to
climb in your aircraft and start up.
37
Briefing
Did you ever do anything that might be called 'superstitious'?
At about 3.00 in the afternoon, the navigators and the pilots would go for a briefing. At bit later on,
it would be the bomb aimers' turn. We wireless operators would go to our section, where our
signals officer would give us the frequencies that we were using that particular night. These would
be on rice paper. Then it was back to the mess for a bit of tea. Then all aircrew would go down the
main briefing room, where the whole squadron would be briefed. It would start off with the Group
Captain. As you walked into this briefing room, there was an enormous map on the rear wall. You
didn't know where you were going until you got to this point. They'd pull back this curtain. You did
know if you were going on a long trip, however, by the amount of petrol they put in the aircraft.
Maximum petrol load meant you were going a fair way. So you had a rough idea if it was going to
be a long journey. If it was 1500 gallons, you'd think 'the Ruhr', and you were usually right. But
when you got to the briefing room, it still came as a shock whenever you looked up and saw
Nuremburg, or Berlin.
We all did. The Pilot had a koala bear hanging up in the cockpit – he wouldn't take off without it!
I used to take a photograph of my wife, which we weren't supposed to do!
The Old Man would just give a bit of a 'pep' talk and then the Group Wing commander would say
how many 'waves' there would be and you would be told what wave you were in. He'd then give
you the headings, the ETAs and heights for bombing and so on.
Then the weather bloke would come on and give you – well, it was usually pretty false or the
opposite of what he said! If he said it would be clear over the target, you'd reckon it was going to
be cloudy!
Then the Squadron Leader would discuss the tactics for the night. For example, if we were going to
Berlin, we wouldn't take off and go straight to Berlin. We'd change course at various points to try
and fool the Germans as to where we were going to finish up. They wouldn't know what town we
were going to bomb. We would try and avoid areas of intense flak. And search lights. There were
certain areas that were pockets of this stuff. The Squadron leader would explain all this to us. He
would ask us to stick to certain headings. The reason for this was common sense, to try and avoid
collisions. If we were coming in from a similar heading, it created a stream, whereas if we came in
from different directions, it caused collisions, which used to happen occasionally. We were also told
what height to bomb at. And then the heading out of the target. And that was it – it was down to us
to get back home.
Bombing Up
Now you had to be bombed up. In my case, I would help the gunners take their guns back to their
section where they would clean these six Browning 303s. Then they would take them back out to
the aircraft again. Then it would be lunchtime and so we would have a bit of lunch.
What was it like when the signal came to get in and start up?
When the rockets went up for us to get in and start up, I found I just had this feeling in my stomach
– the whole thing just turning over. We got into the aircraft in the same order: the bomb aimer first,
then the pilot, the flight engineer, the navigator, the mid-upper gunner, the rear gunner and me. I
found that I used to 'tighten up' as I got in. I'd get into my position, climbing over the two spars, get
to my desk and go through my bits and pieces. I'd check the frequencies for the night and so on.
Then he'd start the engines up. The noise was unbelievable, with those four engines! We would taxi
round to the end of the runway, with all these aircraft getting ready for take off. In our case, it was
thirty-six of them, two squadrons.
38
Take Off
There would be this great crowd of people standing by the truck, the chequered wagon at the end
of the runway, waving us on. There might be as many as fifty people from the station. We would
turn on to the runway and wait for the bloke in the wagon to give us the 'green'. Every minute or
two, there was somebody taking off. I used to stand up in the astrodome as we took off and I used
to look at the tail plane of the Lanc and think: "that's going to bloody fall off one day!" The bloke I
used to fly with (PO V.A. Baggott) used to hold it down on the ground until the last possible
minute to gain as much speed as he possibly could, so that the aircraft virtually took itself off!
I used to think: "come on, get this bloody thing off the ground!" The navigator used to call out the
speed – "70, 75, 80, 85, 90, 95…" I thought: "crikey, we must be coming up to those big sheds at
the end of the runway!" Then we could feel it come off the ground and we'd think that at least we
were airborne!
The Outward Journey
I would now get back down into my seat, switch my gear on and check that everything was working
all right. This in itself was a sense of satisfaction. Everybody would call up each other and make
sure we were all in touch. Of course, I only had to look round the corner to see the navigator. We'd
then go off, come back and then set course. We would have gained about 8,000 feet. We would be
climbing all the time, at about 155 airspeed. We used to try and get up to about 20,000 feet, which
we usually managed. Thus we were away from the light flak. By the time we got to the Dutch coast,
if we were going that way, we would be at our desired height, because we had a good aircraft.
First Encounters
Once we got across the enemy coast, we would start to see aircraft going down…the attacks on us
had begun. The Germans at that time, 1944, had overrun virtually the whole of Europe and so were
everywhere. So they had fighters stationed just inside the French and Dutch coasts. There were
night-fighters and flak batteries ready to meet us. So, as soon as we crossed the enemy coast as it
was, it 'started'! The night-fighters were always a menace. They were there all the time we were
over enemy territory and back here, because they would sometimes follow us back! So these
fighters were an ever-present danger, for which we had to keep alert all the time. It was this that
kept us alive. We had to be on our guard from take off to landing. The adrenalin just flowed!
What was flak?
Anti-aircraft fire. You'd come back and find that you had tiny little holes in the aircraft. Tiny pieces
of shrapnel would pierce the aircraft's skin that you wouldn't necessarily be aware of. Night fighters
shot down most people. You had to be unlucky to get a direct hit by flak. It would look worse than
it really was. You would avoid getting caught in the searchlight beams if you could. Once you got
in a searchlight beam, it was a job to get out. One would get you and two others would come on to
you quickly, because they were radar-controlled. You would dive, but it was difficult, because they
had got to make only a small correction to pick you up again. We usually managed to get out if we
got caught. You usually knew where these areas were. The whole sky was dark and then, suddenly,
the night was illuminated with these searchlights. Hundreds of them. But we were aware of that.
39
The navigator would say that we were coming up to the searchlight area and the pilot used to try
and avoid it, because 'intelligence' knew where they were, of course. But you couldn't always avoid
them. Plus the fact that, obviously, the Germans would move them from time to time, as we did.
So if you were caught, you dived, twisted and turned and hoped you could get out of it. And
sometimes, you could hear the flak, like fireworks from a distance. The aircraft would shudder a
bit, from the dispersal of the air, I suppose. But it was the night fighters who were the biggest
threat. If you were over the target, night fighters very rarely shot you down, because it was too
dodgy for these planes to encroach on that area. Because there was an awful lot of flak about and
they would have been risking their lives unnecessarily. So over the target, it was flak and
searchlights and a general sort of tension.
Survival strategies
Corkscrewing – the idea is that if you have an aircraft coming at you from behind, the theory is that
you turn into it, so you are increasing the closing speed and then bring it back the other way.
How did that feel, to be in a corkscrew?
Murder! But I don't think it mattered, because you are trying to save your life. It comes back to that,
it's self-preservation, so that sort of thing doesn't bother you too much in those circumstances. But
that was one of the things, well, the only thing you had, really. Some chaps used to throttle back,
quickly, so the aircraft would almost shudder to a stalling speed. That was, in a sort of way, was a
good manoeuvre, because a fighter coming at you, going at maximum speed, and suddenly something
stops, he overshoots, you see. That did work. But most blokes used to go into a corkscrew.
Of course, all the way to the target, once you got over enemy territory, you weaved. You would turn
one way and then the next, which would give the mid-upper gunner a chance to look down. Some
didn't, but we did. So instead of flying straight and level, you turned it slightly. The mid- upper
gunner, looking down, could spot enemy fighters, because they used to come up at you. These were
just basic manoeuvres; they were the only things you could do, because you were a sitting duck,
really. Apart from anything else, with the size and the speed, whereas a night fighter, you were
doing whatever, you were doing about a 150 knots with a full bomb load on. If you had a good
navigator, you stayed in the stream, with safety in numbers, because their raiders would pick up the
stragglers. If you got off course and you were out of the main bombing stream, it was quite easy for
their equipment to pick you up and home a fighter in on you. If the navigation was good and you
stayed in that main stream that made all the difference to your survival. Obviously it was common
sense and we had a good navigator so we tended, most times, to stay on course and stay in the
stream. But that didn't always mean that you didn't get attacked. But most of the time it meant that
you could go on a raid and come back and apart from seeing other aircraft shot down, and
obviously it was like Dante's Inferno over the target area, you'd come back and hadn't been attacked
at all. There was flak, of course.
Bombing
You had to keep the aircraft straight and level, with bomb aimers now taking it over, who would
wait for their horizontal lines to come to the position they wanted, to 'make the cross' before they
pressed their lever/release. Once this was pressed, it set a camera of automatically, which would
take five shots. This was two before the aiming point, the aiming point itself and two after. On that
film would be shown your heading, so what you couldn't say, for instance, when you got back, that
you'd followed instructions and went in on the heading that you were told to because it would be
detailed on this strip of film. You did have a 'creepback', because what used to happen was that
obviously you wanted to get rid of your bombs, because it was quite a frightening few minutes,
where your bomb doors were open and the aircraft was very vulnerable. You were making these
corrections and the aircraft was going at a minimum speed, with the open doors adding to the drag.
Everyone is getting at the bomb aimer to get rid of the bombs. Some bomb aimers, and ours, would
at times, instead of getting to the centre, drop their bombs on certain fires that had been created by
people that had gone before you. So you did tend to get this 'creepback'. I think it was fear, as
much as anything and wanting to get the job done. There was a tremendous amount of flak around
some of these targets. You would see, silhouetted in this enormous fire the shapes of aircraft, of
Lancasters. You could see them below you. You were anxious to get these bombs away. When you
did, you would go up, as if someone was pulling you up with a string. The bomb doors would
close; the bomb aimer would shine a torch down the bomb bay to see if there were any 'hang-ups'.
You would do a turn out of the target on a heading out of the target. You could hear the pilot
saying: 'Ron. What's the heading out of the target?' You can imagine it – the adrenaline's flowing,
you want to get away! The aircraft's speed would be increased enormously, because of the loss of
weight, and you've used a lot of petrol. So, you get up to two hundred knots, you see, even more so
if you went slightly downhill. Everybody was of that mind – get in and get out!
What sort of dangers lay in wait for you, from bombing to getting home?
Obviously, the night fighters were waiting, but the thing was you were going much faster. You were
more confident, because of this added speed. So the fighter had to be on his mettle because,
though they were faster than you were, with the Junkers 88 being supercharged and capable of
about two-fifty, you had more chance. So once you had got rid of the bombs and if you were alert,
you were sort of charged up by the fact that you had survived by what you considered to be the
major part of the job that is bombing the target. Now, you were on a sort of survival course. You
wanted to get home, so all seven of you were absolutely focused. I used to watch the radar screen
for fighters. I would never take my eyes of it. As soon as I saw a blip come up, I'd inform the
gunners immediately and they would pick it up. Most times, we'd take evasive action. The night
fighter, if he knew he had been spotted, he'd tend to go off for some easier prey.
Could these night fighters steal up on you unawares?
Yes, they could. This was the problem. Coming back to being alert. They'd come up behind you or
up underneath you and fire upwards. If you were alert, you could probably pick him up before he
got to that point, on your radar screen. This instrument covered the whole of the aircraft apart from
the front. The fighters wouldn't attack from the front. It would be too dangerous for them. So they
would come from behind, the quarters and the beams. The equipment we had covered that, you see.
So if the wireless operator was alert, and I just did not take my eyes of it, you'd see it. It was a
round Cathode ray tube with a centre line. The background of the tube was green. The centre line
was calibrated. An aircraft would show up in the form of a blip on that centre line. If it were one of
yours, which more often than not it was, it would be moving at the same speed as you were. So it
would stay put. But if it were a fighter, with the intention of attacking you, it would be coming in,
much faster.
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41
So if the line was in the middle of the blip, the bloke was dead behind you. But if was to one side
or the other, in the port quarter or the starboard quarter, which it invariably was, you'd see it
coming down the screen, at a fair speed, and you could say: 'Aircraft approaching from starboard
quarter!' The gunners would train their eyes in that particular area and they'd spot it, long before
the fighter could attack you.
So, that's what happened. They'd spot it. You would take evasive action. They wouldn't fire at it,
because the tracers from your guns would give your position away. It was a question of evasion,
if you were sensible. So, we just evaded and when we did have this problem, we got away with it.
There were times when they did fire and you saw the tracer rockets they used, going over the top or
underneath you. Most times, they did not bother to persevere, because there were so many other
bombers about.
Then we would be called to a table, all seven of us. There would be a couple of intelligence
officers, who would do the debrief. They would want to know: how much fuel we'd used; what
we'd encountered with night-fighters and flak; had we seen any aircraft go down – the navigator
would answer this, giving the lat and long, and the time when these aircraft were shot down. They
then asked about the target, whether the flares had gone down on time and so on. Most of what
they wanted was just factual stuff. They'd ask us if we went in on the heading, for example. This
would be shown on the photograph, so there was no point in lying. We would just detail what had
happened to us, as a crew. They'd ask me if I had received all the Bomber Command messages,
about wind speeds, for example. These I would pass on to the navigator. And that would be that.
Then we would get rid of our gear, go back to the mess, have some eggs and bacon and then go to
bed. We'd wake up the next day and go to lunch. We never operated two nights in succession –
it wasn't possible, really. Because we had to work on our aircraft all day meant that we couldn't do
it. We would often be on the day after, but invariably it would be a two or three day break.
Was there ever an occasion when an enemy fighter did persevere?
Yes, we did have one, I remember, from the whole tour, which did follow us all the way to the
Dutch coast. He made a number of attacks. It must have meant that their radar was picking us up
and he was being guided onto us. But our rear gunner had wonderful eyesight. He was very
fortunate, as his night vision was fantastic. So, with the help of the radar equipment that I was
operating, we were able to pick him up, before he tended to fire his guns. But then they would fire
at a greater distance, so, of course, they had less chance of hitting you. This is what happened to us
and we were turning the aircraft all over the sky. The pilot, a big, strong Australian chap was doing
this, who said: 'If he follows us all the way back to bloody Waddington, he's not going to get us!' In
the event, we lost him. He obviously went off over the Dutch coast. We'd had about half an hour of
this bloke. We were all at our 'limit', bearing in mind we were tired, because we had been flying for
about five or six hours.
What were your chances of survival if hit by a night fighter?
Not a lot! We might be lucky and get blown out of the aircraft. We had only then to pull our ripcord
and we might be home and dry…
Is there any raid that stands out in your mind?
Well, the one that I remember was when I flew with another crew, when my skipper was injured.
I wasn't very happy about this, because I was the only spare WOP on the station, but I had to do it.
It was May 10th and we went to a place called Maille de Campe (?), where there was a large
German Panzer division. This was just a few weeks before D-Day. This intelligence had been fed
back by the French Resistance.
So that was that. I was going on this raid, with a strange crew. It wasn't a very long trip, only about
four hours there and back. We got to the target and – it wasn't marked! So we had all these
bombers milling around. So we had to put our navigation lights on, to avoid collisions. We were
milling around this target for about half an hour. It was probably less, but it seemed like forever.
We went on to lose about forty aircraft on this raid… Soon I decided to put my parachute on, as I
really didn't think we were going to make it this time. Eventually the master bomber came up and
told us to bomb on the reds or the greens, whatever it was. Once these flares went down, everybody
wanted to get in. all the navigation lights went out. We were in a good position when these flares
went down, which meant that we could get on the bombing run quickly, get in and get out.
The forty that we lost, we watched them go down, all hit by night fighters.
What happened when you finished the raid?
We didn't just get out of the plane and go to bed! It was actually very difficult to describe the
feeling of touching down. It was a fantastic sense of elation. I'm speaking for myself now, but I'm
sure other chaps felt the same.
We'd taxi round our dispersal, the 'frying pan', switch off and get out. There would be a truck there
to take us back for briefing. When we got back to the briefing room, everybody would be talking at
once – mostly nonsense! We were 'high', really, like somebody taking drugs.
We had this very attractive WAAF officer, who had been a film star. She would be there with this
great urn of tea, laced with rum. This was the first thing presented to us! We looked around and
there would be all these chaps coming in. We would all have this black ring over our noses. It was
from our oxygen masks, where the rubber had melted a bit, with perspiration and heat! So there
would be this babble, an excited babble.
42
The next day, I went to have a look at the aircraft I had flown in. It was marked all over by the flak.
We could hear this stuff hitting us. Bearing in mind the noise in a Lancaster was so intense – the roar
of these four Merlin engines – that other noises had to be really severe for you to notice them.
A Tour
Thirty was the recognised number of Ops on a tour. But sometimes we would do short trips, which
would only be counted as half a trip, such as a jaunt into France. In any event, we did thirty-six
raids, because amongst those we did some short trips, three-hour jobs, for example. Then we would
have six months rest. We would go back for a second tour of twenty. But in my case, we didn't
finish until September 1944 because the pilot was injured and September 7th 1944 was our last
trip. The nigh of the 6th, actually. By the time our six month's rest was up the war was virtually
over and there were plenty of aircrew anyway so I wasn't called back.
43
How did you know that you had finished your first tour?
CREDITS
Well, what happened was, in my case, we did a short trip, which was our thirty sixth trip. We got
back in the usual way, had the debriefing, came out of that and it was light. It was September 7th.
The Old Man, the Wing Commander, was there, stood near his car. There were several of us. He
said: "You lads – you're finished!" That was it – finished... we were tour expired. I had no idea this
was going to happen.
AEROPLANE HEAVEN
In my case, I went back to the Sergeants' Mess, to have my eggs and bacon and I saw this great big
message in chalk to the effect that my wife had given birth to a baby daughter that morning! So I
nipped straight back to the Flights and the Old Man was still there. "Ah, congratulations,
Wareham!" He got his pad of passes out and gave me a forty eight hour pass to come straight
home. My daughter's name was Susan.
Postscript – 'A Piece Of Cake'
The Bomb Aimer – His mother used to send him over these fruit cakes, in these taped-up tins.
He was very generous and used to share these cakes with us. But there was one tin he never
touched… we never mentioned this. It was there and that was that. So, when we finished our tour,
we all went round to Johnny's and he duly got this tin down and said: "I expect you blokes have
been wondering why I haven't shared this with anyone…I used to put my hand on this tin and say:
'Don't worry Johnny, it's a piece of cake!' " He was now able to finally share it round.
WOP Bill Wareham was in conversation with Rob Marchment
Models
Aeroplane Heaven and Modular 9
Sound
Modular 9
Flight files
Jerry Beckwith
2D Panel and Gauges
Ed Walters
Modelled Gauges
Ed Walters and Modular 9
Textures
John Terrell and Aeroplane Heaven
Scenery
Cees Donker
JUST FLIGHT
Installer
Martin Wright
Manual Editing
Dermot Stapleton, Martin Wright, Simon Martin
Project Management
Alex Ford, Martin Wright
Sales
Paul Hyslop, Redback Sales
Production Management
Andy Payne, Dermot Stapleton
Design
Fink Creative
Manufacturing
The Producers
We would like to express our grateful thanks to Squadron Leader Jim Holland of the Royal Air
Force for his help with the product licensing.
We are indebted to the late Sqn/Ldr Bob Knights DFC, DSO for permission to use his personal
photographs and also to the family of the late Flt/Lt Paddy Stapleton for his notes on the
R1155/T1154.
Material in the historical background to the Lancaster is Crown Copyright material from
www.raf.mod.uk reproduced with permission.
Bill Wareham’s interview is copyright of Rob Marchment
Special thanks have to be extended to Barry at Aeroplane Heaven for selfless response to daft
questions fired at him in the middle of the night.
When you fly Lancaster from the safety of your PC we ask you to spare a thought for the crews of
over 3,000 Lancasters that were lost on operations. For our tomorrow, they gave their today.
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COPYRIGHTS
NOTES
©2006 Aeroplane Heaven, Just Flight Limited. All rights reserved. Just Flight and the Just Flight
logo are trademarks of Just Flight Limited, 2 Stonehill, Stukeley Meadows, Huntingdon, PE29 6ED,
UK. All trademarks and brand names are trademarks or registered trademarks of the respective
owners and their use herein does not imply any association or endorsement by any third party. The
RAF roundel, BBMF crest and RAF crest are a registered mark and trade marks respectively of the
Secretary of State for Defence and are used under licence. Crown Copyright in MOD material
reproduced with the permission of the Controller of Her Majesty's Stationery Office.
SOFTWARE PIRACY
This Lancaster DVD-ROM is copy protected by the SafeDisc system to prevent illegal copying of
this product.
We at Just Flight have invested significant time, effort and money to develop, manufacture and
publish any of our flight simulation products. This includes rewarding the programmers and artists
whose creativity contributes so much to the products we all enjoy.
A pirate, otherwise known as a thief, simply pays a few pence for a gold disc, places it into a CDwriter, clicks a record button, and makes over £4.00 profit PER SALE for his troubles. This is
actually more profit than the publishers and developers make from the sale of an original title.
Piracy is not just the domain of the casual domestic user in his or her back room, but it is also a
multi-million pound business conducted by criminals often with associations with the illegal drugs
trade. Buying pirated copies of programs directly support these illegal operations.
In addition to this there is the real risk that the pirate product will be of inferior quality and will
often contain mechanisms that degrade the performance of the game.
The people who really suffer from game piracy are the artists, programmers and other committed
game development staff. Piracy & theft directly affects people, and their families. Loss of revenue
to the games industry through piracy means many are losing their jobs due to cut-backs that have to
be made to ensure developers and publishers survive. The logical outcome of this is that eventually
there would be no more Flight Simulation programs commercially available.
Some of the most highly regarded, hard-working and creative people in the UK and around the
world are losing their jobs while the pirates line their own pockets with YOUR money. Where's the
justice in that?
It's not just copying software that is against the law, owning copied software also constitutes a
criminal offence; so anyone buying from these people is also at risk of arrest and prosecution.
To find out more about the implications of piracy please press the Piracy button on our website at
www.justflight.com
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47
LANCPDFENG01
www.aeroplaneheaven.com
www.justflight.com
2 Stonehill, Stukeley Meadows, Huntingdon, Cambs PE29 6ED, United Kingdom
AN INTRODUCTION
to
THE DH 98 MK.FBIV
MOSQUITO
Version: Microsoft Flight Simulator 2004
Published by: JUST FLIGHT
Models: Aeroplane Heaven.com
Please Note: Screenshots are for illustration purposes
only. Models may vary slightly with simulator.
LEADING PARTICULARS
wingspan
wing area
length
height
54 feet 2 inches
361 sq_feet
40 feet 10 inches
15 feet 3 inches
empty weight
max loaded weight
maximum speed
service ceiling
range
16.51 meters
33.54 sq_meters
12.43 meters
4.65 meters
5,942 kilograms 13,100 pounds
10,150 kilograms 22.380 pounds
380 MPH / 330 KT 612 KPH
31,000 feet
9,450 meters
1,220 MI / 1,060 NMI1, 965 kilometers
NOTE.
This model is an additional aircraft for the Just Flight Lancaster
simulation and represents the type used for Pathfinder work in
conjunction with the heavy bomber fleets of WW2 . It also serves
as a ‘sampler’ for the JUST FLIGHT MOSQUITO simulation
pack which contains more variations and a complete detailed
guide to the type.
Basic controls are:
Exterior
Crew door
Spoiler keyset, usually (/)
Rear compartment door Spoiler keyset usually (/)
Interior Virtual Cockpit
The majority of controls and switches are mouse-operated.
Crew Door via handle or spoiler keyset, usually (/)
Bomb Doors via Bombdoor lever
DFLoop via DFLoop panel (called from views menu) For correct
operation of the DF equipment refer to the Lancaster Manual and
also the ADF tutorial in the main simulator handbook.
Parking Brake via lever on yoke.
Radiator Shutters via control handles
Clearview screen Shift/E
Co-Pilot armourplate Shift/E2
Navigation table extend/ retract Shift/E2
Bombsight (in bombroom) Stow/unstow ShiftE2
Fuel cocks and Crossfeed controls are situated behind the pilot’s
seat to the left
Standby vacuum switch panel is forward and below the Fuel
cocks panel
Consult the illustrations for a guide to all controls locations.
1. AIRSPEED
2. ARTIFICIAL HORIZON
3. VERTICAL SPEED INDICATOR
4. TURN AND SLIP INDICATOR
5. DIRECTION INDICATOR
6. ALTITUDE
13.
2.
1.
13.
3.
7
26.
AIR PUBLICATION 2062c. - P.N.
Avro 683 Lancaster - PILOT’S NOTES
4.
6.
5.
7. WATCH
8. TACHOMETERS
9. BOOST GAUGES
10. OIL TEMP. GAUGES
11. ENGINE TEMP. GAUGES
12. OIL PRESSURE
13.SUCTION
14. THROTTLES
15. PROPELLER CONTROLS
16. MAGNETOS
17. MASTER BATTERY SWITCH
18. GEAR INDICATOR
19. FLAP INDICATOR
20. BRAKE PRESSURE
21. PARK BRAKE
22. OXYGEN CONTENT
23 LANDING GEAR LEVER
24. BOMB DOOR LEVER
25. FLAPS LEVER
26. DF INDICATOR
27. AILERON TRIM CONTROL
28. BOMB JETTISON LEVER
8.
18.
9.
19.
25.
11.
12.
14.
22.
10.
15.
11.
16.
17.
24.
23.
20.
28.
27.
21.
7
29.
30.
31.
34.
34.
32.
33.
36.
25.
35.
39.
37.
38.
26.
27.
42.
36.
.
45.
34.
28.
44.
43.
40.
46.
41.
29. WARNING LIGHTS
30. MASTER IGNITION SWITCH
31. BOOST COIL SWITCHES
32. ENGINE STARTERS
33. PROP FEATHER SWITCHES
34. FUEL PUMP SWITCHES
35. PITOT HEAT SWITCH
36. FUEL PRESSURE GAUGES
37. RADIATOR SHUTTERS
38. SIGNAL LIGHTS SWITCH
39. FUEL CONTENTS
40. ENGINE PRIMER
41. CREW DOOR HANDLE
42. EMERGENCY AXE
43. LADDER
44. NAV. TABLE
45. MARKER FLARES
51.
46.
52.
48.
47.
49.
50.
54.
53.
55.
57.
56.
46. DF LOOP
47. AUTOPILOT SWITCH
48. AVIONICS SWITCH
49. SPARE
50. ELEVATOR TRIM WHEEL
51. ELEVATOR TRIM INDICATOR
52. MIXTURE LEVERS
53. RUDDER TRIM CONTROL
54. ENGINE FUEL COCKS
55. TANK SELECTORS
56. FUEL CROSS-FEED
57. VACUUM CHANGEOVER
MOSQUITO OPERATION PROCEDURES
PRE-START-UP
Crew door closed and latched
Main Battery switch on
Fuel selector to main tanks.
Engine fuel cocks OFF
Fuel transfer cock OFF
Fuel pumps off
Master ignition off
Parking Brake lever on
Bomb doors closed
Avionics switches on
Close radiator shutters
Flaps up or at 15 degrees (33%)
START-UP
Per engine:
Fuel pump on
Fuel cock ON (in) for engine being started
Master ignition ON
Throttles cracked
Mixture to full rich
Propeller control to full RPM
Press boost coil switch
Press engine starter switch (hold until engine fires)
N.B. Because of mouse limitations, you must ensure that you
press the relevant engine starter IMMEDIATELY you have
pressed the boost coil switch.
MOSQUITO OPERATION PROCEDURES
WARM-UP
Once engine has started, release starter and allow to idle.
Return throttles to idle position.
Turn off fuel pumps
Warm up engines at 1,200RPM
Open radiator shutters
PRE-TAKE-OFF
After taxying, move forward a few feet to straighten the castoring tail wheel.
Flaps up or at 15
Release park brake
Throttle up to full gradually and keep the aircraft straight by
syncronising the throttles.
There should be little tendancy to drift if the throttles are balanced.
As soon as is practical, raise flaps and gear.
Safety speed is recommended at 155mph IAS
Safe climbing speed is 150-160mph IAS
Stall speeds are:
Flaps and gear up 105mph IAS
Flaps and Gear down 95-100mph IAS
Power on under approach conditions 90-95mph
Generally the aeroplane is quite stable in normal flight and can
be trimmed to ‘hands-off’ state, providing the engines are balanced and correct trims are applied.
MOSQUITO OPERATION PROCEDURES
APPROACH AND LANDING
Approach and landing is quite normal but remember that this
aircraft flies and lands quicker than most contemporary fighters. Concentration is required to achieve a good standard of
landing skill.
Ensure propeller controls are at full RPM
Mixture to full rich
Reduce speed to around 120mph IAS and lower flaps and
undercarriage.
Be prepared to use trim and gentle power to stabilize the
descent rate.
Keep the airspeed above 110mph for the final approach.
Cross the threshold at around 100mphIAS or just above stall
speed.
Cut the throttles before touchdown.
Keep the aircraft straight on the landing roll with throttle syncronisation.
Apply backpressure to yoke once the tailwheel has settled and
apply firm braking.
Taxy using differential braking.
Raise flaps.
Apply Park Brake once stopped.
Before shutdown, run up engines to ensure correct operation
and
open bomb doors if bombing up is required. Close shutters.
Use the fuel cut-off controls for each engine to shut down.
Turn off all switches.
Breathe out.
DH 98 MOSQUITO MK. FBIV
This aircraft is representative of the type that flew with
Pathfinder Squadrons attached to Bomber Command. Usually
based at the same airfield, the Pathfinders were the advance
guard of the mass bomber formations. Flying low and fast, they
were operated by pilots of immense courage and stamina.
Mosquitos of this group were used to fly ahead of the main
bomber force and guide them onto the target by dropping flares
and 'spotting' targets of strategic interest.
Unarmed but extremely fast, the Mosquito would often leave
base up to an hour behind the main force and still arive ahead of
the Lancasters!
We hope you enjoy this added attraction to the Lancaster
simulation pack. It is a small of what can be found in the
complete MOSQUITO pack from JUST FLIGHT
© Copyright 2006 JUST FLIGHT