LANCASTER

J.F. 2062A–P.N. (4th Edit ion)

PREPARED BY DIRECTION OF AEROPLANE HEAVEN

PROMULGATED BY ORDER OF JUST FLIGHT

“CROWN COPYRIGHT, REPRODUCED BY PERMISSION OF HER MAJESTY’S STATIONERY OFFICE”

PILOT’SAND

FLIGHT ENGINEER’S

NOTES

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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

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The following months saw the squadron complete its work-up on the Lancaster, and the firstoperational mission, mine laying in Heligoland Bright, was flown on March 3, 1942. The followingmonth, No 97 Squadron at Woodhall Spa, and No 44 combined on the first of many daringLancaster raids when 12 aircraft carried out a daylight low-level attack on the MAN diesel factoryat Augsburg. The raid was, however, marred by the loss of seven Lancasters. Many raids over thefollowing 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 16/17May, 17 Lancaster Mk.IIIs of No 617 Squadron, which had been specially formed to carry out theraid, took part in 'Operation Chastise' - an attack on a series of dams in the industrial heart ofGermany designed to disrupt German military output. The 'Dam Busters Raid', as it becameknown, was only made possible by the development of a cylindrical mine which required theaircraft to fly at ultra-low level and at an exact speed to allow the device to skip along the water'ssurface towards the dam wall before descending to the base of the wall and exploding. In a seriesof training flights along the valleys and reservoirs between Sheffield and Manchester, the low-levelflying training required was carried out, whilst development of the 'bouncing bomb' was done atcoastal sites. Not until the very last moment were the pilots and crews made ware of the reason forthe 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' inNovember 1944. After numerous unsuccessful raids by Royal Navy and RAF Aircraft throughoutthe war, 31 Lancasters of Nos 9 and 617 Squadrons based at Lossiemouth succeeded where theother 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 theTirpitz raids

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

INTRODUCTIONWelcome to Lancaster. This expansion package for Flight Simulator 2004 has been developed byAeroplane Heaven and published by Just Flight. The entire team is very proud of what has beenachieved here and we can say with confidence that the level of detail in Lancaster has onlypreviously been seen in flight simulator expansions of complex commercial airliners.

This simulation illustrates life aboard Bomber Command’s most famous bomber. Whilst it isimpossible to re-create the experience of the real thing, Lancaster is the most accurate andevocative simulation of a Lancaster on ‘ops’. Many new special effects have been created to add tothe excitement and realism, whether you choose to fly as pilot, navigator, wireless operator/gunneror bomb-aimer.

AIRCRAFT HISTORYThe 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 generationof twin-engined medium bombers. The two designs selected (the other being the Handley PageHP56) were to be powered by Rolls Royce Vulture engines which provided almost double thepower of the Merlin, but as insufficient numbers of the new powerplant were available, the HandleyPage 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 novelfeature for those days) and capable of carrying a load of 20 tons at high speed, the Manchester wasan advanced aeroplane for the time.

First flown on July 25, 1939, early problems with stabilitycaused by the dorsal turret saw the addition of a third finon the rear fuselage. Production of 200 Manchester Mk.1sbegan in July of that year with deliveries beginning thefollowing month and the first squadron, No 207, atWaddington receiving its first aircraft in November 1940.Praised by its pilots, the Manchester's first operationfollowed in February 1941 with a raid on Brest and thetype was also part of the first 1,000 bomber raids in 1942.

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 bethe Manchester II. Several solutions were proposed, but none were accepted as the Manchester IIIwas 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 thecancellation of production and ultimately the end of the Manchester in twin-engined form and withjust 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 wasimmediately recognised as being a vast improvement in both reliability and performance. Withuprated Merlins, nose, tail, dorsal and ventral turrets, increased fuel capacity and self-inflatingdinghy, the first production aircraft took to the air on October 31, 1941. The aircraft was such animprovement 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 contractsrequired a number of shadow factories to be equipped to build the aircraft and the first of 7,734Lancasters was delivered to No 44 (Rhodesia) Squadron towards the end of the year.

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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-upperturret and 4 x .303 Browning machine guns in tail turret. Early models also had ventral turret witha 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 withupswept horizontal surfaces. Main undercarriage housed in the cowlings of the inner engines.

DETAILED FEATURES OF LANCASTERThe package includes eight Lancaster variants in fifteen liveries plus a bonus Mosquito from ourforthcoming 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

The second attack on the Tirpitz actually knockedher sideways

Lancaster bombs were amongst the most fearsomeof the war. Beginning with the 8,000lb bomb, by theend of the war, aircraft with modified bomb bays,known as B.Mk I (Special), were capable ofcarrying the awesome 22,000lb 'Grand Slam' andthis weapon was used for the first time on March14, 1945 to destroy the Bielefeld Viaduct.

Development of the basic Lancaster airframecentred on increasing the range of the aircraft foruse in the Far East using extra fuel tanks and in-flight refuelling was also considered. Eventually amuch modified version of the aircraft featuringimproved engines and differing defensive armamentpositions 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 ofGermany and the last sorties recorded by the type were on 25 April 1945 against Hitler's mountain-top retreat at Berchtesgaden and a night-time raid on oil installations in Norway. By the time thewar ended, the Lancaster had amassed 156,000 sorties. In April 1945, Bomber Command had 745aircraft equipping 56 front-line squadrons with a further 296 aircraft with training units. After thewar 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 inBurma as part of the Tiger Force, whilst others, fitted with cameras carried out an aerial survey ofEast, Central and West Africa between 1946 and 1952 with No 82 Squadron. Other Lancasters weremodified to carry out air-sea rescue tasks. Lancasters serving with Coastal Command were basedin Malta for maritime reconnaissance flights until February 1954 when the last aircraft was flownback 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 AirForce 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 thismighty aircraft include Argentina (15 refurbished aircraft) and France, where fifty-four aircraftwere supplied to the French Navy.

Despite the vast number of aircraft built, only two remain airworthy; PA474, arguably the best-loved of the Battle of Britain Memorial Flight's aircraft and FM123 which was rebuilt to flyingcondition by the Canadian Warplane Heritage in Canada, where it made its first flight afterrestoration in September 1988.

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INSTALLING LANCASTERDVD-ROM VERSION

1. Close all open programs and applications prior to installation. Place the Lancaster DVD in yourDVD-ROM drive.

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) pleasecarry out the following

• Press the 'Start' button on the Windows taskbar, move up to 'Run…' and left click it.

• Type in the 'Open' window: D:\start.exe (where 'D' is the drive letter of your DVD-ROMdrive), then press 'OK'. The DVD will then start to run.

4. The first screen to appear will ask you to either 'Install’ or 'Exit'. It will also have other optionsto explore the other features, demo and free software and product information and videosincluded on the disk Press the 'Install' option to continue with the installation. A second screenwill appear where you can, if you wish, view information, videos and screenshots of other JustFlight 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 ofthe language options from the drop-down list with the mouse. Once you have done this, clickthe '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 thenclick 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 ofthe 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 versionof Flight Simulator. If it is unable to locate a valid entry a warning dialogue will appearinforming you of this and telling you that you will have to browse manually to the folder whereyou 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 youreceived 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\FlightSimulator 9. This path will be correct unless you specified another location when you installedFlight Simulator 2004.

10. When you are satisfied that the path shown is correct, click 'Next'. If the folder you haveselected is not the previously selected Flight Simulator program folder containing FS2004 thenyou will be given a warning to this effect and will have to use the browse button to locate thecorrect folder.

The install program will not allow installation anywhere except the selected, valid FlightSimulator program folder.

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The Lancaster is supplied with four main aircraft-selectable virtual cockpits:

Each individual station is equipped with “smooth gauge” technology for added realism!

• Pilot and navigator stations

• Pilot, front turret and bomb-aiming stations

• Navigator, wireless operator

• Pilot station only

Superb animations

• Operating sliding windows.

• Operating rear crew door revealing flare chute.

• Operating clear-view quarter lights.

• All switches and controls in cockpit including weapons bay door control, bomb jettisonare 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 armingswitches, timers, bomb computer, and bomb release.

• Retracting landing lights.

• The airframe has correct flap operation all highly detailed, working automatic elevator countermass 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-striketrack on the collar.

• Full crew figures (depending on the variant selected) with animated pilot, bomb-aimer andmid-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 smaller250- and 500-pounders.

• The Upkeep mine will spin and drop.

• The Grand Slam will drop realistically.

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If you continue to have problems after trying the above solutions please contact the supportdepartment at www.justflight.com

PAYABLE DOWNLOAD VERSION – INSTALLATION FAQs

How do I install and unlock the software once I have paid for it?

Full instructions will appear on screen once you have bought a download add-on. These will alsobe 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 allinstructions 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 re-installation 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 samecomputer system.

Please note: You can only unlock a product three times. If you need to exceed this number ofunlocks an administrative fee may be required. In this case please contact our download shopsupport line at enquiries@justflight.com

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’tused the forum before you’ll need to join. This is very quick and is a once-only process. As amember of the support forum you can obtain technical support for any Just Flight, Just Trains orJust Play product. If you don’t have Internet access, please write to us at Just Flight TechnicalSupport, 2 Stonehill, Stukeley Meadows, Huntingdon, PE29 6ED, UK.

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. Selectthe ‘Modify’ option and click Next

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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 thenclick on the box to remove the tick mark. The Scampton scenery can be added or removed atany time by following the ‘Modifying the Lancaster installation’ instructions below. Once youare happy with your selection click Next to start the installation operation.

12. Once the Installation is complete you will see a confirmation window. Click the 'Finish' buttonto exit the install program and return to Windows. The install is complete.

DVD-ROM INSTALLATION FAQs

Q. After inserting the disc I get told to insert the correct disc, but I’ve already inserted it, or anerror 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 visitwww.nvidia.com and install the latest driver as older versions are known to have compatibilityproblems with Safedisc

The disc may have been damaged and become unreadable. Please check for any damage to the discand give the readable surface a clean.

The drive that you are using to load the software may be incompatible with Safedisc. Please visitthe manufacturer’s website to download any updated drivers/firmware that may be available oralternatively 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 Safediscprotection software from validating. In order to install the software you must disable the emulatorfrom trying to circumvent Safedisc. Typical emulation software includes Daemon Tools, Clone CDand 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 themedia type emulation.

Select ‘Extra Emulation’ from the options tree. Uncheck the ‘BAD Sectors Emulation’ to turn offthis 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 CloneCDtray icon, which can be a picture of two CD-ROMs or of a sheep's head. Right Click on the iconand 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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• 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 slideris accessed through the Options/Settings/Display tab. Turning off ‘Ground Scenery Shadows’and ‘Dynamic Scenery’ on this same page will increase the display performance.

IMPORTANT! Bear in mind the lower you have these settings, the lower the level of detailand 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 CastShadows’ 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 MaxTexture 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.

OTHER ITEMS ON DISCThe product disc contains a large amount of additional free, demonstration and purchasablesoftware. These can be accessed from the main disc startup window by clicking on the options youwill see at the bottom of the window.

‘Free and Demo software, Information, videos and previews’ will take you to a screen where youcan easily browse through all the additional content available. In addition to free software such asaircraft, scenery and screensavers there is a large collection of videos and screenshots that can beeasily viewed. There are also demo versions of some of the popular Just Flight products for you totry before buying.

‘Additional products on this DVD’ will take you to a screen where you can browse through theother products that are available on the disc. These products can be purchased and installed straightoff the disc provided you are connected to the internet in order to purchase and obtain thenecessary unlock codes.

ACCESSING THE AIRCRAFTTo 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 theMosquito 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 optionsare denoted by the A, B, C or D at the end of the name. The differences between the variousoptions are described below. Some of the models come with 3D cockpits that cover other parts ofthe aircraft in addition to the pilot’s position. In order to view these other areas you will need to usethe Flight Simulator viewpoint movement keys to move about the aircraft.

The Flight Simulator movement keys are the Enter (Return) and Backspace keys used incombination with the CTRL and SHIFT keys. You can rotate the view position using the joystickHat switch

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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 notcurrently installed will show un-ticked. To install an option click on it to add a tick mark. Touninstall an option click on it to remove the tick. Once your changes are selected click Next toperform the operation..

• Click ‘Finish’ to end this operation.

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. Selectthe ‘Remove’ option and click Next

• A dialogue box will appear offering to remove the program. Clicking 'OK' will remove theproduct from your system.

• Click ‘Finish’ to end this operation.

Uninstalling or deleting the product in any other way may cause problems when using this programin the future or with your Windows set-up.

GETTING THE BEST FROM YOUR SYSTEMTo ensure that your PC is running properly and you see the best performance from Lancaster wesuggest the following:

• Before running Flight Simulator, terminate as many programs that are running in Windows aspossible.

• Please ensure that your 3D video accelerator card is set up correctly and operating in the hostsimulation program correctly.

• Ensure that you have the latest set of video card drivers installed on your PC. Even though yourPC may be quite new, the video card drivers may well be out of date, as they are updated everyfew months. Contact your video card supplier or download the latest drivers from the videocard 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 viewthe Microsoft web page:

http://www.microsoft.com/directx/homeuser/downloads/default.asp IMPORTANT! Please note thevarious Windows operating systems can use different version of Direct X so please ensure that youinstall the correct version for your operating system.

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Mk.I B

Standard Lancaster for Bomber Command(with the Mk.III B). Many completedscores of dangerous missions, with notableexamples such as S-for-Sugar recording100 or more. Approximately 3,434 Mk.lLancaster were built.

Mk.III B

Virtually identical to the Mk.I B, except forlicence-built Packard Merlin engines. Also,some were fitted with the H2SNavigational and Bombing Radar sets,characterised by a ventral pod whichhoused the aerials.

Mk.ll

To conserve precious supplies of RollsRoyce Merlin engines for the fighters,some Lancasters were fitted with BristolHercules radial engines. Identical to theMk.I B in all other respects, the number ofairframes was limited and most were issuedto Canadian squadrons. A concerted pushby Rolls Royce to manufacture moreMerlins resulted in a return to the standardpowerplant fairly quickly.

AeroNavale MkVIl

Over 50 second-hand Lancaster BIs(equipped with Rolls-Royce XX engines of1,280 hp) were acquired by the FrenchNaval Aviation arm. They were registeredas WU-01 to WU-54 ('WU' for WesternUnion). The first airframe was delivered inDecember 1951. French Lancasters wereused by 24F, 25F, 9S, 10S and 55S (andvarious squadrons which inherited thoseunits). These aircraft operated successfully

until 1961. Several have formed the basis for restored examples, returned to original bomberspecifications and are now in the care of museums around the world. One is being restored toAeroNavale specification - more details at http://p51d20na.club.fr/wu21/lancasteracl_f.html

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• SHIFT+Backspace – move down

• SHIFT+Enter – move up

• CTRL+Backspace – move forward

• CTRL+Enter – move backward

• CTRL+SHIFT+Backspace – move left

• CTRL+SHIFT+Enter – move right

‘A’ Option

This has the radio and navigator positions only in the virtual cockpit. Along with a limited pilot’sstation. Normal flying can be done using the 2D cockpit.

‘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 thebomb aimer station you can arm and drop the bombs (if fitted). When in the front turret station youcan rotate the turret by clicking on the ‘motorcycle grip’ controls at either side of the turret and youcan raise and lower the guns by clicking on the breechblocks.

‘D’ Option

This has a full pilot’s station only.

THE LANCASTERSIncluded in Lancaster are eight different Lancaster variants in fifteen liveries. Here are some of them.

The second Prototype

The second prototype first flew in May1941 and different from production variantsin having a small lower ventral turret andstandard day camouflage.

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Opening the bomb bay doors

• A models – Use the Flight Simulator ‘Tailhook’ key

• B,C,D models – In the pilot`s VC station pull the lever on the left side of the seat

• Mosquito – In the pilot’s VC station pull the red lever in the group of three levers to the right of the control column

Dropping the bombs

Only the C models with the bomb aimer’s station can drop bombs. Note that the Aeronavale andBBMF 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 bombdoors 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 keystroke 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 aredirectly over the reticle glass of the bombsight.

To your right are the bomb arming switches. The aircraft direction can be controlled in a limitedfashion by using the turn control knob immediately to the left of the bombsight.

Centre the target on the vertical fine in the reticle, arm the bombs by turning on the switches andwhen the target reaches the base of the vertical line, press the bomb trigger button on your right.

For best visual results, select the bomb aiming position in a small sub-window and the exteriorspot-plane view in the main window.

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Grand Slam Lancaster

Several Lancasters were converted to carry a22,000 bomb designed by Barnes Wallis andcalled Grand Slam. These deep penetrationbombs were used to destroy large structures,bridges and underground installations. Theaircraft was characterised by the removal ofthe front and mid-upper turrets. No bombdoors were fitted and the Grand SlamLancasters wore standard day camouflage.

617 Squadron ‘Upkeep’ Lancaster

Perhaps the most famous of all Lancasterswere those operated by 617 Squadron onthe Dam Busters raid. Specially convertedto carry Barnes Wallis’ ingenious bouncing(and spinning) bomb, these aircraft enteredthe pages of history by successfullycompleting the daring Operation Chastiseon the dams of the Ruhr Valley. Led byWing Commander Guy Gibson VC, thesquadron went on to complete many morefamous ops.

ACCESSING THE SCENERYIf you have selected to install the replacement scenery for RAF Scampton in its wartimeappearance this can be accessed from the Create a Flight or Go to Airport menus in FlightSimulator. Select the ‘Search addon scenery’ option on the Select Airport screen and then selectScampton from the list.

MOSQUITO MANUALFor owners of the DVD-ROM version of this package a manual is supplied in PDF format for thebonus Mosquito included in this product. To access the manual click the Windows Start button andthen 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 ofthis manual.

OPERATING THE AIRCRAFT FEATURESThere are many extra features and controls included in the Lancaster. Some of these may need tobe accessed in different ways depending on which option (A-D) you have selected.

Note that some Flight Simulator keys (for example the Tailhook and Wingfold keys) are notassigned by default. To use these keys you will need to go to the FlightSimulator settings screen and then Controls->Assignmentsand assign these functions to spare keys.

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Other special keys

SHIFT+E

This will operate the pilot`s armour plate, the engineer`s seat, the side windows and the Clearviewunits. 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

Bring up the DF Loop and Radio Panels. Select a frequency for the ADF receiver and check thedirection of the signal. Turn the DF Loop aerial control wheel until the gauge needles cross, thustuning 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.

Front turret "C" fitout

Once positioned satisfactorily in the turret, using the view keystroke set of the simulator, you canrotate 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 adifferent perspective.

A challenge is to land the Lancaster from this position! A co-pilot's 2D panel is also included.

FROM THE OUTSIDEThe Lancaster is boarded through the crew door on the starboard side of the rear fuselage. In thesimulation 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 closeone is struck by the sheer height of the cockpit from the ground. Take time to 'walk' around theexterior of the aeroplane and discover some of the features.

Notably these are:

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

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Switching the height-measuring searchlights

The ‘Upkeep’ models with the ‘bouncing bomb’ come equipped with the special twin searchlightsunder the fuselage angled so that the beams cross at 60 feet. This was used to let the crew easily tellwhen they were at the correct height over the water for the bomb drop to get the correct ‘bounce’.

To switch the searchlights on and off:

• A models. Move to the Navigator’s station. The switch for the searchlights is the rightmost ofthe 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.

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LANCASTER COCKPIT (LEFT)

24. Main Compass

25. Auto-pilot control

26. Comms panels

27. Nav lights switches

28. Bomb Doors control

29. De-icing unit

30. Park brake lever

31. Rudder Pedals

32. Recognition light switches

33. Avionics switches

34. Pilot's sliding window

LANCASTER COCKPIT (RIGHT)

35. "Clearview" screen

36. Bomb Jettison switches

37. Oxygen controls

38. Brake Pressure gauge

39. Prop-feathering switches (functional in 2D panel)

40. Standby Vacuum control

41. Suction gauge

42. IFF detonators

43. Radiator shutter switches

44. Compass correction card

45. Master Battery switch

46. Flap position indicator control switch

N.B. The majority of these controls and switches are operated via the mouse in the virtualcockpit mode.

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6. ADF and IFF aerial arrays

7. H2S Navigation and Bombing Radar (MkIIB)

8. Power-operated mid-upper turret with twin 303 Brownings

9. Automatic elevator compensator tabs

10. Power-operated rear turret with four 303 Brownings

Bomb loading ‘5’ is depicted and comprises 6x 1,000lb bombs, 2 x 250lb bombs and 1 x4,000lb bomb.

INSIDE THE LANCASTEROnce 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 sixmajor flight instruments, immediately in front of the pilot. The rest of the panel is populated withthe engine gauges, flaps, brakes, gear and other ancillary instruments.

LANCASTER COCKPIT (CENTRE)

1. Airspeed

2. Altitude

3. Artificial Horizon (AHI)

4. Gyro Direction Indicator

5. Vertical Climb Indicator (VSI)

6. Slip and Turn Gauge

7. Watch

8. Landing Gear indicator

9. Beam Approach

10. DF Indicator

11. DR Repeater Compass

12. Landing light switches

13. Mag Switches

14. Fuel cut-out switches

15. Boost coil/starters

16. Boost Gauges

17. RPM

18. Port engine fuel cocks

19. Engine throttles

20. Propeller Pitch controls

21. Starboard engine fuel cocks

22. Flaps position indicator

23. Supercharger control

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LANCASTER ENGINEER'S PANELS

1. Oil dilution switches (non-operational)

2. Panel light

3. Oil pressure gauges

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

13. Test socket (non-functional

14. Emergency gear extension control

15. Engine Limitations plate

16. Fuel pressure gauges

17. Fuel pump switches

18. Drift computer (non-functional)

N.B. The majority of these controls and switches are operated via the mouse in the virtualcockpit mode.

LANCASTER NAVIGATION STATION

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)

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LANCASTER FRONT TURRET

1. Left-grip (click to turn turret to the left)

2. Right grip (click to turn turret to the left)

3. Elevating guns (click breech-blocksto elevate)

4. Gun charging switches (clickable only)

5. Gunsight

In the "C" fitout model, enter the turret usingthe view keys of the simulator.

Once in an appropriate position, use the gripsto turn the turret.

LANCASTER BOMB ROOM

1. Bombsight

2. Bomb release trigger

3. Bomb arming switches

4. Lateral aircraft control for minor steeringadjustments

5. Bomb computer (non-functional)

6. Bomb-aimers’ cushion

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 andswitches are operated via the mouse in thevirtual cockpit mode.

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Taxying is carried out with differential braking and/or judicious use of rudder

1. Auto controls off

2. Avionics on

3. Trim for elevator slightly forward, rudder and ailerons neutral. See illustration for detail

A. Undercarriage

B. Rudder Trim

C. Elevator Trim

D. Aileron Trim

E. Flaps lever

4. Supercharger off

5. Flaps to 20

6. Park-brake on (on control yoke)

Check all systems for correct operation, controls for function, navigation in order and lights on ifrequired. You are now ready to take-off.

TAKE-OFF

Open throttles to zero boost to check correct operation. Ease back and release the brakes. Throttleup to full and keep straight using rudder control or advance/retard the corresponding throttles.Raise the tail as soon as possible.

Ease back on the stick at speeds above 95mph and do not raise flaps below 500 feet. Raise the gear.

CLIMB

Recommended climb speed is 160mph, Raise the flaps above 500 feet and trim the aircraft out forneutral handling. Apply a little nose down trim as the gear comes up.

GENERAL FLYING

Flying controls can become heavy in turns and at speeds in excess of 260 mph. Otherwise theaeroplane is quite stable and stall characteristics are benign The Lancaster will stall at 110mph withflaps and U/C up and 92 mph with them down.

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.

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LANCASTER RADIO STATION

1. T1154 (non-functioning)

2. R1155 (Use radio panel to operate)

3. Repeater DF Indicator

4. Trailing aerial control

5. Fishpond warning array (visual only)

6. Morse Key

7. Astrodome

8. Fuse panel

9. Amplifier

10. Main services panel (Generator switch gear, amp and volt meters)

FLYING THE LANCASTERThe major differences between the versions is mostly limited to engine type. Therefore, we haveassumed a general understanding of the type and produce here the basic procedures for correct andsafe operation of the type.

The correct engine start sequence is:

No. 1 Inner right: No.2 Outer right: No.3: Inner left: No.4 Outer left

PRE-START-UP

1. Crew door closed and latched (spoiler key- check visually)

2. Master Battery switch on

3. Fuel pumps .switches on

4. Fuel contents switch on (Engineer’s panel)

5. No.2 Tanks selected (Engineer's panel)

6. All engine master fuel cocks off (down)

For No.1 engine

7. Throttle 1/2 inch open

S. Propeller control full up

9. Fuel cutoff switch up

10. Fuel cock up/open (up)

11. Press boost/start button once for boost coil and again to energise the starter Keep pressing untilengine starts.

12. Wait for engine idle to settle and return throttle toidle position

13. Open radiator shutters

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APPROACH AND LAND

Reduce speed to below 200 mph indicated and lower the flaps to 20 degrees during the landingcircuit. 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 beforetouchdown, close the throttles. Keep the aeroplane straight with rudder control. Apply brakescarefully, allowing the tail wheel to settle. Full brakes are needed on short strips. Raise the flapsand 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. Emergencyshut-down can be achieved in case of lire, using the large red cut-off lever to the left of the mastercocks console.

Switch off all switches and open the crew door (spoiler key).

Breathe out...

RAF RADIO EQUIPMENTLike most RAF bombers of the period the Lancaster was equipped with the R1155 (receiver) andT1154 (transmitter) combination. One of the unique features of Lancaster is the ability to take up aposition in the Wireless Operator’s station. Take a moment to imagine what it must have been like in areal 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-purposecommunications/direction-finder equipment with a wide range of spot frequencies and improvedperformance over the existing T1083/R1082. They selected Marconi as a supplier for the newly-designated 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 receiverhad 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 alsocontracted in to assist Marconi with production. These were E. K. Cole, Plessey, Mullard andE.M.I. As the parent company, Marconi was responsible for overall co-ordination of themanufacture by all five companies.

In excess of 80,000 T1154/R1155s were manufactured during the war, the majority of them beingused by RAF and the other Commonwealth air forces. Some variants were also produced for theRoyal 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 noteson the (then new) R1155/T1154 in a spare logbook and they are reproduced below as an exampleof the huge amount of technical knowledge that a Wireless Operator was required to possess.

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3130

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Outline operation of the R1155 Receiver

Outline operation of the T1154 Transmitter

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THE WIRELESS OPERATORA Wireless Operator’s work in a heavy bomber was far from easy. Watching a few filmsmight 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 WirelessOperator’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 offlying 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 justwandered down to the flights and went off to your various sections and hung about there. TheSignals Officer was sitting behind the desk and the rest of you were just sitting there. We hadcartons of raisins everywhere, from which we helped ourselves. We waited for the news of whatwas going to happen that day. The phone would ring at around about ten and, of course, he wouldpick it up. You were all sort of… well, you can imagine, you were thinking: 'Oh, Christ, what's thescore?' 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, whetherwe were working or not. We'd get the Daily Express, sit down with a cup of tea and do thecrossword. Then we'd get back, go out to our aircraft. One of the wireless operator's jobs was tochange, 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 haddifferent frequencies and you wouldn't know what you would be using that night. Check that theequipment is working.

Sometimes the pilot would think you would need to do an air test. You might have had somethingdone 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 testand see that everything as OK.

What feelings would you have when the signals officer said: "You're working tonight!"?

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 bevery 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 particularraid, meant going past the station cinema. It was about seven o'clock in the evening and there wereall these blokes and erks and whatever, queuing up to go the pictures. Now that was a completelynormal peacetime sort of happening, wasn't it? This made no sense. There we were, going down topick 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 bombtrolley at our dispersal and it was useful to sit on it. We would be sitting on this thing, some of ussmoking. The Medical Officer would come round, asking: "Anybody for wakey-wakeys?" Thesewere pills to keep us awake. I had them once, but all they did was keep me awake when I got backafter a raid and just wanted to sleep! But there would be seven of us sitting on this trolley and therewould be very little conversation. We'd maybe sit there for half an hour, waiting for the signal toclimb in your aircraft and start up.

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RAF Medium Frequency and High Frequency D/F stations in 1942

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Did you ever do anything that might be called 'superstitious'?

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!

Take Off

There would be this great crowd of people standing by the truck, the chequered wagon at the endof the runway, waving us on. There might be as many as fifty people from the station. We wouldturn on to the runway and wait for the bloke in the wagon to give us the 'green'. Every minute ortwo, there was somebody taking off. I used to stand up in the astrodome as we took off and I usedto look at the tail plane of the Lanc and think: "that's going to bloody fall off one day!" The bloke Iused to fly with (PO V.A. Baggott) used to hold it down on the ground until the last possibleminute 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 thespeed – "70, 75, 80, 85, 90, 95…" I thought: "crikey, we must be coming up to those big sheds atthe end of the runway!" Then we could feel it come off the ground and we'd think that at least wewere airborne!

The Outward Journey

I would now get back down into my seat, switch my gear on and check that everything was workingall right. This in itself was a sense of satisfaction. Everybody would call up each other and makesure we were all in touch. Of course, I only had to look round the corner to see the navigator. We'dthen go off, come back and then set course. We would have gained about 8,000 feet. We would beclimbing all the time, at about 155 airspeed. We used to try and get up to about 20,000 feet, whichwe 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 ushad begun. The Germans at that time, 1944, had overrun virtually the whole of Europe and so wereeverywhere. So they had fighters stationed just inside the French and Dutch coasts. There werenight-fighters and flak batteries ready to meet us. So, as soon as we crossed the enemy coast as itwas, it 'started'! The night-fighters were always a menace. They were there all the time we wereover enemy territory and back here, because they would sometimes follow us back! So thesefighters were an ever-present danger, for which we had to keep alert all the time. It was this thatkept 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 piecesof shrapnel would pierce the aircraft's skin that you wouldn't necessarily be aware of. Night fightersshot down most people. You had to be unlucky to get a direct hit by flak. It would look worse thanit really was. You would avoid getting caught in the searchlight beams if you could. Once you gotin a searchlight beam, it was a job to get out. One would get you and two others would come on toyou quickly, because they were radar-controlled. You would dive, but it was difficult, because theyhad got to make only a small correction to pick you up again. We usually managed to get out if wegot 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.

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Briefing

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 oursignals officer would give us the frequencies that we were using that particular night. These wouldbe on rice paper. Then it was back to the mess for a bit of tea. Then all aircrew would go down themain briefing room, where the whole squadron would be briefed. It would start off with the GroupCaptain. As you walked into this briefing room, there was an enormous map on the rear wall. Youdidn't know where you were going until you got to this point. They'd pull back this curtain. You didknow 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 tobe a long journey. If it was 1500 gallons, you'd think 'the Ruhr', and you were usually right. Butwhen you got to the briefing room, it still came as a shock whenever you looked up and sawNuremburg, or Berlin.

The Old Man would just give a bit of a 'pep' talk and then the Group Wing commander would sayhow many 'waves' there would be and you would be told what wave you were in. He'd then giveyou 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 theopposite of what he said! If he said it would be clear over the target, you'd reckon it was going tobe cloudy!

Then the Squadron Leader would discuss the tactics for the night. For example, if we were going toBerlin, we wouldn't take off and go straight to Berlin. We'd change course at various points to tryand fool the Germans as to where we were going to finish up. They wouldn't know what town wewere going to bomb. We would try and avoid areas of intense flak. And search lights. There werecertain areas that were pockets of this stuff. The Squadron leader would explain all this to us. Hewould ask us to stick to certain headings. The reason for this was common sense, to try and avoidcollisions. If we were coming in from a similar heading, it created a stream, whereas if we came infrom different directions, it caused collisions, which used to happen occasionally. We were also toldwhat height to bomb at. And then the heading out of the target. And that was it – it was down to usto 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 theirsection where they would clean these six Browning 303s. Then they would take them back out tothe 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. Ifound that I used to 'tighten up' as I got in. I'd get into my position, climbing over the two spars, getto 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 taxiround to the end of the runway, with all these aircraft getting ready for take off. In our case, it wasthirty-six of them, two squadrons.

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Bombing

You had to keep the aircraft straight and level, with bomb aimers now taking it over, who wouldwait for their horizontal lines to come to the position they wanted, to 'make the cross' before theypressed their lever/release. Once this was pressed, it set a camera of automatically, which wouldtake five shots. This was two before the aiming point, the aiming point itself and two after. On thatfilm would be shown your heading, so what you couldn't say, for instance, when you got back, thatyou'd followed instructions and went in on the heading that you were told to because it would bedetailed on this strip of film. You did have a 'creepback', because what used to happen was thatobviously 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 thesecorrections 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, wouldat times, instead of getting to the centre, drop their bombs on certain fires that had been created bypeople that had gone before you. So you did tend to get this 'creepback'. I think it was fear, asmuch as anything and wanting to get the job done. There was a tremendous amount of flak aroundsome of these targets. You would see, silhouetted in this enormous fire the shapes of aircraft, ofLancasters. You could see them below you. You were anxious to get these bombs away. When youdid, you would go up, as if someone was pulling you up with a string. The bomb doors wouldclose; 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 pilotsaying: '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 ofweight, and you've used a lot of petrol. So, you get up to two hundred knots, you see, even more soif 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 weremore 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 ofabout 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 themajor part of the job that is bombing the target. Now, you were on a sort of survival course. Youwanted to get home, so all seven of you were absolutely focused. I used to watch the radar screenfor fighters. I would never take my eyes of it. As soon as I saw a blip come up, I'd inform thegunners immediately and they would pick it up. Most times, we'd take evasive action. The nightfighter, 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 orup underneath you and fire upwards. If you were alert, you could probably pick him up before hegot to that point, on your radar screen. This instrument covered the whole of the aircraft apart fromthe front. The fighters wouldn't attack from the front. It would be too dangerous for them. So theywould 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 around Cathode ray tube with a centre line. The background of the tube was green. The centre linewas calibrated. An aircraft would show up in the form of a blip on that centre line. If it were one ofyours, which more often than not it was, it would be moving at the same speed as you were. So itwould 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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The navigator would say that we were coming up to the searchlight area and the pilot used to tryand avoid it, because 'intelligence' knew where they were, of course. But you couldn't always avoidthem. 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. Andsometimes, you could hear the flak, like fireworks from a distance. The aircraft would shudder abit, from the dispersal of the air, I suppose. But it was the night fighters who were the biggestthreat. If you were over the target, night fighters very rarely shot you down, because it was toododgy for these planes to encroach on that area. Because there was an awful lot of flak about andthey would have been risking their lives unnecessarily. So over the target, it was flak andsearchlights 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 thatyou 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. Butthat 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 agood manoeuvre, because a fighter coming at you, going at maximum speed, and suddenly somethingstops, 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 turnone way and then the next, which would give the mid-upper gunner a chance to look down. Somedidn't, but we did. So instead of flying straight and level, you turned it slightly. The mid- uppergunner, looking down, could spot enemy fighters, because they used to come up at you. These werejust 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 weredoing whatever, you were doing about a 150 knots with a full bomb load on. If you had a goodnavigator, you stayed in the stream, with safety in numbers, because their raiders would pick up thestragglers. If you got off course and you were out of the main bombing stream, it was quite easy fortheir equipment to pick you up and home a fighter in on you. If the navigation was good and youstayed in that main stream that made all the difference to your survival. Obviously it was commonsense and we had a good navigator so we tended, most times, to stay on course and stay in thestream. But that didn't always mean that you didn't get attacked. But most of the time it meant thatyou could go on a raid and come back and apart from seeing other aircraft shot down, andobviously it was like Dante's Inferno over the target area, you'd come back and hadn't been attackedat all. There was flak, of course.

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Then we would be called to a table, all seven of us. There would be a couple of intelligenceofficers, who would do the debrief. They would want to know: how much fuel we'd used; whatwe'd encountered with night-fighters and flak; had we seen any aircraft go down – the navigatorwould answer this, giving the lat and long, and the time when these aircraft were shot down. Theythen asked about the target, whether the flares had gone down on time and so on. Most of whatthey wanted was just factual stuff. They'd ask us if we went in on the heading, for example. Thiswould be shown on the photograph, so there was no point in lying. We would just detail what hadhappened 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 tobed. 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 doit. We would often be on the day after, but invariably it would be a two or three day break.

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 largeGerman Panzer division. This was just a few weeks before D-Day. This intelligence had been fedback 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 aboutfour hours there and back. We got to the target and – it wasn't marked! So we had all thesebombers milling around. So we had to put our navigation lights on, to avoid collisions. We weremilling 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 Ireally didn't think we were going to make it this time. Eventually the master bomber came up andtold us to bomb on the reds or the greens, whatever it was. Once these flares went down, everybodywanted to get in. all the navigation lights went out. We were in a good position when these flareswent 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.

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 roarof 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, whichwould only be counted as half a trip, such as a jaunt into France. In any event, we did thirty-sixraids, because amongst those we did some short trips, three-hour jobs, for example. Then we wouldhave six months rest. We would go back for a second tour of twenty. But in my case, we didn'tfinish until September 1944 because the pilot was injured and September 7th 1944 was our lasttrip. The nigh of the 6th, actually. By the time our six month's rest was up the war was virtuallyover and there were plenty of aircrew anyway so I wasn't called back.

42

So if the line was in the middle of the blip, the bloke was dead behind you. But if was to one sideor the other, in the port quarter or the starboard quarter, which it invariably was, you'd see itcoming down the screen, at a fair speed, and you could say: 'Aircraft approaching from starboardquarter!' The gunners would train their eyes in that particular area and they'd spot it, long beforethe 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 orunderneath you. Most times, they did not bother to persevere, because there were so many otherbombers about.

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 theDutch coast. He made a number of attacks. It must have meant that their radar was picking us upand he was being guided onto us. But our rear gunner had wonderful eyesight. He was veryfortunate, as his night vision was fantastic. So, with the help of the radar equipment that I wasoperating, we were able to pick him up, before he tended to fire his guns. But then they would fireat a greater distance, so, of course, they had less chance of hitting you. This is what happened to usand we were turning the aircraft all over the sky. The pilot, a big, strong Australian chap was doingthis, who said: 'If he follows us all the way back to bloody Waddington, he's not going to get us!' Inthe event, we lost him. He obviously went off over the Dutch coast. We'd had about half an hour ofthis bloke. We were all at our 'limit', bearing in mind we were tired, because we had been flying forabout 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 ripcordand we might be home and dry…

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 thefeeling of touching down. It was a fantastic sense of elation. I'm speaking for myself now, but I'msure other chaps felt the same.

We'd taxi round our dispersal, the 'frying pan', switch off and get out. There would be a truck thereto take us back for briefing. When we got back to the briefing room, everybody would be talking atonce – 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 thisgreat urn of tea, laced with rum. This was the first thing presented to us! We looked around andthere would be all these chaps coming in. We would all have this black ring over our noses. It wasfrom our oxygen masks, where the rubber had melted a bit, with perspiration and heat! So therewould be this babble, an excited babble.

45

CREDITS

AEROPLANE HEAVEN

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 AirForce for his help with the product licensing.

We are indebted to the late Sqn/Ldr Bob Knights DFC, DSO for permission to use his personalphotographs and also to the family of the late Flt/Lt Paddy Stapleton for his notes on theR1155/T1154.

Material in the historical background to the Lancaster is Crown Copyright material fromwww.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 daftquestions 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 ofover 3,000 Lancasters that were lost on operations. For our tomorrow, they gave their today.

44

How did you know that you had finished your first tour?

Well, what happened was, in my case, we did a short trip, which was our thirty sixth trip. We gotback 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. Hesaid: "You lads – you're finished!" That was it – finished... we were tour expired. I had no idea thiswas going to happen.

In my case, I went back to the Sergeants' Mess, to have my eggs and bacon and I saw this great bigmessage in chalk to the effect that my wife had given birth to a baby daughter that morning! So Inipped 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 straighthome. 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 nevertouched… 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 havebeen 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

47

NOTES

46

COPYRIGHTS©2006 Aeroplane Heaven, Just Flight Limited. All rights reserved. Just Flight and the Just Flightlogo 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 respectiveowners and their use herein does not imply any association or endorsement by any third party. TheRAF roundel, BBMF crest and RAF crest are a registered mark and trade marks respectively of theSecretary of State for Defence and are used under licence. Crown Copyright in MOD materialreproduced with the permission of the Controller of Her Majesty's Stationery Office.

SOFTWARE PIRACYThis Lancaster DVD-ROM is copy protected by the SafeDisc system to prevent illegal copying ofthis product.

We at Just Flight have invested significant time, effort and money to develop, manufacture andpublish any of our flight simulation products. This includes rewarding the programmers and artistswhose creativity contributes so much to the products we all enjoy.

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In addition to this there is the real risk that the pirate product will be of inferior quality and willoften contain mechanisms that degrade the performance of the game.

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LANCPDFENG01

www.justflight.com

www.aeroplaneheaven.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 54 feet 2 inches 16.51 meters wing area 361 sq_feet 33.54 sq_meters length 40 feet 10 inches 12.43 meters height 15 feet 3 inches 4.65 meters empty weight 5,942 kilograms 13,100 poundsmax loaded weight 10,150 kilograms 22.380 pounds

maximum speed 380 MPH / 330 KT 612 KPH service ceiling 31,000 feet 9,450 meters range 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 leverDFLoop 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 handlesClearview screen Shift/ECo-Pilot armourplate Shift/E2Navigation table extend/ retract Shift/E2Bombsight (in bombroom) Stow/unstow ShiftE2Fuel cocks and Crossfeed controls are situated behind the pilot’s seat to the leftStandby vacuum switch panel is forward and below the Fuel cocks panel

Consult the illustrations for a guide to all controls locations.

7

AIR PUBLICATION 2062c. - P.N.Avro 683 Lancaster - PILOT’S NOTES

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

1. AIRSPEED 2. ARTIFICIAL HORIZON 3. VERTICAL SPEED INDICATOR 4. TURN AND SLIP INDICATOR 5. DIRECTION INDICATOR 6. ALTITUDE

1.2.

3.

4.

5.6.

8.

7

9.

10.

11.

11.

12.

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15.16.

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25.

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27.28.

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

34.

25.

26.

27.

28.

29. 30.

31. 32.

33.

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36.

36. .

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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

48.47.

50.

52.

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55.53.

46.51.

49.

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57.

MOSQUITO OPERATION PROCEDURES

PRE-START-UP

Crew door closed and latchedMain Battery switch onFuel selector to main tanks.Engine fuel cocks OFFFuel transfer cock OFFFuel pumps offMaster ignition offParking Brake lever onBomb doors closedAvionics switches onClose radiator shuttersFlaps up or at 15 degrees (33%)

START-UP

Per engine:Fuel pump onFuel cock ON (in) for engine being startedMaster ignition ONThrottles crackedMixture to full richPropeller control to full RPMPress boost coil switchPress 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-UPOnce engine has started, release starter and allow to idle.Return throttles to idle position.Turn off fuel pumpsWarm up engines at 1,200RPMOpen radiator shutters

PRE-TAKE-OFF

After taxying, move forward a few feet to straighten the castor-ing tail wheel.Flaps up or at 15Release 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 bal-anced.

As soon as is practical, raise flaps and gear.Safety speed is recommended at 155mph IASSafe climbing speed is 150-160mph IASStall speeds are:

Flaps and gear up 105mph IASFlaps and Gear down 95-100mph IASPower 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 bal-anced 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 fight-ers. Concentration is required to achieve a good standard of landing skill.

Ensure propeller controls are at full RPMMixture to full richReduce 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 syn-cronisation.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 andopen 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