Originally Posted by
rolling20
Pre war and until early 42, bombers carried 2 pilots. Even Wellingtons and Whitleys had 2 pilots. The 2nd pilot would usually do other duties to assist the crew. The decision was taken ,to allow the force to grow, to do away with 2nd pilots and the specialist trade of Flight Engineer was introduced as the 4 engined bombers came more to the fore. Air Bombers also became a specialist trade, relieving the Observer, who now became a Navigator. A number of Bomb Aimers were failed pilots and they or the Flight Engineer would assist the pilot, especially if he was incapacitated. There were a number of cases of Bomb Aimers flying and landing a bomber home after the pilot was incapacitated.
On many Aircraft - the 2nd Pilot was the Navigator,the RAF did not have many Observers/Navigators between the Wars.
A number of Bomb Aimers were failed pilots and they or the Flight Engineer would assist the pilot, especially if he was incapacitated. There were a number of cases of Bomb Aimers flying and landing a bomber home after the pilot was incapacitated.
Sqn Ldr Ian Blair DFM
John Ian Blair was a prewar Boy Entrant Armourer/Air Gunner - in 1940 as a Corporal (Acting Sergeant) Air Gunner and volunteer Observer on a 113 sqn Blenheim - he was flying as the Observer during an operational sortie,his pilot was killed in action and Blair managed to get the A/C under control and landed safely back at base - he had always closely watched the Pilots actions and had a good idea of what to do.He was awarded the DFM and also given a Pilots course.
From 113 sqn website -
http://113squadron.com/id191.htm
From my observations of my skipper's flying , we had done many hours together,. I knew that I had to, change pitch of the propeller, engage rich mixture control, and when the wheels went down there would be a lot of vibration, and loss of speed which I would have to compensate for with increased revs, all of these actions were carried out on the down wind leg , and on the final approach I kept at about 85 mph, knowing that there would be a marked change of aircraft attitude when the flaps were lowered, I trimmed the aircraft tail heavy, (too much,) as it happened, because I had to exert forward stick pressure on the control column in order to maintain my approach path and speed, being aware of the telephone poles and lines at the touch down end of the strip. As soon as I passed over the telephone lines, I throttled back and because the tail trim was tail heavy, the aircraft flared out nicely and sat on the ground. I kept the stick hard backwards with all my strength and eventually the aircraft came to a halt in a cloud of dust.