WW2 Lancaster crewing arrangements.
Thread Starter
WW2 Lancaster crewing arrangements.
I am reading a book of memoirs by a chap who was (amongst other things) the tail-gunner on Lancasters. He says that in *his* crew everybody had a reserve who learnt how to do the same job (so that if e.g. the navigator took a bullet a gunner could take over and get them home). And because he's had some pre-war flying in Tiger Moths his pilot chose him to be the reserve pilot. And therefore he did a couple of landings in training and even a couple on active operations. Would they really have chosen the *tail* gunner as a reserve pilot?
Does anybody know if this was normal? Online, I have found this reference:
https://www.iwm.org.uk/history/whos-...af-bomber-crew
which says that "the bomb-aimer could act as a reserve pilot in an emergency as he would have received some flying training".
Which rather suggests that it was official training...
Does anybody know if this was normal? Online, I have found this reference:
https://www.iwm.org.uk/history/whos-...af-bomber-crew
which says that "the bomb-aimer could act as a reserve pilot in an emergency as he would have received some flying training".
Which rather suggests that it was official training...
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The Air Ministry Order which introduced the new aircrew trades (Navigator instead of Observer etc.) set out the duties of each trade, including a secondary duty and I think everyone other than the pilot was expected to act as a gunner if need be. I don't have a copy, but Jeff Jefford's book on non-pilot aircrew will doubtless quote it verbatim.
Potential aircrew were selected either as PNB (Pilot, Navigator or Bomb Aimer) or as potential Wireless Operators and Air Gunners - Flight Engineers went by a different route - and I suspect that the PNB stream might all have had basic training at the grading stage.
Potential aircrew were selected either as PNB (Pilot, Navigator or Bomb Aimer) or as potential Wireless Operators and Air Gunners - Flight Engineers went by a different route - and I suspect that the PNB stream might all have had basic training at the grading stage.
Last edited by Innominate; 10th May 2018 at 17:13. Reason: Correcting typong errars
It may have been possible, although the operational practicalities of a rear gunner getting to the cockpit in time after some sort of issue with the pilot, may not have been that easy. A number of Bomb Aimers were failed pilots, who thus had flying experience. I believe there were a number of cases where bomb aimers brought a stricken bomber home and were promptly put on a pilots course. I doubt very much a gunner could navigate to any extent. Some pilots taught their flight engineers straight and level, handy for using the elsan etc!
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The bomb aimer was of course the nose gunner in heavy bombers.
My Dad became a bomb aimer in 1942 after being trained as an air gunner. After being a bomb aimer he later became a navigator.
My Dad became a bomb aimer in 1942 after being trained as an air gunner. After being a bomb aimer he later became a navigator.
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Perhaps this comment from a friend who was one of the "Bomber boys" in that he was a Bomb Aimer on Wellingtons then Lancs, will help:
"Yes. At OTU I had 14 hours on the Link trainer (recorded in my log book). Also several periods of up to half an hour at the controls of the Wellington . That continued whenever possible on the Lancaster. Fortunately, I never had an emergency to deal with. I often wondered how I would manage to bring the Lanc back – jump out over the base or attempt to land it !"
I had personal experience with a Flight Engineer who had been on Lancasters. We flew a Hastings back from Germany in the 60's and he was delighted to take the co-pilot's seat from the top of climb (8,000ft) to the top of descent and hand flew it the whole time...as he used to do on ops!
"Yes. At OTU I had 14 hours on the Link trainer (recorded in my log book). Also several periods of up to half an hour at the controls of the Wellington . That continued whenever possible on the Lancaster. Fortunately, I never had an emergency to deal with. I often wondered how I would manage to bring the Lanc back – jump out over the base or attempt to land it !"
I had personal experience with a Flight Engineer who had been on Lancasters. We flew a Hastings back from Germany in the 60's and he was delighted to take the co-pilot's seat from the top of climb (8,000ft) to the top of descent and hand flew it the whole time...as he used to do on ops!
My memory may be playing tricks after all these years but I remember talking to my late father who was a lancaster pilot and asking him about the crewing arrangements. He said that there wasn't a co pilot so I asked him if the flight engineer could fly the plane. He said that he could ... providing all four engines were turning and the skies were clear.
