Cockpit guide and flying notes

Contents
INTRODUCTION ................................................................................................................. 3
AVRO LANCASTER B Mk.I ................................................................................................. 4
AIRCRAFT COVERED IN THIS SIMULATION .................................................................... 6
B.III LIVERIES .................................................................................................................. 9
THE CONFIGURATION PANEL ........................................................................................ 11
VIEWPOINTS and ADJUSTMENTS .................................................................................. 12
CAMERA VIEWS............................................................................................................ 12
KEYSTROKES ............................................................................................................... 12
SUPPORT ITEMS .......................................................................................................... 13
BOMBING UP ................................................................................................................ 13
COCKPIT GUIDE............................................................................................................... 15
BOMB AIMER ................................................................................................................ 15
PILOT'S COCKPIT ......................................................................................................... 16
LIGHTING ...................................................................................................................... 23
FLIGHT ENGINEER'S PANELS ........................................................................................ 26
ENGINEER'S MAIN PANEL ........................................................................................... 26
EMERGENCY LANDING GEAR .................................................................................... 27
AUXILIARY FUEL PANEL .............................................................................................. 27
ELECTRICAL SUPPLY PANEL ...................................................................................... 28
NAVIGATOR'S STATION ................................................................................................... 29
WIRELESS OPERATOR'S STATION ................................................................................ 30
FRONT TURRET ............................................................................................................... 31
FLYING GUIDE .................................................................................................................. 32
PRE-START ................................................................................................................... 32
STARTING ..................................................................................................................... 33
PRE- TAKEOFF ............................................................................................................. 34
TAKEOFF ....................................................................................................................... 35
CLIMB ............................................................................................................................ 35
GENERAL FLYING......................................................................................................... 35
EMERGENCY POWER .................................................................................................. 36
FIRE CONTROL AND FEATHERING............................................................................. 36
SIMULATED BOMBING ................................................................................................. 37
LIFE IN THE TURRETS ................................................................................................. 37
APPROACH AND LAND ................................................................................................ 38
DINGHY ......................................................................................................................... 39
CREDITS & COPYRIGHT ................................................................................................. 39

2
INTRODUCTION
The Lancaster was not an original four-engine bomber design. Rather, it was descended
from a twin-engined airframe, the Avro Manchester. Designed in response to an Air
Ministry Specification P13/36 for a long-range medium bomber, the three-finned
Manchester proved to be less than spectacular, with poor performance, awkward handling
and problems with reliability.

By 1940, Avro's chief designer, Roy Chadwick, was at work on a replacement design to be
powered by four of the ‘new’ Rolls Royce Merlin 12-cylinder powerplants used so
effectively by the RAF's frontline fighters, the Spitfire and Hurricane.

Designated the Type 683 and initially dubbed the Manchester III, the new design was
eventually called Lancaster. The four-engined Lancaster first flew from RAF Ringway (now
the site of Manchester Airport) on 9th January 1941 with test pilot H.A. Brown at the
controls.

It was immediately evident that this new design was a substantial improvement over the
Manchester. The prototype was still fitted with the Manchester-style three-fin layout for the
tail, but this was quickly altered to the now familiar twin eliptical-fin arrangement and the
design was to remain basically unaltered for the entire career of the Lancaster.

Many histories have been written about the achievements of this wartime heavy bomber
and it is not the intention of this guide to cover those. Suffice to say that so successful was
the B.I, the subject of this simulation, it remained largely unchanged for the duration of
WW2 and was the basis for Bomber Command's strategy throughout the war. The most
significant difference between the B.I and B.III was that the latter used Packard Merlin
engines.

3,249 Lancasters were lost in action conducting 156,000 bombing sorties over enemy
territory, mostly at night.

RAF Bomber Command's leader, Sir Arthur ‘Bomber’ Harris, called the Lancaster ‘Bomber
Command's shining sword’. It took part in many now-famous sorties including the Dam
Busters and Tirpitz raids and delivered over 600,000 tons of high explosive with formidable
efficiency.

Lancasters flew in a variety of war theatres, including active combat service with the
Argentine Air Force in 1948-49.

The Lancaster design was developed in later years to produce the Lincoln series and the
Shackleton maritime reconnaissance and early-warning aircraft used by the RAF all the
way to 1992, when it was finally retired.

Canada developed their own version of the Lancaster, the MkX and the RAF retired their
last example from active service in 1954.

From thousands of aircraft built there are now just two flying examples of the Lancaster
left, with a third destined for flight after a full refurbishment.
We hope that this simulation will give you an insight into what it was like to fly and operate
this legendary bomber.

3
AVRO LANCASTER B Mk.I
SPECIFICATIONS

Complete aircraft
Span 102ft 0 in
Length, tail up 69ft 6 in
Length, tail down 68ft 10 in
Height, tail up, to top of fins 20ft 6 in
Height, tail down, to top of whip aerial 20ft 4 in
Aerofoil section, root N.A.C.A.23018
Chord, at root 16ft 0 in

Main plane
Chord, at wing tip joint (43 ft 2·6 in from
centre-line of fuselage) 9 ft 2·43 in
Incidence 4°
Dihedral, outer plane, on datum 7°
Dihedral, outer plane, on top of rear spar 5°
Aileron span (actual length) 17ft 3t in
Aileron mean chord 2ft 6 in

Tail plane
Span 33ft 0 in
Mean chord (including elevator) 7ft 0 in
Incidence 2° 30'

AREAS

Main plane, including ailerons (gross) 1,300·0 sq ft

Main plane, including ailerons (net) 1,205·0 sq ft
Ailerons, total, including tabs 85·5 sq ft
Trimming tabs (two) 1·4 sq ft
Balance tabs (two) 2·2 sq ft
Flaps, total 146·0 sq ft
Tail plane, including elevators and tabs 237·0 sq ft
Elevators, total including tabs 87·5 sq ft
Trimming tabs (two) 2·9 sq ft
Balance tabs (two) 4·2 sq ft
Fins and rudders, total, including tabs 111·4 sq ft
Rudders, with tabs 41·2 sq ft
Trimming tabs (two) 2·2 sq ft

UNDERCARRIAGE

Main wheel units

Type Two retractable, single wheel units with twin shock-absorber struts
Track 23ft 9 in
Shock-absorber struts Dowty oleo-pneumatic
Air pressure (no load) … 995 lbs/sq in
Wheels Dunlop AH.2238 (17·5in x 19in)
Tyres Dunlop SK.A.641 (24 in X 19 in)
Tyre pressure 43 lbs/sq in
Brakes Dunlop pneumatic AH.8039
Working pressure 80 lbs/sq in
4
Tail wheel unit
Type Non-retractable, castoring
Shock-absorber strut Dowty oleo-pneumatic
Air pressure (no load) 650-700 lbs/sq in
Wheel Dunlop AH.8013 or K.A.887(10 in X 10 in)
Tyre Dunlop NX.30 (12·5 in X 10 in)
Tyre pressure 60 lbs/sq in

ENGINES
4 x Rolls Royce Merlin XX (Lancaster I) Merlin 28 or 38 (Lancaster B.III)
12-cylinder, 60° V-type, pressure cooled, two-speed supercharged 1,280HP per engine.

WEIGHTS

Empty 36,900lbs
Gross 55,000lbs
Maximum Takeoff 68,000lbs

PERFORMANCE

Maximum Speed 282 MPH (246 knots) IAS @ 13,000ft

Cruise Speed 200 MPH (174 knots) IAS
Range 2,530 Nm (4,073km)
Service Ceiling 21,400 ft (63,000lbs AUW)
Rate of climb 720 fpm (63,000lbs AUW)

ARMAMENT

8 X Browning MkII 0.303 in machine guns. Two each in front and mid turrets and four in tail turret

Maximum bomb load of 14,000lb in various configurations or 1 x 22,000lb Grand Slam bomb
(modified bomb bay)

CREW

Seven – Pilot, Flight Engineer (observer), Navigator, Bomb Aimer/ Nose Gunner, Wireless
Operator, Mid-Upper Gunner, Tail Gunner. An eighth crew member was carried on some aircraft
fitted with certain types of radio-jamming equipment.

AWARDS

Lancaster crews received many of the major awards for gallantry in combat including several
Victoria Crosses.

5
AIRCRAFT COVERED IN THIS SIMULATION

The aircraft featured in this simulation is the Lancaster B Mk.I and this is modelled with six
authentic liveries. In addition, the pack includes three bonus B.III liveries.

Some of these aircraft are fitted with the optional H2S rear-facing radar which is housed in
a special pod beneath the belly. A clear perspex rear half allowed the use of the existing
recognition lights which are also located in that position. The radar was used to pick up
enemy fighters approaching from below and to the rear.

W4118 ZN-Y ‘Admiral Prune’ of 106 Squadron. Flown by Sqn Ldr Guy Gibson before he
became CO of the famous 617 Dam Busters squadron.

R5868 PO-S ‘S for Sugar’ of 467 Squadron RAAF. Having completed 150 missions, this
aircraft is now preserved at the RAF Museum Hendon as the oldest surviving wartime
Lancaster and is perhaps the most famous example. It carries Reichsmarschall Hermann
Goering's infamous quote “No enemy plane will fly over the Reich Territory”.
6
DV385 KC-A ‘Thumper MkIII’ of 617 Squadron. This machine, flown by Flt Lt Bob
Knights, survived the war and was struck off charge in 1946. She took part in the D-Day
diversionary tactic ‘spoof’ raid, Operation Taxable.

ME669 ZN-O of 106 Squadron. This B.I was shot down in April 1944 on a raid over
Schweinfurt. With the aircraft on fire from a fighter attack, Flt Sgt. Norm Jackson, the flight
engineer, made a heroic attempt to extinguish the fire by climbing out of the escape hatch
with a fire extinguisher and his parachute. His chute opened whilst he was attempting to
get to the wing and he was eventually swept away, wounded by splinters and severely
burned. He survived the parachute descent and eventual capture. His exploits earned him
the Victoria Cross. Four of the remaining crew parachuted safely but the skipper, F/O Miffin
and his tail gunner perished. This is typical of the gallantry of Lancaster crews.

7
NX622 JO-D “D for Digger” of 463 Squadron RAAF. A typical B.I as flown by several
RAAF squadrons attached to Bomber Command. A later B Mk VII displaying NX622's
livery can be found in the RAAF Aviation Heritage Museum in Perth, Western Australia.

W4783 AR-G “G for George” of 460 Squadron RAAF. This B.I flew 90 missions over
Germany and occupied Europe between 1942 and 1944 without the loss of a single
crewmember. Retired in 1944, “George” was flown to Australia to assist in the “War Bonds”
drive where it remained and was eventually moved to the Australian War Memorial
Museum in 1950. Here she is displayed having been fully restored to her wartime
configuration. 460 Squadron lost 1,018 crew on wartime missions and “G for George” now
stands as a permanent memorial to those men and all Australians who flew with Bomber
Command in World War II.

8
B.III LIVERIES

LM739 HW-Z ‘Grog's the shot’ of 100 Squadron. This was a B.III, flown by several
different crews from 100 on a variety of missions, including the raid on Hitler's ‘Eagles
Nest’. This machine survived the war having completed 60 operations before being
scrapped in 1945.

NE181 JN-M ‘The Captain's Fancy’ of 75 (New Zealand) Squadron. A late B.III from
1944, NE181 dropped dummy parachutists behind enemy lines as a diversionary tactic for
the D-Day landings of June 5th and 6th, 1944. Affectionately known as ‘Mike’ by its crews,
this Lancaster survived the war and was eventually scrapped in 1947.

9
EE139 BQ-B “Phantom of the Rhur” of 101 Squadron. Originally assigned to No 100
Squadron, EE139 was transferred to 101 in late 1943. Many of 101's Lancasters were
fitted with top secret radio jamming equipment and carried an eighth crew member, who
spoke German, and broadcast mis-information to confuse the enemy fighters and ground
forces.
The Lancaster flown by the Battle of Britain Memorial Flight, PA474, carried the nose art
and markings for EE139 for several seasons.

10
THE CONFIGURATION PANEL
This simulation includes a special configuration panel to assist in setting up your
Lancaster. Call it up using SHIFT+1

There are illustrations of the different crew members that, when clicked, will glow either red
or green to indicate that you have installed the figure or not. In the case of the gunners,
clicking them ‘on’ will also ‘arm’ the turret animations that take place automatically at a pre-
determined height.

There are ‘safety’ switches to arm the machine guns for each turret. Once armed, the guns
can be fired by using the I key or whatever key you use to toggle smoke effects.

Another clickspot will configure the simulation in a ‘Cold/Dark’ state – all switches and
controls off and centred. This is the best state to use if you want a realistic start procedure
from first entering the cockpit.

Finally, a control panel is provided for bombing missions. You can create a bomb load,
open the bomb doors and drop the bombs using this panel. You can also re-load the bomb
bay.

NOTE:

Gun turret animations and firing effects will only happen flying above a few thousand feet,
not on the ground.

11
VIEWPOINTS and ADJUSTMENTS
A special 2D panel has been provided for changing your viewpoint when in the cockpit.
Call it up by using SHIFT+2

CAMERA VIEWS

You will discover that there are various camera views throughout the aircraft, set up so that
you can access the required area more easily and operate the equipment and controls
there. Using the “A” key, you can cycle through them. The views are:

Engineer's view
Engine Controls
Bombardier
Front Turret
Engineer's Panel
Electrical Panel
Auxiliary Fuel Panel
Navigator's Station
Radio Operator's Station
Astrodome

KEYSTROKES

ShiftE/1 Crew entrance door

ShiftE/4 Bomb Doors

12
SUPPORT ITEMS

This simulation includes models of a typical fuel truck, bomb trolley and ground-power cart.
They can be toggled on and off using switches on the Engineer's Panel.

BOMBING UP

Your Lancaster can be configured to carry a variety of bomb loads all the way up to a full
standard package of 16 500lb General Duty and 1 x 4000lb ‘Cookie’.

13
In FSX

Use the drop-down fuel/payload menu of the sim to enter payload values in the boxes
provided. As you do so, in exterior views, you will see the bombs transfer from the trolley
to the bomb bay. Obviously, you will need the bomb doors open.

Alternatively, you can load up the bomb bay using the configuration panel. Click the
‘RACK’ positions to see the bombs load onto the clamps in the bomb bay.
Remember - you still need to enter the bomb weights in the drop down payload
manager of the sim.

In P3D

As above but also in exterior view, you can click on the bombs and they will load up into
the bomb bay. Remember, you MUST enter the correct values in the drop down menu of
the sim for the flight dynamics to account for the weight and positions of the bombs.

Note

Although there are individual positions for 16 GP bombs, we have ‘ganged’ them up in
fours, so that a rack of four is loaded when you click a bomb on the trolley or enter 2000lb
in the appropriate box of the payload manager drop-down.

It is not usual for one bomb to be dropped at a time, so the racks are armed by the arming
switches, four bombs at a time.

14
COCKPIT GUIDE
This HD simulation includes all the major operating stations to be found in an Avro
Lancaster, apart from the mid-upper and tail turrets and aft section of the fuselage.
We have broken this guide down into the following stations

1) Bomb Aimer 4) Navigator

2) Pilot's Cockpit 5) Radio Operator
3) Engineer's Panels x 3 6) Front turret

BOMB AIMER

The Bomb aimer lay prone on a padded support. To his left was the bomb computor (sic)
(inoperative in this simulation). When data was entered, such as wind speed and direction,
height and bomb type, the computor would provide a result and enable the bomb-aimer to
give directions for the pilot to maintain a certain course and speed for the bomb run. To his
right were the bomb switches and release gear. Directly in front was the Mk XIVA
computing bombsight which was used in conjunction with its computor. The sight was fitted
with a slave Auto Control so that the Bomb aimer could make the final adjustments to the
steering of the aircraft on the bomb run. Also, in this area were the camera used to record
bomb strikes and a remote contactor which was used to signal the aircraft's position to
ground units and other aircraft by use of a short-wave signal transmitted for 15 seconds
via a timer.

1. Bomb arming switch (all bombs)

2. Bomb arming switches (individual bombs)
3. Bomb trigger guard
4. Bomb release trigger
5. Bomb-sight reticle cover
6. Auto Controls slave control
7. Remote Contactor
15
PILOT'S COCKPIT

The Lancaster's cockpit is typical of any RAF heavy bomber of the period. As pilot you are
solely responsible for flying the aircraft, with the assistance of a flight engineer (next panel)
who monitors the instruments, fuel and electrical supplies via a separate panel, mounted
on the starboard wall of the fuselage.

For a better view of the main panel, you can remove the control column and yoke,
visually, by clicking on the LEFT ENGINE FUEL COCK QUADRANT.

1. Pilot's clearview window (click the
knob to open)
2. Pilot's side window (click to slide
back)
3. DF Gauge and DR Compass
4. Chronometer
5. Beam Approach Indicator
6. Landing gear position lights
7. P8 Compass
8. Auto Controls steering tiller
9. DR indicator switches
10. DR (Flight director) supply switch
11. Signal lights controller
12. Recognition lights switches
13. ‘Flying Six’ panel (Altimeter,
Airspeed, Vertical speed,
Directional Gyro, Artificial Horizon
and Turn & Slip indicator)
14. Boost Cutout lever
15. Port engine fuel cocks
16. Throttles
17. Propeller levers
18. Starboard engine fuel cocks
19. Flap indicator and supply switch
20. Tachometers
21. Boost gauges
22. Landing light switches
23. Landing gear indicator lights
supply switches
24. Engine Magnetos
25. Master ignition switch
26. Engine starters
27. IFF (inoperative)
28. Vacuum changeover switch
29. Suction (vacuum) indicator
30. Bomb jettison switches
31. Brake Pressure indicator
32. Feathering switches
33. Fire extinguisher push buttons
34. Starboard signal lights controller
(inoperative)
35. Radiator door switches
36. Auto Controls
37. Supercharger control
16
Magneto gang-plate

The engine magnetos can be operated individually or for faster starts, can be ganged
together. To do this, there is a special gang-plate switch which has a central square hole
through with the mag switches protrude.

The plate's default position in centralised so the the switches can operate up or down
individually. To use the plate to switch on or off the mags, left or right click and HOLD the
mouse button down. The switches will be switched UP or DOWN by the plate. Release the
mouse button and the plate will return to its default position, ready for use.

17
Auto Controls

The Lancaster is fitted with a primitive ‘autopilot’ in the shape of a system called Auto
Controls. The two major components are mounted on the left cockpit wall adjacent to the
pilot. These comprise a control lever A and a clutch lever B.

A. Control lever B. Clutch lever C. Attitude control D. Attitude position Indicator

E. Steering Tiller

The system should be ‘primed’ by moving the control lever to SPIN position and the clutch
lever to IN position. The system is now ready for operation when required. Doing this
before takeoff makes things a little simpler when over the target.

When you are ready to use the system, move the Control Lever A Forward and use the
Attitude Control lever C and the Steering Tiller E to adjust the aircraft's attitude and
heading.

Don't forget that you will also be able to steer the aircraft to a limited extent, in the Bomb
Aimer's Station using the Slave Control (6. in Bomb Aimer’s panel above).

18
Using the P4 Compass

The standard compass fitted to RAF bombers was the P4 or P10 compass (P stands for
Pilot). These are outwardly simple devices but highly accurate and not dissimilar to ships'
compasses.

There are basically four components that concern us. The compass ring or bezel A,
floating needle B, lubber line C and lock D.

As all compass needles point to Magnetic North, the ‘cross’ end of the needle indicates
North. To use this compass, you rotate the bezel until the red/white N is opposite the cross
of the needle. The figure that falls next to the white lubber line will be your heading.

Similarly, if you want to fly to a given course, rotate the bezel until the desired figure is next
to the lubber line. Now you fly the aircraft until the needle swings to where the cross is
opposite the red/white N again and you will be flying the required course. Use the locking
tab D to lock the bezel at the set course.

19
Navigation using the DF equipment and DR Compass

The Lancaster was fitted with a trio of instruments to help with guiding the pilot to a given
target or airfield. These were the DF (Direction Finding) indicator (3. left in Main Panel
above), the DR (Distant Reading) Compass Repeater (3. right) and the Beam Approach
Indicator (5.).

In this simulation we have adapted the basic instruments for use with a Collins Radio set
to enable VOR, ADF navigation.

The large DR Compass Repeater has two needles – a red one for VOR (NAV1) and a
white one for ADF. The dial acts as an OBS ring in conjunction with the centre knob for
setting courses. So, although they do not accurately depict the operation of the real
system, they provide more functions for flight simulator navigation.

The DF Indicator is used to direct the flight once the VOR radial is captured and you are
on course. The twin needles are designed to cross each other so that you fly the aircraft
until they are perfectly centred in the dial.

The Beam Approach Indicator is used on ILS approaches so that it acts as a CDI needle
and Glideslope indicator on approaches.

Here's a brief demonstration of how the system works.

We are heading for Cambridge and set our radios to the ILS frequency (NAV1) and the
ADF frequency.

With the DF and DR instruments switched ON (using the two switches at the lower left of
the instrument board) we can navigate to the ILS/VOR radial.
20
Using the DR Compass Repeater, we can follow the direction to the ADF transmitter using
the red needle (a) and the VOR radial with the white needle (b)

Once we have intercepted the radial and have turned on course, we turn our attention to
the DF Indicator. Now we fly the aircraft to keep the two needles (c) crossed in the centre
of the instrument. They will swing left or right if you are off course, indicating that you need
to turn your aircraft in that direction.

As we near the approach phase of our landing we move over to the Beam Approach
Indicator.
21
As you can see from the illustration, we are a little low, indicated by a short horizontal bar
on the glideslope scale and a little to the left, indicated by the short vertical bar at the base
of the instrument (d) Also the DF needles are indicating that we should bank right to line up
for a perfect landing.

22
LIGHTING

The Lancaster's internal lighting system consisted of mainly torch-style individual panel
lights, illuminating various areas of the cockpit and fuselage interior. It was important, for
obvious reasons, to minimise internal lighting only to vital areas such as instrumentation
(most instruments had luminous markings) and major operating panels. The navigator had
a separate map lamp and there were up to four torch lamps in the bomb aimer's station to
illuminate the various switches.

There is a small switch panel mounted in the centre of the main canopy, just ahead of the
escape hatch. This has a group of rotational switches (two are inoperative) for panel lights
and a set of cabin lights we have provided (not fitted to the real aircraft) for better vision of
the interior at night.
This ‘cabin lighting’ makes use of the standard simulator VC (virtual cockpit) lighting effect
which can be quite flat and unrealistic.

NOTE
The general cabin lighting can only be used if you modify the Aircraft CFG file. Under the
lighting section, you will find the list for these lights, it looks like this:

[lights]

//Types: 1=beacon, 2=strobe, 3=navigation, 4=cockpit, 5=landing

//light.0 = 10, 3.91, 0.00, 3.20, fx_vclight,

//light.1 = 10, 5.91, 0.00, 3.64, fx_vclight,
//light.2 = 10, 9.91, 0.00, 3.64, fx_vclight,
//light.3 = 10, 17.91, 0.00, 0.64, fx_vclight,
//light.4 = 10, -17.91, 0.00, 0.64, fx_vclight,

Just remove the forward slashes from the beginning of each line and save the file.

1. Panel lights 2. Cabin lights

23
On the left cockpit wall to the left of the pilot seat armrest is a panel of three switches. The
centre switch is inoperative, but the left switch operates the Navigation Lights and the right
switch, is the Master Battery switch. The real Lancaster had no separate battery switch as
such but because the simulator requires one to function, we have placed one here.

1. Master Battery Switch 2. Navigation Lights Switch

Landing lights

The landing light switches (22. on main panel above) have three positions. As the
Lancaster is really a giant “tail-dragger” the angle caused when at rest on the ground
would make the landing light beams too high for the ground area immediately in front of
the aircraft/pilot. So the retractable units are built to “dip” rather like a car headlamp to
bring the beam angles down and therefore illuminate more of the ground in front of the
aircraft RIGHT CLICK to turn on and lower the units – once for “dip” and again for “level”
(when on approach) LEFT CLICK to retract the units.

Recognition and formation lights

Green, Amber and White recognition lights are fitted to the underside of the Lancaster and
controlled by the switches (12) on the main instrument board. Additional to the
conventional navigation lights, there are two formation lights, one in the rear of each
wingtip, controlled by the switches mounted on the top of the Morse signal unit (11)
These lights are used to signal to friendly aircraft in formation with your Lancaster.

24
Sunshade

The Lancaster's main canopy has the proportions of a small greenhouse. On daylight
operations, especially in Summer, the glare from outside was quite disturbing for Pilot and
Engineer, let alone the heat. So, a retractable curtain was provided in the canopy to give
welcome shade. Also, this was very useful at night to prevent any internal lighting giving
away the presence of the aircraft over enemy territory and to night fighters flying overhead.

We have modelled and animated the shade. Just click it and it will extend forward. Click it
again to retract.

25
FLIGHT ENGINEER'S PANELS
A Lancaster's Flight Engineer monitored fuel state and use, engine health and electrical
systems. He did this using several different panels all mounted on the starboard wall of the
fuselage.

ENGINEER'S MAIN PANEL

1. Emergency landing gear lever (one shot ONLY)

2. Panel light torch and switch
3. Ammeter
4. Oil dilution switches
5. Fuel tank boost pump test and warning lights
6. Fuel tank boost pumps
7. Fuel tank cocks
8. Fuel tank boost pump test switches
9. Oil pressure gauges
10. Oil temperature gauges
11. Radiator coolant temperature gauges
12. Fuel tank contents gauges
13. Fuel tank contents gauge supply switch
14. Ground supply switch
15. Fuel truck and bomb trolley toggle
16. Pitot heaters switch
17. Drift computer (inoperative)

26
EMERGENCY LANDING GEAR

In the event of a failure in the landing gear system, a separate emergency lever is
provided on the starboard wall immediately forward of the Engineer's Panel. This is a
pressure operated system and is ONE USE ONLY - It cannot be reset.

AUXILIARY FUEL PANEL

The Lancaster carried extra fuel for long-range missions. Of 400 gallons capacity each, the
tanks were fitted inside the bomb bay and were operated from a small panel on the
starboard fuselage wall.

1. Fuel gauge supply switch

2. Forward tank contents
3. Aft tank contents
4. Forward tank fuel pump switch
5. Forward tank transfer valve
6. Aft tank transfer valve
7. Aft tank fuel pump switch

27
ELECTRICAL SUPPLY PANEL

Moving aft toward the Radio Operator's station, you will come across the panel, mounted
on the wall next to the window. Here you monitor and control the two generators and
alternators for services supply and charging of the batteries.

1. Port generator charging ammeter

2. Starboard generator charging ammeter
3. Port alternator voltage
4. Starboard alternator voltage
5. Port alternator switch
6. Starboard alternator switch
7. Port generator switch
8. Starboard generator switch
9. Charging and failure lights
10. Master charging ammeter

28
NAVIGATOR'S STATION
The Navigator is responsible for guiding the aircraft to its destination or designated target
and getting it and its crew safely home. He had a few instruments at his disposal to help
with this, including position indicators, an early hyperbolic navigation system called GEE
(inoperative in this simulation) and a duplicate altimeter and airspeed indicator. A DF aerial
was mounted in the roof above his head and was operated by a wheel control. In this
simulation we use ‘ADF’ as our direction-finding system and the wheel can be turned to
tune the ADF receiver and instruments. We have also provided working longitude and
latitude drum indicators mounted in the Land Position Indicator. The station comes
complete with a map table, an anglepoise lamp and a reference manual.

1. Air position indicator (inoperative)

2. Course and Heading indicator
3. Course setting knob (inoperative for this simulator)
4. Ground position indicators (Lat and Long)
5. Airspeed indicator
6. Altimeter
7. GEE radio navigation (inoperative)
8. DF Aerial control wheel (inoperative)

29
WIRELESS OPERATOR'S STATION
Here you will find the equipment necessary for communications and tuning to navigation
frequencies (for this modern simulation). The Radio Operator also had a morse code
sender/transmitter and an early form of radar for spotting enemy aircraft, called Fishpond
(inoperative).

For those who like to indulge in IFR and cross-country navigation, we have provided a set
of modern Collins radios. These are concealed behind a special panel built into the fascia
of the T1154 transmitter – the one with the coloured knobs. Just click the central panel and
it will slide back to allow the Collins' suite to move forward for use. This station is also quite
a nice place to be to relax when on long trips and view the scenery through the window!

2. Navigation Radio (this is tuned to the VOR (NAV1) frequency of your destination or
waypoint radial)
3. Comms Radio (this is tuned to the ATC and control tower frequencies).
4. ADF Radio (tune to ADF frequencies.)

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FRONT TURRET

1. Gunsight
2. Control grip and gun trigger
3. Turret lock
4. Seat Height Adjuster
5. Turret Seat

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FLYING GUIDE
We are going to conduct a short familiarisation flight, starting from a cold/dark cockpit
state. That is, every switch off, controls zeroed, the fuel truck and bomb cart in position
and external power supply attached. So, make sure you have this configuration before
going further. There is a cold/dark switch on the 2D configuration panel which, when
pressed, will place your Lancaster in the required state. Use the two switches at the base
of the Engineer's Panel to toggle on the external vehicles and power supply.

PRE-START

On first entering the cockpit, make sure that the Battery Master Switch is ON.

Check the Electrical Supply Panel (camera view) and make sure the Generator and
Alternator Switches are ON.

First stage of pre-start will be fuel supply.

On the Engineer's panel, the two red fuel-cock wheels must be turned to No.2 tanks,
using left or right click and centre click (wheel) to lock them in the No.2 position. It is very
important that you remember to centre click, otherwise the cocks may not remain in the
No.2 position.

Now, test the fuel pumps by pressing the test buttons one at a time. Look at the ammeter
mounted on the panel and ensure that a reading shows when each button is pressed.

Switch on the undercarriage indicator lights supply switch and check the instrument.

Switch on the Flaps Indicator supply switch and check the instrument.

Switch on the fuel gauges supply switch and check that the fuel gauges are showing
correct tank quantities for your flight. Leave this switch ON.

A NOTE ON FUEL
If you are planning a long-distance mission, you will need extra fuel. This can be carried in
two tanks located in the bomb bay. These tanks are accessed and controlled via a
separate Auxiliary Fuel Panel, mounted on the starboard fuselage wall, adjacent to the
Engineer's Main Panel. When you are getting low on fuel fed from the conventional tank
system, use this panel.

The system is used by transferring the fuel held in the two auxiliary tanks to the main tanks
via transfer valves and pumps. Having switched on the fuel contents gauge supply
switches, check the levels. Now push the fuel transfer buttons before turning on the
delivery pumps. Fuel will now flow to the main tanks and be used from there.

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Check that the master engine fuel cocks, the levers on the main panel quadrant, are
SHUT.

Toggle OFF the fuel truck and bomb cart.

Crack the throttles ½ inch

Move propeller levers up to FULL

Check that all radiator shutter switches are in the AUTOMATIC position.

STARTING

The correct starting order for engines in a Lancaster is No.3 followed by No.2 then No.1
and No.4.

This is because only the inner engines carry generators to power the aircraft's internal
electrical systems, the outboard engines have alternators.

Move the engine fuel cock lever for No.3 engine UP to OPEN.

Switch ON the fuel booster pumps for No.1 & No.2 TANKS. This is done in case of a tank
supply failure in the initial phase of flight, the No.1 tanks will have sufficient pressure to
feed the engines

Switch ON the MASTER IGNITION switch.

Using the gang-plate or individual switches, switch UP the magnetos for engine No.3.
(obviously, if they are ganged, the mag switches for engine No.4 will also be switched on.)

Lift the cover on No.3 Starter and PUSH the starter button, holding it in until the engine
starts. Let go of the starter button and close the cover once the engine has fired and is
running.

Repeat this procedure for the remaining engines in the order 2,1 and finally 4.

Toggle OFF the exterior power cart.

With all engines running, increase the RPM on each engine to 1,200rpm and warm up.

On the main panel, switch on the two DR compass switches (one will have a tooltip ‘Flight
Director’)

Check all temperatures and pressures on the Engineer's Panel.

Switch the radiator shutter switches from AUTO to OPEN.

Mag checks

Open up to 1,500RPM and check each magneto by switching off for a short time and
checking the tachometer for that engine. You should see a SMALL drop in RPM. Switch
the magneto back ON immediately. Do this for all magnetos, all engines.
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Open up to +4 lbs boost and move the prop lever down to the base of the quadrant. You
should see a drop to around 1,800 RPM on the tachometer. Do this for all engines.

With the parking brakes applied, open up to take-off power and check boost and RPM for
each engine.

Throttle back to +9lbs boost and check to see a drop in RPM to below 3,000RPM.

Check each magneto again as previously. The RPM should not drop more than 100RPM.

We are now ready to TAXY

Return all throttles to IDLE position.

Return radiator switches to OPEN.

Check brake pressures.

Switch ON Pitot Heaters using the switch on the Engineer's panel.

Taxying should be carried out using a mix of left/right throttle control and differential
braking. Do not use too much power but allow the weight of the aircraft to provide sufficient
momentum for taxying.

PRE- TAKEOFF

At the Radio Operator's Station, click the centre panel of the T1154 transmitter (the large
one with coloured knobs) and allow the hidden, ‘modern’ radio set to emerge. Turn the
suite on using the power knobs of each radio and tune the radios to the desired
frequencies for your navigation sortie.

If your destination field has ILS, you can use the DF gauge and DR Compass to navigate
to the radial and the Beam Approach Indicator for precise adjustment for a perfect landing.

Check prop levers are FULLY UP.

Check fuel tanks are set to No.2 tanks and locked (centre click)

Select FLAPS to 15 to 20 degrees DOWN, using the Flap lever and indicator gauge.

Set ELEVATOR TRIM to slightly forward, NOSE DOWN.

ALL OTHER TRIMS SHOULD BE NEUTRAL

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TAKEOFF

Open up to 0lbs Boost against the brakes and check engines for even running.

Throttle back and release brakes.

Open throttles evenly and slowly, advancing the PORT throttles SLIGHTLY to overcome
any tendency to swing as you accelerate.

Push the controls forward to assist the tail off the ground as soon as possible after opening
to full takeoff power.

The aircraft should be held in this position until at least 95MPH is achieved.

At around 100 MPH, ease the controls back to lift off.

Remember you will be carrying a heavy load in an inherently heavy aeroplane so do not
expect the Lancaster to leap off the ground and certainly do not try to force a climb by
hauling back on the controls!

Allow your speed to build (safety is 130 mph) and enter a gentle climb.

Raise the undercarriage and above 500ft, the flaps. Adjust trim as the flaps come up.

Switch off the booster pumps, ensuring that the warning lights do not come on. If they do,
switch the pumps back on immediately.

CLIMB

For a relatively quick climb, 160 mph is sufficient. The most comfortable climbing speed is
175 MPH.

IMPORTANT! Once at altitude, switch each fuel tank cock over to No.1 position and
centre click to lock.

GENERAL FLYING

The Lancaster is not difficult to fly and at normal speeds, controls are light for such a
heavy aircraft

However, care needs to be taken when raising or lowering flaps as trim changes are quite
marked. The attitude will change to a nose down state very quickly when flaps are raised,
for example. Always be ready to adjust trims.

As already mentioned, the Lancaster is fitted with a system of ‘Auto Controls’. This system
allows small changes to be made to the course or heading of the aircraft, from the bomb-
aimer's position, for final target acquisition. There is also a set of controls in the cockpit.
These are for adjusting the nose attitude and aircraft heading when in Auto Controls mode.

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To alter the heading, click (right or left) and hold the steering lever mounted low on the
instrument panel. To alter the longitudinal attitude, use the rotating handle on the unit fitted
to the left wall of the cockpit slightly forward of the pilot seat.

If you have turned on and tuned the radios and are using the DF equipment (ILS for the
purpose of this simulation) steer in the direction shown by the two needles of the indicator
until they are centred at the top. The DR compass repeater to the right of this instrument
shows the navigation radial and OBS course setting. Use the DR compass as you would a
conventional NAV VOR indicator to locate and intercept a radial.

Set RPM to 2,650 and lower flaps to 15 to 20 degrees and you can fly safely at 130 MPH.

EMERGENCY POWER

In circumstances that require emergency power, such as unexpected stalls, loss of an

engine or inadvertently climbing at too steep an angle, you can employ the BOOST
CUTOUT control which overrides the boost control for the engines and allows full boost (as
much a +12lbs or more) to be utilised.

First ensure that the throttles are at full power setting. Click the left of the two knobs on the
control (the big red lever on the left quadrant) to arm the cutout. Then pull the lever down
to the bottom of the quadrant. Now push the throttles through the gate all the way forward
to maximum. A marked increase in boost should show together with the sound of the
engines going to maximum power and performance will increase. DO NOT RUN IN
OVERBOOST FOR LONG PERIODS – YOU WILL DAMAGE THOSE BEAUTIFUL
MERLINS!

STALL SPEEDS

At 50,000 lbs

Flaps and U/C UP 110 mph

Flaps and U/C DOWN 92 mph

Stall is very benign with no wing drop. A small amount of ‘mushing’ may be experienced
but a conventional push forward on the controls will correct that.

FIRE CONTROL AND FEATHERING

In the unfortunate event of an engine fire, cut the affected engine by closing the throttle
and its fuel cock and switch off the magnetos. Move the prop lever for that engine to the
low position on the quadrant. Now slide the switch guard on the feathering button to the
side until the red light shows. The feather switch is now armed and when pushed will
feather the engine.

Immediately below the feather switches are the fire extinguisher buttons. Lift the cover for
the affected engine and press the extinguisher button. The engine fire should extinguish.

The Lancaster will fly perfectly safely on three engines (and two if pushed) but be sure to
adjust trims and throttles to compensate for loss of power on the affected wing.
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SIMULATED BOMBING

Although this simulation is not full combat as such, you can get a taste of flying the
Lancaster in anger and using its formidable bomb load.

Tucked in the bomb bay are 16 conventional iron bombs and one rather large ‘Cookie’
bomb. This was the standard load for a Lancaster on a regular bomb run.

Each bomb can be ‘armed’ with an arming switch on the bombing panel in the bomb-
aimer's station.

First open the bomb doors using the lever to the left of the pilot seat or the switch on the
2D panel.

Arm individual or all bombs using the switches provided.

Slide back the cover plate on the bombsight reticle and line up your target, using Auto
Controls if necessary.

When you are ready, lift the cover over the bomb release trigger and press the trigger.

In exterior view, the bombs will fall away realistically.

Close the bomb doors and head for home.

LIFE IN THE TURRETS

You will find some interesting features in the simulated front turret.
The turret can be swung using the motor-cycle-like hand controls, once the turret has been
unlocked from its straight ahead position. Use the turret lock control and then click the grip
controls right or left to rotate the turret.

Deploy the gunner’s seat by clicking on the frame. It will drop down into position.

Lower or raise the seat height by turning the handle mounted on the turret control panel.
In this simulation we have illustrated how a machine gun in these turrets was loaded. The
left Browning illustrates the system. A long wire was threaded down the shell loading chute
and clipped onto the first shell belt clip in the ammunition box. The ammunition belt was
then drawn up and through the loading chute channel through the loading port in the
carrier and into the breach itself. The wire was then detached and stowed and the gun
breech door shut and locked.

In the front and mid turrets, the gunner merely had to stand up and enter the turret from
below. In the tail turret the gunner had to clamber over that big spar cover in the radio
station and on down the rear of the fuselage and into the rear of the turret through two
small doors. The tail-gunner's parachute had to live outside in the main fuselage as there
was no room in the cramped turret to wear it. It helped if you were small, 19 years old and
totally without fear.

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APPROACH AND LAND

Approach

At approximately 1,500 ft, your speed should be 135mph with -1lb boost and 2,400 rpm
Set flaps at 25 degrees and adjust trim.

Increase to 2,650 RPM and +2lbs boost and lower the undercarriage. Adjust trim.

At 600 ft, you should be on finals at 130 mph and +2lbs boost (level flight) or reduce to -2
to 0 lbs boost to achive a descent of 400 ft per minute

Use the PDI (5) to acquire the glideslope of your target airfield. (If it has ILS in the
simulator) Two ribbon markers, one for height and one for lateral direction are kept centred
once on the radial, to keep the aircraft on the correct attitude for a landing at the strip.

Landing

At 150 ft, lower flaps fully, open up to 2,850 RPM and +2lbs boost and adjust trim for a
gentle descent.
Once over the threshold, close the throttles and allow the aircraft to settle on the main
wheels.

Do not apply braking until the tailwheel has touched down. Hold the stick back for the
remaining roll out and apply braking.

For taxying to the ramp you can shut down the outer engines and just use the inners.

For engines 2 and 3, turn OFF the engine fuel cocks (on the main panel quadrant) and
allow the engines to stop before switching off the magnetos for those engines.

Using left/right power control and differential braking, taxy to the ramp, raise the flaps as
you go.

Once positioned, apply the parking brake and shut down the other two engines.

Switch off all electrical switches and return fuel tank cocks to OFF.

Congratulations! You have just completed your first check flight in an Avro
Lancaster B Mk1.

We really enjoyed creating this tribute to such an iconic aeroplane and hope very much
that you will continue to enjoy flying it.

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DINGHY

One final thing. If you are running Prepar3D, you will be aware that you can mouse click
items in external view as well as the cockpit.

With this in mind, we have modelled the stowed dinghy in the rear of the main wing. This
dinghy was released by using a control knob located just forward of the starboard tailplane
leading edge.

Click the knob and this will reveal the dinghy packed and sitting ready with its pressure
inflation bottle, in the special recess in the wing. But remember, this works only in P3D!

CREDITS & COPYRIGHT

Developed and designed by Aeroplane Heaven

Distributed by The Producers Ltd.

Thanks to Richard at Fink Creative and T. E. Lawrence

© Copyright 2018 Aeroplane Heaven. All rights reserved. All trademarks and brand names
are trademarks or registered trademarks of the respective owners and their use herein
does not imply any association or endorsement by any third party.

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