bomber command crews

[craggagh]

Hello -

You might try the following link :

http://www.lancaster-archive.com/bc_main_page.htm

Good luck.

craggagh.

[Flakdodger]

Hi Trevor,
Keith has given you a lot of angles to ponder and I think you may now realise the near impossibility of a successful trace based on what you have - even if death was just the result of enemy action.
Might I just offer a word about armour plating?  I believe that the only armour plating fitted to Lancs (as standard) was at the rear of the pilot's seat, and the pilot's headrest. that was all.
The only lightening efforts that come to mind were on the BI (Specials), where turrets were removed so as to facilitate the carrying the extra weight of Grandslam, Tallboy and Upkeep bombs.
As for distant targets, Bomber Command also ranged into south eastern Germany and attacked cities such as Chemnitz, Dresden and Leipzig.
Lancaster crew member? Well, there was the Halifax as well.
Best wishes,
Dave

[Papa1]

It should also be remembered that his name was Anthony!

[Keitht]

Does anybody have any idea how many Anthonys were serving in bomber command at
any one time? I'll bet it ran into hundreds.

One line might be to find out which squadrons were deployed on the long range raids into southern Germany. That might narrow our field a bit. I'll try one or two contacts and see what I can find out. As for pulling up the drawbridge, it aint over til the fat lady sings.

Keith

[t mo]

hello all
dealing with 4 posts in one here
craggagh
thanks for that link it,s much appreciated 

flakdodger
thanks for the info re armour plating and the rest , also i didn,t realise we flew further than berlin so thats a new bit of history also that the halifax was capable of that long a flight so i,m learning all the time also thinking about it am i right that if a lanc was in trouble the rear gunner could turn the turret so that the rear door of it could be opened and he came out backwards as a way of baling out ? or is that a myth .

papa
thanks for that but i had said tony/anthony earlier but appreciate we must think of him in correct name trying to find him 


keith
what can i say truly i applaud your tenacity with this my appreciation knows no bounds ( that is unless you want to borrow a fiver then it might shake me up a bit ) thanks a bunch for your efforts as to fat ladies i hope thats not the last chorus i can hear 

trevor

[IMBER]

Hi again

No, it's not a myth about rear gunners exiting in the way you describe.  The rear gunner was in a very cramped position and that was the easiest way of getting out.  My father was a Lancaster armourer and once went up on a test flight over the coast for some live firing, seated in the rear gunner's position.  He had just trained the turret hard to one side when the aeroplane shook violently and spray flew up.  Turns out that only after take off had they realised the Australian pilot had taken a drop or two as it was not an op and he flew low and hit a wave top.  The port outer engine was damaged and had to be feathered.  Unfortunately this engine powered the rear turret and so my father could not train the turret and so was trapped.  Stuck in the back he had no idea what had happened. He thought he might have to get out fast but was horrified at the loss of power which meant a quick exit (at a higher level!) was unlikely.  I think there was a manual crank that could be used but that took time.

Imber

[t mo]

hi imber
thats a great story thanks and sounds about right for an aus some things don,t change then    .
again i never realised that one engine provided power for the rear turret always assumed that all hydraulic power came through all engines  , is it also a fact that for the rear gunner to get to his turret there was a large spar to crawl over thus making it more than difficult to get out the conventional way in an emergency  hence the main reason they went out backwards ?

trevor

[IMBER]

Hi

I'm afraid I don't know the detail on the factors regarding the best choice of escape route except that the Rear Gunner's position was especially disadvantageous regarding access etc.  It's easy for people to come on Rootschat and give opinions but best stick to facts where possible.  And so while the exit from the rear turret is well documented for the sake of completeness I should draw your attention to the following fascinating document:

http://www.lancaster-archive.com/lanc_drills.htm

I also recall reading an account where a Halifax crew had a prior agreement that although the standard way of exiting a Halifax rear turret in an emergency was by jumping from the turret by training it until the doors were clear the procedure in their aeroplane was that the rear gunner would come forward because he didn't fancy escaping that way.  Interesting that the stats show that it was easier to make an emergency escape from a Halifax.

As regards the Aussie pilot taking a drink I have to say in fairness that my father told me that nationality meant little where this was concerned.  Given the odds against these crews who can blame them?

[t mo]

hi imber
yet another gem to add to the list i did have a quick look at that site from craggagh,s post earlier and got drawn to one personal account of a flight and the description of it , so as is often read the adrenalin still rushing and no doubt the fear and doubt of survival as you say who could blame anyone for the antics they got up to god bless em will have a read of that drill section thats for sure
thanks again
trevor