Groundcrew

This page is contributed by Des Evans who was a flight mechanic with 97 Squadron.
Desmond John Evans (known as Des), service No. 1735574, RAFVR  LAC, enlisted in October 1942. He joined 97 Squadron in August 1943, at Bourn, Cambridgeshire, and stayed with the Squadron when it moved to Coningsby in April 1944. Des remained there until February 1945 when he was posted to Egypt, and then to Malta where he stayed until demob in March 1947.

A typical day for an engine fitter - Des Evans.

Assuming we have just returned from a 48 hour pass or leave, on the first morning, we would travel down to the dispersal point, where our Lancaster would be sited. Ours was about half a mile out across the airfield. At the dispersal point we had a small hut where we would keep our tools. There was a stove in there for cups of tea.

Our first job would be to check what we called a '700'. This was a log book with a record of the aircraft, and all the work that had been carried out on it, as well as any flights that the plane had done, which included operations. The members of the aircrew would list any faults. For engine faults, the pilot or flight engineer would list the problems. We would first run the engines to see the problem for ourselves. Then, we would strip off the cowlings (engine covers) and repair or refit any parts which needed attention. We would also service all 4 engines, changing oil, sparking plugs, oil filters, engine coolants, (ethlyne glycol).

We checked the propellors for correct function. Propellors just dont go round very quickly, pilots had to be able to alter what is called the 'pitch' - the propellor could be in fine pitch or coarse pitch. A propellor must be able to be 'feathered'. Feathering was used when an engine packed up in flight. If you didnt feather the propellor, it would keep turning (it was called 'windmilling') on its own, causing the aircraft lots of problems. When feathered, the propellor wouldnt turn at all, and this is what the pilot wanted. The blade of the propellor, when feathered, is turned "edge on" to face the wind.

Because the engines were about 10 to 12 feet from the ground we had to have very tall trestles to climb up. Once we had completed our work, the ancillary trades would deal with their own jobs. Electrics and hydraulics had to be checked and the gyros, which maintained the compass and other components, had to be dealt with. We checked and make sure all the instrumentation was working for all the different trades, and to do this the engines would have to be run again so so that we could see they were all working correctly.

The Aircraft had to be ready for operations by mid afternoon usually, around lunch time. A 'battle order' would be posted on the briefing board, which was in the aircrew quarters. This would list those crews who were to go on operations that night. It would also state what time the briefing would take place. They would then be told where they were going and what the target was. If our crew were listed for "Ops" that night, they would come down to check components for themselves. The air gunners would want to make sure their turrets turned quickly, so the hydraulics were an essential check. Each member of the aircrew would make sure all his instruments were operating correctly. Once aircrew were informed of their target, they would be confined to the station. We would then be notified of the amount of fuel needed. It could range from 1500 to 2500 Gallons. We would guess from the fuel load what kind of mission they were going on. While we loaded the fuel, the armourers would arrive with trailers holding the bomb load. Bomb bays would have to be opened and they would winch up the bombs and the gun turrets would have to be loaded with links of cannon shells. The whole aircraft would be a hive of activity. The aircrew would go back to their billets and try to relax, maybe write a letter to their sweethearts and families.

At about 7 o'clock, the crew buses would start going around to various dispersal points dropping off the aircrews at their designated aircraft. When they arrived, if they were a little early, they sometimes would sit down on the grass by the aircraft for one last smoke. Usually the skipper (pilot) would walk around the aircraft with one of us for last minute checks. When it was time for them to board the plane, the pilot would have to sign the 700 log book, which we would keep. If needed, we would help them in with parachutes and their special briefing packs. Once they had settled in, we would plug into the aircraft an electric plug from a small trailor called the " Trolley Acc.". It had large batteries. One of us would stay with that while another would climb onto the main wheel and reach up inside to a priming lever. We would turn it to the right and operate a small hand primer pump and give the starboard outer engine a few pumps of Ky Gas { a form of high octane fuel }into the engine to help it start. Then we would switch to the left and prime the starboard inner engine. We would repeat this procedure on the port side engines. When engines were running we would then remove two locking struts which supported the undercarriage while standing still. If these were left in when the Lancaster took off, the pilot wouldn't be able to retract the undercarriage once in the air.

When these procedures had taken place, the pilot would signal he was ready to start the engines. Whoever was operating the ACC would press the button, this saved using the aircraft batteries when starting up. When all four engines were running, I would stand in front of the aircraft, the pilot would cross his hands, which was to let me know that he wanted the chocks removed away from the wheels. He would then taxi the aircraft to the end of the runway. There would probably be twenty aircraft waiting in line. Each Lancaster pilot would then bring his aircraft onto the runway. At this point, there would be a hundred or so groundcrew, including WAAFS, standing by. When the green light was flashed from the control box, the pilot would rev up all four engines to full power, the aircraft would shudder until the he released the brakes, and away they would go down the runway, engines screaming away at full throttle until airborne. Everyone would be waving to them as they started off on their mission. The pilot would wave back , the gunners would be dipping their guns up and down to acknowledge. The same procedure took place as each aircraft took off. Everytime you waved, you wondered whether you would see them again. It was always emotional seeing them go.

We would then go to the NAAFI to have a drink. Sometimes we would go back to our billet to have a bath or shower. About 3 o'clock we would return to our dispersal and wait for the aircraft to return. When, and if, they returned we would guide our own aircraft with special torches. Immediatly after stopping the crew would get out of the aircraft and check for damage. The Skipper would go back to the billet if there were no problems and sleep. If there were serious problems, we would work all night, especially if the aircraft was due for "ops" the next day. If there were no "ops", the aircrew would fly in the daytime checking navigation equipment, this was called an NFT (navigational flight training) flight. Other times the aircraft would fly over the Wash - the coastline nearby, for gunnery practice, and the bomb aimer would drop bombs on targets set up for dummy practice runs. Other times they would have to go for fighter affiliation practice. This was to get the gunners used to avoiding enemy fighter aircraft. Often on days when the crews had to fly on their various tests, the pilot would ask either me or my fellow mechanics to fly with them, especially if we had just completed any major work on the engines. This was one aspect of the work that I loved.