Lancaster
which consists of separate port and starboard systems connected by a balance pipe.
On each side of the fuselage, mounted in each wing were three tanks, each fitted with an electric booster pump. Fuel was drawn by the engine pump or pumped by the booster pump from the tanks through non-return valves to the tank selector cocks. From here a supply is run to each engine. In all, the tanks held nearly 2200 gallons.
Also the flight engineer was responsible for monitoring the lubricating oil temperatures and pressure on each engine. There was an independent system for each engine. The Merlin engine, in common with most aero engines, had a dry sump system. The oil was kept in an oil tank mounted in the engine sub-frame and not in an engine sump as in automobiles. This system allowed an aircraft to undertake violent manoeuvres without loss of oil supply to the engine. Even the Lancaster was required to carry out evasive action when attacked by enemy fighters and it was not unknown for the crew to find themselves upside down. An oil cooler was mounted below the engine. Oil was fed from the tank to an engine pump and then after passing through the engine, returned by a separate scavenge pump via the oil cooler to the top of the oil tank.
The engine monitoring gauges were situated on the starboard side of the cockpit and the flight engineer would crouch down to read them by the light of a dim torch to avoid any telltale light being emitted.
Many engine related tasks such as changing the propeller or the spark plugs could be done at dispersal. Even cylinder heads were removed, but for major overhauls or maintenance the whole engine was removed. The Merlin was a liquid cooled V12 petrol engine. For reliability and combustion reasons each cylinder had two spark plugs, one each side of the cylinder. This meant that when a plug change was necessary there were 24 to deal with. The outer plugs were relatively easy to reach but the inner plugs, buried in the V of the engine had to be attacked from on top of the engines.
This work by the ground crews at dispersal meant that they were out in the open in all weathers and the aircrew depended on them getting it right no matter what the temperature, wind or rain.
Take off was a particularly difficult time for 2 3
5
4
the aircrew, particularly the pilot and flight engineer. With the aircraft loaded to its maximum with bombs and fuel, there was little power to spare; even a slight drop in power could mean disaster for all the crew.
2 Changing the spark plugs located in the centre of the V
3 The Canadian Lancaster with the cowls removed from the engine showing the excellent access for most parts of the engine. Picture courtesy of the Canadian Warplane Heritage Museum
4 Two maintenance
trolleys for accessing the engines and other parts of the aircraft
5 Lancaster 9J-B from Peter’s Squadron crash landed in a field soon after takeoff after losing one engine. The crew was lucky to survive as the bombs on board did not explode
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