The Shackleton was designed to a 1946 requirement for an all-new long-range maritime patrol aircraft for use by the Royal Air Force Coastal Command. Derived from the Avro Lincoln bomber, The Avro was initially known as the Lincoln ASR.3 and would later become known simply as Type 696 Shackleton (named after English explorer Ernest Shackleton). The Shackleton featured a similar (though all-new) fuselage design and was the first British bomber to feature contra-rotating propeller blades. First flight was achieved on March 9th, 1949.
The Avro Shackleton featured a slender straight-sided fuselage with the aft end extended out past the tail plane. The tail plane also featured twin vertical fins in much the same way as that of Lincoln design. The Shackleton was also fitted with a low-wing monoplane with two engines to a wing and each engine was fitted with two three-blade propellers in a contra-rotating fashion – the first such British four-engine aircraft to do so. Power was delivered by 4 x Rolls-Royce Griffon liquid-cooled in-line engines. The Griffons were noted for requiring a great deal of attention during the aircraft’s career. The undercarriage was retractable tricycle, wth twin wheels on each unit. The main wheels retract forward into inner nacelles and the nose whels retract rearward. Armament in the Anti-Submarine Warfare (ASW) role consisted of 2 x 20mm cannons mounted in the nose while internal bombloads could consist of torpedoes, mines and bombs as needed.
The Shackleton MR.1 first flew on 9 March 1949.
Shackleton M.R.1
This entered service in April 1951 with No 120 Sqn, based in Scotland, as the Shackleton MR.Mk 1, which was soon complemented by the Shackleton MR.Mk.1A and a production run of 77 Mk.1 and Mk.lA with wider outer nacelles. The radar of the early Shackleton was inadequate, and the Shackleton MR.Mk 2, of which eight examples served with the South African Air Force, introduced a new forward fuselage which retained two 20-mm cannon but relegated the radar from a chin radome to a semi-retractable “dustbin” under the fuselage behind the bomb bay. Additionally, the MR.2 featured a reinforced undercarriage, a lengthened nose and tail section and redesigned tail planes. The first of 69 MR.2 came into use in the UK and Malta in 1952.
Issued in 1957, thirty-four Shackleton MR.Mk 3 introduced tricycle landing gear, a larger fuselage, sleeping galley for the crew on long flights, a revised wing, improved cockpit canopies, dorsal turrets deleted and wing tip-tanks (giving a 24-hour endurance) and, as a retrofit, extra power from two 2,500-lb (1,134-kg) thrust Rolls-Royce Viper Mk 203 turbojets in underwing nacelles, these being noted by their designation of MR.3 “Phase II”.
Shackleton 3
Eight were delivered to the South African Air Force. South African models were in service up until 1984.
In 1964 there were plans to install a pair of Viper 11 jets of 2500 lb thrust in wing pods to improve take-off performance of the Mk.3s.
The last model was the Shackleton AEW.Mk 2 conversion of the MR.Mk 2 for airborne early warning with APS-20 radar in a large “guppy” radome under the forward fuselage. In 1971 No 8 Squadron, RAF, re-formed at Kinloss with MR.3s. 11 remained operational in 1979 with 7 MR.3 serving in South Africa.
First flown on 28 June 1968 Nimrod MR.Mk 1s began to enter RAF service in October 1969, re¬placing the Avro Shackletons which had assumed this task towards the end of 1951. All marks had either Griffon 57, 57a or 58’s depending upon their modification and phase level.
Shackletons saw their first real use in the Suez Crisis of 1956, the combined British, Israeli and French attack on Egypt after the Egyptian attempt to nationalize the Suez Canal.
In 1964 there were plans to install a pair of Viper 11 jets of 2500 lb thrust in wing pods to improve take-off performance of the Mk.3s.
Production totals for each model type numbered 77 for the Mk 1 series, 70 for the Mk 2 series and 34 for the Mk 3 series with a further 8 of that batch for use in the South African Air Force.
MR.Mk 1 Engines: two Griffon 57 and two Griffon 57A. Wingspan: 120 ft Length: 77 ft 6 in Height: 17 ft 6 in
MR.Mk 1A Engines: four Griffon 57A.
MR.Mk 3 Engines: 4 x 2,455 hp Rolls Royce Griffon.
MR.Mk 2
MR.MR 3 Engines: 4 x Rolls-Royce Griffon 57A inline piston, 2,455-hp (1,831-kW) Wing span 119 ft l0in (36.52 m) Length 92 ft 6in (28.19m) Height 23ft 4in (7.11 m) Wingarea 1,421.0 sq ft (132.01 sq.m) Empty weight 57,800 lb (26,218 kg) Maximum take-off weight 98,000 lb (44,452 kg) Fuel capacity: 4248 Imp.Gal Maximum speed 302 mph (408 kph) at optimum altitude Service ceiling 19,200 ft (5,850 m) Range 4215 miles at 200 mph at 1500 ft Armament: two 20-mm cannons and up to 10,000 lb (4,536 kg) of bombs Crew 10
Engine: 4 x 4 x Rolls-Royce Griffon, 1800kW Take-off weight: 45400 kg / 100090 lb Wingspan: 36.8 m / 121 ft 9 in Length: 26.6 m / 87 ft 3 in Height: 5.3 m / 17 ft 5 in Wing area: 132.4 sq.m / 1425.14 sq ft Max. speed: 485 km/h / 301 mph Cruise speed: 375 km/h / 233 mph Range w/max.fuel: 6000 km / 3728 miles Armament: 2 x 20mm cannons, bombs Crew: 10
Originally known as the Lancaster Mk.IV, the Avro 694 Lincoln had a slightly longer fuselage, extended-span wings, a revised nose, better defensive firepower and the two-stage Merlins previously used in the high¬speed Lancaster Mk VI.
The Lincoln conformed to Specification B.14/43 and the first prototype flew on 9 June 1944. Normally powered by four Rolls-Royce Merlin 85 engines with annular radiators, the Lincoln was armed with twin 12.7mm Browning machine-guns in a Boulton-Paul Type F nose turret; two 20mm Hispano Mk 4 or Mk 5 cannon in a Bristol B-17 Mk II dorsal turret; twin 12.7mm machine-guns in a Boulton Paul Type D rear turret and up to 6,350kg of bombs.
The war ended just as No. 57 Sqn, the first recipient, was equipping, and the Lincoln became the RAF’s standard post-war heavy bomber.
Avro built 168 production aircraft, plus 79 from Metropolitan-Vickers and 281 from Armstrong Whitworth. Six were also built in Canada and 54 with nose extensions in Australia by the Government Aircraft Factory at Fishermen’s Bend, NSW.
Lincoln B.30
The Lincoln B.30 is an Australian-built version for the RAAF. The first five B .30s were assembled largely from imported British components, the first flying on 17 March 1946, but a further eighty-eight were completely built in Australia, a number being fitted with a lengthened nose to accommodate two additional crew members and search radar. This increases fuselage length by 6 ft. The B.30 has four Commonwealth-built Merlin 102 engines.
Argentine Air Force Lincoln B.1
Thirty Lincolns were also diverted to the Argentine Air Force. Several versions of the bomber were produced during the production runs: Lincoln B.I with Merlin 85 engines; B.2 with Merlin 68A engines; Lincoln Mk 3 intended to be the ASR version but became the Shackleton; Lincoln B.4 with Merlin 85; Lincoln B.15 built in Canada; and Lincoln B.30 Australian version with Merlin 85 or 102 engines. The bomber eventually equipped 20 RAF squadrons. No 97 Squadron and others were detached to Singapore in 1950 for anti-terrorist raids and to Kenya in 1954. One was converted for the bulk uplift of fuel oil and made 45 civil flights during the Berlin Airlift.
On 12 March 1953 at 14.30 hrs Soviet MiGs shot down an Avro Lincoln bomber training aircraft belonging to the RAF. According to the RAF the aircraft was within the bounds of the Hamburg-Berlin Air Corridor, just across the Soviet border, at a hight of 10,000 ft. The Soviet version of the incident stated that the Lincoln was beyond the boundaries and had penetrated 75 miles / 120 km into East Germany. Instructions to land given by the MiG fighters were replied to with machine-gun fire after which the Soviet fighters had opened fire.
ELINT Lincoln of No.192 Squadron RAF
The RAF Lincoln crashed a short distance from the West German border and six out of the seven crew members lost their lives. According to London, the aircraft, which was based at the Central Gunnery School at Leconfield, carried no ammunition, as it was on a ‘routine training flight’. From British articles at the time it could be deduced that the Lincoln crew had purposely provoked an incident in order to disclose listening posts on the ground and to gauge the reactions by aircraft of the Soviet air defences. In those days special ELINT Lincolns of the RAF, belonging to No.192 Squadron and the Central Signals Establishment at Watton, Norfolk, gatered electronic information.
Before withdrawal in 1963 one detached flight operated in Aden. The Lincoln proved to be last piston-engined bomber to serve with the RAF.
RAAF Lincoln B.30
After seven years of operations in Malaya, the No1 Sqn RAAF returned to Australia in mid-1958, taking their Lincoln B.30s with them.
Lincoln Engines: 4 x Rolls-Royce “Merlin 85”, 1305kW Take-off weight: 34020 kg / 75002 lb Empty weight: 19690 kg / 43409 lb Wingspan: 36.58 m / 120 ft 0 in Length: 23.86 m / 78 ft 3 in Height: 5.27 m / 17 ft 3 in Wing area: 132.01 sq.m / 1420.94 sq ft Max. speed: 475 km/h / 295 mph Cruise speed: 345 km/h / 214 mph Range w/max.payload: 2366 km / 1470 miles Armament: 6 x 12.7mm machine-guns, 6350kg of bombs Crew: 7
Avro 694 Lincoln B Mk. I Engine: 4 x Rolls Royce Merlin 85, 1756 hp (1305 kW) Length: 78 ft 3.5 in / 23.86 m Height: 17 ft 3.5 in / 5.27 m Wingspan: 120 ft 0 in / 36.58 m Wing area: 1420.956 sq.ft / 132.01 sq.m Max take off weight: 75014.1 lb / 34020.0 kg Weight empty: 36792.6 lb / 16686.0 kg Fuel capacity: 2950 Imp.Gal Max. speed: 256 kts / 475 km/h / 295 mph at 4570 m (15,000 ft) Cruising speed: 187 kts / 346 km/h Service ceiling: 30495 ft / 9295 m Cruising altitude: 20013 ft / 6100 m Wing load: 52.89 lb/sq.ft / 258.0 kg/sq.m Range: 2546 nm / 4715 km Range (max. weight): 1278 nm / 2366 km Crew: 7 Armament: nose and tail turrets each with two 12.7 mm (0.5 in) guns, dorsal turret with two 12.7 mm (0.5 in) or two 20 mm guns, and occasionally also one 12.7 mm (0.5 in) ventral hand aimed gun; bombload up to 6350 kg (14,000 lb)
Lincoln B.30 Engines: four Commonwealth-built Merlin 102 Wingspan: 120 ft Length: 84 ft 3.5 in Height: 17 ft 3.6 in Loaded weight: 82,000 lb Max speed: 290 mph Cruise: 230 mph Range: 3500 mi
The first conversions of the Lancaster bomber to the high-speed long-range transport Lancastrian, were made by Victory Aircraft Ltd in Canada. Trans-Canada Air Lines operated these conversions on behalf of the Canadian government on transatlantic mail and passenger services between Montreal and Prestwick. The Canadian Lancastrians were fitted with Packard-built Rolls-Royce Merlin engines and accommodated ten passengers.
Production of the Lancastrian was later undertaken by Avro and deliveries were made to the RAF, BOAC and British South American Airways Corporation.
Variants: Lancastrian C.I A nine-seat version, 23 produced for the RAF but all but two were subsequently operated by BOAC.
Lancastrian C.2 Similar to the C.I, 38 produced for the RAF.
Lancastrian 3 Initially for BSAAC, 13 passengers (18 eventually delivered, most for BOAC)
Lancastrian C.4 For RAF, eight delivered.
Lancastrian 1/C.2 Engines: 4 x Rolls-Royce Merlin T.24/2 Take-off weight: 29480 kg / 64993 lb Empty weight: 13800 kg / 30424 lb Wingspan: 31.09 m / 102 ft 0 in Length: 23.42 m / 77 ft 10 in Height: 5.94 m / 20 ft 6 in Wing area: 120.49 sq.m / 1296.94 sq ft Max. speed: 500 km/h / 311 mph Cruise speed: 370 km/h / 230 mph Ceiling: 9140 m / 30000 ft Range w/max.fuel: 6680 km / 4151 miles
Engines: 4 x Rolls Royce Merlin XX, 1262 hp Length: 76.772 ft / 23.4 m Height: 19.357 ft / 5.9 m Wingspan: 102.034 ft / 31.1 m Wing area: 1297.062 sq.ft / 120.5 sq.m Max take off weight: 65069.6 lb / 29510.0 kg Weight empty: 30457.7 lb / 13813.0 kg Max. speed: 268 kts / 496 km/h Cruising speed: 246 kts / 456 km/h Initial climb rate: 748.03 ft/min / 3.8 m/s Service ceiling: 23015 ft / 7015 m Cruising altitude: 17520 ft / 5340 m Wing load: 50.23 lb/sq.ft / 245.0 kg/sq.m Maximum range: 3585 nm / 6640 km Range: 3084 nm / 5712 km Crew: 5 Payload: 9 pax
The original Type 688 Tudor was designed in 1943 to Specification 29/43 as a commercial conversion of the Lancaster for use over the North Atlantic as a quick replacement for the bomber-transports then being used. As planned, the Tudor was to be a modification of the Lancaster IV (later the Lincoln) with a pressurised fuselage to carry a load of 1,705kg over 6,400km. Following the issue of the specification to Avro in March 1944 two prototypes were ordered and production contracts for BOAC (14 aircraft, plus six later) followed later in 1944 and in 1945.
When the prototype first flew on 14 June 1945 there were problems in pitch stability that required major modifications to the tail surfaces, and BOAC insisted on a further 357 modifications.
By time the first version of the Tudor was available in its production form, the BOAC requirements had altered. This, and the aircraft’s shorter than planned range, meant that the Tudor was no longer required as a passenger-carrying transport.
Although the plane received an airworthiness certificate in November 1946, BOAC recognised that it was no competitor for the Constellation already being operated across the north Atlantic by TWA and Pan Am, and BOAC cancelled its order.
Avro did sell six to British South American Airways, but before BSAA had commenced operations in 1947, the prototype Tudor 2 – designed for shorter-haul operations with more passengers – crashed, killing both test pilot and designer. Six months later, in January 1948, BSAA’s Star Tiger took off from the Azores for Bermuda and was never heard from again. The Tudor’s passenger certificate was later withdrawn after a second mysterious crash in January 1949.
The Tudor 8, powered by RR Nenes, first flew at Woodford on 6 September 1948 and flew to Boscombe Down. The Tudor 8 has the Mk.4 medium-length fuselage and structurally has been adapted to accommodate two Nenes in a single nacelle on each wing. The engines have separate tail pipes.
Aviation Traders proposed modifications for the Tudors of three types: the replacement or strengthening of any part of the equipment that could have contributed to the unexplained crashes; the effective lightening of the aircraft (by nearly a ton) by the removal of all sorts of unnecessary brackets and fittings; and the installation of up-to-date passenger facilities. Probably the most important of these many modifications was the bringing of the original Merlin 621 engines up to 623 specifications, to give increased take-off power, and the replacement of the entire landing gear with new Shackleton undercarriages. The proving flight for the first AT Tudor was on 14 February 1954. Laker could not get a War Office contract to carry troops, and was forced to devote his entire fleet of five, modified by fitting large freight doors, under the name Super Trader, to freight flights. After two fatal crashes in 1959 it was clear that the aircraft should be withdrawn.
The Tudor I was designed for only 12 passengers, but later models could carry 80. In total only 11 of the longer, wider Tudor 2, 5 and 11 models were built.
Tudor versions: Avro 688 Tudor 1 Powered by four Rolls-Royce Merlin 102, 621 or 623 engines. Original short-fuselage Tudor for the Atlantic route, seating 12-24 passengers. First flown 14 June 1945
Avro 689 Tudor 2 Four Rolls-Royce Merlin 102 or 621 engines. The original long-fuselage version for BOAC South African and Australian routes. Accommodation for up to 60 passengers. Thirty production aircraft ordered in November 1944 and a further 49 in April 1945, plus six to be built in Australia. Order reduced to 50 in 1946 and 18 in 1948. Final 18 were to consist of two Mk 2s for development work, six Mk 5s for BSAAC – and ten modified to freighters for BOAC.
Avro 688 Tudor 3 Two additional Mk I airframes converted by Armstrong Whitworth for use as VIP transports by ministers.
Avro 688 Tudor 4 Four Rolls-Royce Merlin 621 or 623 engines. A modification of the Tudor 1 to meet BSAAC requirements. Fuselage lengthened by 1.83m and accommodation for 32 passengers. Four aircraft originally ordered. Augmented by conversion of BOAC Mk Is.
Avro 688 Tudor 4B Two Tudor Is of BOAC contract modified to have lengthened fuselage of the Mk 4 for use by BSAAC, but retaining the flight engineer’s station as on Mk I. Accommodation for 28 passengers.
Type 689 Tudor 5 Four Rolls-Royce Merlin 621 engines. A modification of the Tudor 2, of which six were completed, five for BSAAC. Accommodation for 44 day or 36 night passengers. BSAAC aircraft delivered without passenger seats and used on Berlin Airlift. Sixth airframe converted to have four Bristol Hercules 120 engines.
Avro 688 Tudor Engine : 4 x Rolls Royce Merlin 100, 1613 hp Length: 79.396 ft / 24.2 m Height : 21.982 ft / 6.7 m Wingspan : 120.079 ft / 36.6 m Wing area : 1420.848 sq.ft / 132.0 sq.m Max take off weight : 76072.5 lb / 34500.0 kg Max. speed : 299 kt / 554 km/h Cruising speed : 259 kt / 480 km/h Initial climb rate : 984.25 ft/min / 5.0 m/s Service ceiling : 31529 ft / 9610 m Cruising altitude : 22507 ft / 6860 m Wing load : 53.51 lb/sq.ft / 261.0 kg/sq.m Maximum range : 4240 nm / 7852 km Range : 4028 nm / 7460 km Range (max. weight) : 3542 nm / 6560 km Crew : 5 Armament : 12-24pax
Avro 689 Tudor 2 Engines: 4 x Rolls-Royce Merlin 621, 1320kW / 1,770 hp Take-off weight: 36280 kg / 79984 lb Empty weight: 21000 kg / 46297 lb Wingspan: 36.58 m / 120 ft 0 in Length: 32.18 m / 106 ft 7 in Height: 7.39 m / 24 ft 3 in Wing area: 132.01 sq.m / 1420.94 sq ft Max. speed: 475 km/h / 295 mph Cruise speed: 378 km/h / 235 mph Ceiling: 7790 m / 25550 ft Range: 3750 km / 2330 miles
Tudor 4B Engines: 4 x Rolls-Royce Merlin 523, 1810 hp Wingspan: 120 ft Length: 85 ft 6 in Height: 24 ft 3 in Loaded weight: 82,000 lb Max speed: 340 mph Cruise: 305 mph Range: 2800 mi
Developed from the Lancaster bomber, the original prototype first flew in July 1942 using the wings, engines, landing gear and tail from the Lancaster. A new all-metal square-section large capacity fuselage was introduced.
The first prototype was converted to the one-off Mk 2 York, with Bristol Hercules radial engines; and the third prototype “Ascalon” became Churchill’s wartime transport.
Production by Avro during 1945-48 included 208 for the RAF Transport Command, and civil Yorks were built for BOAC (25), British South American Airways (12), Flota Aerea Mercante Argentina (5) and Skyways (3). One additional York was built by Victory Aircraft, Canada.
RAF and BOAC Yorks were withdrawn from service in 1957. Surplus Yorks were used by airlines in the Near East, South Africa and Canada and by the French Navy.
Engines: 4 x Rolls-Royce Merlin XX, 954kW Take-off weight: 31115 kg / 68597 lb Empty weight: 19069 kg / 42040 lb Wingspan: 31.09 m / 102 ft 0 in Length: 23.93 m / 79 ft 6 in Height: 5.44 m / 18 ft 10 in Wing area: 120.42 sq.m / 1296.19 sq ft Max. speed: 480 km/h / 298 mph Cruise speed: 338 km/h / 210 mph Ceiling: 7010 m / 23000 ft Range: 4345 km / 2700 miles
Avro 685 York C Mk 1 Length : 78.511 ft / 23.93 m Height : 17.848 ft / 5.44 m Wingspan : 102.001 ft / 31.09 m Wing area : 1296.954 sq.ft / 120.49 sq.m Max take off weight : 68608.6 lb / 31115.0 kg Weight empty : 42047.1 lb / 19069.0 kg Max. speed : 259 kts / 480 km/h Cruising speed : 183 kts / 338 km/h Service ceiling : 22999 ft / 7010 m Wing load : 52.89 lb/sq.ft / 258.0 kg/sq.m Range : 2346 nm / 4345 km Engine : 4 x Rolls Royce Merlin XX, 1262 hp Crew : 4 Payload : 12-56pax / 4536kg
Engines: Rolls-Royce Merlin 24, 1620 hp Wingspan: 102 ft Length: 76 ft 10 in Height: 17 ft 10 in Empty weight: 39,458 lb Loaded weight: 71,000 lb Max speed: 306 mph at 10,800 ft Cruise: 203 mph at SL ROC: 1500 fpm
Owing to delays in the full development of the Vulture engine, the decision was taken in mid-1940 to design a new version of the Manchester with four Rolls-Royce Merlin engines. The first conversion made use of about 75 per cent of the Manchester’s parts and assemblies, the principal change being the provision of a new centre-section of the wing with mountings for Merlin engines. This aeroplane became the first prototype of the Lancaster mading its first flight on 9 January 1941. A second prototype fitted with Merlins and significantly modified in detail was designed, built and flown in just eight months.
The first production Lancaster I flew just over five months later, its was powered by four 954kW Rolls-Royce Merlin XX in-line liquid-cooled engines, each driving a three-blade constant-speed and fully feathering propeller.
Lancaster I
By 1942, the Mk I was now redesignated with the more traditional B.Mk I naming convention. The system was put into full production at such a pace that the aircraft production lines were outpacing the engine lines. The American Packard company developed the same Merlin engines for shipment back to England. As further insurance, the Bristol company was in line with its own Hercules VI and XVI engines capable of 1,735 horsepower.
The Lancaster II was built with 1,229.5kW Bristol Hercules VI radial engines but only 300 Lancaster IIs were built. The first of Bomber Command’s squadrons to be equipped with the Lancaster was No 44 based at Waddington, Lincs, in early 1942. No 44 used them operationally for the first time on 3 March 1942 laying mines in the Heligoland Bight. Improving engines provided improving performance: the Lancaster VII, with 1,207kW Merlin 24 engines, had a maximum take-off weight of 30,844kg by comparison with the 22,680kg of the early Lancaster I. The bomb bay was modified progressively to carry the 9,980kg Grand Slam bomb. Six major companies built 7377 aircraft at ten factories on two continents; at the height of production over 1,100,000 men and women were employed working for over 920 companies.
The Lancaster operations included the breaching of the Mohne and Eder dams on the night of 16-17 May 1943 by No 617 Squadron (led by Wing Cdr Guy Gibson); and the sinking of the German battleship Tirpitz.
During World War II 608,612 tons of bombs were delivered in 1156,000 sorties, which represented two-thirds of the total bomb load dropped by the RAF from March 1942 to May 1945. At wars end there were 56 squadrons of Lancasters in RAF Bomber Command.
1944 at Friskerton
On average Lancasters completed twenty-one missions before being lost. From 1951 until early 1953, France took delivery of 54 reconditioned Lancasters for maritime patrol, general reconnaissance and search and rescue (SAR) work 32 Mk Is and 22 Mk VIIs. In all 13 French Lancasters were destroyed in accidents, or struck off charge following damage. The bulk of the fleet was withdrawn and scrapped with the arrival in strength of the Neptunes in 1958 1959. Others served on with the surviving Escadrilles de Servitude until 1961 1962. It fell to 9S in New Caledonia to be the last French unit to operate Lancasters, giving them up operationally in 1964, ferrying the last two to preservation in April (No 13) and August (No 15) that year. In Canada, 408 Squadron, RCAF, withdrew its last Mk X examples in March 1964 at Rockcliffe.
Lancaster 10-MR
Victory Aircraft in Malton (Toronto), Ontario, produced over 400 Lancaster Mk X’s. The basic aircraft built in Canada was the Lancaster 10-B. Eight were converted for photo-reconnaissance as Lancaster 10-Ps in 1948, and others were converted to Lancaster 10-ASR (Air-sea rescue) and 10-BR (Bomber-reconnaissance) during 1949-50. The Lancaster 10-MR maritime reconnaissance aircraft succeeded the 10-BR, the first conversion flying on 29 December 1950.
Of the 7366 Lancasters built, all but 300 radial engines Mk.IIs had Merlin engines of 1460-1640 hp. All carried a crew of seven. 3487 were lost on operations over Germany during WW2.
Avro Lancaster I Engines: 4 x Rolls-Royce Merlin XX, 1280 hp(955 kW) or Rolls-Royce Merlin 22, 1460 hp(1089 kW) or Rolls-Royce Merlin 24, 1640 hp(1223 kW) Wing span: 31.09m Length: 21.18m Height: 6.25m Wing area: 120.49sq.m Empty eight: 16,783 kg MTOW: 30,845 kg Max speed: 44s kph @ 4570m Range: 4072 km Armament: 9 x 7.7 mm Browning mg Bombload: 9979 kg
Avro 683 Lancaster Mk I Engine: 4 x Rolls Royce Merlin XXIV, 1618 hp Length: 69.488 ft / 21.18 m Height: 20.013 ft / 6.1 m Wingspan: 102.001 ft / 31.09 m Wing area: 1296.954 sq.ft / 120.49 sq.m Max take off weight: 70013.2 lb / 31752.0 kg Weight empty: 36907.3 lb / 16738.0 kg Max. speed: 249 kts / 462 km/h Cruising speed: 183 kts / 338 km/h Service ceiling: 24606 ft / 7500 m Cruising altitude: 20013 ft / 6100 m Wing load: 54.12 lb/sq.ft / 264.0 kg/sq.m Range w/max.fuel: 3600 km / 2237 miles Range w/max.payload: 1800 km / 1118 miles Range with 14,000 lb. (6,350 kg.) of bombs: 660 miles (2,700 km.). Crew: 7 Armament: 10x MG 7,7mm, 8185 kg Bombs
Lancaster II Engines: 4 x Bristol Hercules. Length: 70ft.
Lancaster III Length: 69 ft 6 in Wingspan: 102 ft Top speed: 275 mph Armament: 8-10 x .303 mg Bomload: 18,000 lb Crew: 7 Range: 2530 miles
Lancaster X Type 7 Seat Heavy Bomber Engines: 4 x Rolls Royce Merlin 224, 1620 hp Wing Span: 102 ft (31.1 m) Length: 69ft 6″ (21.1 m) “ Height: 20ft 4″ (6.2 m) Speed: 272 Mph (438km/h) Armament: Nose and Dorsal Turrets with two 0.303in Brownings, tail turret four 0.303in Brownings. Bombs-14,000lbs – 22,000lbs with modification
683 Lancaster 10-MR Engines: 4 x Rolls Royce Merlin 224, 1620 hp Empty weight: 41,000 lb Loaded weight: 68,000 lb Max speed: 250 mph Cruise: 216 mph Range: 2250 mi Wingspan: 102 ft Length: 68 ft 10 in Height: 20 ft Wing area: 1297 sq.ft
The Avro Manchester was to fulfill Air Ministry Specification P.13/36. The specification called for a twin engine heavy bomber that could sport a multi-purpose payload of bombs or torpedoes.
The Manchester twin engines were underslung on mid-mounted monoplane wings with dihedral outboard of the engines and main wheel undercarriage. The fuselage was of a mostly straight design from nose to tail. The flight deck maintained a good all-around vantage point and featured extensive framing. The empennage was dominated by the identifiable twin vertical fin arrangement common to other Avro designs. The initial production Manchester, however, sported a third vertical tail fin running between the base two and along the rear portion of the upper fuselage. The rear fuselage extended out beyond this assembly, which held the rear gunner’s position.
Crew accommodations amounted to seven personnel. The aircraft was defended by 8 x 7.7mm (.303 caliber) Browning machine guns in various strategic emplacements. Two were fitted to the nose turret while the tail turret mounted no fewer than four of these weapons. The remaining two were positioned in a dorsal turret mounted to the rearward portion of the fuselage. From an offensive standpoint, the Manchester could field up to 10,350lbs of internally-held bombs or torpedoes (2).
Production model specs were quite pedestrian with a top reported speed of 250 miles per hour, a range of 1,200 miles and a service ceiling of just 19,500 feet.
Power for the Manchester was derived from the twin Rolls-Royce Vulture I 24-cylicnder X-type engines of 1,500 horsepower each (initially rated as high as 1,760 horsepower each). This selection of powerplant would eventually become the Manchesters undoing as the engines proved to have a nasty tendency to catch fire when in-flight. Though the same issue greeted the Handley Page Halifax design, forcing the Halifax to become a four-engine bomber utilizing the Rolls-Royce Merlin X series of engines, Avro continued the Manchester design with the Vulture series. By the series operation run, no fewer than 30 Manchesters were lost to engine failures effectively forcing the bomber out of service.
The first Manchester prototype, model L7246, took to the skies for the first time on July 25th, 1939. This aircraft was followed by a second prototype going airborne on May 26th, 1940. The Manchester entered production in this form as the Manchester Mk I model series but was delivered in only 20 such examples. Mk I aircraft joined No. 207 Squadron in November of 1940. Its first mission came about on February 24th, 1941. Manchester Mk IA’s soon followed and were delivered in 200 total examples. These particular Manchesters differed in that they had their central tail fins removed in favor of enlarging the remaining two tail fins. In this form, the Manchester would be most oft-remembered.
At the height of its operational use, the Manchester formed at least eight bomber squadrons and was utilized by RAF Coastal Command as well. The last Manchester mission was recorded on June 25th, 1942. Production ended almost as soon as it had begun, wrapping up in November of 1941.
The Manchester II appeared as a proposed and improved model version of the Manchester series. These Manchester would have sported twin Bristol Centaurus or Napier Sabre engines to make up for the deficiencies inherent in the selected Rolls-Royce Vulture brand engines used in production Manchesters. Unfortunately for the Manchester and Avro, this model series was never produced.
A single Manchester Mk I was pulled aside to undergo a conversion to a new Manchester III standard. This new model design (BT308) featured a greater wingspan incorporating the power of four engines but still retaining the three vertical tail surfaces of the original Manchester. First flight of the recently-dubbed “Lancaster” aircraft was achieved on January 9th, 1941. A follow-up model, the DG595, was debuted shortly thereafter and featured the enlarged twin vertical tail fins of the Manchester IA. This “Manchester III” would essentially become the prototype model of the Avro Lancaster series of multi-engine heavy bombers.
In the end, only 209 Manchesters would ever be completed, with production split between Avro (177) and Metropolitan-Vickers (32).
Canada became the only other Manchester operator during its short-lived service life.
Engines: 4 x Rolls-Royce “Vulture”, 1312kW / 1736 hp Max take off weight: 25401 kg / 56000 lb Empty weight: 13350 kg / 29432 lb Wingspan: 27.46 m / 90 ft 1 in Length: 21.13 m / 69 ft 4 in Height: 5.94 m / 20 ft 6 in Wing area: 105.63 sq.m / 1136.99 sq ft Max. speed: 230 kts / 426 km/h Cruise speed: 298 km/h / 185 mph Service ceiling : 19193 ft / 5850 m Cruising altitude : 14993 ft / 4570 m Wing load: 49.2 lb/sq.ft / 240.0 kg/sq.m Range (max. weight): 2623 km / 1630 miles Crew: 7 Armament: 8 x 7.7mm machine-guns, 4700kg of bombs
Designed by Roy Chadwick in 1934 the Anson featured twin-engines, a cantilever low-wing with retractable landing gear, and a steel tube fuselage with wooden wings construction. Two were built to an Imperial Airways order of 1933.
The Anson itself was produced to fulfill Specification 18/35 brought about by the British Air Ministry and originally intended for use as a maritime reconnaissance platform. The Anson protoype (Avro 652A, K4771) achieved first flight in this new militarized form on March 24, 1935. Evaluation of the system led to first-run production of the Anson Mk I model series with first deliveries occurring in March of 1936. The Royal Air Force’s No.48 Squadron became the types first user.
The Anson had capabilities that made it useful in the training of pilots, bombardiers and gunners. The arrival of the Second World War sealed the future of the Anson as a primary trainer and multi-role platform for Britain, her Commonwealth nations and nations across the globe.
The Avro 652A Anson I was both a general reconnaissance aeroplane and advanced crew and navigation trainer, descended directy from the Avro 657. Only 6 Mk.1 Ansons were delivered from Avro in 1938. The Anson Mk.1s were later re-winged to the Mk.XIX full metal mainplane.
Avro XIX G-AHKX post 20-year restoration flight 8 March 2001
Outwardly, the Anson fuselage was rounded and decidedly streamlined (sometimes showcasing rounded cabin windows – five windows to a side). Perhaps the most distinct feature of the aircraft’s profile was its “duckbill” nose assembly, protruding well past the front windscreen. The aircraft sported low-mounted monoplane wings with rounded wingtips. Each wing held a radial piston engine housed in nacelles powering two-bladed propellers. The engines were placed well-forward of the wing leading edge and met up nearly at the length of the fuselage nose. The undercarriage was typical of the time, featuring two main landing gears and a tail wheel. The main landing gears retracted forward into the bottom of each engine nacelle. The Anson became the first RAF aircraft to feature a fully-retractable undercarriage, this accomplished via a manual hand-crank controlled by the pilot. The empennage was of a conventional sort, with a rounded vertical tail fin and low-mounted horizontal planes. Typical crew accommodations amounted to 3 or 4 personnel. Armament consisted of up to 4 x 7.7mm (.303 cal) Vickers-type machine guns in the front fuselage, a dorsal turret and at two other cabin locations. Additionally, the Anson could be fitted with up to 500lbs of internal ordnance.
The legacy of the Anson was solidified by its sheer production numbers and quantity of variants the line evolved into. The Mk I represented the most quantitative Anson, with 6,688 examples seeing delivery. This version was powered by the Armstrong Siddeley Cheetah series engines of 350 (Cheetah IX) or 395 (Cheetah XIX) horsepower. Maximum speed for Cheetah IX-powered Ansons was reported to be around 188 miles-per-hour with a range topping off at 790 miles. Service ceiling figures put the Anson Mk I at 19,000 feet with a rate-of-climb nearing 750 feet-per-minute.
The production prototype flown in December 1935 was a forerunner of 7,195 Avro-built Anson I for the RAF, RN, RAAF, SAAF, RGAF, Greece and Egypt. Production Ansons were first issued to No 48 Squadron, which put them into service on 6 March 1936. Armament included two 45kg and eight 9kg bombs, a forward-firing Vickers gun and a Lewis gun in a turret amidships.
Operational with Coastal Command between 1936 and 1939 and for air-sea rescue until 1942, the majority were delivered as turretless trainers for the Commonwealth Air Training Plan in Canada, Australia and South Africa. Canadian Car and Foundry became involved in the programme to produce the Avro Anson 1, which had been adopted as the main twin engined trainer for pilots in the British Commonwealth Air Training Programme (BCATP) in Canada. Originally the aircraft were to be assembled in Canada from British components, but problems with shipping and supply caused these plans to be abandoned in 1940. Canada, with a commitment to provide a training scheme, but without the necessary aircraft, was forced to establish its own manufacturing and production programme. Almost all of the Canadian aircraft manufacturers, including CCF, became involved in the production of what was now designated the Anson II, production being co ordinated by Federal Aircraft Ltd, a company specifically formed for that purpose.
Can Car was involved at two levels, producing components as well as entire aircraft. During a two year production period from 1941 to 1943, the company manufactured some 800 wings and 300 fuselages at its plants in Quebec and later produced more than 4,400 Hoover variable pitch propellers to replace the wooden propellers fitted as original equipment. The Anson II built in Canada was basically a copy of the British Anson 1 with Canadian made components and a number of engineering and structural modifications such as the adoption of the Jacobs L6MB engine in place of the Armstrong Siddeley Cheetah, the addition of an engine driven hydraulic system, modifications to the undercarriage and the replacement of some of the metal fittings by moulded plywood components. Can Car built 341 complete aircraft at its new factory in Amherst, Nova Scotia, and it was the prototype from that plant which was the first of the Anson IIs to take to the air in August 1941. In all, 1,832 Anson IIs were built, most destined for the flying schools of the BCATP, although fifty were ordered by the USAAF where they were designated Federal AT 20. The last one left RCAF active service in 1954. Britain took to producing these Ansons as well and designated them as Anson Mk III.
Anson MK IV’s were produced in Britain and fitted Wright Whirlwind engines.
The Anson V variant grew out of experience with the Mk II as well as the Canadian interest in replacing metal structures with the more readily available, cheaper and more easily worked wooden equivalents. The Mk V incorporated the Anson II wing, horizontal tail and undercarriage, but the fuselage was almost completely redesigned and the more powerful Pratt and Whitney R-985 Wasp Junior engines were installed. Apart from the cockpit section, which was of welded steel tube construction covered by plywood panelling, the fuselage consisted of US developed, moulded plywood, monocoque units bolted together, comprising a nose section and three after sections, the rearmost of which included the tail fin. The net result was a fuselage with a larger capacity, which was both warmer and quieter than that of the Anson II. In addition, being aerodynamically cleaner than its predecessor and with more powerful engines, the Mk V had an improved performance in all categories from load to service ceiling. The first Anson V flew in January 1943 and by the time production ceased two years later, 1,048 had been built. Of these, 300 came out of the Can Car plant at Amherst. Like the Mk II, the Anson V saw service with the BCATP, mainly in a navigational training role, although a small number were fitted for communications and photo reconnaissance work. Following the war, the Anson V became a favourite with aerial survey companies in North America, from Mexico to the high Arctic.
The Anson 5, built during the war years by Federal Aircraft Ltd in Canada, differs from British-built Ansons, featuring a Vidal moulded veneer fuselage and two 450 hp Pratt & Whitney R-985 AN-12B or 14B supercharged radials. Production commenced in 1942 as a navigation trainer for the CAF. The Anson 6 was similar but equipped as a gunnery trainer. 1050 Mk.4 and 6 were built.
Anson 5
The post-war series of Anson trainers and transport all possess the raised cabin roof first introduced on the Anson C.11. The majority later received metal wings and tailplane. Of the 326 Mk.19 built, 143 had wooden wings and tail unit, and the remaining aircraft were all metal.
Anson T.20
The Anson Mk VI was a “one-off” Canadian Anson fitting two Pratt & Whitney Wasp Junior engines of 450 horsepower and intended for gunnery and bombardier training.
Anson 10
Increased headroom created the Anson 11 or 12 according to engine. The Anson 10, introduced in 1943, had strengthened floors for continental freight runs by Air Transport Auxiliary. The Anson Mk X represented at least 104 Anson Mk I models converted to the new Mk X designation. Similarly, the Anson Mk 11 was formed from 90 Mk I models conversions. The Anson Mk 12 was well-formed in two-hundred twenty-one new-build production examples along with 20 conversions from Anson Mk I models.
The Anson 12, furnished as a feeder-liner eight-seater, became the Avro 19 Series 1 or Series 2 (tapered metal wing) for the RAF, BEA and civil operators in the UK and abroad.
The Anson Mk XIII was a proposed gunnery trainer that was never put into production. These would have been powered by twin Cheetah XI /XIX series engines. The Mk XIV was another gunner trainer proposal that never saw the light of day. These would have fitted the Cheetah XV series engines. The Mk XVI was to be a navigational trainer and the Mk XV would have been used as a bomber trainer – both of these designs were never put into production.
The Royal Air Force used 264 Ansons as transport and communications platforms under the C 19 designation. Navigational trainers were also fielded, these coming in 252 examples under the T 21 designation. Anson T 22s were 54 radio trainers for the Royal Air Force. RAF Ansons made up 26 squadrons at their peak of usage. Australia was a major Commonwealth operator, utilizing no fewer than 1,028 Ansons up until 1955.
After the war surplus Ansons were sold to civil charter firms and the air forces of Belgium, Holland, Iran, Israel, Norway, Portugal and Saudi Arabia. Development continued during and after the war, culminating in the adaption of the civilian Avro XIX for service use as the Anson C19. With a completely re-designed fuselage, and metal wings and tail plane, this second generation Anson continued in RAF service until 1968. Two production series made up this mark, totaling 56 examples.
Final variants of 1948-49 were twelve communications and reconnaissance Anson 18s (spawned from the Avro XIX) delivered to Afghanistan and the thirteen pilot trainers Anson 18Cs delivered to India; 60 Anson T.20 (perspex nose) for navigation training in Southern Rhodesia; T.21 (metal nose) for the RAF in the UK; and T.22 radio trainer.
A total of 8138 built in the UK (3,881 Ansons at the Avro factory at Yeadon, plus enough parts to build another 900 Ansons) and another 2882 built in Canada, during 17 years of production.
The Avro Anson was produced from 1935 to 1952, to which some total 11,020 examples were built. Avro handled production in Britain with 8,138 total examples being produced there while Canadian Federal Aircraft LTD provided for a further 2,882 examples locally-produced in Canada. The last one was delivered to the Royal Air Force on 15 May 1952, and RAF Ansons were retired as late as 1968, thirty-three years after the type’s inception into service. No fewer than 27 nations across the world ended up fielding the Anson in some form or another.
Anson G-AROE, painted as G-AIWX, left Coventry on 10 March 2000 for France, Italy, Greece, Egypt, Jordan and Saudi Arabia for Gulf Air’s 25 March official anniversary on 25 March.
Avro 652 A Anson Mk I Engine: 2 x Armstrong Siddeley Cheetah Mk IX, 345 hp Length: 42 ft 3 in / 12.88 m Height: 13 ft 1 in / 3.99 m Wingspan: 56 ft 6 in / 17.2 m Wing area: 410.001 sq.ft / 38.09 sqm Max take off weight: 8000 lb / 3629.0 kg Weight empty: 5375.8 lb / 2438.0 kg Max. speed: 164 kts / 303 km/h Cruising speed: 137 kts / 254 km/h Service ceiling: 18996 ft / 5790 m Wing load: 19.48 lb/sq.ft / 95.00 kg/sq.m Range: 686 nm / 1271 km Crew: 3 Armament: 2x MG 7,7mm, 163kg Bomb
Avro Anson C.Mk 1 Engines: 2 x Armstrong Siddeley Cheetah IX 7-cylinder radial, 350hp Length: 42.26ft (12.88m) Width: 56.50ft (17.22m) Height: 13.09ft (3.99m) Maximum Speed: 188mph (303kmh; 164kts) Maximum Range: 808miles (1,300km) Rate-of-Climb: 750ft/min (229m/min) Service Ceiling: 18,999ft (5,791m) Armament: Up to 4 x 7.7mm Vickers machine guns Up to 500lbs of bombs held internally. Accommodation: 3 to 5 Empty Weight: 5,512lbs (2,500kg) Maximum Take-Off Weight: 8,598lbs (3,900kg)
Avro 652A Anson Powerplant: 2 x Pratt & Whitney R-985AN-14 Wasp Jr, 450hp. Wing Span : 56ft 6in (17.2 m) Length : 42ft 3in (12.9 m) Height : 13ft (4 m) Range: 790 mi(1,271 km) Speed : 190 mph 304 km/h
652A Anson C.10 Engines: 2 x 320 hp Armstrong Siddeley Cheetah 9 Wingspan: 56 ft 6 in Length: 4 ft 3 in Empty weight: 6510 lb Loaded weight: 9450 lb Max speed: 188 mph Cruise: 158 mph
Anson T.21 Engines: 2 x 420 hp Armstrong Siddeley Cheetah 15 Wing span: 57 ft 6 in Wing area: 440 sq.ft Length: 42 ft 3 in Height: 13 ft 10 in Empty weight: 7766 lb Loaded weight: 10,306 lb Max speed: 171 mph at 5000 ft ROC: 700 fpm
Anson T.22 Engines: 2 x 420 hp Armstrong Siddeley Cheetah 15 Wing span: 57 ft 6 in Wing area: 440 sq.ft Length: 42 ft 3 in Height: 13 ft 10 in Empty weight: 7766 lb Loaded weight: 10,306 lb Max speed: 171 mph at 5000 ft ROC: 700 fpm
Anson II Engines: 2 x L6MB Jacob.
Anson III Engines: 2 x L6MB Jacob.
Federal Anson 5 Engines: 2 x 450 hp Pratt & Whitney R-985 AN-12B or 14B Wingspan: 56 ft 6 in Wing area: 463 sq.ft Length: 42 ft 3 in Height: 13 ft 1 in Empty weight: 6750 lb Loaded weight: 9450 lb Max speed: 194 mph at 3500 ft Cruise: 150 mph Range: 650 mi
Federal Anson 6 Engines: 2 x 450 hp Pratt & Whitney R-985 AN-12B or 14B Wingspan: 56 ft 6 in Wing area: 463 sq.ft Length: 42 ft 3 in Height: 13 ft 1 in Empty weight: 6750 lb Loaded weight: 9450 lb Max speed: 194 mph at 3500 ft Cruise: 150 mph Range: 650 mi
Engine: 1 x 240hp Armstrong Siddeley Lynx IVC Take-off weight: 1589 kg / 3503 lb Empty weight: 1016 kg / 2240 lb Wingspan: 11.38 m / 37 ft 4 in Length: 8.31 m / 27 ft 3 in Height: 3.05 m / 10 ft 0 in Wing area: 28.52 sq.m / 306.99 sq ft Max. speed: 209 km/h / 130 mph Cruise speed: 177 km/h / 110 mph Ceiling: 3505 m / 11500 ft Range: 805 km / 500 miles
The Avro 638 Club Cadet and the basically similar 643 Cadet Mk.II were produced in the 1930s. Both types have identical wings, undercarriage and tail unit, but the wings of the Cadet have more stagger than those of the Club Cadet to provide improved view from both cockpits.
Engines used were the 130 hp DH Gipsy Major 1 and 135 hp AS Genet Major radial.
1933
638 Club Cadet
Engine: 1 x 135hp Armstrong Siddeley Genet Major I Take-off weight: 908 kg / 2002 lb Empty weight: 565 kg / 1246 lb Wingspan: 9.19 m / 30 ft 2 in Length: 7.54 m / 25 ft 9 in Height: 2.67 m / 9 ft 9 in Wing area: 24.34 sq.m / 261.99 sq ft Max. speed: 185 km/h / 115 mph Cruise speed: 161 km/h / 100 mph Range: 523 km / 325 miles
