Первый Lancastrian британского производства с номером VB873 поступил в авиакомпанию BOAC в 1945 году. Он выглядел более изящно, чем его предшественник - переделанный в Канаде Lancaster B.Mk X.

Lancastrian создавался как транспортный самолет для авиакомпаний и для ВВС, в которых машины (на фотографии - из 24-й эскадрильи) недолго эксплуатировались в интересах Транспортного командования.

Lancastrian 3 of British South American Airways

Lancaster XPP of Trans Canada Airlines

Воздушные танкеры Lancastrian компании BSAA активно использовались во время Берлинского воздушного моста.

Летающие лаборатории. После того, как Lancastrian стали списывать военные и гражданские эксплуатанты, часть машин была переоборудована в летающие лаборатории для отработки различных турбовинтовых и турбореактивных двигателей. Среди прочих на Lancastrian проходили испытания ТРД Rolls-Royce Nene (на фото) и Avon, de Havilland Ghost и Armstrong Siddeley Sapphire, а также с десяток вариантов поршневых двигателей Merlin и Griffon.

После войны бомбардировщики переоборудовались в авиалайнеры Lancastrian, способные перевозить 13 пассажиров, или же в грузовые самолеты. Однако, обладая высокой скоростью и значительной дальностью полета, Lancastrian оказался слишком дорогим и сложным для гражданских эксплуатантов.

Несмотря на высокую стоимость эксплуатации, Lancastrian пользовался успехом в первые послевоенные годы в качестве транспортного самолета большой дальности. Королевские ВВС заказали 33 экземпляра Lancastrian С.Mk 2 (на снимке).

The Avro Lancastrian Long-range Transport (four Rolls-Royce Merlin 24 engines).

Самолет Авро "Ланкастриан" C Mk.II из 231 -й эскадрильи RAF

Avro Lancastrian G-AGLF was the first of BOAC's fleet of 21 Mk Is and was lost in a crash in the Syrian Desert in May 1947.

Lancastrian prototype, G-AGLF, first flown in December 1944.

Between April 23 and 27, 1945, the first of BOAC’s fleet of 21 Avro Lancastrian Mk Is, G-AGLF, made a record flight to Auckland, NZ, covering the 13,380 miles in 53 hr 13 min.

Lancastrian G-AGLS (with callsign OKZS prominent on the rear fuselage) arrives at Mascot, Sydney, on April 17, 1945, with Capt Tapp at the controls at the end of its flight from the UK. The aircraft was used at Mascot for Qantas crew training before it flew the first post-war Australia-UK service, departing Sydney on June 2, 1945.

The hangar and ramp at Guildford in April 1945, including, from left to right: Lancastrian G-AGLS (callsign OKZS), freshly arrived from the UK; Lancaster Mk III A66-1 (built in Manchester for the RAF as ED930), which was used for training Qantas Lancastrian crews with No 7 OTU, and Liberator G-AGKU.

Delivered to BOAC at Croydon by Air Transport Auxiliary pilot Lattice Curtis at the end of April 1945, Lancastrian G-AGLV (callsign OKZV, unmarked) is seen here at Hurn before undertaking the first post-war service from the UK to Australia, with BOAC’s Capt E. Palmer at the controls. The flight took a total flying time of 63hr.

For a short while BOAC’s Lancastrians called into Croydon. This one, G-AGLW Northampton, is seen there in the late '40s, and was scrapped at Hurn in January 1951.

Luckier than its sister aircraft was Lancastrian G-AGLW which survived until January 1951, when it was scrapped at Hurn.

Более половины из первых 60 самолетов Lancastrian, заказанных британскими ВВС, поступили в BOAC, включая и данную машину. В мае 1945 года один из них открыл полеты между метрополией и Австралией.
The Avro Lancastrian I Transport (four 1,620 h.p. Rolls-Royce Merlin 24 engines).
BOAC's Lancastrian G-AGMD, named Nairn, was sold to QANTAS in July 1947 and became VH-EAS. It was destroyed by fire at Dubbo, NSW on April 7, 1949.

BOAC’s Lancastrian G-AGME, named Newhaven, climbs out of Heathrow.

Lancastrian 1 G-AGMJ, named Naseby in BOAC service, was one of 20 taken from the tail end of Lancaster production and converted for civil use for the airline. The type was far from economical, being fitted with only nine seats, but earned a high degree of prestige by offering a three-day service from London to Sydney.

British South American Airways' Avro Lancaster freighter G-AGUL, Star Watch, at Heathrow in 1946.

One of 100 Lancaster Mk Is built during February-August 1945 by Vickers-Armstrongs at Castle Bromwich, G-AGUM was initially given the RAF serial PP751. Converted for civil use by Avro, the aircraft was fitted with the Lancastrian’s elongated freight nose, but lacked the latter’s windows and faired tailcone.

One of the few photographs taken of G-AGUM with its short-lived Airtech pannier. It is not known whether this was taken at Thame during the pannier’s fitting or at Farnborough during the trials. By the end of 1949 the aircraft had been scrapped at Dunsfold. No pictures have been traced showing the pannier after its blow-out - if you know of any, the Editor would like to see them!

The photograph of G-AGUM taken sometime in 1949.

Lancaster G-AGUM with the inelegant ventral pannier fitted by Airtech at Thame. The pannier was approximately 8ft x 8ft (2-4 x 2-4 m) in section and 20ft (6m) long. Of parallel box section, it had a rounded nose which formed a pair of doors, and a tapered tail.

After a short term with BSAAC Lancaster G-AGVM was fitted with an outsize belly panier by Airtech Ltd at Thame and used to fly awkward loads on the Berlin airlift.

The Lancaster during the trials. Named Star Ward, G-AGUM had operated with British South American Airways from 1946, carrying perishable goods on long routes over the South Atlantic. The pannier was designed to have a capacity of some 1,000 ft3 (28 m3) and be able to carry a load of 10,000 lb (4,535kg).

The Avro Lancastrian III Long-range Transport (four 1,620 h.p. Rolls-Royce Merlin 24 engines).
British South American Airways' Lancastrian 3 G-AGWH, named Star Dust, was lost over the Andes on August 2, 1947.

British South American Airways' Lancastrian G-AGWI 'Star Land' became the first BSAA aircraft to visit Bermuda on July 16, 1946, while en route to the Caribbean

British South American Airways Lancastrian 3, G-AGWJ Star Glow.

BSAA’s Lancastrian 3 G-AGWK, Star Trail, with wheels retracting immediately after take-off.

Avro Lancastrian активно эксплуатировались авиакомпанией BOAC в первые послевоенные годы, в том числе и на многих дальних маршрутах. Последние машины были сняты с полетов в начале 1950-х годов.

Skyways' Lancastrian G-AHBU.

Silver City Lancastrian 3s G-AHBV and G-AHBW were based at Dunsfold.

Avro Lancastrian G-AKDR about to discharge fuel via a pipe into an underground tank. Owned by Flight Refuelling Ltd, this aircraft was withdrawn from use in May 1951.

Компания BSAA переоборудовала часть Lancastrian в воздушные танкеры, как этот G-AKDR, чтобы обеспечить беспосадочные перелеты из Великобритании на Бермуды.

Flight Refuellings' Lancastrian 4 G-AKFG was previously owed by Skyways and BSAA and was scrapped at Tarrant Rushton in September 1951.

Following up the incident mentioned in Richard Riding’s article on the Lancastrian, May 1981, concerning Lancastrian 2, G-AKFH, when it crashed at Gatow on June 26, 1949, the author describes the aircraft making a rough landing, its cargo of fuel catching fire, the three crew escaping and then watching the frantic efforts of the fire crew, who hadn’t seen them escape, to rescue the crew.

Skyways' Lancastrian G-AKFI, Sky Consort, was later re-registered G-AJPP.

Skyways' Lancastrian 4, Sky Envoy, was sold in Pakistan in July 1948.

A poor-quality but rare photograph of Lancastrian 4 G-AKJO, still wearing its British registration, at Karachi in 1948. It became AP-ACO in service with Cotton’s OnzeAir organisation but by 1949 was back in the UK, where it was probably scrapped.

Skyways' Lancastrian 2, G-AKSO, seen before conversion, note the RAF roundel and code Z just visible under the registration letters.

Delivered to the RAF in March 1946, Avro Lancastrian C.2 VM738 served with No 231 Sqn before being sold to BSAA on February 18, 1948. Bearing civil registration G-AKTB and named Star Glory, it is seen here at LAP on August 31, 1948, in an unsual colour scheme. It went to Flight Refuelling Ltd in 1949 and was scrapped in 1951.

Транспортный самолет "Ланкастриан"

Канадцы в 1945 году переоборудовали часть Lancaster B.Mk I под стандарт Lancastrian, а представленный здесь самолет, имевший остекленную носовую часть, разбился во время испытательного полета 1 июня 1945 года.

Avro Canada Lancaster XPP, CF-CMT, of TCA seen at Uplands, Ontario, in January 1946.

Avro Lancaster XPP, CF-CMV, of TCA was purchased by Flight Refuelling Ltd in September 1947 and became G-AKDO.

Avro Lancaster XPP CF-CMW was one of nine Lancasters converted for civil use by Victory Aircraft in Canada. It was later acquired by Sidney Cotton for his nefarious activities in Hyderabad.

TCA’s Lancaster XPP CF-CMW.

The other Lancaster XPP acquired by Cotton was CF-CMX, which was registered to OnzeAir in Pakistan as AP-ACL in 1948. Unlike its sister, it survived the gun-running operation and was returned to the UK in late 1948, after which it was scrapped.

TCA’s Avro Canada Lancaster XPP, CF-CNA, seen at Uplands, Ontario in June 1946.

HAROLD G. MARTIN'S superb photograph of Lancaster XPP CF-CNA was taken at Dorval, Montreal, in 1946.

Alitalia's Lancastrian 3 l-AHBY, ex G-AHBY and named Libeccio.

Alitalia's Lancastrian 3 I-DALR. ex G-AHCE and named Borea.

Alitalia’s British partner BEA provided the Italian airline with one Avro Lancaster (for training) and five Lancastrian 3s for its long-distance routes. Formerly G-AHCE, Lancastrian I-DALR, named Borea, operated Alitalia’s inaugural Milan-Buenos Aires service via Dakar, Natal, Rio de Janeiro and Sao Paulo on June 2, 1948.

The first of three Lancastrian IVs converted for FAMA by Avro was LV-ACS. This was tragically lost on its third operational flight to London for the FAMA service, crashing in bad weather at Natal (Brasil) on June 10, 1947. The other two went on to serve with the FAA.

4 июня 1945 года Lancastrian поступил в эксплуатацию в компанию QANTAS. Лайнеры имели салон на 9 мест, иллюминаторов на левом борту не было.

Lancastrians during the Berlin Airlift with one of Flight Refuelling's tanker aircraft in the foreground. Many ex-BOAC and BSAA Lancastrians were fitted with large tanks capable of carrying 2,500 gal of petrol or diesel oil.

Lancastrian T-65 visiting the USA in 1947. The aircraft had a short operational life with the FAA.

Один из аргентинских гражданских "Ланкастрианов". Самолет еще несет бортовой номер и опознавательные знаки ВВС своей страны

The hybrid transport Lancaster-Lancastrian T-102.

Принадлежавшая компании "Rolls-Royce" летающая лаборатория Lancastrian Mk II, VM704, предназначалась для испытаний турбовинтового двигателя Clyde, однако в итоге на ней испытывали двигатели Griffon 57 (устанавливались на внутренних пилонах), предназначенные для Avro Shackleton британских ВВС, и Merlin 628, предназначенные для Avro Tudor.

Avro Lancastrian VM703 with DH Ghosts fitted in place of the outer RR Merlins during early ground runs at Hatfield.

1940-1950-е годы - испытания ТРД. После Второй мировой войны стали доступны большие четырехмоторные бомбардировщики и транспортные самолеты. Их широко использовали в качестве летающих лабораторий. Например, Avro Lancastrian (фото) был оснащен парой ТРД de Havilland Ghost вместо внешних двигателей Merlin. На испытаниях поршневые двигатели выключались.

A later engine test-bed was this Avro Lancastrian II <...>

Lancastrian VM703 flying on the de Havilland Ghosts in its outer nacelles.

The photograph depicts Rolls-Royce chief test pilot, Capt R. T. Shepherd, demonstrating the pure-jet performance of Avro Lancastrian VH742, fitted with a pair of Nene RN1 jet engines in the outboard nacelles. First flight took place on August 14, 1946.

ЛЛ на базе "Ланкастриана" (per. № VH742) для испытаний ТРД "Нин"

The Avro Nene-Lancastrian powered by two Rolls-Royce Nene turbo-jet units and two Merlin reciprocating engines.

Lancastrian VH742 flies by Nene-power. It was the world's first commercial aircraft to fly on jets alone, first flight after conversion taking place on August 14, 1946.

Lancastrian 2 VM732 with Rolls-Royce Avons in its outer nacelles.

Avro Lancastrian VM732 used as an engine testbed and fitted with two Rolls-Royce Avons.

Lancastrian VM733 with Armstrong Siddeley Sapphires in the outboard nacelles.

NEWLY-APPOINTED TAH Editorial Board member Gregory Alegi recently found this photograph while looking for something else. We are sure we’ve seen it before, but cannot recall the occasion or the story behind it. Can anyone from the readership provide chapter and verse? If so, please contact the Editor or the Managing Editor.

Capt J. H. Orrell at the controls of an Avro Lancastrian in January 1945.

Contrasts in Lancastrian passenger comfort. Left, the nine seat cabin of a TCA Lancastrian is very spartan compared to the later mark, right.

The Avro Lancaster had barely entered service in February 1942 when plans were put in place to create a transport variant for transatlantic services between the UK and Canada. A Mk III was converted to carry passengers and mail, which set a record flight time of 12hr 26min from Dorval to Prestwick in July 1943. Nine Mk Xs were similarly converted by Victory Aircraft in Canada and designated XPPs in Trans-Canada Air Lines service. After the war Avro put the transport variant into production as the Lancastrian, 82 of which were built in four variants.
In the Lancastrian C.I, as used by QEA, a nine-passenger day layout incorporated seating on the port side only, facing outwards towards the starboard wing, as in this view looking towards the front of the aircraft. The seats could be converted into bunks, with further bunks folding down from the panels above, for a six-passenger night configuration

the layout of the sleeper BOAC/QANTAS Kangaroo service Lancastrians.

The interior of Lancastrian G-AGLF showing the sideways-facing seats and the cramped conditions - looking forward.

Mr Haigh’s two photographs of the Lancastrian G-AGMB after its landing incident at RAF Tengah.

The Avro Lancastrian Long-range Transport.

The Avro Lancastrian III Transport.

Avro 691 Lancastrian I of BOAC