iscover
A photo full of nostalgia. The first Lancastrian beside the main terminal and tower at Brisbane's Archerfield Aerodrome. The group of airport employees no doubt are just as excited as their successors will be forty years later with the arrival of the first of Qantas' new 767s and 747-300s. (Qantas)
The Avro Lancastrian In Australian Service
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The Avro Lancastrian
Part Sixteen in a Series Examining the Airliners That Established Civil Aviation in Australia
The Avro type 691 Lancastrian signalled the end of an era in Australian civil aviation. The dominance of the British aircraft industry in providing the hardware for Qantas’ long-distance flights to England was rung down with this interesting civilianised aircraft. The economics of operating the Lancastrian were quite horrendous and in fact the service to England from Australia ran at an estimated annual loss of 1. 4 million pounds sterling. With accommodation for only nine passengers by day or six in sleepers at night revenue came nowhere near the direct operating costs. However, it was a fine aircraft and did offer a fast reliable service even if in rather questionable comfort.
Based on the famous Lancaster bomber, one of the most justifiably famous aircraft of World War II, the Lancastrians came at a time when speed was an important factor in maintaining communications, and economics were thrust aside. Total Lancaster production was 7374 aircraft and the peak rate of production was an incredible 293 aircraft per month achieved during August 1944. Apart from British production in a number of factories, 430 of the total number were produced by Victory Aircraft Limited in Canada. The large bomb bay was designed to carry 4000 lb bombs and as the war progressed modifications were made to enable it to carry 8000 lb, then 12,000 lb and finally the enormous 22,000 lb ‘Grand Slam’ bomb. These substantial weight-lifting feats were to be put to a less demanding use in its civilian guise.
In 1941, two senior Trans Canada Air Lines captains, M. B. Barclay and. B. Lothian were attached to the RAF/BOAC North Atlantic Ferry Service to gain experience for a forthcoming service to be operated by the Canadians across the Atlantic. The aircraft selected for this venture was a Lancaster Ill RAF serial R5727 which was flown to the Victory Aircraft plant at Malton during August 1942 for modification. Changes included the fitting of three extra windows in the rear fuselage, removal of the mid-upper turret and the fairing in of the nose and tail turrets. The second part of the task was carried out by A. V. Roe and Co Ltd in England who fitted fairings designed and built by Victory. Accommodation for ten passengers was provided and additional fuel capacity extended the range to 4000 miles. The converted aircraft was initially used for freight duties and on 22 July 1943 it flew in its new markings of CF-CMS. Trans Canada Air Lines operated it on behalf of the Canadian Government Trans Atlantic Air Service covering the Dorval-Prestwick leg in 12 hours 26 minutes. The load consisted of four tons of mail. On 1 Setember 1944 a British C of A enabled passengers to be carried. Additional, more refined aircraft were converted by both TCA and Victory and remained in service until 1947.
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