The content of this page come from interviews and books by aircrews who served from 1942 to 1945. Details changed over the years and from squadron to squadron.
The information of the events happening at Bomber Command HQ leading up to the squadron level were found in books printed during the war and may contain deliberate mis-information.
Its going into the second hour of a long eight hour sortie deep in the enemy country, long hours of eyes straining into the darkness searching out for something that does not match the inky dark that surrounds their aircraft. The Lancaster suddenly lurches side to side seemingly out of the pilots control. In an instant the pilot realizes what is happening and makes corrections to avoid the slipstream of the heavy bomber ahead of him.
The experience reminds all on board that they are not completely alone, that there are others out there with them in the long stream of bombers that make up the gaggle headed for the target.
But they are alone, each crew within the thin skin of a steel cocoon fuselage. Alone with no hope of any help if needed and if something happens with only slim chance anyone will know they are gone or how.

The Lead up to the Long Night


For the previous days for the crew had been spent in taking part in bombing and cross country squadron exercises and the lectures. Lectures on how to act when evading capture, lectures on being interrogated. It had been a only a short while since they had returned from their latest sortie. The feeling that today's posted Battle Order would have them listed for tonight's operation. From their respective Messes they saw the orders posted on the board and they found they were correct in their suspicions.

The Battle Order detailed to them the times of the Main Briefing, the Navigation Briefing and their aircraft for the night. In this case one which they had been flying the past few days and the last string of operations. The crew cycled out to the dispersal pad located at the far end of the base. It was a comfortable feeling seeing their favourite Lancaster and one they hoped would become their own. And at last they could have the nose art painted on her, the design asked for had come from the Disney studios in California and was just waiting to be added.
Amongst the aircrew the ranks were set aside as each checked out areas that concerned them. The true Pre-Flight was yet to come this was just a visit.
The ground crew had worked on the problems listed in the "Flight Snag " book, the few items that his crew and he had listed after the exercise in this aircraft yesterday. The ground crew were also competing the daily inspection of his aircraft and the NCO in charge of the ground crew waited for each ground trade to initial the work they had performed along with details of tasks performed, before he too made his rounds to re-check the work carried out. Then when the NCO was satisfied more paper work and a visit by the Station Engineer or by the Flight Sergeant for the Flight and more paper work for the ground crew NCO.
Time was moving along quickly and there would not be enough time for a test flight today. Already packets of "Window" was being stored in the nose section and the armourers were checking out the gun turret hydraulics before loading the ammunition belts. The tractor pulling the long line of low slung dollies with their bombs cradled on them were arriving as yet a different group of Armourers waited to load the bombs. A petrol bowser would not be far behind. The aircrew headed back to their rooms, they only had a few hours to attend to personal matters before the time for meals and briefings begin. Perhaps write a letter home, to be left in a locker or elsewhere to be found if he does not make it back.

The Long Night Begins in Earnest



The Briefing

After a meal with a special touch for those on operations for the night, maybe an egg or some other treat. It is on to Briefing Hut where the serious business begins, crowded with both new crews who felt they were well trained and ready to go as well as the experienced crews who know the reality of what is ahead of them. Some of the crews would try guessing at the target area based on what they could find out from Armourers loading the bombs and the petrol bowser driver filling the aircraft. Not always accurate but it was something to occupy the mind as they waited for the Station Commander and officers to arrive and start the briefing.
After some initial remarks the Station Commander hands the floor over to the Intelligence Officer. The covers are removed from the boards and the target for the operation is revealed. The Intelligence Officer explains the target's importance to the enemy war effort. The depth of his remarks can vary from target to target. The details could include many things including the history of past raids on the target, any new defences to be on guard for. The overall effect is to emphasize the need to get their loads to the target and on the mark. All is given in a matter of fact straight forward approach, no holding back as he goes on about what lies ahead of them.
The Squadron Commander or Operations officer will give the vital information, the paths to and from the target. The take off times, the bombing heights the approaches to actual target area. The colour of the Pathfinder flares for the night. The position and location of the building or buildings which are the target. Any identifying landmarks which could help ensure they are not led to a dummy target.
Even though the Pathfinders will light the exact spots with flares of the colour for the night, the bomber crew has to know everything about the landscape surrounding their target. As the enemy defence networks can also light up the same colour flares in areas far away from the target.
In their turn the Squadron Navigation Officer, Bomb Officer, Signals Officer present the group with the information the crews will need for the trip there and return. The Signals Officer provides the Wireless Operators with codes for tonight's operation. One code for normal traffic (air communications), ID code for getting back over friendly territory and not being shot at and one to be used for homing and distress signals.
The Navigation Officer and Navigators meet with the Meteorology Officer and work out the possible courses based on the latest and expected weather patterns. The night's corridors to and from the target and the timing of the arrivals on target have already been set by Bomber Command planners.

Preparation

Leaving the briefing area, the crews suit up for the night's long flight, pick up their parachutes, a thermos of coffee a lunch bag with biscuits, chocolate, barley sugar candy and an apple or orange. The truck from the Motor Transport Section picks them up and takes them out to their aircraft, no time for cycling out there.
The pilot and the Flight Engineer complete an inspection of the aircraft. A walk around the aircraft and check of different components, then signing off of the form accepting the aircraft for the night. Before boarding their is a final ceremony performed on the edge of the grass, although there is a small toilet on the aircraft, it is not easy for any of the crew to break away from their duties to use it.
The Navigator climbs on board, he is the most laden down of the whole crew, charts, logs, and all the other necessary tools of his trade that are needed to guide them to the target. The Wireless Operator also has a number of items to weight him done, as does the Bomb Aimer. The Pilot and the gunners have it light, all they require is already on board.
With engines given the chance to warm up after the signal was given to start engines, the captain checks with each crew member as a way of checking the operation of the intercom. Flight Engineer and pilot complete a pre-flight check list and finally the Lancaster moves off down the perimeter tracks to the designated runway where he awaits the departure of the bomber ahead of him. Turning on to the runway readying the aircraft for takeoff. A green light (or flare) signals him to continue his take off. The crew's pilot waits an extra few seconds, just to avoid any air disturbance from the aircraft ahead, after all why add another factor to the dangers of takeoff.
With the inner engines both full throttle while full brakes are applied, the pilot releases the brakes and moves the outer engine throttles towards full throttle. Using the throttles to steer until the tail lifts and the rudders can take over the steering of the aircraft. The crew feels a slight lift and a bump followed by another as the bomber strains and finally is free of the ground.

The Climb

With a load of bombs and fuel the pilot wants to gain speed and make a slow cautious climb. He joins a circuit of bombers who took off before him and climbs to a pre-set height. As the prescribed time arrives the Navigator gives the pilot the course set out on. The pilot can see some navigation lights ahead of him as the gaggle sets out in the direction of the first leg to the target. Shortly the navigation lights will be extinguished and they are seemingly alone in the night. The only light on board is in the one in the curtained off Navigators post and the phosphorus glow of the dials in front of the pilot and flight Engineer. As they cross the Channel the gunners request permission to test their guns, which then fills the inside of the fuselage with noise and the smell of Cordite.

Arriving on Time

The Navigator with the help of instruments and mathematics keeps the airplane on course and on time, making course changes set out by HQ to confuse the enemy defences and avoid heavily defended areas such as Searchlight Alley as they fly to their target up the Ruhr Valley. It's up to all on board who can to keep a watch on the skies around them for enemy night fighters and of course other bombers. The Bomb Aimer who would use the nose gun if they came under attack keeps an eye out in all directions. Frontal attacks were rare but did occur. He also had a wider field of vision then any of the crew. For some crews the gunners would request a roll from one side then to the other to check the vulnerable belly of the Lancaster from sneak attacks from directly below.
The Bomb Aimer had another task to perform along the way. In the nose of the aircraft there are bundles of Window, tin foil he would drop from a chute in his nose section. He would drop these at prescribed times, the effect was to jam the enemy radar. But once the target neared his task was to bring the aircraft and it's load over the targeted flares.

The Bomb Run

Now came what may be the most tense time of the whole operation the Bomb Run. Orders called for their aircraft to drop the load at a set height while flying a slow speed already spelled laid out at the briefing. The crew always hoped for a high altitude where the guns and flak were less accurate and the chances of being hit by a bomb dropped from above was less possible.
They had only a window of less then a minute to be in the correct time frame for the run. The run in would take nerves, flying at slow speed, straight and waiting to be coned by the search lights with flak bursting all around them. The Bomb Aimer called out to the pilot course corrections, while concentrating on the job at hand. Then as the bombs released the aircraft would lift, but the aircraft had to stay on the straight run for another 30 seconds as the camera automatically captured the bomb release. Then close the doors and full throttle to exit the area.

Watching ever Watching

With the target behind them and the search lights and flak fading behind them, they were on their own again. The key to surviving many thought was being on guard and watching the skies for that tell tale object darker then the surrounding skies.
The way home would a different route although still doglegging around heavy fortifications and enemy airbases. With directions from the Navigator the pilot steers the crooked path home as the gunners and everyone available searching the skies around them.
At first the object blends in well with the dark sky, only to briefly show itself against a patch of light sky. Rear Gunner calls for evasive action, "corkscrew port". The pilot puts Control Column hard ahead the Lancaster goes into a steep dive, then he it back up again a seconds later. Then flip ailerons and climb into the direction the gunner called out. The climbing turn then becomes a roll to the over side while still climbing, then quickly back into a steep dive.
The actions are quick and violent working his best to throw off the night fighters aim, while he the pilot, keeps his gunners informed of his next well practised move. Hopefully to a position that affords the gunners a better shot then the enemy fighter. The gunners do their best to bring their guns to bear on the enemy fighter.
The rear gunner fires off a long burst, 100 rounds laced with tracer sent hurtling towards the enemy aircraft. The night fighter breaks off the attack, just as the gunner looses two of his four guns to jamming, a common failure he has been trained to deal with. As the big Lancaster twists around the sky, the gunner has to unjam the guns using a long round bar with a hook. From his cramped sitting position in the total dark he works the guns free of the jams, all with the hopes that the guns manage to be cleared before another attack.
With the night fighter lost to sight and a search of the skies by gunners and others revealing nothing the rear gunner calls for "resume course". The pitching, turning and diving may have thrown the aircraft off course and now it is up to the Navigator to guide them back to their correct heading.

The Coast and Home

Crossing over the coast of Europe and back to the base in England is still a time for vigilance, enemy fighters can still be waiting or the chance of a mid-air collision.
And once the "Nav" lights came the vigilance still had to continue. As they neared the base the wireless operator would send a short message. The few words just included the base's call sign followed by the aircraft's designation. A WAAF would reply something like "George", 3,000 feet and VR-G would circle counter clock wise at 3,000 feet and await further instructions. Which would follow and the Lancaster would come in for the landing.
After taxiing back to the dispersal pad, the crew would gather their forms and charts. The Flight Engineer would complete the entries in his log he had maintained during the whole operation. The Wireless Operator would complete his log and the Navigator and Bomb Aimer also had their own paper work to complete. The pilot may have a "Flight Snag " to give to the ground crew NCO, reporting anything that should be looked at before the next operation.
When the transportation arrives the crew finds themselves back at the Briefing Hut, waiting their turn to be debriefed while they sip hot drinks and a few biscuits.
Only after all this are the crew allowed to continue on . Sleeping, drinking or just relaxing. Knowing it could all be repeated tomorrow.