The History Of The Consolidated B-34 "Liberator"

The XB-24B

Disappointed at the XB-24 prototype's relatively slow maximum speed of 273 mph instead of the 311 mph originally estimated, on July 26, 1940, the Army recommended that some changes be made to the aircraft to improve its performance, especially at high altitude.

First and perhaps most important of these changes was the introduction of engine turbosuperchargers to give the aircraft a better high-altitude performance. Accordingly, the XB-24 was re-engined with 1200 hp Pratt & Whitney R-1830-41 (S4C4-G) radials which were equipped with General Electric B-2 turbosuperchargers which replaced the mechanical two-speed superchargers of the earlier engines. The turbosuperchargers were mounted on the lower surface of each engine nacelle. The oil coolers were relocated to the flanks of the front cowlings and the air intakes for the turbosuperchargers were placed on the sides of the engines, which gave the nacelles a characteristic elliptical cross-section, which remained with the Liberator all throughout its production career.

The Army also directed that Consolidated eliminate the "wet" wing and install self-sealing fuel tanks in the wing. The engine controls were modified so that they permitted at least 60 percent engine power even if the controls were shot away. Electrical engine primers were added, and the engine nacelles were redesigned. The tail span was increased by two feet.

With all these changes, the XB-24 was re-designated XB-24B and re-serialed 39-680. The first flight of the XB-24B took place on February 1, 1941. The performance was markedly improved. With turbo-superchargers fitted, the original takeoff power of 1200 hp could be maintained to well above 20,000 feet, resulting in an increase in maximum speed to 310 mph. Turbo-superchargers remained a feature of all later production Liberators.

Problems with the R-1830-41 engines led the Army to replace them with the more reliable 1200 hp Pratt & Whitney R-1830-43 engines.

The B-24C

The B-24C was the production breakdown aircraft used to finalize the production line for mass production of a fully-combat capable Liberator. Serials were 40-2378/2386, which had originally been allocated to a B-24A production lot.

The B-24C incorporated changes which had been first tried out on the XB-24B plus changes that had been recommended as a result of combat experience in Europe with the Liberator I and II of the RAF. These changes included the turbo-supercharged Pratt & Whitney R-1830-41 engines and self-sealing tanks that had first been tested on the XB-24B. The turbo-supercharged engines were capable of maintaining a rating of 1200 hp to altitudes above 20,000 feet, increasing the top speed to more than 300 mph. With the turbo-supercharged engines, the engine cowlings took on a distinctly oval cross section when viewed from the front, a feature which remained with all future Liberators. In addition, the B-24C incorporated the three-foot-longer nose that had been introduced on the RAF Liberator II. The B-24C also introduced a twin-gun Martin Model 250CE-3 power-operated turret on the upper fuselage immediately behind the cockpit (the turret on the LB-30 for the RAF was on the upper fuselage aft of the wing). An interrupter switch was provided to prevent the gunner from accidentally firing into the vertical tail surfaces of the aircraft. A twin-gun Consolidated-designed A-6 power turret was mounted in the tail position, with a total of 825 rounds provided. A single 0.50-inch machine gun was mounted in the nose. Another 0.50-inch machine gun was installed on a flexible mount firing from the "tunnel" position underneath the rear fuselage facing aft. A 0.50-inch machine gun was mounted at each waist position. The total armament of the B-24C was eight 0.50-inch machine guns. The B-24C reverted to Hamilton Standard propellers, as did all subsequent Liberators.

The nine B-24Cs were delivered to the USAAF at the end of 1941. No B-24Cs were to see combat, all nine planes being used for crew training and various tests. They were later redesignated RB-24C, where the R stood for "restricted from combat use".

The B-24C was immediately followed off the line by the B-24D, the first fully combat-capable version.

The Liberator Production Pool

In order to meet the projected demand for the B-24, in early 1941 the government established the Liberator Production Pool Program. Under this program, Consolidated would set up a new plant in Fort Worth, Texas to supplement the Liberator production in its main San Diego plant and Douglas would open up a similar plant for Liberator production in Tulsa, Oklahoma. The initial plan was for the Douglas/Tulsa plant to put together complete Liberators from sub-assemblies and components provided to it by Consolidated until it acquired enough experience to build complete aircraft on its own.

Shortly thereafter, the Ford Motor Company joined the Liberator Production Pool Program as a third member. Ford planned to build Liberators at an entirely new plant at Willow Run near Detroit. Initially, Ford was assigned the task of providing components for final assembly by Consolidated/Fort Worth and Douglas/Tulsa, but in October of 1941 Ford received permission to assemble complete Liberators on its own.

In January of 1942, following Pearl Harbor, North American Aviation was given a contract for the manufacture of B-24s at its Dallas, Texas plant. This brought the total number of plants involved in Liberator production to five.

By early 1942, the Army had formalized its initial Liberator production plan. Primary manufacturers of the B-24 were to be Consolidated/San Diego, Ford/Willow Run, and North American/Dallas. These aircraft were to be designated B-24D, B-24E, and B-24G respectively. Consolidated/Fort Worth and Douglas/Tulsa were to carry out the final construction of planes by putting together sub-assemblies provided by the other three plants. Eventually, Consolidated/Fort Worth would also become a primary manufacturing center. In addition, the Ford plant at Willow Run was designated as the prime contractor for B-24 spare parts.

The Willow Run plant was truly gigantic. It was built on a 65-acre site and was almost a quarter of a mile wide and a half-mile long. It had a 90-degree bend in the middle of its length. This bend had supposedly been put there at the insistence of Henry Ford himself. According to local legend, the length of the plant had been miscalculated by the architects during the initial design work, and the bend had to be introduced in order to prevent the plant from extending into the next county where the taxes were higher. This bend came to be known as the "tax turn", and Liberators had to take a rather awkward 90-degree turn as they progressed down the assembly line.

The first B-24Ds for the USAAF were manufactured by Consolidated/San Diego in January of 1942. As part of its participation in the Liberator Production Pool, the Consolidated/San Diego plant began to supply sub-assemblies for B-24Ds to Consolidated/Fort Worth in May of 1942, and to Douglas/Tulsa in August 1942 for final assembly.

The first Ford-built Liberator rolled off the Willow Run line in September of 1942. The Ford-built Liberator was designated B-24E. The Ford plant had lots of initial startup problems, due primarily to the fact that Ford employees were used to automobile mass production and found it difficult to adapt these techniques to aircraft production. Ford's plant at Willow Run was beset with labor difficulties, high absentee rates, and rapid employee turnover. The factory was nearly an hour's drive from Detroit, and the imposition of wartime gasoline and tire rationing had made the daily commute difficult. In only one month, Ford had hired 2900 workers but had lost 3100. Henry Ford was cantankerous and rigid in his ways. He was violently anti-union and there were serious labor difficulties, including a massive strike. In addition, Henry Ford refused on principle to hire women. However, he finally relented and did employ "Rosie the Riveters" on his assembly lines, probably more because so many of his potential male workers had been drafted into the military than due to any sudden development of a social conscience on his part. At the request of the government, Ford began to decentralize operations and many parts were assembled at other Ford plants as well as by the company's sub-contractors, with the Willow Run plant concentrating on final assembly. The bugs were eventually worked out of the manufacturing processes, and by 1944, Ford was rolling a Liberator off the Willow Run production line every 63 minutes. A total of 6972 Liberators were built at Ford, and 1893 knock-down parts were provided for other manufacturers.

The last member of the pool to produce Liberators was North American/Dallas. The version of the Liberator built by North American was designated B-24G. The first B-24G Liberators rolled off the line at Dallas in late 1942.

Since five different manufacturing plants were now building the Liberator, it was necessary for the USAAF to keep track of which plane was built by which plant for maintenance and spare parts purposes. This was done by adding a manufacturer identification code to the designation scheme after the block number to identify the builder of a particular airplane. These letters identified the particular plant which was responsible for the construction of the aircraft. The letters designating the five members of the pool were as follows

CO Consolidated/San Diego CF Consolidated/Fort Worth DT Douglas/Tulsa FO Ford/Willow Run NT North American/Dallas

However, since each plant in the pool would often use sub-assemblies and components provided by the other members, even this system was not completely adequate to tell maintenance people which factory was really responsible for any given plane. The general rule seems to be that the manufacturer code assigned to a particular aircraft corresponded to the factory that was responsible for its final assembly, with the series letter (D, E or G) identifying the primary manufacturer.

The version of the Liberator that underwent primary manufacture at Consolidated/San Diego was designated B-24D. When the B-24D was completely assembled at San Diego, it was designated B-24D-CO. However, Consolidated/San Diego also shipped parts and components of B-24Ds to Consolidated/Fort Worth and to Douglas/Tulsa for final assembly. B-24Ds assembled by these plants were designated B-24D-CF and B-24D-DT respectively.

The B-24E was the version of the B-24D that underwent primary manufacture by Ford at Willow Run. There were significant differences between the B-24E and the other two versions. Not only did Ford build complete planes, but it also supplied components of B-24Es for final assembly at Douglas/Tulsa and at Consolidated/Fort Worth. B-24Es built and fully assembled at Ford were designated B-24E-FO, but those assembled by Douglas/Tulsa and Consolidated/Fort Worth out of parts supplied by Ford were designated B-24E-DT and B-24E-CF respectively.

The version of the Liberator built by North American/Dallas was designated B-24G. It differed little from the Consolidated/San Diego-built version. Since North American/Dallas was only a primary manufacturer and did not supply components to the other members of the pool, all B-24Gs bore the NT manufacturer's letters.

As might have been expected, the production pool system did cause lots of problems with standardization of components and equipment. Variants coming from the various members of the pool would often have significant detail differences from each other, leading to a spare parts and interchangeability nightmare. There were often significant differences between the various production blocks of the same model Liberator and sometimes differences even WITHIN a production block. Parts for Liberators built at different factories were often not interchangeable with each other, and all four factories involved in primary manufacturing produced Liberators of similar variants but of vastly different detail specification. Even the two Consolidated plants suffered from this problem.

With the introduction of the B-24J, all five members of the pool (both primary manufacturers and sub-assemblers) converted to the production of this version.

Since Liberator production rates were extremely high, it became difficult to introduce changes dictated by field experience onto the production line in a timely fashion. Consequently, newly-constructed Liberators were often already obsolescent as soon as they rolled off the line. For this reasons, a series of modification centers were established for the incorporation of these changes into new Liberators following their manufacture. There were seven known modification centers: Consolidated/Fort Worth, Oklahoma City Air Materiel Center, Tucson Modification Center, Birmingham Depot, Northwest Airlines Depot, Martin-Omaha, and Hawaiian Air Depot.

The B-24D

The B-24D was the first truly combat-capable version of the Liberator to be delivered to the USAAF. Under the provisions of the Liberator Production Pool program, B-24D was the designation assigned to those production Liberators built by Consolidated/San Diego as primary contractor. As part of its participation in the Liberator Production Pool, the Consolidated/San Diego plant supplied components and sub-assemblies of B-24Ds to Consolidated/Fort Worth and to Douglas/Tulsa for final assembly.

The B-24D was essentially similar to the B-24C which immediately preceded it. Since B-24D was the designation assigned to the production pool version of the Liberator that was built by the Consolidated/San Diego parent company, B-24Ds were the first to roll off the production line. The first B-24Ds produced by Consolidated/San Diego were delivered to the Army in late January or early February of 1942. A total of 2425 B-24Ds were built by Consolidated/San Diego.

As part of its participation in the Liberator Production Pool, the Consolidated/San Diego plant began to supply components of B-24Ds to Consolidated/Fort Worth and to Douglas/Tulsa for final assembly. The first B-24Ds rolled off the line at the Consolidated plant in Fort Worth in May of 1942. Fort Worth eventually built 303 B-24Ds. In July of 1942, the first Douglas-assembled B-24Ds were delivered. However, only ten B-24Ds were assembled by Douglas/Tulsa before production switched over to later versions.

A total of 2738 B-24Ds were built by the three contractors in the pool before production switched over to later versions.

During the production run of the B-24D, it was found necessary to introduce the production block designation system, in which a number was added behind the series letter in the aircraft designation in order to keep track of the myriads of different innovations that were introduced on the production line. This production block designation system began with San Diego-built serial number 41-23640, which was assigned the designation B-24D-1-CO. Since the Liberator was now being built by more than one manufacturer, the manufacturer identification had to be included as well, with CO standing for Consolidated/San Diego, CF for Consolidated/Fort Worth and DT for Douglas/Tulsa. To make things even more confusing, there was usually no correlation between the various production block numbers used by the three different plants which built the B-24D.

The Martin upper fuselage power turret (400 rpg) and the Consolidated A-6A tail turret (600 rpg) introduced on the B-24C were retained on the B-24D. However, the ventral tunnel gun initially installed on the B-24C was not fitted, and no waist guns were provided. The maximum bomb load was 8000 pounds, and the maximum fuel tankage was 2364 US gallons. The first 94 B-24Ds built by Consolidated (up to B-24D-15-CO) had a single flexible 0.50-inch machine gun installed on a ball-and-socket mount in the lower part of the nose.

A retractable tailskid was first added with B-24D-1-CO 41-23640 and subsequently added to airplanes 41-11582 and later. On airplanes without the tailskid installed, a tail bumper was provided.

Beginning with the 77th production B-24D (41-11587), a Bendix-designed remotely-controlled power turret was installed in the ventral position. It housed a pair of 0.50-inch machine guns. The power turret was retractable and was aimed by a gunner who sighted the target through an optical periscope. A similar sort of design had been fitted to the early B-17E. On both aircraft, gunners found the system to be completely unworkable in combat. It was almost impossible to see anything through the rather complicated optical system during realistic operational conditions, the gunners often suffering from disorientation, vertigo, and nausea when sighting a target through the periscope. When viewed to the front, the target showed up in the sight in its normal upright position, but the image tilted left or right on the sides, and was inverted in the sight when viewed to the rear. After 287 B-24Ds had been built with this turret, the USAAF finally admitted that the sighting system was unworkable, and the ventral tunnel gun was re-introduced on the B-24D-15-CO 41-23970 production block of airplanes.

Based on combat experience, it soon became clear that additional armament would be needed on the B-24D. Beginning with B-24D-25-CO serial number 41-24220 and B-24D-10-CF 42-63837, single waist guns in full swivel mounts were installed, with a total of 350 rounds per gun. When not in use, the waist guns could be stowed and a hatch cover could be placed over the window cutouts. A deflector shield was installed in the forward side of the waist window to keep some of the wind from blowing in when the cover was opened. This brought the total armament of the B-24D to eight guns (one in the nose, two in the top turret, two in the tail turret, one in the ventral tunnel, and one in each of the left and right waist positions).

In order to protect against frontal attacks, the single nose gun was supplemented by additional cheek-mounted guns firing from ball-and-socket slots cut into each side of the nose. An additional window had to be cut into the nose to provide a view for the operators of these guns. The cheek guns could be aimed by the bombardier when he was standing. With all three guns fitted, the space inside the nose was extremely crowded. This brought the total armament to ten guns (3 in the nose, two in dorsal turret, two in waist positions, two in the tail, and one in the tunnel position). Later, an additional socket was cut into the apex of the nose, and the flexible nose gun was often carried at this position rather than in the lower nose position. However, I don't think that B-24Ds ever flew with four nose guns fitted.

Beginning with B-24D-140-CO serial number 42-41164, the tunnel gun mount in the rear ventral fuselage was replaced by a manned Sperry ball turret similar to that mounted on the late B-17E. It carried a pair of 0.50-inch machine guns, with all the ammunition being carried inside the turret. Like the ball turret in the B-17, the gunner sat entirely inside the turret to operate the guns. Unlike the ball turret in the B-17, was fully-retractable into the fuselage, which made landings much easier and less hair-raising. The turret could rotate a full 360 degrees and the guns could depress between 0 and 90 degrees. The armament was now eleven guns (three in the nose, two in upper dorsal turret, two in tail turret, two in belly turret, and two in the waist positions).

Late production B-24Ds beginning with B-24D-135-CO 42-41115 on the San Diego line and with the B-24D-20-CF block on the Fort Worth line introduced the R-1830-65 engine. This engine differed from the R-1830-43 previously used in having a Stromberg PB12 carburetor in place of the Chandler Evans CE-1099-CPB-3 carburetor. This engine still developed an output of 1200 hp at an altitude as high as 26,500 feet, greatly enhancing altitude performance. The R-1830-65 was also used on the few B-24D-1-DT to -5-DTs built by Douglas.

German and Japanese fighters quickly found that the Liberator (like the B-17) was vulnerable to frontal attack. The addition of the two 0.50-inch machine guns in the cheeks of late-model B-24Ds did not help very much in warding off these attacks. The cheek guns were awkward to operate and there were significant blind spots. Various field modifications were tried out in an attempt to correct this problem. Modifications such as the fitting of two 0.50-inch machine guns firing through the forward nose glass or the adding of more forward-firing guns underneath the bombardier's floor were tried, but did not help that much.

One modification that did work fairly well was the field installation by the 90th Bombardment Group of a Consolidated A-6 tail turret from a wrecked Liberator in the NOSE of another B-24D. The idea was supposedly the brainchild of Art Rogers, who first thought of it in April of 1942. A mockup was tried out at Ford/Willow Run in August of 1942. It took a while, however, before a working turret was actually installed in the nose of a Liberator. The first nose turret was installed in 41-23765 while the plane was being repaired in Australia. It flew its first combat mission on March 27, 1943. So successful was this modification was that the Army authorized the installation of nose turrets in all Pacific-bound Liberators. The first such modifications were performed by the Hawaii Air Depot, with the Oklahoma City Army Air Corps Modification Center later joining the program. The Oklahoma City modified Liberators had a redesigned bombardier station which gave the aircraft nose a pronounced drooped chin and a distinct "tacked-on" appearance.

The first B-24Ds to go abroad were the Liberators of the Halverson Detachment, which consisted of 23 planes commanded by Col. Harry A. Halverson. The purpose of this group of picked aircrew was to begin bombing operations against Japan from bases in China in June of 1942. They were to fly to their Chinese bases by way of Africa, the Middle East, Iraq, and India. However, this force was held, initially only temporarily, in the Middle East to help defend against Rommel's advancing Afrika Korps. While there, the decision was made for the force to carry out a single raid against the Ploesti oilfields in Rumania. Thirteen planes of the Halverson Detachment carried out the first Ploesti raid on June 11-12, 1942, which was also the first strategic attack of any significance of the war to be carried out by land-based aircraft of the USAAF. The Liberators took off from the RAF base at Fayid in Egypt and flew across the Mediterranean, Greece, and Bulgaria to reach Ploesti. Complete surprise was achieved, and the planes dropped their 4000-pound bombloads through cloud at 10,000 feet. Seven of the planes reached their intended base in Iraq, two landed in Syria, and four landed in Turkey, where they were interned. Unfortunately, the damage to Ploesti was minimal and only succeeded in alerting the German High Command to the vulnerability of one of its primary fuel sources. This was to cost American bomber forces dearly during the epic low-level mission of August 1, 1943, when out of 178 bombers dispatched to Ploesti only 33 were still fit to fly after the mission was over.

The Halversen Detachment never did reach China. After the first Ploesti raid, it remained in the Middle East to fight against Rommel, eventually being absorbed by the 1st Bomb Group in October of 1942.

B-24D-160-CO 42-72843 *Strawberry Bitch* is on display at the US Air Force Museum at Wright-Patterson AFB in Dayton, Ohio. This is the only B-24D that still survives. However, there are reports that B-24D 40-2367 which was wrecked in Alaska during the war will be recovered by the Alaska Aviation Heritage Museum for display in a museum in Denver, Colorado.

Serials of Consolidated B-24D Liberator:
40-2349/2368 Consolidated B-24D-CO Liberator 41-1087/1142 Consolidated B-24D-CO Liberator 41-11587 Consolidated B-24D-CO Liberator 41-11588/11589 Consolidated B-24D-CF Liberator 41-11590/11603 Consolidated B-24D-CO Liberator 41-11604/11605 Consolidated B-24D-CF Liberator 41-11606 Consolidated B-24D-CO Liberator 41-11607 Consolidated B-24D-CF Liberator 41-11609/11626 Consolidated B-24D-CO Liberator 41-11627/11628 Consolidated B-24D-CF Liberator 41-11629/11638 Consolidated B-24D-CO Liberator 41-11643/11654 Consolidated B-24D-CO Liberator 41-11658/11673 Consolidated B-24D-CO Liberator 41-11677/11703 Consolidated B-24D-CO Liberator 41-11705 Consolidated B-24D-CF Liberator 41-11710/11727 Consolidated B-24D-CO Liberator 41-11734/11741 Consolidated B-24D-CO Liberator 41-11748/11753 Consolidated B-24D-CO Liberator 41-11754/11756 Douglas-Tulsa B-24D-DT Liberator 41-11757/11787 Consolidated B-24D-CO Liberator 41-11790/11799 Consolidated B-24D-CO Liberator 41-11801/11836 Consolidated B-24D-CO Liberator 41-11839/11863 Consolidated B-24D-CO Liberator 41-11864 Douglas-Tulsa B-24D-DT Liberator 41-11865/11906 Consolidated B-24D-CO Liberator 41-11909/11938 Consolidated B-24D-CO Liberator 41-23640/23668 Consolidated B-24D-1-CO Liberator 41-23671/23693 Consolidated B-24D-1-CO Liberator 41-23697/23724 Consolidated B-24D-1-CO Liberator 41-23725/23727 Douglas-Tulsa B-24D-1-DT Liberator 41-23728/23750 Consolidated B-24D-1-CO Liberator 41-23751/23755 Consolidated B-24D-5-CO Liberator 41-23756/23758 Douglas-Tulsa B-24D-5-DT Liberator 41-23759/23790 Consolidated B-24D-5-CO Liberator 41-23794/23824 Consolidated B-24D-5-CO Liberator 41-23825/23849 Consolidated B-24D-7-CO Liberator 41-23853/23858 Consolidated B-24D-7-CO Liberator 41-23864/23902 Consolidated B-24D-10-CO Liberator 41-23906/23919 Consolidated B-24D-10-CO Liberator 41-23920/23958 Consolidated B-24D-13-CO Liberator 41-23960/23969 Consolidated B-24D-13-CO Liberator 41-23970/24003 Consolidated B-24D-15-CO Liberator 41-24007/24026 Consolidated B-24D-15-CO Liberator 41-24030/24099 Consolidated B-24D-15-CO Liberator 41-24100/24138 Consolidated B-24D-20-CO Liberator 41-24142/24157 Consolidated B-24D-20-CO Liberator 41-24164/24171 Consolidated B-24D-10-CO Liberator 41-24175/24219 Consolidated B-24D-20-CO Liberator 41-24220/24311 Consolidated B-24D-25-CO Liberator 41-24339 Consolidated B-24D-25-CO Liberator 42-40058/40137 Consolidated B-24D-30-CO Liberator 42-40138/40217 Consolidated B-24D-35-CO Liberator 42-40218/40257 Consolidated B-24D-40-CO Liberator 42-40258/40322 Consolidated B-24D-45-CO Liberator 42-40323/40344 Consolidated B-24D-50-CO Liberator 42-40345/40392 Consolidated B-24D-53-CO Liberator 42-40393/40432 Consolidated B-24D-55-CO Liberator 42-40433/40482 Consolidated B-24D-60-CO Liberator 42-40483/40527 Consolidated B-24D-65-CO Liberator 42-40528/40567 Consolidated B-24D-70-CO Liberator 42-40568/40612 Consolidated B-24D-75-CO Liberator 42-40613/40652 Consolidated B-24D-80-CO Liberator 42-40653/40697 Consolidated B-24D-85-CO Liberator 42-40698/40742 Consolidated B-24D-90-CO Liberator 42-40743/40787 Consolidated B-24D-95-CO Liberator 42-40788/40822 Consolidated B-24D-100-CO Liberator 42-40823/40867 Consolidated B-24D-105-CO Liberator 42-40868/40917 Consolidated B-24D-110-CO Liberator 42-40918/40962 Consolidated B-24D-115-CO Liberator 42-40963/41002 Consolidated B-24D-120-CO Liberator 42-41003/41047 Consolidated B-24D-125-CO Liberator 42-41048/41092 Consolidated B-24D-130-CO Liberator 42-41093/41137 Consolidated B-24D-135-CO Liberator 42-41138/41172 Consolidated B-24D-140-CO Liberator 42-41173/41217 Consolidated B-24D-145-CO Liberator 42-41218/41257 Consolidated B-24D-150-CO Liberator 42-63752/63796 Consolidated B-24D-1-CF Liberator 42-63797/63836 Consolidated B-24D-5-CF Liberator 42-63837/63896 Consolidated B-24D-10-CF Liberator 42-63897/63971 Consolidated B-24D-15-CF Liberator 42-63972/64046 Consolidated B-24D-20-CF Liberator 42-72765/72814 Consolidated B-24D-155-CO Liberator 42-72815/72864 Consolidated B-24D-160-CO Liberator 42-72865/72914 Consolidated B-24D-165-CO Liberator 42-72915/72963 Consolidated B-24D-170-CO Liberator
Specification of Consolidated B-24D Liberator:

Four Pratt & Whitney R-1830-43 fourteen-cylinder turbo-supercharged air-cooled radial engines, each rated at 1200 hp at 23,400 feet. Performance: Maximum speed 303 mph at 25,000 feet. Cruising speed 200 mph. Landing speed 95 mph. Service ceiling 32,00 feet. An altitude of 20,000 feet could be reached in 22 minutes. Range was 2300 miles with 5000 pounds of bombs. Range 1800 miles at maximum cruising power. Maximum range 3500 miles. Initial production blocks had a fuel capacity of 2364 US gallons, but later production blocks increased this to 3614 US gallons. Dimensions: Wingspan 110 feet 0 inches, length 66 feet 4 inches, height 17 feet 11 inches, wing area 1048 square feet. Weights: 32,605 pounds empty, 55,000 pounds gross, Maximum takeoff weight 64,000 pounds. Armament: Bomb bay could accommodate up to eight 1100-pound bombs. Under wing racks for two 4000-pound bombs were available, but were seldom used. Later models could carry eight 1600-pound bombs. Defensive armament varied significantly according to model, as described above.

The Liberator III / G.R.V. For The RAF

The British Royal Air Force was provided with 366 B-24Ds as Liberator III. These and all subsequent Liberators were delivered to the RAF under Lend-Lease contracts. They were assigned USAAF serial numbers for contractual purposes, but there does not exist a complete list of cross-referenced RAF/USAAF serials of Liberators and unfortunately there are lots of gaps.

RAF Liberator IIIs were externally similar to USAAF B-24Ds, but they were fitted with numerous British equipment items to meet specific RAF requirements. The primary difference was in the armament fitted. They were equipped with standard RAF 0.303-inch machine guns in the nose, twin 0.303-inch machine guns in each of the waist positions, and twin-0.50-inch gun Martin power turrets in the upper dorsal position. Although delivered with Consolidated A-6 tail turrets, most RAF Liberator IIIs had the Consolidated turret replaced by a four-gun Boulton Paul tail turret.

A few Liberator IIIs were fitted with a special airfoil winglet attached to either side of the lower forward fuselage below the cockpit. These removable winglets carried eight 5-inch High Velocity Aircraft Rockets (HVAR) for attacking surfaced German submarines.

Beginning in January of 1944, numerous Liberator IIIs were retrofitted with Leigh lights underneath the starboard wing for illuminating surfaced submarines at night.

An additional eleven B-24Ds were delivered directly to RAF Coastal Command in 1942. They retained their standard US armament and were designated Liberator IIIA. They bore the RAF serials LV336/346. These planes served with No 86, 224, and 354 Squadrons of RAF Coastal Command.

Liberator IIIs and Liberator IIIAs served with Nos 59, 86, 120, 160, 224, 354, and 357 Squadrons of RAF Coastal Command and with Nos 159, 178, and 355 Squadrons of RAF Bomber Command. Nos 59, 86, 120, and 224 Squadrons served in the North Atlantic campaign against U-boats, during which they turned out to be outstandingly successful and are credited with at least nine U-boat kills between October of 1942 and October of 1943 with their Liberator III and IIIA aircraft. No 160 Squadron flew its Liberator IIIs out of Ceylon (now Sri Lanka) on maritime reconnaissance missions against Japanese shipping in 1943. No 354 Squadron flew out of India on maritime reconnaissance missions for the patrol of shipping lanes. No 357 Squadron of Coastal Command served in India, their primary mission being the dropping Nos 159 and 355 Squadrons of Bomber Command flew in the CBI theatre, whereas 178 was stationed in the Middle East and flew missions against targets in North Africa, Sicily, Crete, the Aegean Islands, the Balkans, Italy, and southern Germany.

A number of B-24Ds were supplied to RAF Coastal Command with an Air-to-Surface- Vessel (ASV) radar mounted in a chin fairing underneath the nose glazing. Alternatively, the radome could be installed in a retractable radome underneath the ventral fuselage. In such a configuration, these aircraft were known as Liberator G.R.V. Liberator G.R.Vs served exclusively with RAF Coastal Command, and flew with Nos 53, 59, 86, 120, 160, 200, 220, 311, 354, and 547 Squadrons.

A number of Liberator G.R.Vs were converted as unarmed transports under the designation Liberator C.V.

Nineteen Liberator G.R.Vs were delivered to the Royal Canadian Air Force. Fifteen of these planes were diverted from RAF deliveries, whereas four were delivered directly to Canada from the USAAF. The Liberator G.R.Vs replaced the obsolescent Douglas Digbys (B-18 Bolo) aircraft of No. 10 Bomber Reconnaissance Squadron. They operated out of Gander on antisubmarine patrol, and are credited with at least one U-boat kill.

RAF serials of the Liberator IIIs and GR.Vs (and corresponding USAAF serials where known) were as follows:

Liberator Mk. III:

BZ833/860, BZ890/909, BZ922/BZ929, BZ932/936, BZ946/959, FK214/245, FL906/926,FL928/936, FL939, FL940, FL943, FL945, and FL993/995

Liberator Mk IIIA:

LV336 (USAAF 41-1107), LV337 (USAAF 41-1087), LV338 (USAAF 41-1127) LV339 (USAAF 41-1096), LV340 (USAAF 41-1122), LV341 (USAAF 41-1097), LV342 (USAAF 41-1114), LV343 (USAAF 41-1111), LV344 (41-1093), LV345 (USAAF 41-1124), LV346 (USAAF 41-1108)

Liberator G.R.V:

BZ711/BZ724, BZ725 (USAAF 42-40447), BZ726, BZ727/BZ729 (USAAF 42-40451/40453), BZ730, BZ731, BZ732 (USAAF 42-40526), BZ733 (USAAF 42-40460), BZ734 (USAAF 42-40461), BZ735 (USAAF 42-40469), BZ736/BZ737 (USAAF 42-40470/40471), BZ738 (USAAF 42-40231), BZ739 (USAAF 42-40450), BZ747 (USAAF 42-40466), BZ755 (USAAF 42-40557), BZ756(USAAF 42-40560), BZ861/BZ889, FL927, FL941, FL942, FL944, FL946/FL991,

Liberator C.III:

FL992.

The following G.R.Vs were converted to C.V transports:

BZ723, BZ743, BZ744, BZ760/BZ762, BZ769, BZ773, BZ781, BZ783, BZ786, BZ792, BZ793, BZ804, BZ806, BZ869, BZ871, BZ931, BZ941, FL941, FL970, FL979.

RCAF serial numbers of Liberator G.R.Vs were as follows:

RCAF RAF USAAF

586 BZ732 42-40526 587 BZ729 42-40543 588 BZ733 42-40460 589 BZ725 42-40447 590 BZ728 42-40452 591 BZ727 42-40451 592 BZ737 42-40471 593 BZ736 42-40470 594 BZ739 42-40450 595 BZ735 42-40469 596 BZ747 42-40466 597 BZ738 42-40231 598 BZ756 42-40560 599 BZ734 42-40461 600 BZ755 42-40557 3701 41-24236 3702 41-24001 3703 41-24281 3704 41-24277

Disposition of Liberator III FK214/FK240, delivered between June 1942 and November 1942

FK214 3/12/47 Sold as Scrap FK215 Ground instructional 6/45 FK216 Control failure on take-off, Dorval 5/28/42:DBR FK217 Swerved off runway on take-off & hit hanger, Boscombe Down 9/15/42:DBR FK218 Overshot landing, Ringway 3/7/43:DBR FK219 7/6/45 SOC FK220 3/12/47 Sold as Scrap FK221 Wheels up landing, Prestwick 3/25/45:DBR FK222 7/6/45 SOC FK223 1/5/47 SOC FK224 Gear collapsed landing & overshot, Cluntoe 7/5/44:DBR FK225 3/12/47 sold as scrap FK226 Ground instructional 7/45 FK227 Damaged by enemy action (Ki-21) 4/1/44;7/6/44 SOC FK228 7/6/45 SOC FK229 3/12/47 Sold as Scrap FK230 Hit house landing, Ayr 10/29/42:DBR FK231 1/5/47 SOC FK232 Overshot landing Reykjavik, Iceland 3/18/43 FK233 Skidded landing & nose wheel collapsed, Ballykelly, 11/25/44:DBR FK234 Hit trees on take-off, Nutts Corner, 5/14/43 FK235 Flew into water during low alt turn, convoy coverage, 8/12/42 FK236 6/3/47 SOC FK237 Raft came out of plane in flight fouling elevator;Crashed at Compton;2/28/43 FK238 Nose wheel collpased landing at Nutts Corner 2/22/45 FK239 Missing near Andaman Isls 8/24/43 FK240 8/23/45 SOC FK241 7/6/45 SOC FK242 Hit ballon barrage at Plymouth while lost & crashed at Devon 10/30/42 FK243 Crashed in Canada while on a ferry flt, 1/12/43 FK244 6/3/47 SOC FK245 Crashed while in landing circle, south of Beaulieu 11/7/42

Disposition of 90 Liberator IIIs and Vs delivered between Jul 1942 and Feb 1943. Mk.Vs were FL937, 938, 941, 942, 946-967, 969-991

FL906 Ditched in North Atlantic 6/20/43 FL907 Hit by flak from U-boat & ditched, 7/19/44 FL908 5/30/46 SOC FL909 BOAC as G-AGFN, 2/15/46 SOC FL910 Damaged by blast from own depth charges, force landed at Predannac,10/20/42:DBR FL911 Damaged by blast from own depth charges & ditched off Puttalam, 5/6/44 FL912 4/26/45 SOC FL913 To 5249th Maintence Unit 5/45 FL914 5/30/46 SOC FL915 BOAC as G-AGFO;Sold for scrap 3/12/47 FL916 To 5069th Maintence Unit 5/45 FL917 BOAC as G-AGFP FL918 BOAC as G-AGFR, 1/25/47 SOC FL919 5/30/46 SOC FL920 BOAC as G-AGFS, 2/15/46 SOC FL921 Damaged, 8/21/42; SOC 10/30/42 FL922 Swerved off runway on take-off & hit truck, Reykjavik,Iceland 4/28/44 FL923 Shot down by U-539, 10/4/43 FL924 Sold as scrap 3/12/47 FL925 To USAAF 4/23/43 FL926 Missing 10/26/43 FL927 To 8415th Maintence Unit 6/44 FL928 Swerved landing, nose wheel collapsed 3/2/45;DBR FL929 7/19/45 SOC FL930 8/14/45 SOC FL931 Missing 6/27/44 FL932 To 5248th Maintence Unit 5/45 FL933 Sold as scrap 3/12/47 FL934 To 5605th Maintence Unit 5/45 FL935 4/8/45 SOC FL936 4/11/46 SOC FL937 Fire in air,crashed at sea;59-25N 04-15E 10/4/44 FL938 Attacked by JU-88s and ditched in Bay of Biscay 9/2/43 FL939 Attacked by Japanese fighters & shot down over Car Nicobar 9/22/43 FL940 5/31/45 SOC FL941 Sold as scrap 3/12/47 FL942 4/23/46 SOC FL943 Sold as scrap 3/12/47 FL944 Sold as scrap 3/12/47 FL945 1/18/45 SOC FL946 Sold as scrap 3/12/47 FL947 MIA over Bay of Biscay. 5/13/43 FL948 2/4/46 SOC FL949 Flew into ground, Rora Head, Orkneys 1/1/45 FL950 Fuek exhaustion, crew bailed 3/29/43 FL951 Sold as scrap 3/12/47 FL952 9/3/43 SOC FL954 10/24/43 SOC FL955 Sold as scrap 3/12/47 FL956 6/2/47 SOC FL957 Crashed before delivery 2/28/43 FL958 2/5/46 SOC FL960 6/3/47 SOC

The B-24D For Australia

In late 1942, the Australian government began to explore the possibility of manufacturing heavy bombers in Australia to equip the Royal Australian Air Force (RAAF). The Liberator, by virtue of its excellent long-range characteristics, was a natural choice for the large distances that would be encountered by the RAAF in the Pacific theatre of operations.

However, at an early date it was deemed infeasible to manufacture the Liberator under license in Australia since it was already under production in several plants in the USA. Instead, the Avro Lancaster was chosen for Australian production. The war ended before such production could get under way, but 73 examples of the improved Lincoln version were built in Australia starting in 1946.

Although Australia had opted not to manufacture the Liberator, in late 1943, General George C. Kenney, the commander of Allied Air Forces in the South West Pacific Area, recommended that the RAAF form seven Liberator squadrons. The aircraft would be acquired from USAAF stocks, and the USAAF would assist the RAAF with both the procurement of the aircraft and the training of the crews. The RAAF personnel would be temporarily attached to the US Fifth Air Force while they gained experience in Liberator operations.

The first Liberators to be obtained by Australia were ex-USAAF B-24Ds. In February of 1944, twelve B-24Ds were obtained second-hand from USAAF stocks and delivered to Australia. They were assigned the RAAF serials A71-1 through 12. By this time, the B-24D was well past its prime, and was deemed suitable only for operational training, pending the arrival of more capable Liberator versions. These B-24Ds were assigned to No 7 Operational Training Unit based at Tocumwal, Victoria to carry out heavy bomber operational training for air crews. They served there until 1945. None ever saw any combat, and this unit was disbanded at the end of the war. A couple of RAAF B-24Ds lasted as late as 1952, when the last examples were finally struck off charge.

The definitive Liberators for RAAF service were to be the B-24J, L, and M versions, the first of which was delivered in May of 1944.

Serials of RAAF B-24Ds

RAAF serials USAAF designation USAAF Serials A72-1 B-24D-CO 41-11904 A72-2 B-24D-1-CO 41-23720 A72-3 B-24D-20-CO 41-24108 A72-4 B-24D-65-CO 42-40489 A72-5 B-24D-65-CO 42-40512 A72-6 B-24D-65-CO 42-40522 A72-7 B-24D-15-CO 41-24070 A72-8 B-24D-25-CO 41-24290 A72-9 B-24D-CO 41-11868 A72-10 B-24D-20-CO 41-24127 A72-11 B-24D-65-CO 41-40514 A72-12 B-24D-135-CO 42-41132

The Consolidated XB-41

The one-off XB-41 was a long-range escort version of the B-24D Liberator. It was designed to fill a similar requirement as was the Boeing YB-40, namely, to provide escort for bombers penetrating German airspace.

The sole XB-41 was obtained by converting a Consolidated/San Diego-built B-24D-CO (serial number 41-11822). The conversion was carried out by Consolidated/Fort Worth and was delivered to Eglin Field, Florida on January 29, 1943. Additional guns were provided which brought the total armament to fourteen 0.50-inch machine guns. A second Martin A-3 power turret was added to the dorsal spine just behind the wing trailing edge. A Bendix remotely-controlled turret was added in a chin position underneath the nose, and the nose glazing was modified to give the operator of the Bendix turret a clear field of view. The cheek guns characteristic of the later B-24D were not fitted. A pair of power-boosted 0.50-inch machine guns were added at each waist position, replacing the single flexible mounts originally fitted. The original Martin A-3 power turret behind the cockpit was modified so that it could be raised during flight to increase its field of fire, then lowered to decrease aerodynamic drag when not in use. A total of 12,420 rounds of ammunition was carried, including 4000 reserve rounds carried in a box installed in the forward bomb bay. The additional weight of armor, guns and ammunition brought the gross weight up to 63,000 pounds, 6000 pounds heavier than a standard B-24D.

Tests were carried out at Eglin during the early winter of 1943. These tests indicated that the center of gravity was improperly located, which made the aircraft quite unstable in flight. In addition, the climbing rate and service ceiling were rather poor because of the additional weight. The port waist gun position had originally been covered by a plexiglas bubble, but this was found to cause severe optical distortion and was removed. Consequently, because of these problems, on March 21, 1943, the Army declared the XB-41 as being operationally unsuitable, and plans for thirteen YB-41 Liberator conversions were cancelled.

Undaunted, Consolidated continued to work on the XB-41 prototype, and equipped the aircraft with wide-blade propellers and subjected the plane to a weight-reduction program in which some of the armor was removed. On July 28, 1943, the XB-41 was returned to Eglin for more tests. Tests showed that the stability problem had been cured, but the aircraft was still plagued with poor maneuverability. In the meantime, the Boeing YB-40 had entered combat in Europe, and the initial results had demonstrated that the basic escort gunship concept was fundamentally flawed. The heavily-laden YB-40 escorts could not keep up with the bomber formations once they had dropped their bombs. As a result of the negative experience with the YB-40, further work on the XB-41 was abandoned. The sole XB-41 was later redesignated TB-24D and was used as an instructional airframe for training Liberator mechanics.

The B-24E

Under the terms of the Liberator Production Pool agreement, the designation B-24E was assigned to the version of the Liberator that was built by the Ford Motor Company as primary contractor at its Willow Run, Michigan plant. As part of its participation in the Liberator Production Pool, Ford also provided B-24E components for assembly at Consolidated/Fort Worth and at Douglas/Tulsa.

The first B-24Es began to come off the Willow Run assembly line in mid-1943. A total of 801 B-24Es were built. 490 of these were built at Willow Run, with 167 being assembled in Tulsa and 144 at Fort Worth

The Ford-built B-24Es were all powered by Pratt & Whitney R-1830-65 engines. Externally, the B-24E was identical to the late production B-24D with the three-gun nose modification. However, the Ford-built B-24E did not carry the belly turret of the late B-24D. Instead, it had a single 0.50-inch machine gun in the tunnel position. Internally, the B-24D had numerous changes designed to make the Liberator more adaptable to mass production at Ford by engineers and workers originally trained for automobile production

Because of production delays encountered at Willow Run as a result of the inevitable difficulties and snags involved in the adaptation of automobile manufacturing techniques to aircraft, the B-24E was largely obsolescent by the time that it began to roll off the production lines, and most were relegated to training roles in the United States and few ever saw combat.

160 B-24Es were modified as gunnery trainers for B-29 crews and had a General Electric fire control system installed.

B-24E-15-FO 42-7127 was experimentally modified to have a unique system of barbettes on each side of the fuselage, controlled from adjacent observation blisters and each carrying two 0.50-inch machine guns. This innovation was not adopted as standard.

B-24E Serials:

41-28409/28416 Douglas-Tulsa B-24E-1-DT Liberator 41-28417/28444 Douglas-Tulsa B-24E-10-DT Liberator 41-28445/28476 Douglas-Tulsa B-24E-15-DT Liberator 41-28477/28500 Douglas-Tulsa B-24E-20-DT Liberator 41-28501/28573 Douglas-Tulsa B-24E-25-DT Liberator 41-29007/29008 Douglas-Tulsa B-24E-DT Liberator 41-29009/29023 Consolidated B-24E-10-CF Liberator 41-29024/29042 Consolidated B-24E-15-CF Liberator 41-29043/29061 Consolidated B-24E-20-CF Liberator 41-29062/29115 Consolidated B-24E-25-CF Liberator 42-6976/7005 Ford B-24E-1-FO Liberator 42-7006/7065 Ford B-24E-5-FO Liberator 42-7066/7122 Ford B-24E-10-FO Liberator 42-7123/7171 Ford B-24E-15-FO Liberator 42-7172/7229 Ford B-24E-20-FO Liberator 42-7230/7464 Ford B-24E-25-FO Liberator 42-7770 Ford B-24E-FO Liberator 42-64395/64431 Consolidated B-24E-25-CF Liberator

The Liberator IV For The RAF

The RAF reserved the designation Liberator IV for the Ford-built B-24E, but there is no evidence that any of these aircraft were actually received in the United Kingdom. Instead, the few aircraft listed on RAF rolls as Liberator IVs were actually conversions of later Mk-VIs (primarily B-24H and J versions), as well as a few aircraft handed over to the RAF from USAAF stocks.

RAF serials listed as Liberator IVs were BZ970, TS519/TS539, VB852, VB904, VD249, and BZ970. BZ970 was converted into C.IV transport configuration. The TS519/539 lot were converted as follows:

TS519/520-->B.IV TS521/523-->C.IV TS524/526-->B.IV TS527--> C.IV TS528--> B.IV TS529/530-->C.IV TS531/532-->B.IV TS533/534-->C.IV TS535--> B.IV TS536--> C.IV TS537 (no record) TS538/539-->C.IV VB852 was ex-USAAF B-24J-1-FO 42-50744 handed over to the RAF. It was converted to C.IV in January of 1945. VB994 was ex-USAAF B-24H-15-FO 42-52766 handed over to the RAF. It was later converted to Mk. VI. VD249 was ex-USAAF B-24J-60-CF 44-10533 handed over to the RAF.

The XB-24F

The XB-24F was a single B-24D-CO (41-11678) that was fitted with an experimental thermal anti-icing system for tests by NACA at Moffett Field, California. It was delivered on May 13, 1942. It never materialized in production form.

The B-24H

Combat reports from the field revealed that the B-24D Liberator was insufficiently well protected against attacks from the front, and various field modifications were carried out to beef up the forward armament. One modification that did work fairly well was the field installation of a Consolidated A-6 tail turret in the NOSE of a B-24D. The idea was supposedly the brainchild of Art Rogers, who first thought of it in April of 1942. A mockup was tried out at Ford/Willow Run in August of 1942. It took a while, however, before a working turret was actually installed in the nose of a Liberator. The first nose turret was installed in 41-23765. It flew its first combat mission on March 27, 1943.

So successful was this modification was that the Army authorized the installation of nose turrets in all Pacific-bound Liberators. The first such modifications were performed by the Hawaii Air Depot, with several stateside Air Depots also joining the program. The stateside-modified Liberators had a redesigned bombardier station which gave the aircraft nose a pronounced drooped chin and a distinct "tacked-on" appearance.

Based on the success of the installations of Consolidated A6 tail turrets in the noses of B-24D1s, the USAAF sought to have nose turrets fitted as standard factory-installed equipment on production Liberators. The USAAF assigned the designation B-24H to the initial version of the Liberator to be fitted with nose turrets on the production line. Ford/Willow Run was to be the primary manufacturer of the B-24H, with Douglas/Tulsa and Consolidated/Fort Worth being supplied with Ford-built components for final assembly.

Emerson Electric was instructed to modify their developmental tail turret for use in the Liberator's nose. Emerson engineers worked in collaboration with Consolidated engineers to adapt the A-15 turret to the B-24 airframe. Drawings of the Emerson turret were shipped to Ford/Willow Run, where a wooden mockup was hastily built to help in adapting the production line for the nose turret. The Emerson A-15 electrically-operated turret that finally emerged had a distinctive smooth, cylindrical appearance, as opposed to the beveled look of the Consolidated A-6 hydraulically-operated turret that had been installed in the nose of the modified B-24D1s. The nose turret fairing design that had to be used to adapt the nose to the turret introduced the "S"-shaped paneling that was to characterize all future Ford-built B-24 assemblies.

All B-24Hs (including those assembled intermittently with the B-24J at Fort Worth) were fitted at the factory with these Emerson nose turrets. Other Convair/Fort Worth Liberators were delivered with Consolidated A-6 nose turrets as B-24J until the spring of 1944, at which time the Fort Worth-built B-24J adopted the Emerson turret as standard.

Because of the many structural changes required to accommodate the nose turret, the first B-24Hs were delivered slightly behind schedule, with the first machines rolling off the production lines at Ford in May of 1943. B-24H sub-assemblies were shipped by Ford to both Consolidated/Fort Worth and Douglas/Tulsa for final assembly. Fully-assembled B-24Hs began to come off the assembly lines at Consolidated/Fort Worth and Douglas/Tulsa in August of 1943.

56 major changes were needed in the basic B-24D airframe to make it compatible with a nose turret. The bombardier station had to be completely redesigned, and the nose gear doors were changed from inward-opening to outward-opening, and the outward-opening doors were retained throughout the entire B-24H production run. The added weight in the nose caused a change in the location of the center of gravity, but this was not a problem since the Liberator had previously been somewhat tail heavy. Consequently, the addition of the nose turret actually improved the handling of the Liberator.

The B-24H also had an improved Consolidated A-6B tail turret that featured considerably larger transparent areas on each side which improved the tail gunner's visibility. On Block 20 and subsequent B-24Hs, the gunner positions were enclosed behind permanent windows, with the guns being fired through K-6 swivel mounts cut into the lower corners of these windows. This resulted in reduced weight and increased crew comfort, since the waist gunners no longer had to be subjected to a hurricane of frigid wind whenever they stationed at their guns. In addition, the two waist gun positions were staggered, lessening the changes that the two gunners would interfere with each other during combat.

The B-24H was initially fitted with the Martin A-3C top turret, the same unit that was installed in the B-24D. Fairly late in the H-series (probably in and around production block 30), the Martin A-3C top turret was replaced by a new and revised Martin A-3D turret with an enlarged and higher Plexiglas cover which improved the visibility. Also, the tunnel gun scanning windows on the lower sides of the rear fuselage were deleted on a number of late-series B-24H aircraft.

The R-1830-43 engine was initially used on B-24H production lots from all three companies. The Douglas-built B-24Hs retained the -43 engines throughout the entire production run, but the other two companies switched to the R-1830-65 engine with the B-24H-5 production block at both plants. The only difference between the two types of engines was the type of carburetor and magnetos that were installed. The -43 engine had a Bendix carburetor whereas the -65 engine had the CECO carburetor. The -43 engine was built by Pratt & Whitney, the -43A was built by Buick and Chevrolet, the -65 was built by Buick and the -65A was built by Buick and Chevrolet.

The camouflage paint scheme was deleted at about two-thirds through the B-24H production run, and subsequent Liberators were delivered in a natural metal finish. This occurred first at the Douglas plant at about mid block 10, then later at block 20 at both Willow Run and at the Fort Worth assembly-line.

By March of 1944, Ford was rolling a new B-24H off the production line every 100 minutes. Production for the B-24H was 1780 at Ford/Willow Run, 738 at Consolidated/Fort Worth, and 582 at Douglas/Tulsa, for a total of 3100. The last B-24H was built in May of 1944 at Consolidated/Fort Worth. By that date, all five plants in the Liberator Production Pool had switched over to the manufacture of the Emerson-equipped B-24J version.

B-24H serials:

41-28574/28639 Douglas-Tulsa B-24H-1-DT Liberator 41-28640/28668 Douglas-Tulsa B-24H-5-DT Liberator 41-28669/28752 Douglas-Tulsa B-24H-10-DT Liberator 41-28753/28941 Douglas-Tulsa B-24H-15-DT Liberator 41-28942/29006 Douglas-Tulsa B-24H-20-DT Liberator 41-29116/29187 Consolidated B-24H-1-CF Liberator 41-29188/29258 Consolidated B-24H-5-CF Liberator 41-29259/29335 Consolidated B-24H-10-CF Liberator 41-29336/29606 Consolidated B-24H-15-CF Liberator 41-29607/29608 Consolidated B-24H-20-CF Liberator 42-7465/7717 Ford B-24H-1-FO Liberator 42-7718/7769 Ford B-24H-5-FO Liberator 42-50277/50354 Consolidated B-24H-20-CF Liberator 42-50355/50410 Consolidated B-24H-25-CF Liberator 42-50411/50451 Consolidated B-24H-30-CF Liberator 42-51077/51103 Douglas-Tulsa B-24H-20-DT Liberator 42-51104/51181 Douglas-Tulsa B-24H-25-DT Liberator 42-51182/51225 Douglas-Tulsa B-24H-30-DT Liberator 42-52077/52113 Ford B-24H-5-FO Liberator 42-52114/52302 Ford B-24H-10-FO Liberator 42-52303/52776 Ford B-24H-15-FO Liberator 42-64432/64440 Consolidated B-24H-1-CF Liberator 42-64441/64451 Consolidated B-24H-5-CF Liberator 42-64452/64501 Consolidated B-24H-10-CF Liberator 42-94729/94794 Ford B-24H-15-FO Liberator 42-94795/95022 Ford B-24H-20-FO Liberator 42-95023/95288 Ford B-24H-25-FO Liberator 42-95289/95503 Ford B-24H-30-FO Liberator

The North American B-24G

Under the terms of the Liberator Production Pool agreement, B-24G was the designation given to the version of the Liberator that was built by North American/Dallas as prime contractor.

The first B-24G rolled off the production line at Dallas in March of 1943. Initially, the B-24G was powered by R-1830-43 engines. The first 25 machines were designated B-24G-NT. They were quite similar to the Consolidated-built B-24D, but had no ventral armament.

In the meantime, the Ford-originated B-24H had been introduced on the production line at Willow Run, with components being delivered to Consolidated/Fort Worth and Douglas/Tulsa for final assembly. Based on information provided by Ford, the nose turret was also introduced on the North American/Dallas production line. However, this did not lead to a new series letter being introduced. Instead, a new production block (B-24G-1-NT) was started to designate the nose-turret-equipped North American-built Liberator. In addition, several other changes introduced by Ford on the B-24H were incorporated into the B-24G-1-DT.

The first B-24G-1-NT was delivered to the USAAF on November 3, 1943. With the nose turret installed, the B-24G was externally identical to the B-24H, and the two types could generally be distinguished only by examining their serial numbers. However, the B-24G-1-NT was initially somewhat heavier than the Ford-built B-24H and subsequently had a poorer performance, but this was soon corrected. Most B-24Gs were assigned to the Mediterranean Theatre with the 15th Air Force.

The B-24G with the nose turret had inward-opening nose landing gear doors only in the first two blocks (G-1 and G-5), and reverted to outward-opening gear doors for the remainder of the production run.

A ball ventral turret was introduced on the B-24G-10-NT production block. Also, R-1830-65 engines were introduced with this variant. The new engines increased the offensive load to 12,800 pounds of bombs.

A total of 430 B-24Gs were built. The last B-24G was delivered in June of 1944. After that, North American/Dallas switched over to the B-24J version, which was by that time the Liberator version being built by all the members of the production pool.

B-24G serial numbers:

42-78045/78069 North American B-24G-NT Liberator 42-78070/78074 North American B-24G-1-NT Liberator 42-78075/78145 North American B-24G-5-NT Liberator 42-78155/78314 North American B-24G-10-NT Liberator 42-78315/78352 North American B-24G-15-NT Liberator 42-78353/78474 North American B-24G-16-NT Liberator

The B-24J

By the early spring of 1942, theatre commanders had recognized that the Liberator was insufficiently protected against frontal attacks, and depots in Hawaii and Australia had already begun to dismount tail turrets from Liberators and remount them in the nose, leaving the tail protected by manually-operated guns. The Eighth Air Force also experimented with the B-26 tail turret and the B-25 Bendix remotely-sighted turret. By the summer of 1943, the Army Air Depots were installing Convair tail turrets in the noses of B-24Ds as an interim measure. Such modifications were known as B-24D1.

Since the B-24D1s were a success in the field, immediate plans were made to introduce the nose turrets as factory-installed equipment on the production lines of all five members of the Liberator Production Pool. Factory-installed nose turrets were first introduced on the Liberator production line with the Ford-built B-24H. However, some later-block North American-built B-24Gs were also delivered with factory-installed nose turrets.

B-24J was the designation that was assigned to the nose-turreted Liberator version that would be built on the Consolidated production line. These were to be built in both the Fort Worth and the San Diego Consolidated factories.

It was initially planned that the nose turret used on all five Liberator production lines would be an electrically-powered Emerson Electric A-15 unit. However, it immediately became obvious that the supply of Emerson nose turrets would be inadequate to meet the demands of all five factories in the Liberator Production Pool. In order to make up the difference, Consolidated/San Diego (which had in the meantime merged with Vultee and was now known as Consolidated-Vultee, or Convair for short) was directed to adapt the Consolidated A-6A hydraulically-driven tail turret for installation on the production line in the nose of the B-24J Liberator. However, it was planned that all five factories in the Liberator Production Pool would standardize on the Emerson turret as the rate of its production finally met demand.

The Convair plant at San Diego was the first to build the B-24J, delivering the first example to the USAAF in August of 1943. In September of 1943, a separate parts plant was built at Convair/Fort Worth and began to supply sub-assemblies to the main plant, and Convair/Fort Worth began to deliver B-24Js as well. However, knockdown kits from Ford/Willow Run still continued to be delivered to Fort Worth and were assembled there as B-24H-CFs in parallel with the building of the B-24J-CF. Consequently, B-24Hs and B-24Js were produced at the same time on the Fort Worth line from September 1943 to May 2, 1944.

At first, only the two Convair plants manufactured the B-24J, with Ford/Willow Run and Douglas/Tulsa continuing to produce the B-24H and North American/Dallas continuing to build the B-24G. Externally, the initial B-24J differed very little from the nose-turreted B-24G and B-24H, but could generally be distinguished from them by studying differences in the nose turret and nose wheel landing gear door arrangements if one looked closely enough.

The Consolidated A-6A turret had sloped, flat transparent front panels as opposed to the smooth cylindrically-shaped transparent surfaces of the Emerson turret. The sloping front of the nose turret made the A-6A-equipped B-24J the longest of all the Liberator variants at 67 feet 7 5/8 inches. Early in the Convair production run, a switch was made from the A-6A to the A-6B turret. Convair/San Diego made this change with the 181st B-24J (B-24J-20-CO 42-73244), and Convair/Fort Worth made the change with the 41st B-24J (B-24J-1-CF 42-64088).

By mid-1944, the Army directed that the C-1 automatic pilot and the M-series bombsight be installed on all production Liberators under the designation B-24J. For the first time, all five members of the Liberator Production Pool would be building aircraft under the same designation. Accordingly, the B-24J was the Liberator version that was built in the largest numbers. Ford/Willow Run produced its first B-24J in April of 1944, with Douglas/Tulsa and North American/Dallas following in May.

Generally, B-24Js built by the different members of the Liberator Production Pool were quite similar and could only be distinguished from each other by an examination of their serial numbers. However, careful observers could often tell the difference between the B-24Js from the different manufacturers by looking at the arrangement of the nose landing gear doors--some of them opened outwards, and some opened inwards. The initial Convair-built B-24J differed from the G and the H in having inward- rather than outward-opening nose wheel doors. All of the B-24Js from Convair that had the A-6A or A-6B turrets all had inward-opening doors. The B-24J-45-CF with the "swept" nose and the A-15 turret had inward-opening doors until Block 70, then switched to outward opening doors. The B-24J-185-CO with the NAA-style nose and the A-15 turret had outward-opening doors. All of the North American built B-24Js had outward-opening doors, as did all of the Ford-built B-24Js. Convair adopted the North American-style nose fairings, but Ford continued with the S-curve fairing that had been used in the H-series.

The B-24J also featured an electronic control system for the turbo superchargers, which replaced the manual controls that had been fitted to the engine control pedestals on earlier Liberators.

Early in the B-24D production run, three fuel cells had been added in each wing aft of the outer engines to provide 450 US gallons of additional fuel. It was necessary to transfer the fuel from these tanks to the main tanks before it could be used. This transfer system was sufficiently awkward and cumbersome that a momentary lapse on the part of the flight engineer could result in the interruption of fuel flow to the engines and the loss of the aircraft. On the B-24J, the fuel transfer system was revised to make it a simpler and less awkward process.

The B-24J-CF added post type fuel vents atop the wing during block 20, switched from mast type to G-2 pitots at the beginning of Block 25, replaced the upper and lower wingtip lights in favor of a single unit in Block 30.

57 Consolidated/Fort Worth-built B-24J-40-CFs (42-50452 through 42-50508) were produced from sub-assemblies supplied by Ford/Willow Run. Sometimes these 57 machines are referred to by a separate block designation of B-24J-401-CF. This rather unusual-looking block number was chosen since the numbers 41-44 could not be used because they would have indicated field modifications to normal block 40 aircraft. This has produced no end of confusion, since their serials were a continuation of the last B-24H-CF serials. Since they were of Ford design, they retained the outward-opeing nosegear doors. They were also produced with the A-3D top turret and enclosed waist gunner positions, becoming the only B-24J-CF to be so equipped. The "normal" B-24J-CFs adopted the Emerson nose turret at Block 45, deleted the camouflage paint at Block 55, and never did enclose the waist gunner positions.

By the spring of 1944, the Emerson turret shortage had been sufficiently alleviated that enough of these nose turrets were now available that both Convair/San Diego and Convair/Fort Worth could install them on their B-24Js in place of the Consolidated A-6B. This change was made at J-185-CO and J-45-CF.

By the time that production of the B-24J got underway at the other three members of the pool, enough Emerson turrets were available to equip these planes as well. After May of 1944, the B-24J had standardized on the Emerson turret. At the same time, outward-opening nosewheel doors were adopted. Convair adopted the NAA-style nose fairings, but Ford continued with the S-curve fairing that had been used in the H series.

An RC-103 localizer receiver was installed beginning with B-24J-180-CO 44-40749,; B-24J-1-FO 42-50760; and B-24H-5-DT 42-78075. These planes could be recognized by a horseshoe-shaped antenna mounted on top of the forward fuselage.

Some B-24Js were modified with bulged spherical cheek windows at the navigator's position. A large squarish window was added to each side of the navigator/bombardier compartment starting with B-24J-185-CO 44-40849, B-24J-10-FO 42-51611, and B-24J-5-DT 42-51293. This window was fitted to all B-24J-1-NTs.

A thermal anti-ice system replaced the pneumatic boots with B-24J-180-CO 44-40749. It used hot air piped from the engines into ducting fitted inside the leading edges of the wing and tail assembly. This arrangement proved superior to the electric/rubber deicer boots of earlier versions, which had sometimes failed to prevent ice buildups. All North American/Dallas-built B-24J-NTs also had this system.

The fit of the front turrets was generally rather poor on the B-24G, H, and J Liberators, and there were lots of holes, crevices, and slots through which subzero drafts could enter, making the nose turret-equipped Liberators rather uncomfortable for their crews.

Another problem which made the B-24J unpopular with its crews was its excessive weight. By the time that the B-24J had been introduced on the production line, the empty weight of the Liberator had increased by 8000 pounds and the aircraft typically grossed somewhere between 50,000 and 70,000 pounds when on combat missions. Unfortunately, the Liberator's engines had not undergone a corresponding increase in power, and performance suffered. There was now very little reserve power for takeoff when the aircraft was fully loaded, and takeoff accidents were frequent. As compared to the B-24D, the rate of climb and the airspeed were slower, range was more limited, and the fuel consumption rates were higher. The weight increases had also made the aircraft less stable and more difficult to fly, particularly at high altitudes. As compared to the D, the J was much heavier on the controls and the response was much more sluggish, which made the Liberator more dangerous to fly in tight defensive formations, and midair collisions due to momentary loss of control by the pilot were a very real danger. The weight increases also made it more difficult for damaged Liberators to return safely to their bases, particularly if parts of the wing got holed or severely damaged. Aircraft damaged in such a fashion would often rapidly fall out of control, a recovery usually proving impossible.

Control was particularly poor when the retractable ventral ball turret was extended. In the effort to shed weight and to improve the handling, USAAF commanders in the South West Pacific ordered that the ball turret be removed and replaced by a pair of manually-operated 0.50-inch machine guns firing through a floor hatch. From September 1943 onward, most B-24Js destined for the Pacific had their ball turrets removed at modification centers in the US before being dispatched to the front. In Europe, the ball turret was discarded during the spring of 1944, when the increased availability of long-range escort fighters made the danger of Luftwaffe fighter attacks from below less likely.

in the United Kingdom, the 492nd Bomb Group used B-24H and J Liberators for nighttime supply dropping and agent insertion missions over occupied Europe. These planes were painted entirely black and usually had their nose turrets removed and their noses faired over.

In the European theater, several B-24Js were fitted with H2X blind-bombing radar in place of the ventral ball turret. The H2X was the US version of the RAF's H2S.

86 B-24Js were modified with three nose and three bomb bay camera installations and were redesignated F-7A. 92 other B-24Js were modified with all six cameras in the bomb bay as F-7Bs. All the armament was retained. These planes were used primarily in the CBI theater and in the Philippines.

208 B-24J and L models were converted to unarmed fuel transports under the designation C-109. All armament and bombardment equipment was removed and both the forward and aft turrets were removed and faired over with sheet metal. The waist windows were retained. Eight fuel tanks were installed inside the fuselage that could carry 2900 US gallons. An early plan called for ten B-29 groups to be stationed in China for operations against Japan, and these bombers were to be supported by no less than 2000 C-109s operating with the 20th Air Force flying in supplies of aviation gasoline over the Hump from India. This plan was dropped when the B-29 "Supoerfortress" operations were relocated from China to the Marianas, from where they could be better supported by US Navy seaborne tankers. In late 1944, the C-109s were transferred to the Air Transport Command. Some limited use of the C-109 was made in Europe.

Some 15th Air Force B-24J lead planes had their noses altered so that the lead bombardier and navigator had much improved visibilities. The nose turret was removed and a perspex structure was installed in its place. A single hand-held machine gun was incorporated for use by the navigator.

One of the more remarkable examples of a modified B-24J (serial number 42-73130) was one upon which was grafted the complete nose of a B-17G in an attempt to improve the forward visibility. Only one such example was produced.

A total of 6678 B-24Js were built. 2792 were built by Convair/San Diego, 1558 by Convair/Fort Worth, 1587 by Ford/Willow Run, 536 by North American/Dallas, and 205 by Douglas/Tulsa. Ford actually built 1849 B-24Js, but they delivered 205 of these to Douglas/Tulsa and 57 to Convair/Fort Worth. Most of the Fort Worth B-24J production was devoted to Lend-Lease, and much of the US Navy Liberator patrol bomber allocation came from San Diego production.

The B-24J was replaced on the production lines at Ford and Convair/San Diego by the B-24L in September of 1944. During mid-1944, the USAAF had decided that Convair/San Diego and Ford/Willow Run would by themselves be able to meet all future needs for Liberator production, and ordered that assembly of the Liberator at Douglas, North American, and Convair/Fort Worth be discontinued. The last B-24J rolled off the line at Douglas in July of 1944. However, production of the B-24J at North American and Consolidated/Fort Worth continued until November and December of 1944 respectively, mainly fulfilling contracts for Lend-Lease to Britain.

Although thousands of B-24Js were manufactured, most were scrapped shortly after the end of the war and very few of them survive today. I am aware of only five. An ex-Indian AF B-24J-85-CF (44-44052) is with the Bob Collings Foundation. It is one of the few Liberators still flying. It has carried various markings throughout the years of its operation as a flying museum. Another flyable B-24J (B-24J-95-CF) is 44-44272, now with Yesterday's Air Force of Liberal, Kansas. B-24J-20-FO 44-48781 is on display at the Eighth Air Force Museum at Barksdale AFB in Louisiana. It bears the name *Laiden Maiden*, and carries 486th BG markings. B-24J-90-CF 44-44175, an ex-Indian Air Force machine (HE877), is with the Pima County Air Museum of Tucson, Arizona. B-24J-90-CF 44-44213 is with the Indian Air Force Museum at Palam, India.

Serials of the B-24J Liberator:

42-50452/50508 Consolidated B-24J-401-CF Liberator 42-50509/50759 Ford B-24J-1-FO Liberator 42-50760/51076 Ford B-24J-5-FO Liberator 42-51226/51292 Douglas-Tulsa B-24J-1-DT Liberator 42-51293/51395 Douglas-Tulsa B-24J-5-DT Liberator 42-51396/51430 Douglas-Tulsa B-24J-10-DT Liberator 42-51431/51610 Ford B-24J-5-FO Liberator 42-51611/51825 Ford B-24J-10-FO Liberator 42-51826/52075 Ford B-24J-15-FO Liberator 42-52076 Ford B-24J-20-FO Liberator 42-64047/64141 Consolidated B-24J-1-CF Liberator 42-64142/64236 Consolidated B-24J-5-CF Liberator 42-64237/64328 Consolidated B-24J-10-CF Liberator 42-64329 Consolidated B-24J-CF Liberator 42-64330/64346 Consolidated B-24J-15-CF Liberator 42-64347/64394 Consolidated B-24J-20-CF Liberator 42-72964/73014 Consolidated B-24J-1-CO Liberator 42-73015/73064 Consolidated B-24J-5-CO Liberator 42-73065/73114 Consolidated B-24J-10-CO Liberator 42-73115/73164 Consolidated B-24J-15-CO Liberator 42-73165/73214 Consolidated B-24J-20-CO Liberator 42-73215/73264 Consolidated B-24J-25-CO Liberator 42-73265/73314 Consolidated B-24J-30-CO Liberator 42-73315/73364 Consolidated B-24J-35-CO Liberator 42-73365/73414 Consolidated B-24J-40-CO Liberator 42-73415/73464 Consolidated B-24J-45-CO Liberator 42-73465/73514 Consolidated B-24J-50-CO Liberator 42-78475 North American B-24J-2-NT Liberator 42-78476/78794 North American B-24J-1-NT Liberator 42-95504/95628 Ford B-24J-1-FO Liberator 42-99736/99805 Consolidated B-24J-15-CF Liberator 42-99806/99871 Consolidated B-24J-20-CF Liberator 42-99872/99935 Consolidated B-24J-25-CF Liberator 42-99936/99985 Consolidated B-24J-55-CO Liberator 42-99986/100035 Consolidated B-24J-60-CO Liberator 42-100036/100085 Consolidated B-24J-65-CO Liberator 42-100086/100135 Consolidated B-24J-70-CO Liberator 42-100136/100185 Consolidated B-24J-75-CO Liberator 42-100186/100235 Consolidated B-24J-80-CO Liberator 42-100236/100285 Consolidated B-24J-85-CO Liberator 42-100286/100335 Consolidated B-24J-90-CO Liberator 42-100336/100385 Consolidated B-24J-95-CO Liberator 42-100386/100435 Consolidated B-24J-100-CO Liberator 42-109789/109838 Consolidated B-24J-105-CO Liberator 42-109839/109888 Consolidated B-24J-110-CO Liberator 42-109889/109938 Consolidated B-24J-115-CO Liberator 42-109939/109988 Consolidated B-24J-120-CO Liberator 42-109989/110038 Consolidated B-24J-125-CO Liberator 42-110039/110088 Consolidated B-24J-130-CO Liberator 42-110089/110138 Consolidated B-24J-135-CO Liberator 42-110139/110188 Consolidated B-24J-140-CO Liberator 44-10253/10302 Consolidated B-24J-30-CF Liberator 44-10303/10352 Consolidated B-24J-35-CF Liberator 44-10353/10374 Consolidated B-24J-40-CF Liberator 44-10375/10402 Consolidated B-24J-45-CF Liberator 44-10403/10452 Consolidated B-24J-50-CF Liberator 44-10453/10502 Consolidated B-24J-55-CF Liberator 44-10503/10552 Consolidated B-24J-60-CF Liberator 44-10553/10602 Consolidated B-24J-65-CF Liberator 44-10603/10652 Consolidated B-24J-70-CF Liberator 44-10653/10702 Consolidated B-24J-75-CF Liberator 44-10703/10752 Consolidated B-24J-80-CF Liberator 44-28061/28276 North American/Dallas B-24J-5-NT Liberator 44-40049/40148 Consolidated B-24J-145-CO Liberator 44-40149/40248 Consolidated B-24J-150-CO Liberator 44-40249/40348 Consolidated B-24J-155-CO Liberator 44-40349/40448 Consolidated B-24J-160-CO Liberator 44-40449/40548 Consolidated B-24J-165-CO Liberator 44-40549/40648 Consolidated B-24J-170-CO Liberator 44-40649/40748 Consolidated B-24J-175-CO Liberator 44-40749/40848 Consolidated B-24J-180-CO Liberator 44-40849/40948 Consolidated B-24J-185-CO Liberator 44-40949/41048 Consolidated B-24J-190-CO Liberator 44-41049/41148 Consolidated B-24J-195-CO Liberator 44-41149/41248 Consolidated B-24J-200-CO Liberator 44-41249/41348 Consolidated B-24J-205-CO Liberator 44-41349/41389 Consolidated B-24J-210-CO Liberator 44-44049/44148 Consolidated B-24J-85-CF Liberator 44-44149/44248 Consolidated B-24J-90-CF Liberator 44-44249/44348 Consolidated B-24J-95-CF Liberator 44-44349/44448 Consolidated B-24J-100-CF Liberator 44-44449/44501 Consolidated B-24J-105-CF Liberator 44-48754/49001 Ford B-24J-20-FO Liberator

Specification of B-24J Liberator:

Four Pratt & Whitney R-1830-65 Twin Wasp fourteen-cylinder air-cooled radial engines with General Electric B-22 turbo superchargers rated at 1200 hp at 2700 rpm for takeoff and maintaining this power as a military rating up to 31,800 feet. Performance: Maximum speed 300 mph at 30,000 feet, 277 mph at 20,000 feet. Maximum continuous speed 278 mph at 25,000 feet. Usual combat operating speed was 180-215 mph at between 10,000 and 25,000 feet. Initial climb rate 1025 feet per minute. At a takeoff weight of 56,000 pounds, an altitude of 20,000 feet could be reached in 25 minutes. Service ceiling 28,000 feet at 56,000 pound takeoff weight. Range and endurance with a 5000-pound bomb load was 1700 miles in 7.3 hours at 25,000 feet (all-up weight of 61,500 pounds) with 2364 US gallons of fuel. Landing speed 95 mph (light)-125 mph (loaded). Weights: 38,000 pounds empty, 56,000 pounds combat, 71,200 pounds maximum overload. Dimensions: Wingspan 110 feet 0 inches, length 64 feet 2 inches, height 18 feet 0 inches, wing area 1048 square feet. Fuel: 2364 US gallons in main tanks, plus 450 gallons in auxiliary wing tanks and 800 gallons in extra tanks fitted in bomb bay if required. Accommodation: Crew was normally ten (pilot, copilot, bombardier, nose gunner, navigator, radio operator, ball turret gunner, two waist gunners, and tail gunner). Armament: Ten 0.50-inch Browning machine guns in nose, upper ventral, and tail turrets and in waist positions. Maximum internal bomb load was 8000 pounds. Two 4000 pound bombs could be carried on external racks, one underneath each inner wing. Maximum short range bomb load was 12,800 pounds (by using underwing racks), but normal offensive load was 5000 pounds.

The XB-24K

As early as 1942, the Army had concluded that the Liberator would have better aerodynamic stability if it had a single fin and rudder. However, the Liberator was destined to go through almost its entire career with its original twin fin-and-rudder assembly.

In early 1943, Ford/Willow Run decided to test this assumption of better stability with a single fin and rudder. They modified a B-24D airframe to accommodate a single vertical tail unit taken from a Douglas B-23 Dragon. This aircraft was initially known as B-24ST (where the ST stood for *Single Tail*), and made its first flight on March 6, 1943. Following a change to a C-54 tailplane and a new rudder, the new fuselage was attached to another, later production B-24D airframe (B-24D-40-CO 42-40234). At the same time, it was fitted with more powerful R-1830-75 engines, each developing 1350 hp for takeoff. This airframe was also fitted with the power-operated nose turret that had been installed on later Liberators, while retaining the Consolidated tail turret.

This highly modified aircraft, designated XB-24K, flew on September 9, 1943. Tests revealed that the new tail configuration did indeed greatly improve the stability and handling of the Liberator. An additional benefit was an improvement in the field of fire for the tail gun. As a result of its additional engine power, the XB-24K was 11 mph faster than previous Liberators and had a much improved climb rate.

The results were so encouraging that in April 1944 the Army recommended that all future Liberators be manufactured with single tails. It was planned that the single-tailed Liberator would first appear on the production line with the B-24N version, but the approaching end of the war led to the cancellation of the B-24N contract after only 8 examples had been built. However, the single-tail configuration was later adopted for the PB4Y-2 Privateer.

The Ford B-24L

During mid-1944, the Army determined that Convair/San Diego and Ford/Willow Run would be capable of meeting all future requirements for Liberator production, and ordered that production of the Liberator at Convair/Fort Worth, Douglas/Tulsa and North American/Dallas be terminated. Production of the Liberator ended at Douglas in July of 1944, but Convair/Fort Worth and North American/Dallas continued B-24J production until the end of 1944, mainly filling Lend-Lease contracts for Britain.

The B-24L was the first product of the new, downsized Liberator Production Pool. It was an attempt to reverse the trend toward ever-increasing weight of the Liberator as more and more armament, equipment, and armor had been added, with no corresponding increase in engine power.

The overweight problem with the B-24J had gotten so bad that field commanders in the Pacific had ordered that the Sperry ventral ball turret be removed and replaced by a pair of hand-held 0.50-inch machine guns firing through a floor hatch. The increased availability of long-range escort fighters in late 1944 in the northern European theater made this option possible there as well. The B-24L made the deletion of the ventral ball turret standard. This turret was replaced by a manually-operated twin 0.50-inch machine gun installation fitted to a ring mount and firing through a ventral hatch behind the bomb bay.

The B-24L also introduced the new Convair M-6 "Stinger" tail turret, which was originally designed by the Consolidated Vultee Modification Center at Tucson, Arizona. It had a distinctive blown glazing which had no framing. The M-6 turret was manually operated and offered a savings of 200 pounds in weight over the Consolidated A-6B turret. In addition, it had a wider field of fire.

The Emerson A-15 cylindrical-geometry nose turret was installed, and the tall Martin A-3D dorsal turret was standard equipment. The B-24L used the larger rectangular-shaped navigator windows that had been introduced at the end of the B-24J production block. With the B-24L, the K5 gun mounts and enclosed waist gun positions finally became standard equipment on Convair/San Diego-built Liberators.

The weight reduction program resulted in the loss of over 1000 pounds of weight, which resulted in improved performance and better handling.

Larger bombardier scanning windows were introduced at Block 5, as well as an aileron tab on the port wing. Wingtip static dischargers were added at Block 15.

The first Convair/San Diego-built B-24L was delivered to the USAAF on July 1944, with the first Ford-built B-24L being delivered one month later. A total of 417 B-24Ls were built by Convair/San Diego, with 1250 being built by Ford/Willow Run.

On July 10, 1944, the USAAF ordered that Convair/San Diego and Ford/Willow Run deliver B-24Ls without any tail armament fitted. This allowed the aircraft be fitted at one of the Army's modification centers with tail armament appropriate for the theatre in which they were to be serving. At first, the planes delivered without tail armament by Convair/San Diego continued to be designated B-24L, whereas those built by Ford/Willow Run were designated B-24M. However, these designations were only used for a short time, with the Army later redesignating the 115 Ford/Willow Run-built B-24Ms to B-24Ls. Some of the "theatre" tail armament fitted to the B-24L included 41 planes fitted with the M-6A "Stinger" tail turret, 190 planes fitted with Consolidated A-6B tail turrets, and 186 planes fitted with a hand-held twin 0.50-inch machine gun in an open tail position.

In order to meet requirements for the training of B-29 crews, several B-24Ls were converted with square-cut nose windows and were equipped with chin, ventral, dorsal, and tail turrets. These planes were later redesignated TB-24L. This designation was also applied to B-24Ls converted into trainers for radar operators.

Numerous B-24Ls were converted into C-109 tankers for use in carrying aviation gasoline across the Hump in support of B-29 operations in China. At one time, it was proposed to acquire as many as 2000 C-109 tankers, but the B-29 operations were transferred from China to the Marianas where they could better be supported by seaborne tankers, and this plan was scaled way back. The C-109s were then transferred to the Air Transport Command.

Numerous B-24Ls were supplied under Lend-Lease to Britain as Liberator VI and VIII.

Two B-24Ls are known to survive. An ex-Indian Air Force B-24L (USAAF serial 44-51054, IAF serial number HE773) is on display at the National Aeronautical Collection in Trenton, Ontario in Canada. An ex-RAF B-24L (KN751) is on display at RAF Cosford near Wolverhampton in England.
B-24L serials:

44-41390/41448 Consolidated B-24L-1-CO Liberator 44-41449/41548 Consolidated B-24L-5-CO Liberator 44-41549/41648 Consolidated B-24L-10-CO Liberator 44-41649/41748 Consolidated B-24L-15-CO Liberator 44-41749/41806 Consolidated B-24L-20-CO Liberator 44-49002/49251 Ford B-24L-1-FO Liberator 44-49252/49501 Ford B-24L-5-FO Liberator 44-49502/49751 Ford B-24L-10-FO Liberator 44-49752/50001 Ford B-24L-15-FO Liberator 44-50002/50251 Ford B-24L-20-FO Liberator
The Liberator VI / VIII For The RAF

Approximately 1600 B-24H, J, and L Liberators were supplied under Lend-Lease to the Royal Air Force between the spring of 1944 and August of 1945. They were known as the Liberator VI and VIII in RAF service (The missing designation Liberator VII was assigned to C-87 Liberator Express transports supplied to the RAF). Unfortunately, the British mark numbers allocated to these planes did not necessarily have any connection with their USAAF designations. 1150 of these planes are believed to have been B-24Js, with 739 of them being built by Convair/Fort Worth and 411 by Convair/San Diego. All of the San Diego-built machines, as well as the first 500 Fort Worth-built B-24Js were given the British designation Liberator Mk.VI, while the remainder of the Fort Worth-built machines became Mk.VIIIs. However, the designation Liberator Mk.VIII was also applied to the Ford-built B-24Ls that were supplied to the RAF following the cessation of Liberator production at Convair/Fort Worth.

Generally, the Mk.VI differed from the Mk.VIII in the former having Consolidated-built nose turrets, the latter having Emerson-built nose turrets. However, the Liberator Mk.VI designation was also assigned to B-24G and H models which found their way to the RAF, and most of these had Emerson nose turrets. Twelve Liberators taken over from the USAAF in Italy early in 1945 were a mixed bag of B-24G, H, and J models, and yet all were identified as Mk.VIs. So it is impossible to make any general statement about the differences between VI and VIII marks.

The Liberator VI and VIII retained their US-built nose, dorsal, and belly turrets, but the Consolidated tail turret was initially replaced by a Boulton Paul turret with four 0.303-inch machine guns. However, many of theses Boulton Paul turrets were replaced by American turrets when the planes reached service.

The RAF Liberators appeared in different forms to meet the needs of various commands. The bomber version was designated B.VI or B.VIII and was used primarily as a day bomber in the Mediterranean or South East Asia theatres. Like their American B-24J and L cousins, the B.VI and B.VIII bomber versions often had their ball turrets removed to save weight. The maritime reconnaissance version was designated GR.VI or GR.VIII and was used by RAF Coastal Command for long range ocean patrol. The GR versions generally had the ball turret replaced by a retractable A.S.V. radar installation. The GR.VIII differed from the GR.VI in having a different ventral radar installation. Many GRs had radar antennae sprouting from the wings and the fuselage, and carried underwing Leigh lights for anti-submarine operations at night.

Numerous Liberator Mk.VI and Mk.VIII aircraft were converted into transport configuration in the UK under the designation C.VI and C.VIII. All the armament was removed, the nose and tail were faired over, and seating for 24 passengers was added. They thus became similar to C.VIIs that were later supplied to the RAF from USAAF C-87 stocks.

Although aircraft delivered to Britain under Lend-Lease generally carried USAAF serial numbers for administrative purposes, very few of these numbers are known for RAF Liberator VIs and VIIIs. So it is currently impossible to make any one-to-one correlation between USAAF and RAF serials, making an interesting problem for aviation historians.

The following serial number listing is a summary of what I have been able to glean from various sources, and I would appreciate hearing from anyone who has additions and/or corrections.

The initial batch of Liberators were all Mk.VIs. They had RAF serials of BZ960/BZ999. These are believed to have all been Fort Worth-built B-24Js, although there is no confirmation. Many of them were initially delivered to the RAF with Boulton-Paul tail turrets, which were often replaced by Consolidated turrets in service. They are divided as follows:

B.VIs were serialed BZ962, BZ965, BZ973, BZ974, BZ976/BZ978, BZ982, BZ983, BZ989, BZ990, BZ992, BZ993, and BZ996/BZ998.

GR.VIs were serialed BZ960, BZ961, BZ963, BZ964, BZ966/BZ969, BZ975, BZ979, BZ980, BZ984, BZ985, BZ987, BZ988, BZ991, BZ994, BZ995, and BZ999. GR.IV BZ960 was converted to B.VI. GR.IVs BZ979 and BZ985 were converted to C.VI

C.VIs were serialed BZ971, BZ972, BZ981, and BZ986

The following were listed only as Mk.VI, since their roles were not known: BZ970 and BZ980.

The next batch of RAF Liberators were serialed EV812 through EV999, EW100 through EW322. This involved 411 aircraft, all of them being Mk VIs. The planes up to EW249 are believed to have all been San Diego-built B-24Js, with the remainder being Fort Worth-built B-24Js.

The following were B.VI: EV812/EV817, EV820, EV822, EV825, EV826, EV828, EV838, EV839, EV841, EV843/EV847, EV849/EV852, EV854/EV855, EV857, EV859, EV860, EV862, EV865, EV867, EV868, EV870, EV875, EV876, EV900/EV918, EV920/EV932, EV934, EV937/EV938, EV940/EV941, EV944, EV946, EV949, EV951, EV952, EV957/EV971, EV973/EV984, EV989/EV991, EV993, EV999. EW101/EW126, EW127/EW128 (USAAF 42-99793/99794), EW129 (USAAF 42-99827) EW130 (USAAF 42-99809), EW131 (42-99812), EW132 (USAAF 42-99815) EW133 (USAAF 42-99815), EW133 (USAAF 42-99817) EW134/EW137 (42-99820/99823), EW138/EW207, EW215, EW-219/EW250, EW251/EW252 (USAAF 44-10254/10255), EW253/EW269, EW270 (USAAF 44-10273), EW281/EW282 (USAAF 44-10284/10285), and EW287. B.VI EV828 was converted to GR.VI and then to C.VI. B.VI EV929, EV944, EV962, EW147, EW249, and EW276 were converted to C.VI

The following were GR.VI: EV818/EV819, EV821, EV823/EV824, EV827, EV829/EV837, EV840, EV842, EV848, EV853, EV856, EV858, EV861, EV863, EV866, EV869, EV871/EV874, EV877/EV899, EV919, EV933, EV935, EV936, EV939, EV942, EV943, EV945, EV947, EV948, EV950, EV953/EV956, EV972, EV985/EV988, EV992, EV994/EV998, EW100, EW251/EW252, and EW288/EW322 (EW317 was USAAF 44-10320, EW320 was USAAF 44-10323, EW321 was USAAF 44-10324).

GR.VIs EV879, EV880, EV886, EV888, EV890, EV896, EV943, EV948, EV986/EV988, EV992, EV995, EV997, EV998, EW100, EW290, EW297, and EW310 were converted to C.VI.

Listed only as Mk VI since their roles are unknown: EV864, EW208/EW214 (USAAF 42-99824/99831??) EW216/EW218 (USAAF 42-99902/42-99904), and EW251/EW252 (USAAF 44-10254/10255),

The next batch was serialed in the KG821/KG999 and KH100/KH420 range. These planes were a mixed bag of Liberator VI and VII versions. 500 aircraft were involved. All of these planes are believed to have been Consolidated/Fort Worth-built B-24Js, with the possible exception of the batch KH100/KH124, which were built by Consolidated/San Diego.

The following were B.VI: KG823/KG846, KG871/KG879, KG880 (USAAF 44-10385, held in Canada), KG881/KG885, KG886 (USAAF 44-10386, held in Canada) KG887, KG888 (USAAF 44-10392, held in Canada), KG889/KG890, KG891/KG892 (USAAF 44-10396/19397, held in Canada), KG893, KG894 (USAAF 44-10398, held in Canada), KG919, KG920 (USAAF 44-10425, held in Canada), KG921, KG922/KG924 (USAAF 44-10427/10429, held in Canada), KG925/KG928, KG929/KG931 (USAAF 44-10434/10436, held in Canada), KG933/KG934, KG937/KG942, KG967/KG977, KG978 (USAAF 44-10483, retained in Canada), KG993/KG999, KH100/KH104, KH105/KH110 (USAAF 44-10670/10674, retained in Canada), KH111/KH122, KH147/KH151, KH155/KH170, KH171/KH176 (USAAF 44-10736/10741, retained in Canada), KH203/KH218, KH222, KH239/KH258, KH269/KH284, KH285/KH288 (USAAF 44-44156/44159), KH309/KH320, KH323, KH325/KH328, KH349/KH368, KH386, and KH389/KH408. B.VI KH208 was converted to C.VIII. B.VIs KG827 and KH279 were converted to C.VI.

The following were GR.VI: KG821/KG822, KG847 (USAAF 44-10352), KG849/KG870 (KG852 was USAAF 44-10357), KG895/KG918, KG936, KG985/KG986, KG990/KG992 (KG991 was USAAF 44-10656), KH123/KH124, KH127, KH134, KH198/KH200, KG991 was USAAF 44-10656. KH296, KH305, KH344, KH348, KH377/KH385, (KH382 was USAAF 44-44253, KH383 was USAAF 44-44254), and KH419/KH420. GR.VIs KG863/KH866, KG868, KG899/KG902, KG905/KG906, KG908, KG914/KG916, KG918, KG936, KG985, KH198/KH200, KH305, KH344, KH348, KH377, KH380, KH381, and KH419/KH420 were converted to C.VI

The following were B.VIII: KG848, KG943/KG958, KG960, KH227/KH238, and KH369/KH376. B.VIIIs KG848, KG950, and KG960 were converted to C.VIII.

The following were GR.VIII: KG959, KG961/KG966, KG979/KG984, KG987/KG989, KH125, KH126, KH128/KH133, KH135, KH136, KH143, KH146, KH177/KH184, KH189, KH221, KH223/KH226, KH259/KH268, KH290/KH294, KH298, KH302, KH306, KH308, KH322, KH329/KH341, KH346/KH347, KH387/KH388, and KH410/KH418 GR.VIIIs KG959, KG980, KG983, KG984, KG987, KG989, KH125, KH126, KH128, KH130/KH133, KH177, KH179, KH181, KH182, KH184, KH222/KH226, KH259/KH260, KH265/KH266, KH291/KH294, KH298, KH308, KH322, KH333, KH334, KH337, KH340, KH411, and KH412 were converted to C.VIII. GR.VIIIs KH146, KH346, and KH347 were converted to C.VII

Out of the previous batch, there is no record of the following RAF serials: KG932, KG935, KH137/KH142 (except that KH138 was 44-10703), KH144/KH145, KH152/KH154, KH185/KH188 (except that KH186 was USAAF 44-10751 and KH187 was USAAF 44-10752), KH190/KH197 (except that KH193 was USAAF 44-44054, KH194 was USAAF 44-44055), KH201/KH202, KH219/KH220, KH285/KH289, KH295/KH297 (except of KH296 as a Mk VI, USAAF serial number 44-44167), KH299/KH301 (except that KH299 was USAAF 44-44170, KH303/KH304, KH307, KH321, KH324, KH342, KH343, KH345, and KH409.

The next batch of RAF Liberator VI/VIIIs was the 158 planes of serial number batch KK221/KK378. They are believed to have all been Convair/Fort Worth-built B-24Js, and are subdivided as follows:

B.VI: KK229/KK236, KK243/KK248, KK269/KK288, KK301/KK320, and KK343/KK362. B.VI KK248 was converted to C.VI.

GR.VI: KK221/KK228, KK237,KK242, KK251/KK258, KK260, KK265/KK267, KK337, KK340/KK342, KK368, and KK371/KK378. GR.VIs KK221, KK222, KK224, KK226, KK228, KK251, KK252, KK254, KK255, KK257, KK260, KK265/KK267, KK337, KK340/KK342, KK368, and KK371/KK378 were converted to C.VI.

GR.VIII: KK249/KK250, KK259, KK261/KK264, KK268, KK289/KK300, KK321/KK336, KK338, KK339, KK363/KK367, KK369, and KK370. GR.VIII KK322 was converted to C.VIII

Listed only as Mk.VI: KK237/KK242 (USAAF 44-44308/44-44313, held in Canada),

The next batch of RAF Liberator VI/VIIIs were the 242 planes of the lot KL348/KL689, which are all believed to have been B-24Js. They are subdivided as follows:

B.VI: KL352/KL388, KL391/KL393, KL473, KL475, KL476, KL478, KL479, KL481/KL489, KL491, KL492, KL494, KL495, KL499, KL501, KL503, KL504, KL507, KL508, KL510, KL512, KL513, KL515, KL516, KL521, KL523/KL531, KL534, KL536/KL538, KL540, KL541, KL543, KL545/KL549, KL552, KL556, KL557, KL560, KL563, KL564, KL569, KL571/KL601, KL607, KL611/KL617, KL619/KL630, KL632, KL633, KL635/KL639, KL641, KL642, KL644/KL652, KL654, KL655, KL657, KL658, KL663/KL667, KL669, KL670, KL672, KL673, KL676, KL679, KL681/KL683, and KL685/KL689

B.VIs KL486, KL494, KL499, KL503, KL529, KL548, KL576, KL578, KL593/KL595, KL613/KL617, KL619/KL623, KL625, KL627, KL628, KL630, KL637, KL639, KL641, KL642, KL645/KL647, KL650/KL652, KL657, KL658, KL663/KL667, KL669, KL670, KL672, KL673, KL676, KL679, KL686/KL683, and KL685/KL689 were converted to C.VI

GR.VI: KL348/KL351, all of which were converted to C.VI.

B.VIII: KL608/KL610, KL618, KL631, KL634, KL640, KL643, KL653, KL656, KL659/KL662, KL668, KL671, KL674, KL675, KL677, KL678, KL680, and KL684.

B.VIIIs KL608, KL631, KL634, KL640, and KL643 were converted to C.VIII.

GR.VIII: KL390, KL394, KL471, KL472, KL474, KL477, KL480, KL490, KL493, KL496/KL498, KL500, KL502, KL505, KL509, KL511, KL514, KL517, KL520, KL522, KL532, KL533, KL542, KL544, KL550, KL551, KL553, KL554, KL558, KL559, KL561, KL562, KL565/KL568, KL570, KL618, KL631, and KL634.

GR.VIII KL496 was converted to C.VIII

There is no record of the following: KL389, KL395/KL470, KL506, KL518, KL519, KL535, KL539, KL555, KL602/KL606,

The 135 planes of KN702/KN836 are believed to have been Ford-built B-24Js. They were distributed as follows.

B.VI: KN702/KN707 and KN744/KN752.

B.VIs KN702/KN707 and KN747/KN750 were converted to C.VI

B.VIII: KN759, KN760, KN762, KN764, KN766, KN768, KN771, KN772, KN774, KN780/KN784, KN790, KN791, KN793, KN794, KN796, KN798, KN801, KN802, KN806/KN808, KN812, KN814/KN816, and from KN818 on to KN836 all even numbers.

B.VIII KN828 was converted to C.VIII.

GR.VIII: KN719/KN743, KN753/KN758, KN761, KN763, KN765, KN767, KN769, KN770, KN773, KN775, KN776/KN779, KN785/KN789, KN792, KN795, KN797, KN799, KN800, KN803/KN805, KN809/KN811, KN813, and from 817 to 836 all odd numbers.

GR.VIIIs KN719, KN720, KN727, KN734, KN737, KN739, KN743, KN754, KN756/KN758, KN761, KN763, KN770, KN773, KN775, KN786, KN792, KN795, KN810, KN813, KN825, KN829, KN831, KN833, and KN835 were converted to C.VIII.

GR.VIIIs KG723 and KN765 converted to C(VIP).VIII.

No record of KN708/KN718.

The final batch of Lend-Lease Liberators for the RAF was the 72 planes of KP125/KP196. They are believed to have been Ford-built B-24Js and Ls, and were subdivided as follows:

GR.VIII: KP125, KP127, KP129, KP131, KP133, KP135, KP137, KP139, and KP141/KP146. GR.VIIIs KP129 and KP146 were converted to C.VIII.

B.VIII: KP126, KP128, KP130, KP132, KP134, KP136, KP138, KP140. B.VIII KP128 was converted to C.VIII.

KP147/KP196 were not delivered.

The last batches of Liberator VIs to reach the RAF were ex-USAAF machines, for which some of the corresponding USAAF serials are known. Although these B-24s were a mixed bag of B-24G, H, and J versions, all were identified as Mark VIs by the RAF. They are as follows:

B.VI: TT336 (USAAF 44-10597), TT340 (USAAF 42-94797), TT343 (USAAF 42-51350).

B.VI: TW758/TW769. (ex-USAAF B-24G, H, and J, the serial numbers of which I don't know)

B.VI: VB852 (USAAF 42-50744).

With the exception of the TT and TW batches (which were ex-USAAF machines), all Mk. VI Liberators appear to have had the Consolidated nose turret, whereas the Mk. VIII had the Emerson nose turret.

The first Liberator Mks VI and VII began to arrive in Britain in early 1944. Over 40 RAF squadrons flew Liberators at one time or another.

The following RAF Coastal Command squadrons flew Liberator Mks VI and VIII: Nos 8, 52, 53, 59, 86, 120, 160, 200, 206, 220, 224, 228, 246, 311, 321, 354, 357, 422, 423, and 547. In Coastal Command, GR.VIs and GR.VIIIs were used primarily for long range ocean patrol. Many were fitted with various types of sea-search radars, with antennae sticking out of the wings and fuselage. Many carried Leigh lights under their wings for spotting surfaced submarines at night. They served both in the antisubmarine role in the North Atlantic and in the long-range anti-shipping role in the CBI theatre. Some of these Liberators were used to drop supplies to guerillas operating behind Japanese lines. Several were converted into C.VI and C.VIII transports and were used to carry troops and supplies.

The first Liberator Mk.VIs entered service with RAF Bomber Command in early 1944. Most of the RAF B.VIs and B.VIIIs were deployed to the Mediterranean and CBI theatres, since they felt that the aircraft was not suitable for the bombardment role in northern Europe. Most were used as day bombers, but some were painted black and were used in night bombing missions over Burma. Many were used for leafletting missions over enemy territory. The following Bomber Command squadrons flew B.VIs and B.VIIIs: Nos 37, 40, 70, 99, 104, 108, 148, 159, 178, 214, 215, 223, 355, 356, 358, and 614.

The following RAF squadrons operated C.VI and C.VIII transports: Nos 102, 103, 159, 215, 232, 243, 246, 422, 423, and 426.

Small numbers of Liberaters were also used by the following Conversion Units: 5 (HP) CU, 1330 (T) CU, 1332 (T) CU, 1584 (HB) CU, 1673 (HB) CU, 1674 (HB) CU, 1675 (H) CU, and by 1586 Special Delivery Flight, 111 OTU, 1425 Flight, 1 AGS, 1346 ASR, 1409 Meteorological Flight, and Coastal Command Flying Instructors Schools.

The Liberator remained in service with the RAF longer than it did with the USAAF. All versions except transports and GR.VIIIs were withdrawn from service by June of 1946. The last GR.VIIIs were withdrawn from RAF Coastal Command in 1947.

Some transport Liberators were taken over by BOAC after the war and continued in service for several years thereafter. A few took part in the Berlin Airlift of 1948. Some transport Liberators found their way into service with other nations. A few bomber Liberators of the RAF ended up serving with the Indian Air Force following the departure of the British from India.

An ex-RAF Liberator B.VI (RAF serial number KN751, a B-24L of unknown USAAF serial number) is on display RAF Cosford, near Wolverhampton in England.

The Convair / Ford B-24M

The B-24M was the last large-scale production version of the Liberator. It standardized on a lightweight version of the the Consolidated A-6B tail turret which replaced the hand-held tail guns that had been fitted to the B-24L. Apart from the new tail turret, the B-24M differed little from the earlier versions of the Liberator starting with the B-24G.

The first B-24Ms were delivered in October of 1944. Convair/San Diego built 916 B-24Ms and Ford/Willow Run built 1677. From Block 20 onward, the pilot's canopy was completely reworked, which greatly improved visibility from the flight deck.

The end of the war in Europe brought a rapid end to Liberator production. The Liberator contract was officially terminated in June of 1945. The last B-24M rolled off the line at Convair/San Diego in that month, bringing Liberator production at that plant to an end. Ford had switched over to the single-tailed B-24N in May of 1945. with 124 Ford-built B-24Ms being cancelled before delivery.

By this time in the war, the B-29 was doing most of the long-range bombing work in the Pacific, and the Liberators being produced at this late date were not really needed. Many of the B-24M Liberators were consigned to storage immediately after they were built. Some brand new B-24Ms that were manufactured after the June contract termination date were flown directly from the factory door to the Kingman Scrap Center.

Numerous B-24Ms were delivered to the US Navy as PB4Y-1s. Others were delivered to Allied air forces under the terms of Lend-Lease.

After the war, B-24M-20-FO serial number 44-51228 was assigned to the Wright Aeronautical Development Center for ice research. It was stripped of armament, and nose and tail gunner positions were faired over. The words ICE RESEARCH were painted in big letters on the fuselage. A variety of probes were tested to study the effects of icing and to explore methods for deicing. This plane was later modified by the Aeronautical Research Laboratory to test the deicing capabilities of the Boeing B-47 "Stratojet" wing, and it was redesignated EZB-24M. This B-24M aircraft remained on Air Force rolls until 1953, when it was finally retired. For a time, it was on display at Lackland AFB in Texas, with the armament and gunner positions restored. It is currently at the American Museum at Duxford, England painted as 44-50492, a B-24M that was assigned to the 392nd BG, 578th BS.

B-24M 44-41986 was used by the NACA Lewis Research Center in Cleveland, Ohio for testing of the effects of icing on jet engines and on antenna and radomes. In one such test, in 1946 the plane was modified with a General Electric I-16 jet engine in the waist compartment, with a large air scoop built on top of the fuselage and the exhaust exiting at the former tail-gunner's position. A set of spray masts mounted aft of the cockpit controlled the water ingestion into the engine.

B-24M-5-CO 44-41916 (or one marked as such) is on display at Castle AFB in California. The Castle Museum website reports that this plane is a former PB4Y-1 BuNo 90155, but records indicate that 90155 was actually ex-USAAF 44-41906. 44-41916 corresponds to BuNo 90165.

Serials of B-24M Liberator:

44-41807/41848 Consolidated B-24M-1-CO Liberator 44-41849/41948 Consolidated B-24M-5-CO Liberator 44-41949/42048 Consolidated B-24M-10-CO Liberator 44-42049/42148 Consolidated B-24M-15-CO Liberator 44-42149/42248 Consolidated B-24M-20-CO Liberator 44-42249/42348 Consolidated B-24M-25-CO Liberator 44-42349/42448 Consolidated B-24M-30-CO Liberator 44-42449/42548 Consolidated B-24M-35-CO Liberator 44-42549/42648 Consolidated B-24M-40-CO Liberator 44-42649/42722 Consolidated B-24M-45-CO Liberator 44-50252/50451 Ford B-24M-1-FO Liberator 44-50452/50651 Ford B-24M-5-FO Liberator 44-50652/50851 Ford B-24M-10-FO Liberator 44-50852/51051 Ford B-24M-15-FO Liberator 44-51052/51251 Ford B-24M-20-FO Liberator 44-51252/51451 Ford B-24M-25-FO Liberator 44-51452/51928 Ford B-24M-30-FO Liberator

The B-24N

In 1943, a single B-24D-40-CO (42-40234) had been experimentally fitted with a single fin-and-rudder assembly as the XB-24K. This experiment was so successful that in April of 1944 the USAAF decided that all future production Liberators would have a single vertical tail. The B-24N was to have been an adaptation of this design for production by Ford/Willow Run. This aircraft differed from the XB-24K primarily in having revised nose and tail gun positions. The nose had a unique Sperry-built "ball" turret, and the tail turret was not unlike that on the Boeing B-17 fortress.

The XB-24N (44-48753) was the prototype and was delivered on Nov 24, 1944. In addition to the XB-24N, seven YB-24Ns were completed before Liberator production terminated at Ford on May 31, 1945. At this time, orders for 5168 Ford-built B-24N-FO bombers were cancelled. The delivery of the few YB-24Ns by Ford brought the production of the Liberator to an end.

Serials of B-24N Liberator

44-48753 Ford XB-24N-FO Liberator 44-52053/52059 Ford YB-24N-1-FO Liberator

ThE XB-24P

The XB-24P-CO was a B-24D (serial number 42-40344) modified by Sperry Gyroscope Co. in July of 1945 for airborne fire control system research. Only one such modification was carried out.

The XB-24Q

The XB-24Q-FO was produced in July of 1946 by converting a B-24L (serial number 44-49916) at the General Electric company in Schenectady, New York to test a radar-controlled remote gun position in the tail that was being developed for the Boeing B-47 Stratojet. After completion of the tests, the XB-24Q was eventually sent to reclamation at Olmstead AAF in Pennsylvania in August of 1948 and was presumably scrapped there.

The C-87 Liberator Express

The C-87 Liberator Express was a transport version of the B-24D bomber.

The first Liberator transport was created by converting B-24D serial number 42-40355 which had been damaged in a crash landing in the Arizona desert in early 1942. All of the bombing equipment and defensive armament were deleted, and the nose glazing where the bombardier sat was replaced by a sheet metal nose which hinged to the right. A floor was installed through the bomb bay and into the waist compartment. Rectangular windows were cut into the sides of the fuselage, and 25 seats were added. There was a large 6x6 door incorporated into the port side of the fuselage. The navigator's compartment was relocated to a position just aft of the pilot's cockpit, and an astrodome was installed where the top turret had been located. The tail turret was removed and replaced by a metal fairing. The crew was normally four--pilot, copilot, navigator, and radio operator.

The prototype was flown to Bolling Field in Washington, DC for evaluation. The Army was sufficiently impressed that they ordered the aircraft into production as the C-87 Liberator Express. All of the C-87s were built at Consolidated/Fort Worth and were delivered between September 2, 1942 and August 10, 1944. The first 73 C-87s were conversions from existing B-24Ds, with the remainder being built from scratch on the Fort Worth production line as transports. A total of 287 C-87s were built by Consolidated/Fort Worth. The C-87s were not assigned production block numbers, but there were six different versions of the C-87 that were built which incorporated a number of specific changes.

Most C-87s were assigned to Air Transport Command. When Burma fell to the Japanese in April of 1942, China's only route to the Allied supply line, the Burma Road, was cut. The only route to China from India was now by air, involving a treacherous flight over the Himalayas, the highest mountain range in the world. This route came to be known as the *Hump*. On September 12, 1943, the Air Transport Command established a new route to China via the Hump. This route began at Patterson Field, Ohio and ended in China. This round trip route covered 28,000 miles and took twelve days to complete. ATC C-87s became an important part of this operation. So dangerous was this route that the USAAF ended up losing three crewmen for each thousand tons of cargo that reached China. The Hump operation ended up costing the lives of over a thousand USAAF crewmen.

During the war, so great was the need for an air transportation system that the Army was forced to turn to the commercial airlines to help operate the system. In addition to ATC, four commercial airlines operated the Liberators under contract. These were Consairways, American Airlines, United Air Lines, and T&WA.

Consairways was organized as a separate subsidiary of Consolidated Aircraft. The original purpose of Consairways was to return the crews ferrying aircraft to the Pacific back to the USA, but it later ended up flying cargo of just about every imaginable type back and forth between the USA and the Pacific theatre. It also flew USO shows to entertain the troops in the Pacific. Consairways operated a mixture of LB-30s, C-87s, and B-24s. Two C-87s known to have been operated by Consairways were 41-24029 and 41-11706.

In January of 1943, American Airlines was awarded a contract by ATC to operate C-87s over North Atlantic and South Atlantic routes. These planes flew in military insignia and markings and carried USAAF serials, but were operated by civilian crews. Later, American Airlines personnel also flew numerous dangerous Hump missions. C-87s flown by American Airlines: 41-11608, 41-11639, 41-11657, 41-11674, 41-11675, 41-11729, 41-11731, 41-11744, 41-11745, 41-11746, 41-11788, 41-23695, 41-23859, 41-23792, 41-23959, 41-24141, 41-24163, 42-107274, 43-30565. One of the more notable exploits of AA-piloted C-87s was the 31,000-mile trip made by FDR's "One World Ambassador", Wendell Wilkie, aboard C-87 41-11608 *Gulliver*. This involved a 51-day mission to Cairo, Palestine, Baghdad, Teheran, Moscow, and China, and then a return to the United States via a route across the Pacific. AA later traded in their C-87s for more advanced C-54 "Skymasters".

United Airlines was awarded a contract by ATC to fly trans-Pacific routes and to fly intra-theater leave shuttles ferrying armed forces personnel back and forth between the front and leave ports in Australia and New Zealand. C-87s operated by United Airlines included 41-24005, 41-24027, 41-24028, 41-24160, 41-24252, 41-24253, 41-11608, 41-11640, 41-11642, 41-11642, 41-11655, 41-11656, 41-11789, and 41-11861.

During the war, Transcontinental & Western Airlines (T&WA)--later to become Trans World Airlines or TWA--operated Liberators for training and in support of USAAF Ferry Command operations. In late 1942, T&WA's new Intercontinental Division was assigned three C-87s to fly the South Atlantic route between the USA and the Middle East.

The C-87A was a VIP transport version of the basic C-87. The C-87 had been essentially a "no-frills" transport, with little attention being paid to passenger comfort. The C-87A was designed for more passenger comfort, and had only 16 seats. It could be fitted with Pullman-type upholstered seats that could be converted into five berths. Because of the different seating accommodation, the window arrangement was different. The first three C-87As were named Gulliver I, Gulliver II, and Gulliver III. A total of six were built, three for the USAAF and three for the US Navy. Gulliver I (serial 41-11680 (some sources have it as 41-11608)), converted from a B-24D) was used by Wendell Wilkie in a 31,000 mile 51-day around the world flight in 1942. C-87A 41-24159 later became the first "Air Force One" for President Franklin Roosevelt, and was renamed *Guess Where II*.

Three C-87A VIP transports were turned over to the Navy under the designation RY-1. Navy BuNos were 67797/67799. Five C-87s were transferred to the US Navy under the designation RY-2. BuNos were 39013/39017.

Five C-87s were converted into AT-22 trainers, which were employed for training flight engineers. Their serial numbers were 42-107266, 43-30549, 43-30561, 42-30574, and 43-30584. Six stations were provided in the fuselage for the instruction of flight engineers in the operation of powerplants. They were intended to train engineers that were going to be flying aboard B-24 and B-32 bombers In 1944, these five planes were redesignated TB-24D.

24 USAAF C-87s were transferred to the RAF under Lend-Lease for use by Transport Command as Liberator C.VII. Their RAF serials were EW611/EW634. Known USAAF serial numbers are 44-39219 and 44-39248/39261, which accounts for only 15 of the 24 C.VIIs. They were used by Nos. 232, 246, and 511 Squadrons starting with mid to late 1944 up until the end of the war. EW611, ex-USAAAF 44-39219, became G-AKAG. The RAF did not keep its Liberator C.VIIs very long, disposing of the last examples in 1946.

The C-87s were not very popular with their crews, who complained about all sorts of hazards, particularly with the fuel system, with the engines, and with the cockpit accessories. The C-87 was notorious for problems with leaking fuel tanks, and midair fires were an ever-present danger. The C-87 also had some dangerous icing properties, which made it a very risky plane to fly over the Hump. There were few tears shed when the Army's C-87s were withdrawn from service and replaced by more reliable Douglas C-54 Skymasters.

Serials of C-87 and C-87A Liberator Express:

41-11608 Consolidated C-87-CF Liberator Express later reserialed 41-39600 41-11639/11642 Consolidated C-87-CF Liberator Express 41-11655/11657 Consolidated C-87-CF Liberator Express 41-11674/11676 Consolidated C-87-CF Liberator Express 41-11704 Consolidated C-87-CF Liberator Express 41-11706/11709 Consolidated C-87-CF Liberator Express 41-11728/11733 Consolidated C-87-CF Liberator Express 41-11742/11747 Consolidated C-87-CF Liberator Express 41-11788/11789 Consolidated C-87-CF Liberator Express 41-11800 Consolidated C-87-CF Liberator Express 41-11837/11838 Consolidated C-87-CF Liberator Express 41-11907/11908 Consolidated C-87-CF Liberator Express 41-23669/23670 Consolidated C-87-CF Liberator Express 41-23694/23696 Consolidated C-87-CF Liberator Express 41-23791/23793 Consolidated C-87-CF Liberator Express 41-23850/23852 Consolidated C-87-CF Liberator Express 41-23859/23862 Consolidated C-87-CF Liberator Express 41-23863 Consolidated C-87A-CF Liberator Express 41-23903/23905 Consolidated C-87-CF Liberator Express 41-23959 Consolidated C-87-CF Liberator Express 41-24004/24006 Consolidated C-87-CF Liberator Express 41-24027/24029 Consolidated C-87-CF Liberator Express 41-24139/24141 Consolidated C-87-CF Liberator Express 41-24158 Consolidated C-87-CF Liberator Express 41-24159 Consolidated C-87A-CF Liberator Express 41-24160/24163 Consolidated C-87-CF Liberator Express 41-24172/24173 Consolidated C-87-CF Liberator Express 41-24174 Consolidated C-87A-CF Liberator Express 41-39600 Consolidated XC-87 Liberator Express 42-107249/107275 Consolidated C-87-CF Liberator Express 107266 converted to AT-22 43-30548/30568 Consolidated C-87-CF Liberator Express 43-30569/30571 Consolidated C-87A-CF Liberator Express all to US Navy as RY-1 67797/67799 43-30572/30627 Consolidated C-87-CF Liberator Express 30574 and 30584 converted to AT-22 44-39198/39298 Consolidated C-87-CF Liberator Express 39198/39202 to US Navy as RY-2 39013/39017 39219, 39248/39261 to RAF as Liberator C.VII 44-52978/52987 Consolidated C-87 Liberator Express

Specification of Consolidated C-87 Liberator Express:

Four Pratt & Whitney R-1830-43 fourteen-cylinder air-cooled radial engines with General Electric turbosuperchargers rated at 1200 hp at 2700 rpm for takeoff. Performance: Maximum speed 300 mph at 25,000 feet. An altitude of 20,000 feet could be reached in 60 minutes. Service ceiling 28,000 feet at 56,000 pound takeoff weight. Normal range at 60 percent power was 1400 miles at 215 mph at 10,000 feet. Maximum range was 3300 miles at 188 mph at 10,000 feet. Weights: 30,645 pounds empty, 56,000 pounds normal loaded. Dimensions: Wingspan 110 feet 0 inches, length 66 feet 4 inches, height 17 feet 11 inches, wing area 1048 square feet. Fuel: 2910 US gallons. Accommodation: Crew was normally four (pilot, copilot, navigator, radio operator). Up to 25 passengers could be carried. For ranges of 1000 miles or less, average cargo capacity was 10,000 pounds. On trans-oceanic routes, cargo capacity was 6000 pounds.

The Consolidated C-109

The designation C-109 was assigned to existing B-24Js and B-24Ls that were converted into fuel transports to support B-29 operations out of China. An early plan called for ten B-29 groups to be stationed in China for operations against Japan, and these bombers were to be supported by no less than 2000 C-109s which would fly in aviation gasoline over the Hump from India for the bombers.

Unlike the C-87 cargo/passenger transport, the C-109 fuel transports were not new aircraft, but were conversions of existing B-24 bombers. All armament and bombardment equipment was removed and both the forward and aft turrets were removed and faired over with sheet metal. The waist windows were retained. Eight fuel tanks were installed inside the fuselage that could carry 2900 US gallons of aviation gasoline. Most C-109s were equipped with a dual ADF system, as indicated by the presence of two football-shaped antennae on top of the fuselage. C-109s were generally devoid of any armament, although photographs do show that some of the turrets were retained on a few aircraft.

A total of 218 Liberators were modified to C-109 tanker specifications at the various modification centers in the USA. They were not popular with their crews, since they were very difficult to land when fully loaded, especially at airfields that were above 6000 feet in elevation. In addition, longitudinal stability was rather poor when the tank in the forward fuselage was full, so quite often the C-109 flew with this tank empty.

The C-109s were initially operated by the 20th Air Force in the CBI theatre in support of the B-29 operations out of China. The original plan to acquire up to 2000 C-109s was cut way back when the B-29 "Superfortress" operations relocated from China to the Marianas, from where they could be much better supported by US Navy seaborne tankers. The C-109s were then transferred to the Air Transport Command. Some limited use was also made of the C-109 in Europe.

Conversions of B-24s to C-109s:

42-7172/7229 Ford B-24E-20-FO Liberator 7221 converted to XC-109 42-51293/51395 Douglas-Tulsa B-24J-5-DT Liberator 51368 converted to C-109 51390 converted to C-109 42-51396/51430 Douglas-Tulsa B-24J-10-DT Liberator 51411 converted to C-109 51420 converted to C-109 51424/51427 converted to C-109 51429 converted to C-109 42-51611/51825 Ford B-24J-10-FO Liberator 51615 converted to C-109 51647 converted to C-109 51659 converted to C-109 51676 converted to C-109 51684 converted to C-109 51697 converted to C-109 51706 converted to C-109 51712 converted to C-109 51716 converted to C-109 51721 converted to C-109 51727 converted to C-109 51730 converted to C-109 51734 converted to C-109 51740 converted to C-109 51748 converted to C-109 51756 converted to C-109 51758 converted to C-109 51766 converted to C-109 51774 converted to C-109 51782 converted to C-109 51784 converted to C-109 51786 converted to C-109 51788 converted to C-109 51792/51793 converted to C-109 51809/51810 converted to C-109 51817 converted to C-109 51825 converted to C-109 42-51826/52075 Ford B-24J-15-FO Liberator 51826 converted to C-109 51830 converted to C-109 51839 converted to C-109 51844 converted to C-109 51846/51847 converted to C-109 51849/51850 converted to C-109 51854 converted to C-109 51857 converted to C-109 51860 converted to C-109 51862 converted to C-109 51876/51877 converted to C-109 51883 converted to C-109 51887 converted to C-109 51890 converted to C-109 51893 converted to C-109 51901 converted to C-109 51904 converted to C-109 51921 converted to C-109 51930 converted to C-109 51962 converted to C-109 51982/51983 converted to C-109 52000/52001 converted to C-109 52005/52006 converted to C-109 52012 converted to C-109 52014 converted to C-109 52020/52021 converted to C-109 52023 converted to C-109 52033 converted to C-109 52042 converted to C-109 52049 converted to C-109 44-48754/49001 Ford B-24J-20-FO Liberator 48755 converted to C-109 48792 converted to C-109 48877 converted to C-109 48879 converted to C-109 48882/48883 converted to C-109 48888 converted to C-109 48890/48892 converted to C-109 48948 converted to C-109 48968 converted to C-109 48974 converted to C-109 48979 converted to C-109 48984 converted to C-109 48995/48996 converted to C-109 49001 converted to C-109 44-49002/49251 Ford B-24L-1-FO Liberator 49007/49009 converted to C-109 49011/49020 converted to C-109 49022/49023 converted to C-109 49025 converted to C-109 49030/49031 converted to C-109 49034/49035 converted to C-109 49037 converted to C-109 49040 converted to C-109 49045/49046 converted to C-109 49050/49051 converted to C-109 49057 converted to C-109 49059/49060 converted to C-109 49062/49063 converted to C-109 49065 converted to C-109 49067 converted to C-109 49071 converted to C-109 49075 converted to C-109 49077 converted to C-109 49079 converted to C-109 49184 converted to C-109 49191 converted to C-109 49197 converted to C-109 49204 converted to C-109 49208 converted to C-109 49219 converted to C-109 49222 converted to C-109 49230 converted to C-109 49234/49236 converted to C-109 49238 converted to C-109 49240 converted to C-109 49245/49249 converted to C-109 49251 converted to C-109 44-49252/49501 Ford B-24L-5-FO Liberator 49253 converted to C-109 49255/49258 converted to C-109 49265 converted to C-109 49267 converted to C-109 49269/49272 converted to C-109 49274/49277 converted to C-109 49280/49281 converted to C-109 49283/49285 converted to C-109 49288/49290 converted to C-109 49292 converted to C-109 49295 converted to C-109 49299 converted to C-109 49302/49303 converted to C-109 49305 converted to C-109 49313 converted to C-109 49317 converted to C-109 49319 converted to C-109 49326 converted to C-109 49330 converted to C-109 49333 converted to C-109 49337 converted to C-109 49344 converted to C-109 49348 converted to C-109 49351/49354 converted to C-109 49358/49359 converted to C-109 49445 converted to C-109 49466 converted to C-109 49490 converted to C-109 44-49502/49751 Ford B-24L-10-FO Liberator 49510 converted to C-109 49615 converted to C-109 49621 converted to C-109 49628 converted to C-109 49660 converted to C-109 49662 converted to C-109 49684 converted to C-109 49691 converted to C-109 49704 converted to C-109 49715 converted to C-109 49720 converted to C-109 49723 converted to C-109 49728 converted to C-109

The Consolidated F-7

The F-7 was a photographic reconnaissance version of the Liberator, obtained by converting existing B-24 airframes at Army modification centers.

The first XF-7 was obtained in January of 1943 by converting B-24D 41-11653 by removing all the bombing equipment and installing eleven reconnaissance cameras in the nose, bomb bay, and aft fuselage. All the defensive armament was retained. This conversion was carried out at Lowry AB in Colorado. Four additional Consolidated/San Diego-built B-24Ds were converted to reconnaissance configuration under the designation F-7 at the Northwest Airlines Modification Center in St.Paul, Minnesota.

Most of the reconnaissance conversions were of nose-turreted B-24J, L and M Liberators. The first of these conversions were designated F-7A. The F-7A had a trimetrogon camera located in the nose, and a pair of vertical cameras installed in the aft bomb bay. The full defensive armament suite of the bomber was retained, and the F-7A conversions could externally be distinguished from stock bomber Liberators only by the presence of the additional camera windows cut into the rear bomb bay and into the lower nose. Generally, extra fuel tanks were installed in the forward bomb bay for additional range. The aft bomb bay was sealed shut and a crew compartment was installed for the photo technicians operating the cameras. Heaters were installed to keep the temperature of the compartment constant, more for the film than for the comfort of the crews.

Later reconnaissance conversions were designated F-7B. The F-7B differed from the F-7A in carrying all five cameras in the aft bomb bay, with the nose camera installation being deleted. The reason for this shift was that the navigator tended to bump up against the nose cameras, knocking them out of adjustment. Most F-7Bs were conversions of late-model B-24Ms, although a few B-24Js and Ls became F-7Bs as well.

The F-7s were assigned to the following groups: 1st Photographic Group, 4th Photographic Group, 5th Photographic Group, 6th Photographic Group, 11th Photographic Group, and the 311th Reconnaissance Wing,

Serials of F-7, F-7A, and F-7B conversions:

42-40433/40482 Consolidated B-24D-60-CO Liberator 40433 converted to F-7 40476 converted to F-7 42-40483/40527 Consolidated B-24D-65-CO Liberator 40488 converted to F-7 40494 converted to F-7 42-64047/64141 Consolidated B-24J-1-CF Liberator 64047/64056 converted to F-7A 64102/64106 converted to F-7A 42-64142/64236 Consolidated B-24J-5-CF Liberator 64158 converted to F-7A 64165 converted to F-7A 64167/64174 converted to F-7A 64175 converted to F-7A - later converted to CB-24J 64176/64181 converted to F-7A 64184/64186 converted to F-7A 64188/64194 converted to F-7A 64197 converted to F-7A 64199/64201 converted to F-7A 64203 converted to F-7A 64235/64236 converted to F-7A 42-64237/64328 Consolidated B-24J-10-CF Liberator 64237/64238 converted to F-7A 64239 converted to F-7B 64240/64242 converted to F-7A 64243 converted to F-7B 64245 converted to F-7A 64247 converted to F-7B 64247/64248 converted to F-7A 64249/64250 converted to F-7B 64251 converted to F-7A 64253/64254 converted to F-7A 64255/64256 converted to F-7B 64260 converted to F-7B 64262 converted to F-7B 64323 converted to F-7A 42-64330/64346 Consolidated B-24J-15-CF Liberator 64331 converted to F-7A 64337 converted to F-7A 42-64347/64394 Consolidated B-24J-20-CF Liberator 64369 converted to F-7A 64371 converted to F-7A 42-73015/73064 Consolidated B-24J-5-CO Liberator 73020 converted to F-7A 73028 converted to F-7A 73031 converted to F-7A 73033/73035 converted to F-7A 73038/73045 converted to F-7A 73047/73050 converted to F-7A 73052/73053 converted to F-7A 42-73115/73164 Consolidated B-24J-15-CO Liberator 73131 converted to F-7A 73157 converted to F-7A 44-40049/40148 Consolidated B-24J-145-CO Liberator 40147 converted to F-7B 44-40149/40248 Consolidated B-24J-150-CO Liberator 40160 converted to F-7B 40197/40199 converted to F-7B 40209 converted to F-7B 44-40349/40448 Consolidated B-24J-160-CO Liberator 40356 converted to F-7B 40376 converted to F-7B 40412/40413 converted to F-7B 40415/40417 converted to F-7B 40419 converted to F-7B 40422/40423 converted to F-7B 44-40549/40648 Consolidated B-24J-170-CO Liberator 40602 converted to F-7B 40612 converted to F-7B 40616 converted to F-7B 40622 converted to F-7B 40625/40627 converted to F-7B 40629 converted to F-7B 44-40649/40748 Consolidated B-24J-175-CO Liberator 40656 converted to F-7B 40658/40659 converted to F-7B 40663 converted to F-7B 40669 converted to F-7B 44-40749/40848 Consolidated B-24J-180-CO Liberator 40847 converted to F-7B 44-40849/40948 Consolidated B-24J-185-CO Liberator 40883 converted to F-7B 40885 converted to F-7B 40895 converted to F-7B 44-40949/41048 Consolidated B-24J-190-CO Liberator 40961 converted to F-7B 40963 converted to F-7B 40967 converted to F-7B 41013 converted to F-7B 41040 converted to F-7B (may have been converted to an F-7B) 44-41449/41548 Consolidated B-24L-5-CO Liberator 41477 converted to F-7B 44-41649/41748 Consolidated B-24L-15-CO Liberator 41678/41681 converted to F-7B 44-41849/41948 Consolidated B-24M-5-CO Liberator 41943/41944 converted to F-7B 44-41949/42048 Consolidated B-24M-10-CO Liberator 41968 converted to F-7B 42026 converted to F-7B 42028 converted to F-7B 42031 converted to F-7B 44-42049/42148 Consolidated B-24M-15-CO Liberator 42059 converted to F-7B 42097/42098 converted to F-7B 42135/42136 converted to F-7B 42141 converted to F-7B 44-42149/42248 Consolidated B-24M-20-CO Liberator 42239 converted to F-7B 44-42249/42348 Consolidated B-24M-25-CO Liberator 42265 converted to F-7B 42272 converted to F-7B 42302 converted to F-7B 42313/42314 converted to F-7B 42328 converted to F-7B 44-42349/42448 Consolidated B-24M-30-CO Liberator 42350 converted to F-7B 42373 converted to F-7B 42376 converted to F-7B 42387 converted to F-7B 42403 converted to F-7B 42409 converted to F-7B 42426 converted to F-7B 44-42449/42548 Consolidated B-24M-35-CO Liberator 42452 converted to F-7B 42478/42480 converted to F-7B 44-42549/42648 Consolidated B-24M-40-CO Liberator 42580 converted to F-7B 42604/42605 converted to F-7B 42621 converted to F-7B 44-42649/42722 Consolidated B-24M-45-CO Liberator 42653 converted to F-7B 42686/42687 converted to F-7B 42689/42691 converted to F-7B 42693 converted to F-7B 42695/42722 converted to F-7B 44-51452/51928 Ford B-24M-30-FO Liberator 51518 converted to F-7B 51655 converted to F-7B

The Consolidated PB4Y-1

The PB4Y-1 was a navalized version of the USAAF B-24. It had its origin in a deal cut in mid-1942 between the Navy and the USAAF. The Navy was anxious to acquire a long-range, land-based heavy maritime reconnaissance and patrol aircraft capable of carrying a substantial bomb load, but the USAAF had always resisted what it perceived as an encroachment into its jealously-guarded land-based bomber program. However, the USAAF needed an aircraft plant to manufacture its next generation of heavy bombers, the B-29 Superfortress. It just so happened that the Navy owned a plant at Renton, Washington, which was at that time being operated by Boeing for the manufacture of the PBB-1 Sea Ranger twin-engined patrol flying boat. The Army proposed that the Navy cancel the Sea Ranger program and turn over the Renton factory to them for B-29 production. In exchange, the USAAF would get out of the antisubmarine warfare business and would drop its objections to the Navy's operation of land-based bombers. The Navy would get "navalized" B-24 Liberators, B-25 Mitchells, and B-34/B-37 Venturas for use in maritime reconnaissance and antisubmarine warfare. The Navy readily agreed to this arrangement.

The navalized Liberator was assigned the designation PB4Y-1. The initial PB4Y-1s were essentially B-24Ds delivered to the Navy with very little change and assigned Navy Bureau of Aeronautics serial numbers. They were drawn from a variety of B-24D block numbers.

Later Navy Liberators were based on the B-24G, J, L, and M versions, with their factory-installed Consolidated A-6A/B or Emerson A-15 nose turrets, although some of them had ERCO turrets installed at the factory. However, they retained the same naval designation of PB4Y-1 as the initial planes based on the B-24D. All PB4Y-1s had Martin A-3 upper turrets and Consolidated A-6A/B tail turrets.

In service, several B-24D-based PB4Y-1s were retrofitted with ERCO (Engineering and Research Company) ball turrets in their noses. This ball turret had originally been designed for the now-cancelled Boeing XPBB-1 Sea Ranger patrol bomber. The ERCO ball turret was essentially spherical whereas the earlier Consolidated or Emerson turrets were essentially cylindrical.

Wartime Service

Many Navy patrol squadrons were designated "VP" at the beginning of World War 2, but by mid-1942 their designation had changed to "VB" for heavier-than-air bombing. In October 1944, all Navy and later Privateer squadrons were redesignated "VPB" for Patrol Bombing. After the end of the war, when several of the Navy Liberator squadrons had been disestablished, the old squadron designation "VP" was revived, and took up with the World War 2 numbering system--for example, VPB-106 became VP-106. Photo-reconnaissance squadrons were designated by the code "VD". The Marine Corps Liberator units were known as "VMD", for heavier-than-air Marine photo reconnaissance.

The Navy Liberators first entered service with VB-101 at NAS Barber Point, Hawaii in September of 1942. In the European theatre, the USAAF Antisubmarine Command had been initially assigned the responsibility for antisubmarine warfare, and flew antisubmarine operations out of bases in the USA and in Britain. As part of the deal cut with the Navy, the USAAF agreed to get out of the antisubmarine patrol business. When the USAAF's antisubmarine units were disbanded in 1943, their ASV radar-equipped B-24Ds were traded to the Navy in exchange for new production B-24Ds that had already been earmarked for the Navy. Navy and Marine Corps squadrons soon began flying the Liberator on long-range antisubmarine patrols over both the Atlantic and Pacific Oceans. VB-110, based at Cornwall in England, took over antisubmarine duties from the USAAF's 479th ASG. VB-104 began operating PB4Y-1s out of Henderson Field, Guadalcanal in 1ate 1943. Modifications were made to permit installation of the AN/ARC-1 radar intercept receiver. By May of 1945, there were 24 Navy and Marine Corps squadrons flying the PB4Y-1.

VB-116 began ECM operations with PB4Y-1s out of Eniwetok Atoll in March of 1944. They flew sorties against Japanese radar installations on Truk, and made radar plots at 1000-, 1000- and 500-foot altitudes. These plots helped airstrikes pick approach directions which would minimize alert time for the enemy.

A total of 13 U-boats were sunk by Navy PB4Y-1s during World War 2, at the cost of 33 PB4Y-1s.

The Navy also operated Liberators with five World War II photographic squadrons: VD-1, VD-3, VD-4, and VD-5 got PB4Y-1s immediately upon establishment, although VD-2 did not get any PB4Y-1s until after World War 2.

The Navy also obtained a number of Liberator transports. The Navy bought three RY-1s (based on the C-87A-CF) and five RY-2s (based on the C-87-CF).

The PB4Y-1 also served with Marine Corps photographic reconnaissance squadrons, which were designated "VMD". Three USMC squadrons operated the Liberator--VMD-154, VMD-254, and VMD-354

Five PB4Y-1s were operated by the US Coast Guard from 1944-1946.

Project Anvil

Two PB4Y-1s of VB-110 were modified as pilotless flying bombs to be launched against high-priority targets in occupied Europe. Known as *Project Anvil*, the initial goal was to take out a German V-2 installation in occupied France. A PB4Y-1 was fitted with remote control gear, a forward-looking television camera to be used in the final run in to the target, and 25,000 pounds of explosives. Since there was no time to develop remotely-controlled takeoff equipment, the aircraft was to be flown to an altitude of 2000 feet by a pilot, who would arm the explosives, hand the aircraft over to remote control, and then bail out.

The first operation took place on August 12, 1944. The two pilots flying the PB4Y-1 were Lt. Joseph P. Kennedy, Jr (JFK's older brother) and Lt. Wilford J. Willy. The PB4Y-1 was accompanied by a Lockeed PV-1 control aircraft and a USAAF B-17 to monitor the television transmissions. However, the PB4Y-1 exploded 20 minutes after takeoff, killing both pilots. A fusing system malfunction was apparently to blame for the accident.

The second try took place on September 3, 1944, this time against an airfield in Heligoland, the original French V-2 site having by this time been overrun by Allied troops. Lt. Ralph Spaulding piloted the takeoff of the modified PB4Y-1 and was able to parachute to safety after having armed the explosives. Control was handed over to the PV-1, and the aircraft was flown at low altitude across the North Sea. The crew in the B-17 had a clear view via television of the approach to the target. Although the TV camera was put of action by flak just before the PB4Y-1 struck, the observers in the other planes saw a massive explosion as the Liberator struck its target.

Postwar Service

After the war, Navy Liberators continued to operate into the early 1950s. Their squadrons were redesignated "VP" once again. A number of Navy Liberators were modified for reconnaissance duties as PB4Y-1Ps and served until 1950 with VP-61 and VP-62. In 1951, they were redesignated P4Y-1P. Between 1947 and 1949, VP-61 based at MCAS Miramar, carried out an extensive photographic mapping survey of Alaska. In the early stages of the Indochina War, PB4Y-1Ps from VP-61 flew reconnaissance missions over Vietnam in support of French operations between 1951 and 1953.

PB4Y-1 Serials

The US Navy acquired a total of 977 PB4Y-1 Liberators. There were seven blocks of BuAer serial numbers assigned to these planes: 31936/32335, 38733/38965, 46725/46737, 63915/63959, 65287/65392, 90132/20271, and 90461/90483. All of them were delivered to the Navy from batches originally ordered by the USAAF, and had been assigned USAAF serials before their transfer to the Navy. The USAAF serial numbers of these planes were as follows:

41-23825/23849 Consolidated B-24D-7-CO Liberator 23826,23827 to Navy as PB4Y-1 31936,31937. 41-23920/23958 Consolidated B-24D-13-CO Liberator 23926,23927 to Navy as PB4Y-1 31938,31939. 23946,23947 to Navy as PB4Y-1 31940,31941. 41-23970/24003 Consolidated B-24D-15-CO Liberator 23993/23996 to Navy as PB4Y-1 31942/31945. 41-24030/24099 Consolidated B-24D-15-CO Liberator 24053 to Navy as PB4Y-1 31950 24049/24051 to Navy as PB4Y-1 31946/31948. 24088 to Navy as PB4Y-1 31949 24083,24084 to Navy as PB4Y-1 31951/31952. 24086,24087 to Navy as PB4Y-1 31953/31954. 41-24100/24138 Consolidated B-24D-20-CO Liberator 24115/24118 to Navy as PB4Y-1 31955/31958. 24131/24134 to Navy as PB4Y-1 31959/31962. 41-24175/24219 Consolidated B-24D-20-CO Liberator 24176/24178 to Navy as PB4Y-1 31963/31965. 24208/24210 to Navy as PB4Y-1 31966/31968. 41-24220/24311 Consolidated B-24D-25-CO Liberator 24240/24242 to Navy as PB4Y-1 31969/31971. 24271/24272 to Navy as PB4Y-1 31972/31973. 24303/24307 to Navy as PB4Y-1 31974/31978. 42-40058/40137 Consolidated B-24D-30-CO Liberator 40083/40087 to USN as PB4Y-1 31979/31983. 40118/40122 to USN as PB4Y-1 31984/31988. 42-40138/40217 Consolidated B-24D-35-CO Liberator 40151/40155 to USN as PB4Y-1 31989/31993. 40187/40191 to USN as PB4Y-1 31994/31998. 40204 to USN as PB4Y-1 32043. 42-40218/40257 Consolidated B-24D-40-CO Liberator 40228 to USN as PB4Y-1 31999 40224/40227 to USN as PB4Y-1 32000/32003. 42-40258/40322 Consolidated B-24D-45-CO Liberator 40257 to USN as PB4Y-1 32020. 40258 to USN as PB4Y-1 32009. 40259/40263 to USN as PB4Y-1 32004/32008. 40264 to USN as PB4Y-1 32010. 40270/40273 to USN as PB4Y-1 32001/32014. 40274 to USN as PB4Y-1 32019. 40275/40378 to USN as PB4Y-1 32015/32018. 40279 to USN as PB4Y-1 32021. 40281 to USN as PB4Y-1 32031. 40282/40283 to USN as PB4Y-1 32022/32023. 40295/40299 to USN as PB4Y-1 32024/32028. 42-40345/40392 Consolidated B-24D-53-CO Liberator 40369 to USN as PB4Y-1 32053. 40390 to USN as PB4Y-1 32029. 42-40393/40432 Consolidated B-24D-55-CO Liberator 40423 to USN as PB4Y-1 32030. 40425 to USN as PB4Y-1 32044. 40429 to USN as PB4Y-1 32032. 40430 to USN as PB4Y-1 32038. 40432 to USN as PB4Y-1 32033. 42-40433/40482 Consolidated B-24D-60-CO Liberator 40434/40436 to USN as PB4Y-1 32034/32036. 40437/40438 to USN as PB4Y-1 32039/32040. 40439 to USN as PB4Y-1 32037. 40440 to USN as PB4Y-1 32041. 40441 to USN as PB4Y-1 32045. 40442 to USN as PB4Y-1 32042. 40443 to USN as PB4Y-1 32046. 40446 to USN as PB4Y-1 32047. 42-40483/40527 Consolidated B-24D-65-CO Liberator 40498 to USN as PB4Y-1 63915 42-40528/40567 Consolidated B-24D-70-CO Liberator 40553 to USN as PB4Y-1 63933 40561/40562 to USN as PB4Y-1 32048/32049. 40564 to USN as PB4Y-1 32055. 40565 to USN as PB4Y-1 32050. 40566 to USN as PB4Y-1 32052. 40567 to USN as PB4Y-1 32051. 42-40568/40612 Consolidated B-24D-75-CO Liberator 40568 to USN as PB4Y-1 32064. 40570 to USN as PB4Y-1 32054. 40571/40575 to USN as PB4Y-1 32056/32060. 40576 to USN as PB4Y-1 32065. 40578/40580 to USN as PB4Y-1 32061/32063. 40581 to USN as PB4Y-1 32066. 40584 to USN as PB4Y-1 32067. 42-40613/40652 Consolidated B-24D-80-CO Liberator 40628 to USN as PB4Y-1 63930 42-40653/40697 Consolidated B-24D-85-CO Liberator 40668 to USN as PB4Y-1 32072. 42-40698/40742 Consolidated B-24D-90-CO Liberator 40709 to USN as PB4Y-1 32069. 40711 to USN as PB4Y-1 32073. 40712 to USN as PB4Y-1 32071. 40714 to USN as PB4Y-1 32070. 40715 to USN as PB4Y-1 32074. 40717 to USN as PB4Y-1 32075. 40718 to USN as PB4Y-1 32078. 40720 to USN as PB4Y-1 32068. 40721 to USN as PB4Y-1 32076. 40723 to USN as PB4Y-1 32079. 40724 to USN as PB4Y-1 32077. 40725/40729 to USN as PB4Y-1 32080/32084. 42-40743/40787 Consolidated B-24D-95-CO Liberator 40757 to USN as PB4Y-1 63937 40761 to USN as PB4Y-1 63926 40762 to USN as 63916 40785 to USN as PB4Y-1 32085. 42-40788/40822 Consolidated B-24D-100-CO Liberator 40789 to USN as PB4Y-1 63924 40792 to USN as PB4Y-1 63927 40794 to USN as PB4Y-1 32087. 40796 to USN as PB4Y-1 32091. 40797/40798 to USN as PB4Y-1 32089/32090. 40799 to USN as PB4Y-1 32092. 40802 to USN as PB4Y-1 32088. 40805/40806 to USN as PB4Y-1 32093/32094. 40809 to USN as PB4Y-1 63917 40810 to USN as PB4Y-1 63932 40811 to USN as PB4Y-1 63936 40816 to USN as PB4Y-1 63929 42-40823/40867 Consolidated B-24D-105-CO Liberator 40824 to USN as PB4Y-1 63923 40825 to USN as PB4Y-1 63939 40843 to USN as PB4Y-1 63918 40846 to USN as PB4Y-1 63934 40847 to USN as PB4Y-1 32095. 40860 to USN as PB4Y-1 32086. 40861 to USN as PB4Y-1 63931 40867 to USN as PB4Y-1 63921 42-40868/40917 Consolidated B-24D-110-CO Liberator 40868 to USN as PB4Y-1 32096. 40876 to USN as PB4Y-1 63938 40880/40881 to USN as PB4Y-1 32097/32098. 40882 to USN as PB4Y-1 32102. 40883/40884 to USN as PB4Y-1 32100/32101. 40888 to USN as PB4Y-1 32103. 40889 to USN as PB4Y-1 32099. 40890 to USN as PB4Y-1 32104. 40892/40893 to USN as PB4Y-1 32105/32106. 40895 to USN as PB4Y-1 32107. 40897 to USN as PB4Y-1 63928 40898 to USN as PB4Y-1 32108. 40899 to USN as PB4Y-1 32110. 40901 to USN as PB4Y-1 63922 40902 to USN as PB4Y-1 32109. 40903 to USN as PB4Y-1 32111. 40906 to USN as PB4Y-1 32112. 40907 to USN as PB4Y-1 63925 40908/40909 to USN as PB4Y-1 32113/32114. 42-40918/40962 Consolidated B-24D-115-CO Liberator 40923 to USN as PB4Y-1 32115. 40932 to USN as PB4Y-1 32116. 40936 to USN as PB4Y-1 32117. 40943 to USN as PB4Y-1 32118. 40947/40948 to USN as PB4Y-1 32119/32120. 40950 to USN as PB4Y-1 32123. 40951/40952 to USN as PB4Y-1 32121/32122. 40953 to USN as PB4Y-1 32124. 42-40963/41002 Consolidated B-24D-120-CO Liberator 40971 to USN as PB4Y-1 32126. 41001 to USN as PB4Y-1 32125. 42-41003/41047 Consolidated B-24D-125-CO Liberator 41016 to USN as PB4Y-1 32127. 41019/41020 to USN as PB4Y-1 32128/32129. 41024/41025 to USN as PB4Y-1 32130/32131. 41034 to USN as PB4Y-1 32136. 41035 to USN as PB4Y-1 32135. 41036 to USN as PB4Y-1 32137. 41037/41038 to USN as PB4Y-1 32132/32133. 41039 to USN as PB4Y-1 32138. 41042 to USN as PB4Y-1 32139. 41044 to USN as PB4Y-1 32140. 41045 to USN as PB4Y-1 32134. 41046 to USN as PB4Y-1 32141. 42-41048/41092 Consolidated B-24D-130-CO Liberator 41048 to USN as PB4Y-1 32142. 41052 to USN as PB4Y-1 32144. 41055 to USN as PB4Y-1 32143. 42-41093/41137 Consolidated B-24D-135-CO Liberator 41102 to USN as PB4Y-1 32145. 41119 to USN as PB4Y-1 32146. 41121 to USN as PB4Y-1 32147. 41122 to USN as PB4Y-1 32152. 41123 to USN as PB4Y-1 32148. 41130/41131 to USN as PB4Y-1 32149/32150. 41134 to USN as PB4Y-1 32153. 42-41138/41172 Consolidated B-24D-140-CO Liberator 41138 to USN as PB4Y-1 32151. 41139 to USN as PB4Y-1 32154. 41148 to USN as PB4Y-1 32155. 41153 to USN as PB4Y-1 32156. 41165/41167 to USN as PB4Y-1 32157/32159. 42-41173/41217 Consolidated B-24D-145-CO Liberator 41204 to USN as PB4Y-1 32160. 42-72865/72914 Consolidated B-24D-165-CO Liberator 72883 to USN as PB4Y-1 32161. 72888/72889 to USN as PB4Y-1 32162/32163. 72893 to USN as PB4Y-1 32164. 72895 to USN as PB4Y-1 63948 72897 to USN as PB4Y-1 63945 72903 to USN as PB4Y-1 63946 72905 to USN as PB4Y-1 63942 72906 to USN as PB4Y-1 63947 72909 to USN as PB4Y-1 63943 72910 to USN as PB4Y-1 63950 72913 to USN as PB4Y-1 63949 72914 to USN as PB4Y-1 63957 42-72915/72963 Consolidated B-24D-170-CO Liberator 72915 to USN as PB4Y-1 63944 72916 to USN as PB4Y-1 63959 72917 to USN as PB4Y-1 63958 72918 to USN as PB4Y-1 63952 72919 to USN as PB4Y-1 63951 72920 to USN as PB4Y-1 63956 72921 to USN as PB4Y-1 63955 72922/72923 to USN as PB4Y-1 32165/32166. 72924 to USN as PB4Y-1 63954 72925/72926 to USN as PB4Y-1 32167/32168. 72928 to USN as PB4Y-1 63953 42-73015/73064 Consolidated B-24J-5-CO Liberator 73036 to USN as PB4Y-1 32169. 42-73065/73114 Consolidated B-24J-10-CO Liberator 73091/73110 to USN as PB4Y-1 32170/32189. 42-73165/73214 Consolidated B-24J-20-CO Liberator 73168/73180 to USN as PB4Y-1 32190/32202. 73205/73214 to USN as PB4Y-1 32203/32212. 42-73365/73414 Consolidated B-24J-40-CO Liberator 73400/73409 to USN as PB4Y-1 32213/32222. 42-78155/78314 North American B-24G-10-NT Liberator 78271 to USN as PB4Y-1 38782 42-99986/100035 Consolidated B-24J-60-CO Liberator 100026/100030 to USN as PB4Y-1 32223/32227. 42-100136/100185 Consolidated B-24J-75-CO Liberator 100161/100165 to USN as PB4Y-1 32228/32232. 42-100286/100335 Consolidated B-24J-90-CO Liberator 100296/100304 to USN as PB4Y-1 32233/32241. 42-100336/100385 Consolidated B-24J-95-CO Liberator 100378/100382 to USN as PB4Y-1 32242/32246. 42-100386/100435 Consolidated B-24J-100-CO Liberator 100417/100420 to USN as PB4Y-1 32247/32250. 42-109889/109938 Consolidated B-24J-115-CO Liberator 109905/109914 to USN as PB4Y-1 32251/32260. 42-109939/109988 Consolidated B-24J-120-CO Liberator 109955/109964 to USN as PB4Y-1 32261/32270. 42-109989/110038 Consolidated B-24J-125-CO Liberator 110007/110016 to USN as PB4Y-1 32271/32280. 42-110089/110138 Consolidated B-24J-135-CO Liberator 110124/110133 to USN as PB4Y-1 32281/32290. 42-110139/110188 Consolidated B-24J-140-CO Liberator 110174/110183 to USN as PB4Y-1 32291/32300. 44-40049/40148 Consolidated B-24J-145-CO Liberator 40054/40063 to USN as PB4Y-1 32301/32310 40074/40083 to USN as PB4Y-1 32311/32320 40094/40097 to USN as PB4Y-1 32321/32324 44-40149/40248 Consolidated B-24J-150-CO Liberator 40174/40183 to USN as PB4Y-1 32325/32334 40214 to USN as PB4Y-1 32335 40215/40223 to USN as PB4Y-1 38733/38741 44-40249/40348 Consolidated B-24J-155-CO Liberator 40254/40263 to USN as PB4Y-1 38742/38751 40304/40313 to USN as PB4Y-1 38752/38761 40344/40348 to USN as PB4Y-1 38762/38766 44-40349/40448 Consolidated B-24J-160-CO Liberator 40349/40353 to USN as PB4Y-1 38767/38771 40384/40393 to USN as PB4Y-1 38772/38781 40445/40448 to USN as PB4Y-1 38782/38785 44-40449/40548 Consolidated B-24J-165-CO Liberator 40449/40453 to USN as PB4Y-1 38786/38791 40504/40513 to USN as PB4Y-1 38792/38801 44-40549/40648 Consolidated B-24J-170-CO Liberator 40574/40583 to USN as PB4Y-1 38802/38811 40634/40643 to USN as PB4Y-1 38812/38821 44-40649/40748 Consolidated B-24J-175-CO Liberator 40694/40703 to USN as PB4Y-1 38822/38831 44-40749/40848 Consolidated B-24J-180-CO Liberator 40764/40773 to USN as PB4Y-1 38832/38841 40834/40843 to USN as PB4Y-1 38842/38851 44-40849/40948 Consolidated B-24J-185-CO Liberator 40904/40913 to USN as PB4Y-1 38852/38861 44-40949/41048 Consolidated B-24J-190-CO Liberator 40968/40972 to USN as PB4Y-1 38862/38866 41034/41038 to USN as PB4Y-1 38867/38871 44-41049/41148 Consolidated B-24J-195-CO Liberator 41100/41104 to USN as PB4Y-1 38872/38876 44-41149/41248 Consolidated B-24J-200-CO Liberator 41166/41170 to USN as PB4Y-1 38877/38881 41239/41248 to USN as PB4Y-1 38882/38891 44-41249/41348 Consolidated B-24J-205-CO Liberator 41279/41288 to USN as PB4Y-1 38892/38901 41297/41308 to USN as PB4Y-1 38902/38913 41319/41328 to USN as PB4Y-1 38914/38923 44-41349/41389 Consolidated B-24J-210-CO Liberator 41359/41368 to USN as PB4Y-1 38924/38933 44-41390/41448 Consolidated B-24L-1-CO Liberator 41406/41416 to USN as PB4Y-1 38934/38944 44-41449/41548 Consolidated B-24L-5-CO Liberator 41484/41493 to USN as PB4Y-1 38945/38954 41519/41528 to USN as PB4Y-1 38955/38964 44-41549/41648 Consolidated B-24L-10-CO Liberator 41554/41568 to USN as PB4Y-1 38955/38969 41569/41573 to USN as PB4Y-1 90462/90466 41584/41600 to USN as PB4Y-1 90467/90483 41601/41603 to USN as PB4Y-1 46725/46727 44-41649/41748 Consolidated B-24L-15-CO Liberator 41683/41691 to USN as PB4Y-1 46728/46736 41701 to USN as PB4Y-1 46737 41702/41748 to USN as PB4Y-1 65287/65333 44-41749/41806 Consolidated B-24L-20-CO Liberator all to USN as PB4Y-1 65334/65391 44-41849/41948 Consolidated B-24M-5-CO Liberator 41857/41861 to USN as PB4Y-1 65392/65396 41862 to USN as PB4Y-1 90132. 41864/41865 to USN as PB4Y-1 90134/90135. 41887/41942 to USN as PB4Y-1 90136/90191. 44-41949/42048 Consolidated B-24M-10-CO Liberator 41997/41999 to USN as PB4Y-1 90192/90194. 42000/42016 to USN as PB4Y-1 90195/90211. 42017 to USN as PB4Y-1 90133. 42032/42048 to USN as PB4Y-1 90212/90228. 44-42049/42148 Consolidated B-24M-15-CO Liberator 42049/42051 to USN as PB4Y-1 90229/90231. 42067/42093 to USN as PB4Y-1 90232/90258. 44-42149/42248 Consolidated B-24M-20-CO Liberator 42176/42188 to USN as PB4Y-1 90259/90271. 44-42249/42348 Consolidated B-24M-25-CO Liberator

B-24S For Australia

In 1942, the Australian government began to explore the possibility of manufacturing heavy bombers in Australia to equip the Royal Australian Air Force (RAAF). The Liberator, by virtue of its excellent long-range characteristics, was a natural choice for Australia because of the large distances that would be encountered by the RAAF in the Pacific theatre of operations.

However, at an early date it was deemed infeasible to manufacture the Liberator under license in Australia since it was already under production in several plants in the USA. Instead, the Avro Lancaster was chosen for Australian production. However, the war ended before such production could get under way. However, 73 examples of the improved Lincoln version were built in Australia starting in 1946.

Although Australia had opted not to manufacture the Liberator, in late 1943, General George C. Kenney, commander of Allied Air Forces in the South West Pacific Area, recommended that the RAAF form seven Liberator squadrons. The USAAF would assist the RAAF with both the procurement of aircraft and the training of crews. The RAAF personnel would be temporarily attached to the US Fifth Air Force to gain experience.

In February of 1944, twelve B-24Ds were obtained second-hand from USAAF stocks and delivered to Australia. They were assigned the RAAF serials A71-1 through 12. By this time, the B-24D was well past its prime, and was deemed suitable only for operational training, pending the arrival of more capable Liberator versions. These B-24Ds were assigned to No 7 Operational Training Unit based at Tocumwal, Victoria to carry out heavy bomber operational training for air crews. They served there until 1945. None ever saw any combat, and this unit was disbanded at the end of the war.

The definitive Liberators for RAAF service were the B-24J, L, and M versions, the first of which was delivered in May of 1944. 287 Liberators were ultimately taken on charge by the RAAF, with 168 of them being allocated under the terms of Lend-Lease. They were assigned the serial number A72-31/198 and A72-300/405. Some of these were delivered to No 7 OTU for training, but most of the others were delivered to operational units for combat. The following RAAF squadrons were equipped with Liberators: Nos. 12, 21, 23, 24, 25, 36, 99, and 102. Five of these squadrons had previously operated Vultee Vengeance dive bombers. Most of the RAAF Liberator operations were directed against targets and shipping in the former Dutch East Indies which had been overrun by the Japanese. Many RAAF Liberator operations were conducted out of air bases in the Northern Territory and Queensland, whereas others were flown from bases in Burma. As islands to the north were liberated from the Japanese, the Liberators would often take off from Australian bases, bomb their targets, and then land at bases in Borneo or Morotai. They would then bomb up again and attack other targets and return to their bases in Australia. In addition, Nos 200 and 201 Special Duties Flights flew Liberators in covert operations, which generally involved the dropping of agents, the support of guerilla operations, and the supplying of coastal watchers.

After the Japanese surrender, many RAAF Liberators flew transport and supply missions in support of recently released prisoners of war. Following the end of the war, several of the RAAF Liberator units were disbanded, and those that remained in service were re-equipped with Avro Lincolns by 1947. As they left service, many RAAF Liberators ended up derelict at Tocumwal, and most were scrapped there in 1950-52.

Only one RAAF Liberator is known to survive. It is A72-176, a B-24M flown by 82 Wing. After being struck off charge in March of 1948, A72-176 was transferred to RAAF East Sale as an instructional airframe. Later that year, the fuselage was offered for sale as scrap and was bought by Mr. George Toye of Moe, Victoria. Mr. Toye kept the fuselage in fairly good shape in the succeeding years. However, 45 years out in the open have taken their toll, and there is now some major corrosion and some missing parts. The plane is now awaiting restoration, which will be carried out by using a set of Liberator wings found in New Guinea. Once restored, it will eventually be placed on display in a suitable museum. Does anyone have an update on its status?

The following is a list of RAAF Liberators, along with their USAAF equivalent serials.

41-11865/11906 Consolidated B-24D-CO Liberator 11868 to RAAF as A72-9 - cvtd to comps 9-45 11904 to RAAF as A72-1 - damaged in fire at Tocumwal 10-44, converted to components 3-48 41-23697/23724 Consolidated B-24D-1-CO Liberator 23720 to RAAF as A72-2 - soc 12-52 41-24007/24026 Consolidated B-24D-15-CO Liberator 24018 to RAAF as A72-3 - soc 3-48 41-24030/24099 Consolidated B-24D-15-CO Liberator 24070 to RAAF as A72-7 - converted to components 10-45 41-24100/24138 Consolidated B-24D-20-CO Liberator 24127 to RAAF as A72-10 - soc 12-52 41-24220/24311 Consolidated B-24D-25-CO Liberator 24290 to RAAF as A72-8 - w/o in crash 1-45 42-40483/40527 Consolidated B-24D-65-CO Liberator 40498 to RAAF as A72-4 - damaged in fire 10-44, converted to components 40512 to RAAF as A72-5 - soc 6-50. 40514 to RAAF as A72-11 - damaged in emergency landing 4-45, converted to components. 40526 to RAF as BZ732 and then to RCAF as 586 42-41093/41137 Consolidated B-24D-135-CO Liberator 41132 to RAAF as A72-12 - returned to USAAF 4-45. 42-78476/78794 North American B-24J-1-NT Liberator 78726 to RAAF as A72-404 - soc 12-52 78727 to RAAF as A72-405 - soc 12-52 78787 to RAAF as A72-366 - sold 6-50. 42-100186/100235 Consolidated B-24J-80-CO Liberator 100194 to RAAF as A72-13 - returned to USAAF in 4-45. 44-28061/28276 North American/Dallas B-24J-5-NT Liberator 28062 to RAAF as A72-387 - soc 12-52 28063 to RAAF as A72-300 - soc 5-52. 28064 to RAAF as A72-301 - soc 12-52. 28065 to RAAF as A72-302 - soc 5-52. 28066 to RAAF as A72-303 - soc 5-52. 28067 to RAAF as A72-304 - soc 5-52. 28068 to RAAF as A72-331 - soc 5-52. 28069 to RAAF as A72-305 - soc 5-52. 28070 to RAAF as A72-318 - soc 12-52. 28072 to RAAF as A72-374 - soc 5-52. 28072 to RAAF as A72-348 - ditched at sea 4/46. 28073 to RAAF as A72-362 - soc 5-52. 28074 to RAAF as A72-351 - soc 5-52. 28075 to RAAF as A72-393 - soc 7-52. 28076 to RAAF as A72-322 - sold 6-50. 28077 to RAAF as A72-349 - soc 12-52. 28078 to RAAF as A72-337 - soc 5-52. 28079 to RAAF as A72-316 - soc 5-52. 28080 to RAAF as A72-343 - soc 5-52. 28081 to RAAF as A72-335 - soc 12-52. 28082 to RAAF as A72-319 - soc 5-52. 28083 to RAAF as A72-354 - soc 5-52. 28084 to RAAF as A72-345 - soc 7-52. 28085 to RAAF as A72-355 - soc 5-52. 28086 to RAAF as A72-312 - soc 5-52. 28087 to RAAF as A72-306 - crashed on takeoff 8-45. 28088 to RAAF as A72-367 - soc 5-52. 28089 to RAAF as A72-321 - soc 5-52. 28090 to RAAF as A72-350 - soc 7-52. 28091 to RAAF as A72-334 - soc 12-52. 28092 to RAAF as A72-328 - soc 5-52. 28093 to RAAF as A72-358 - soc 5-52. 28094 to RAAF as A72-368 - soc 5-52. 28095 to RAAF as A72-338 - soc 5-52. 28096 to RAAF as A72-340 - soc 7-52. 28097 to RAAF as A72-307 - soc 5-52. 28098 to RAAF as A72-333 - soc 5-52. 28099 to RAAF as A72-308 - soc 12-52. 28100 to RAAF as A72-329 - soc 12-52. 28101 to RAAF as A72-309 - soc 5-52. 28102 to RAAF as A72-375 - soc 5-52. 28103 to RAAF as A72-323 - soc 5-52. 28104 to RAAF as A72-310 - soc 5-52. 28106 to RAAF as A72-344 - soc 7-52. 28107 to RAAF as A72-325 - soc 5-52. 28108 to RAAF as A72-336 - soc 12-52. 28109 to RAAF as A72-347 - soc 12-52. 28111 to RAAF as A72-359 - crashed on takeoff 11-45. 28113 to RAAF as A72-341 - soc 7-52. 28114 to RAAF as A72-330 - soc 5-52. 28118 to RAAF as A72-326 - soc 5-52. 28121 to RAAF as A72-376 - soc 5-52. 28122 to RAAF as A72-317 - damaged in engine fire after takeoff 9-45, reduced to components. 28123 to RAAF as A72-327 - to DCA 3-51 for fire training. 28124 to RAAF as A72-339 - soc 7-52. 28125 to RAAF as A72-313 - crashed 9-45. 28126 to RAAF as A72-346 - soc 12-52. 28127 to RAAF as A72-314 - damaged by enemy action 7-45, converted to components. 28128 to RAAF as A72-360 - soc 10-51. 28129 to RAAF as A72-357 - soc 5-52. 28130 to RAAF as A72-356 - soc 5-52. 28131 to RAAF as A72-332 - soc 5-52. 28132 to RAAF as A72-320 - soc 5-52. 28133 to RAAF as A72-353 - soc 5-52. 28134 to RAAF as A72-361 - soc 5-52. 28135 to RAAF as A72-352 - soc 5-52. 28136 to RAAF as A72-369 - sold to Wilmore Aviation of Matraville NSW 12-52. 28137 to RAAF as A72-342 - soc 7-52. 28138 to RAAF as A72-324 - soc 5-52. 28139 to RAAF as A72-311 - soc 5-52. 28140 to RAAF as A72-372 - soc 5-52. 28142 to RAAF as A72-383 - to DCA for fire training 12-51. 28143 to RAAF as A72-379 - soc 5-52. 28144 to RAAF as A72-370 - soc 5-52. 28145 to RAAF as A72-380 - soc 12-52. 28146 to RAAF as A72-391 - soc 12-52. 28147 to RAAF as A72-400 - soc 12-52. 28148 to RAAF as A72-373 - soc 5-52. 28149 to RAAF as A72-363 - soc 5-52. 28150 to RAAF as A72-399 - soc 7-52. 28151 to RAAF as A72-381 - converted to instructional airframe 7-47, soc 5-53. 28153 to RAAF as A72-401 - soc 5-52. 28155 to RAAF as A72-386 - soc 5-52. 28156 to RAAF as A72-365 - soc 5-52. 28158 to RAAF as A72-398 - soc 7-52. 28159 to RAAF as A72-394 - soc 7-52. 28160 to RAAF as A72-402 - soc 12-52. 28161 to RAAF as A72-403 - soc 12-52. 28162 to RAAF as A72-384 - soc 5-52. 28164 to RAAF as A72-371 - soc 5-52. 28166 to RAAF as A72-390 - soc 12-52. 28167 to RAAF as A72-389 - soc 5-52. 28168 to RAAF as A72-364 - soc 5-52. 28169 to RAAF as A72-388 - soc 5-52. 28171 to RAAF as A72-378 - soc 12-52. 28172 to RAAF as A72-396 - soc 7-52. 28174 to RAAF as A72-377 - soc 12-52. 28175 to RAAF as A72-397 - soc 5-52. 28178 to RAAF as A72-392 - soc 12-52. 28179 to RAAF as A72-385 - soc 5-52. 28180 to RAAF as A72-395 - soc 7-52. 28183 to RAAF as A72-382 - soc 12-52. 28256 to RAAF as A72-315 - to DCA 12-51 for fire training. 44-40249/40348 Consolidated B-24J-155-CO Liberator 40251 to RAAF as A72-31 - converted to components 3-46 40252 to RAAF as A72-32 - soc 12-52. 44-40349/40448 Consolidated B-24J-160-CO Liberator 40406 to RAAF as A72-34 - soc 12-52. 40407 to RAAF as A72-37 - soc 12-52 40408 to RAAF as A72-35 - soc 12-52. 40409 to RAAF as A72-36 - crashed on landing 4-45. 40410 to RAAF as A72-33 - soc 12-52. 40411 to RAAF as A72-38 - soc 12-52. 44-40649/40748 Consolidated B-24J-175-CO Liberator 40649 to RAAF as A72-40 - soc 7-52 40650 to RAAF as A72-44 - soc 12-52. 40651 to RAAF as A72-42 - soc 12-52. 40652 to RAAF as A72-41 - soc 12-52. 40653 to RAAF as A72-39 - damaged in landing accident 9-44, converted to components. 40654 to RAAF as A72-43 - soc 12-52. 44-40849/40948 Consolidated B-24J-185-CO Liberator 40870/40873 to RAAF as A72-45/48 all soc in 1952. 44-41149/41248 Consolidated B-24J-200-CO Liberator 41193 to RAAF as A72-56 - sold 6-50 41194 to RAAF as A72-49 - sold 6-50 41195 to RAAF as A72-58 - soc 12-52. 41196 to RAAF as A72-54 - soc 12-52. 41197 to RAAF as A72-50 - soc 12-52. 41203 to RAAF as A72-51 - soc 12-52. 41204 to RAAF as A72-53 - sold 6-50. 41205 to RAAF as A72-57 - soc 12-52. 41206 to RAAF as A72-55 - soc 12-52. 41207 to RAAF as A72-52 - soc 12-52. 44-41249/41348 Consolidated B-24J-205-CO Liberator 41249 to RAAF as A72-62 - soc 12-52. 44-41349/41389 Consolidated B-24J-210-CO Liberator 41384/41385 to RAAF as A72-64/65 A72-64 lost to enemy action 7-45 A72-65 soc 12-52. 41373 to RAAF as A72-66 - failed to return from operations 8-45. 41374 to RAAF as A72-63 - soc 12-52. 41375 to RAAF as A72-61 - lost to enemy action 7-45. 41376 to RAAF as A72-68 - soc 12-52. 41386 to RAAF as A72-67 - sold 6-50. 41388 to RAAF as A72-60 - soc 12-52. 41389 to RAAF as A72-59 - damaged by enemy action 3-45, converted to components. 44-41390/41448 Consolidated B-24L-1-CO Liberator 41391/41394 to RAAF as A72-69/72 A72-69 soc 12-52. A72-70 missing on operations 1-45. A72-71 soc 2-52. A72-72 sold 6-50. 41395 to RAAF as A72-74 - soc 12-52. 41401 to RAAF as A72-73 - sold 6-50. 41402 to RAAF as A72-76 - soc 12-52. 41403 to RAAF as A72-75 - soc 12-52. 41404/41405 to RAAF as A72-77/78 A72-77 lost on operations 9-44. A72-78 soc 12-52. 41444 to RAAF as A72-79 - sold 6-50. 44-41449/41548 Consolidated B-24L-5-CO Liberator 41450 to RAAF as A72-80 - w/o in crash 3-45. 41452 to RAAF as A72-82 - soc 12-52. 41454 to RAAF as A72-81 - lost on operations 4-45. 41455/41460 to RAAF as A72-83/88 A72-83 soc 8-49 A72-84 soc 12-52. A72-85 soc 8-49. A72-86 soc 12-52. A72-87 soc 8-49. A72-88 w/o in crash 2-45. 41499 to RAAF as A72-126 - soc 12-52. 41502 to RAAF as A72-127 - soc 12-52. 41503 to RAAF as A72-128 - converted to components 10-45. 41504 to RAAF as A72-129 - soc 12-52 41505 to RAAF as A72-125 - soc 12-52. 41506 to RAAF as A72-130 - soc 12-52. 41507 to RAAF as A72-132 - soc 12-52. 41508 to RAAF as A72-131 - soc 12-52. 41509 to RAAF as A72-133 - ditched returning from ops 4-45. 41510 to RAAF as A72-134 - damaged in taxiing accident 3-45, converted to components 41511 to RAAF as A72-135 - soc 12-52. 41512 to RAAF as A72-136 - soc 12-52. 41513 to RAAF as A72-137 - damaged beyond repair 11-45, converted to components. 41514 to RAAF as A72-138 - soc 12-52 41515/41518 to RAAF as A72-149/152 A72-149 soc 6-48 A72-150 soc 12-52 A72-151 soc 12-52 A72-152 soc 12-52. 41529 to RAAF as A72-157 - soc 12-52. 41530/41533 to RAAF as A72-153/156 A72-153 soc 12-52. A72-154 sold 6-50 A72-155 soc 12-52. A72-156 soc 12-52. 44-41549/41648 Consolidated B-24L-10-CO Liberator 41575 to RAAF as A72-89 - soc 12-52 41577 to RAAF as A72-103 - soc 12-52. 41579 to RAAF as A72-90 - sold 6-50. 41580/41583 to RAAF as A72-91/94 A72-91 soc 12-52. A72-92 failed to return from search mission 7-45. A72-93 soc 12-52. A72-94 sold 6-50. 41604 to RAAF as A72-95 - soc 12-52. 41605 to RAAF as A72-106 - sold 6-50 41607 to RAAF as A72-107 - soc 12-52. 41608 to RAAF as A72-97 - sold 6-50 41609 to RAAF as A72-100 - soc 12-52. 41611 to RAAF as A72-102 - soc 12-52. 41612 to RAAF as A72-104 - soc 12-52. 41617 to RAAF as A72-105 - soc 12-52. 41618 to RAAF as A72-108 - soc 12-52. 41629 to RAAF as A72-113 - soc 12-52. 41630 to RAAF as A72-109 - sold 6-50. 41631 to RAAF as A72-116 - sold 6-50. 41632 to RAAF as A72-115 - sold 6-50. 41633 to RAAF as A72-114 - soc 12-52. 41634 to RAAF as A72-117 - soc 12-52. 41635 to RAAF as A72-118 - soc 12-52. 41636 to RAAF as A72-119 - soc 12-52. 41637 to RAAF as A72-122 - soc 3-48. 41638 to RAAF as A72-123 - damaged in crash landing 1-45, converted to components. 41639/41640 to RAAF as A72-98/99 A72-98 sold 6-50. A72-99 soc 12-52. 41642 to RAAF as A72-120 - soc 12-52. 44-41649/41748 Consolidated B-24L-15-CO Liberator 41653 to RAAF as A72-96 - soc 12-52. 41654 to RAAF as A72-101 - soc 12-52. 41656 to RAAF as A72-110 - soc 12-52. 41657 to RAAF as A72-124 - w/o in crash 2-45. 41658 to RAAF as A72-139 - sold 6-50. 41663/41664 to RAAF as A72-111/112 A72-111 soc 12-52. A72-112 w/o in crash 2-45. 41665 to RAAF as A72-140 - soc 12-52 41666 to RAAF as A72-121 - soc 12-52. 41677 to RAAF as A72-141 - soc 12-52. 41682 to RAAF as A72-142 - soc 12-52. 44-41807/41848 Consolidated B-24M-1-CO Liberator 41828 to RAAF as A72-143 - soc 12-52. 41831 to RAAF as A72-144 - soc 12-52. 41834 to RAAF as A72-145 - soc 12-52. 41836 to RAAF as A72-146 - soc 12-52. 44-41849/41948 Consolidated B-24M-5-CO Liberator 41885/41886 to RAAF as A72-147/148 A72-147 sold 6-50. A72-148 soc 12-52. 44-41949/42048 Consolidated B-24M-10-CO Liberator 41949 to RAAF as A72-160. w/o in crash 5-45. 41950 to RAAF as A72-161. Converted to components 5-47. 41951 to RAAF as A72-162. SOC 12-52. 41952 to RAAF as A72-163. SOC 12-52. 41953 to RAAF as A72-164. SOC 12-52. 41954 to RAAF as A72-165. SOC 12-52. 41955 to RAAF as A72-166. To DCA 12-49 for fire training 41956 to RAAF as A72-176. SOC 30-48. Fuselage in yard at Moe, Australia for RAAF Museum. 41957 to RAAF as A72-167. Sold 6-50 41958 to RAAF as A72-168. SOC 12-52. 41959 to RAAF as A72-169. SOC 12-52. 41960 to RAAF as A72-170. SOC 12-52. 41961 to RAAF as A72-171. SOC 12-52. 41962 to RAAF as A72-172. Sold 6-50. 41963 to RAAF as A72-173. SOC 12-52. 41964 to RAAF as A72-174. SOC 12-52. 41965 to RAAF as A72-175. SOC 12-52. 41966 to RAAF as A72-177. Lost on ops 5-45. 41967 to RAAF as A72-178. SOC 12-52. 41969 to RAAF as A72-179. SOC 12-52. 41970 to RAAF as A72-180. Sold 6-50. 41971 to RAF as A72-158. SOC 12-52 41972 to RAAF as A72-159. Missing on ops 5-45. 41973 to RAAF as A72-181. SOC 12-52. 41974 to RAAF as A72-182. SOC 12-52. 41975 to RAAF as A72-183. Sold 6-50. 41976 to RAAF as A72-184. Converted to components 9-45 41977 to RAAF as A72-185. Sold 6-50. 41978 to RAAF as A72-186. To DCA 12-51 for fire training 41979 to RAAF as A72-187. SOC 12-52. 41980 to RAAF as A72-188. SOC 12-52. 41982 to RAAF as A72-189. Sold 6-50. 41983 to RAAF as A72-190. SOC 12-52. 41984 to RAAF as A72-191. Missing on ops 3-45. 41987 to RAAF as A72-192. Sold 6-50. 41988 to RAAF as A72-193. Sold 6-50. 41989 to RAAF as A72-194. SOC 12-52. 41990 to RAAF as A72-195. SOC 12-52. 41991 to RAAF as A72-196. Shot down 6-45 41992 to RAAF as A72-197. To DCA 12-52 for fire training 41993 to RAAF as A72-198. SOC 12-52.

The Convair PB4Y-2 Privateer

Work on a B-24 variant that was better suited to the Navy's requirements began on May 3, 1943, when Consolidated/Vultee was instructed to allocate three PB4Y-1s for conversion into a more advanced patrol aircraft designated XPB4Y-2. The company designation of Model 40 was initially applied to the project, but the project was eventually assigned the new model number 100 in the old Vultee series. The name *Sea Liberator* was initially assigned to the PB4Y-2, but this was quickly changed to *Privateer*.

The Navy wanted a long-range maritime patrol aircraft which had a better performance at low altitudes. Since most Navy Liberator missions were flow at low or medium altitudes, the turbosuperchargers of the PB4Y-1 were thought to be unnecessary and a considerable weight savings could be achieved if they were omitted. The Navy also wanted to increase the Liberator's aerodynamic stability at low altitudes. In early 1942, Consolidated had demonstrated in wind tunnel tests that the Liberator would be more stable if the twin fins and rudders were replaced by a single tail fin and rudder. In addition, the Navy wanted to add a flight engineer's station which would help to reduce pilot fatigue on long patrols.

Three PB4Y-1s were allocated for the initial conversions. Bureau of Aeronautics serials were 32086, 32095, and 32096. A seven-foot extension was added to the forward fuselage to accommodate a flight engineer's station. The engines were changed to the non-supercharged 1350 hp Pratt & Whitney R-1830-94. The oil cooler scoops were repositioned above and below the nacelle instead of on each side, changing the orientation of the elliptically-shaped nacelles from horizontal to vertical. A tall vertical tail was planned which would increase the overall height of the aircraft to 29 feet 1 5/8 inches, but the XPB4Y-2 initially retained the twin-tail Liberator configuration while the new single-tail was being tested.

The defensive armament was also beefed up. The PB4Y-2 carried two Martin A-3 power turrets mounted on the dorsal spine, one immediately behind the cockpit and one immediately ahead of the vertical tail. The nose had the ERCO 250 SH ball turret that had also been retrofitted to some of the early PB4Y-1s that had been based on the glass-nosed B-24D. The tail carried a standard Consolidated A-6B turret. The flexible waist positions of the PB4Y-1 were replaced by ERCO 250 THE teardrop-shaped waist blisters. Each of these blisters contained an internal powered ball turret which allowed both fore and aft traverse as well as up and down movement. Each blister carried a pair of 0.50-inch machine guns. When both turrets were depressed to maximum, the guns converged to a point 30 feet below the PB4Y-2. Consequently, the protection provided by these blisters against threats from below was deemed to be sufficiently adequate that it was decided that no additional ventral defensive armament was needed, and the Sperry belly ball turret fitted to many PB4Y-1s was omitted.

Cabin heating was provided by Convair exhaust heat exchangers. Eight JATO units could also be fitted. However, JATO units were very experimental and were not actually used in any of the active squadrons.

The first of three XPB4Y-2 prototypes flew on September 20, 1943. They were all initially flown without the single-tail modification, and the first two also retained the standard B-24 engine package. The first prototype retained the twin-tail configuration throughout its life, but the second prototype was eventually fitted with a small C-54-type single-fin vertical tail. Only the third prototype was fitted with the large-sized vertical tail that was eventually mounted on the production Privateer.

On October 15, 1943, 660 PB4Y-2s were ordered, followed a year later by an order for a second batch of 710 machines. All of them were to be built by Convair/San Diego. First Privateer deliveries began in March of 1944. The last of 739 Privateers was delivered in October of 1945. The remaining Privateers on the order were cancelled following V-J Day.

The Privateer entered Navy service during the late summer of 1944. VB-118 and VB-119 were the first Fleet squadrons to equip with the Privateer. In October of 1944, squadrons previously labeled "VB" were redesignated "VPB", and VB-118 and VB-119 became VPB-118 and VPB-119 respectively. The first overseas deployment began on January 6, 1945, when VPB-118 left for operations in the Marianas.

The Privateer was used exclusively in the Pacific theatre in WW 2, where it was used primarily for patrol missions in support of amphibious operations during the latter stages of the Pacific war. The crew was typically 11 to 13 on these missions. No other Navy aircraft had the Privateer's range and versatility on these patrol missions. The Privateers flew up to 16-hour missions in support of the invasion of Iwo Jima. Navy Privateers also performed a variety of other missions--they searched out and destroyed enemy radar and radio/navigational stations, troop ships, sea and land targets and other targets of opportunity. They reported on weather, on enemy positions and actions, located downed airmen, and coordinated rescue operations. They provided cover and recovery for many of the B-29 missions flown out of the Marianas against Japan. Many Privateers were outfitted as communications platforms and were operated as electronic countermeasures aircraft agains enemy positions and equipment.

Operational Privateers had numerous bumps and bulges underneath the fuselage and nose which housed various air-to-surface radar and radar countermeasures antennae. Equipment that could be carried included AN/APR-1 (100-950 MHz), AN/APR-2 (900-1000 MHz), and AN/APR-5 (1000-3100 MHz) radar intercept receivers which included direction finders and pulse analyzers. Also installed were AN/ARR-5 and AN/ARR-7 communications intercept receiver and AN/APT-1 *Dina* (90-220 MHz), AN/APT-5 *Carpet* (450-720 MHz), and AN/APQ-2 *Rug* (450-720 MHz) jammers. Although all this equipment could not be carried at the same time, racks were provided to carry specific pieces of equipment as required for a given mission.

Three squadrons (VPB-109, VPB-123, and VPB-124) were equipped with PB4Y-2Bs which carried an ASM-N-2 Bat anti-shipping radar-homing glide bomb underneath each wing. The Bat was 12 feet long, hand a 10-foot wingspan, and weighed 1600 pounds. The first operational use of the Bat was on April 23, 1945 when a VPB-109 Privateer launched a pair of these gliding bombs against enemy shipping in Valikpapan harbor on Borneo.

The first Privateer loss was an aircraft from VPB-106 which was ditched in October of 1944 in the Gulf of California. All crew were saved. The first Privateer combat loss was 59477 from VPB-121, which went down on January 12, 1945. The last Privateer combat loss of the war was 59495 from VPB-121, which was shot down on August 14, 1945 off the coast of Honshu. In all, 61 PB4Y-2 Privateers were lost in action during the War.

Squadrons VB-101 through VB-117 inclusive were the original Navy Liberator Squadrons, whereas the original Privateer squadrons were numbered (after Oct 1944) VPB-118 through VPB-124, plus VPB-143. Squadrons VPB-100, VPB-197, and VPB-200 were training squadrons. Several of the Navy Liberator squadrons switched over to Privateers when they went through a second or third tour of duty. These included VPB-104 (third tour), VPB-106, VPB-108 (second tour), VPB-109 (second tour), VPB-111 (came from ETO flying Liberators), and VPB-115 (second tour). Several other Navy Liberator squadrons (such as VPB-116 and VPB-117) were in transition to Privateers at the time the war ended. Several other squadrons from the ETO were disestablished while getting Privateers as the war ended, including VPB-107, VPB-110, VPB-112, and VPB-114.

After the end of the war, when several of the Navy Privateer squadrons had been disestablished, the old prewar squadron designation "VP" was revived, and took up with the World War 2 numbering system--for example, VPB-106 became VP-106. Following the end of the war, six Navy squadrons continued to fly the Privateer. Some Navy Privateers were used for ELINT operations during the early years of the Cold War with the Soviet Union. These missions could on occasion be quite dangerous. On April 8, 1950, a VP-26 Privateer flying such a mission was shot down over the Baltic Sea by Soviet fighters.

The Privateer flew numerous patrol missions during the Korean War in search of North Korean or Chinese seaborne infiltrators. Privateers from VP-28, VP-772, and VP-871 flew flare missions in support of Marine Corps F7F Tigercat and F4U-5N Corsair night fighters. They carried up to 250 high-intensity parachute flares, enough to provide target illumination for several teams of attack aircraft during a single night sortie.

Numerous Navy Privateers were converted for various other missions. The PB4Y-2M was a meteorological research version obtained by removing the turrets and adding a B-24D-type nose transparency. The PB4Y-2P was a photographic reconnaissance version. The PB4Y-2S was an antisubmarine search version which carried additional radar, and the PB4Y-2K was a target drone version converted by the Naval Air Development Center.

In 1951, the Privateer aircraft still in service were redesignated P4Y-2, P4Y-2B, and P4Y-2S. During the early 1950s, Privateers from VP-23 flew hurricane-hunting missions out of Miami, Florida.

The Privateer also played an important role in training. The P4Y-2 remained the primary Navy multi-engined training aircraft until the mid-1950s. They served with ATU-12 at Corpus Christi, Texas, but moved to NAS Hutchinson, Kansas and redesignated ATU-600. The station was closed in 1956 and the squadron was disestablished.

The last Privateers left Fleet service in mid-1954. I still remember seeing Navy Privateers flying low over my farm on the Eastern Shore of Maryland during the early to mid-1950s. They were based, I believe, at the Chincoteague Naval Air Station in Virginia.

The Coast Guard operated nine P4Y-2 Privateers out of bases at Barbers Point, Hawaii and at USCG Air Station San Francisco for search and rescue missions and for weather reconnaissance. They were redesignated P4Y-2G for this role. The nose turret was replaced by a large glazing similar to that of the earlier B-24D, and the waist sponsons were deleted and replaced by large bay windows.

In 1950, 22 PB4Y-2S Privateers were provided to France's Aeronautique Navale. They served with Flotille 6F, 8F, and 28F, and were based at Tan Son Nhut in French Indochina starting in November of 1950. They were converted to PB4Y-2B configuration for standard bombing missions. Four were lost in Indochina, six were returned to the US Navy, and the rest were flown to North Africa, where they saw action during the Algerian war of independence. They also flew missions during the Suez incident of 1956. The last Aeronavale Privateers were scrapped in early 1961 following re-equipment with the Lockheed P2V-6 Neptune.

38 P4Y-2s were transferred to the Chinese Nationalist Air Force between May of 1952 and June of 1956. They flew various missions against the Communist mainland, about which relatively few details are available, even today. A total of four were lost in action. The P4Y-2 flew its last combat mission in 1961, when a Chinese Nationalist Privateer was shot down by Burmese Hawker Sea Fury fighters while dropping supplies to rebels in the Shan State region.

The Honduran Air Force used three Privateers in the transport role until the early 1970s.

Under the new Tri-Service designation scheme introduced in September of 1962, the PB4Y-2 was redesignated P-4B. At this time, the only Privateer still flying with the Navy was a QP4Y-2 being used to ferry personnel between the Pacific Missile Test Range (PMTC) at Point Mugu, California and St. Nicholas Island. It was redesignated QB-4B, although this aircraft had probably already been withdrawn from service by this time.

A number of ex-USCG Privateers with their glazed noses were converted into the aerial fire bombing role by Transaire Spraying Company of Canyon, Texas. The R-1830-94 Twin Wasps were replaced by more powerful 1700-hp Wright R-2600 Cyclones. These conversions (known as *Super Privateers*) could be identified by the presence of short-stack exhausts which protruded around the circumference of the nacelles. They could carry up to 18,000 pounds of fire-retardant chemical. Several Super Privateers were operated by Hawkins & Powers Aviation of Greybull, Wyoming, which used them in the fire-fighting role under contract to the US Forest Service. Some of these aircraft had their nose glazing replaced with North American F-86 Sabre canopies for improved visibility. As of 1997, at least five of these fire-fighting Privateers were still flying.

Another P4Y-2 was used for agricultural spraying by International Air Applicators, Inc.

Several ex-Navy Privateers ended up serving with Latin American airlines. A Brazilian Privateer registered as PT-BEG was in service in 1963. A Mexican example was XB-DOD. The Empresa Latino Americana de Aeronavagacion (ELDA) operated Privateers in freight routes in South America throughout the early 1960s, sometimes carrying passengers on a fill-up basis.

A PB4Y-2 painted as BuNo 66304 is on display at the Naval Air Museum at Pensacola, Florida. There is some question about its true BuNo, since it was originally a "patched" aircraft obtained in a trade from Hawkins & Powers. PB4Y-2 BuNo 59818 was formerly at Chandler, Arizona, but was moved to the Lone Star Flight Museum in Galveston, Texas. It is scheduled to fly again with an Erco turret fitted into the nose.

Serials of Consolidated-Vultee PB4Y-2 Privateer:

32000/32335 Consolidated PB4Y-1 Liberator 32086, 32095, 32096 converted to XPB4Y-2 Privateer. 59350/59999 Consolidated PB4Y-2 Privateer Redesignated P4Y-2 in 1951 and P-4 in 1962. 59701 with Hawkins and Powers Aviation as N6884C 59763 crashed June 1974 during fire fighting mission. Now owned by Ronald Sathre as N7237C 59819 with Lone Star Flight Museum as N3739G 59882 with Hawkins and Powers Aviation as N7692C 59876 under civilian registration N6813D 60000/60009 Consolidated PB4Y-2 Privateer redesignated P4Y-2 in 1951 and P-4 in 1962. 66245/66324 Consolidated PB4Y-2 Privateer redesignated P4Y-2 in 1951 and P-4 in 1962. 66260 with Hawkins and Powers Aviation as N7620G 66300 with Hawkins and Powers Aviation as N2872G 66302 with Hawkins and Powers Aviation as N2871G 66313 with civilian registration N3431G 66325/66394 Cancelled contract for PB4Y-2 Privateer 66795/66999 Cancelled contract for PB4Y-2 Privateer 67000/67054 cancelled contract for PB4Y-2 Privateer 76839/77138 cancelled contract for PB4Y-2 Privateer 77000/77138 Cancelled contract for PB4Y-2 Privateer

Specification of Consolidated-Vultee PB4Y-2 Privateer:

Four Pratt & Whitney R-1830-94 fourteen-cylinder air-cooled radial engines, each rated at 1350 hp. Performance: Maximum speed 248.5 mph at 12,000 feet. Cruising speed 158 mph. Initial climb rate 1180 feet per minute. An altitude of 10,000 feet could be reached in 16.3 minutes. Service ceiling 18,300 feet. Range 2630 miles with 4000 pound bomb load. Patrol range 2900 miles with 3964 US gallons fuel. Dimensions: wingspan 110 feet 0 inches, length 74 feet 7 inches, height 29 feet 1 1/2 inches, wing area 1048 square feet. Weights: 39,400 pounds empty, 64,000 pounds gross. Armament: Twelve 0.50-inch machine guns distributed as follows: two in nose turret, two in forward dorsal turret, two in rear dorsal turret, two in tail turret, two in left side blister turret, two in right side blister turret. Bombload of 8000 pounds could be carried.

The Consolidated RY-3

The RY-3 was the transport version of the PB4Y-2 Privateer. It was assigned the company designation of Model 101. The RY-3 differed from the PB4Y-2 in having no armament and in having a series of windows cut into the sides of the fuselage. A large loading door was cut into the side of the rear fuselage, and fairings were installed where the nose and tail turrets had been. A crew of four and 28 passengers could be carried. 16,641 pounds of cargo could be carried in the all-freight configuration. A hinged nose allowed up to 1600 pounds of cargo to be carried in the forward section.

The Navy ordered 112 RY-3s in March of 1944, but only 34 RY-3s were actually built. Only a few of these planes actually ended up serving with the Navy, primarily being operated by the Marine Corps. Most of the RY-3s were delivered instead to the Royal Air Force. 26 RY-3s were delivered to the RAF as Liberator C.IX starting in February of 1945. RAF serials were JT973, JT975/JT998, and JV936). They were assigned to Nos. 231 and 232 Squadrons of RAF Transport Command. The famous Commando, which was LB-30 AL504, was also converted to single-tailed RY-3 configuration in 1944.

At the end of the war, the remaining RY-3s on the original order were cancelled, including 63 more Liberator C.IXs intended for the RAF (JV937/JV999). Also cancelled was a version for the USAAF designated C-87C.

The RAF's experience with the Liberator C.IX was not a happy one. Three (including Commando) were lost in fatal crashes, and there were speculations that there was something basically wrong with the structural integrity of the aircraft. All surviving RAF Liberator C.IXs except one were struck off charge in April of 1946 and either returned to the US Navy or else were scrapped. The sole remaining Liberator C.IX (JT973, ex BuNo 90021) ended up flying ice-research missions with the Royal Canadian Air Force under the auspices of the National Research Council. It was given the name Rockcliffe Icewagon. It was kept flying by scavenging spare parts from the Liberator stores, and later from the U.S. Navy's PB4Y-2 inventory. Rockcliffe Icewagon flew her last mission in late 1948, when it was replaced by a Canadair North Star (Merlin-powered DC-4) and scrapped.

Serials of Consolidated-Vultee RY-3 Privateer:

90020/90050 Consolidated-Vultee RY-3 Privateer 90021/90047 to RAF as JT973/JT999 90048 to RAF as JV936 90049/90050 to RAF as JV937/JV938 but never delivered 90051/90056 cancelled contract for RY-3 Privateer Were to have gone to RAF as JV939/JV944 90057/90059 Consolidated-Vultee RY-3 Privateer Were to have gone to RAF as JV945/JV947 but were never delivered 90060/90131 cancelled contract for RY-3 Privateer 90060/90111 were to have gone to RAF as JV948/JV999 90132/90384 cancelled contract for R2Y-1

Disposition of Liberator IX, delivered between Jan & July 1945

JT973 (BuNo 90021) 20/9/48 SOC JT975 (BuNo 90023) 28/2/46 SOC JT976 (BuNo 90024) 28/2/46 SOC JT977 (BuNo 90025) - JT978 (BuNo 90026) returned to US Navy 16/4/46 JT979 (BuNo 90027) Overshot landing at Whenaupai, New Zealand 4/7/45 JT980 (BuNo 90028) - JT981 (BuNO 90029) returned to US Navy 16/4/46 JT982 (BuNo 90030) Crashed in the Atlantic 4/7/45 JT983 (BuNo 90031) returned to US Navy 16/4/46 JT984 (BuNo 90032) returned to US Navy 16/4/46 JT985 (BuNo 90033) Hit hill in bad weather, Dorset, 15/6/45 JT986 (BuNo 90034) 28/2/46 SOC JT987 (BuNo 90035) 28/2/46 SOC JT988 (BuNo 90036) 28/2/46 SOC JT989 (BuNo 90037) returned to US Navy 16/4/46 JT990 (BuNo 90038) 26/2/46 SOC JT991 (BuNo 90039) returned to US Navy 16/4/46 JT992 (BuNo 90040) returned to US Navy 16/4/46 JT993 (BuNo 90041) 28/2/46 SOC JT994 (BuNo 90042) 28/2/46 SOC JT995 (BuNo 90043) - JT996 (BuNo 90044) - JT997 (BuNo 90045) returned to US Navy 16/4/46 JT998 (BuNo 90046) JT999 (BuNo 90047) JV936 (BuNo 90048) Returned to US JV937 to JV999 not delivered

Specification of Consolidated-Vultee RY-3 Privateer:

Four Pratt & Whitney R-1830-94 fourteen-cylinder un-supercharged air cooled radial engines rated at 1350 hp. Performance: Maximum speed 248.5 mph at 12,000 feet. Cruising speed 158 mph. Initial climb rate 1180 feet per minute. An altitude of 10,000 feet could be reached in 16.3 minutes. Service ceiling 18,300 feet. Dimensions: wingspan 110 feet 0 inches, length 75 feet 5 1/4 inches, height 29 feet 0 inches, wing area 1048 square feet. Weights: 31,000 pounds empty, 60,000 pounds gross. A crew of four and 28 passengers could be carried. 16,641 pounds of cargo could be carried in the all-freight configuration. A hinged nose allowed up to 1600 pounds of cargo to be carried in the forward section.

By Joe Baugher

Sources:

Famous Bombers of the Second World War, William Green, Doubleday, 1959.

Liberator: America's Global Bomber, Alwyn T. Lloyd, Pictorial Histories Publishing Co, Inc, 1993.

B-24 Liberator in Action, Larry Davis, Squadron/Signal Publications Inc, 1987.

General Dynamics Aircraft and Their Predecsssors, John Wegg, Naval Institute Press, 1990.

Consolidated B-24D-M Liberator IN USAAF-RAF-RAAF-MLD-IAF-CzechAF and CNAF Service, Ernest R. McDowell, Arco, 1970.

United States Military Aircraft Since 1909, Gordon Swanborough and Peter M. Bowers, Smithsonian, 1989.

American Combat Planes, 3rd Enlarged Edition, Ray Wagner, Doubleday, 1982.

Jane's American Fighting Aircraft of the 20th Century, Michael J.H. Taylor, Mallard Press.

E-mail from Terence Leary on fates of LB-30s.

Warplane Classic--Consolidated B-24 Liberator, Robert F. Dorr and Jon Lake, International Air Power Review, Spring 2002 on fates of AL533, AL535, AL567, AL572, AL576, AL609, AL612.

Robert Livingstone on AL557

E-mail from Greg Banfield on Qantas LB-30s.

E-mail from Gordon Birkett on disposition of some LB-30s.

E-mail from Bob Redknap on loss of AL523.

RAF Liberator Squadrons of 205 Group, the SEAC, BOmber Command and Coastal Command website on disposition of RAF Liberator IIs.

Bob Livingstone on AL516, AL517, AL510,

Specification of Consolidated Liberator II:

Serials of LB-30

Wartime Service

Project Anvil

Postwar Service

PB4Y-1 Serials

Sources: