Article 5855 of rec.aviation.military:
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From: jfb@usgp1.ih.att.com (Joe Baugher)
Subject: Bomber Series--Consolidated B-24 Liberator (18 of ??)
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Summary: B-24J
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The B-24J was the Liberator variant that was built in the largest 
numbers, and was the only Liberator version that was built by all five 
members of the Liberator Production Pool.  A total of 6678 B-24Js were 
built by the five major contractors in the pool.  Externally, it 
differed very little from its immediate B-24G and B-24H predecessors, 
and could generally be distinguished from them only via an examination 
of serial numbers.  

The factory-installed nose turret had first been introduced on the 
Liberator production line with the Ford-built B-24H.  Later-block 
North American- built B-24Gs were also delivered with 
factory-installed nose turrets.  In both cases, the nose turret 
installed was an electrically-powered unit built by Emerson Electric.  
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 modify the Consolidated A-6A hydraulically-driven tail 
turret for installation in the nose of the Liberator in place of the 
Emerson turret.  This version was designated B-24J.  

Consolidated A-6A turrets had sloped, flat transparent front panels as 
opposed to the smooth cylindrically-shaped transparent surfaces of the 
Emerson turrets.  The sloping front of the nose turret made the B-24J 
the longest of all the Liberator variants at 67 feet 7 5/8 inches.  
The other armament fitted to the B-24J remained the same as that of 
the B-24H.  However, the staggered enclosed waist gun positions and 
Martin A-3D "high-hat" turret that had been introduced on the 
Ford/Willow Run B-24H were not incorporated into the initial 
Consolidated/San Diego built B-24J.  

The B-24J was equipped with an improved C-1 automatic pilot and a new 
M-series bomb sight.  It also featured an electronic control system 
for the turbosuperchargers, which replaced the manual controls that 
had been fitted to the engine control pedestals on earlier Liberators.  
The B-24J also differed from the G and H in having inward- rather than 
outward-opening nose wheel doors.  

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 first Convair/San Diego-built B-24J was delivered to the USAAF in 
August of 1943.  One month later, Convair/Fort Worth delivered its 
first B-24J.  

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.  However, in 
early 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.  Ford/Willow Run produced its first B-24J in April of 
1944, with Douglas/Tulsa and North American/Dallas following in May.  

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.  
Convair/San Diego made the 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).  At the same time, outward-opening nosewheel 
doors were adopted.  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.  So the presence 
of flat-paneled Consolidated nose turret on a B-24J identifies it as a 
Consolidated-built machine.  

The Martin A-3D "high-hat" top turret was not installed on B-24Js 
built at Convair/San Diego, nor did they have the enclosed waist 
positions used on the B-24H.  However, 57 Consolidated/Fort 
Worth-built B-24J-40-CFs (42-50452 through 42-50508) were produced 
with the A-3D turret and enclosed waist gunner positions, becoming the 
only B-24Js to be so equipped.  These aircraft were actually B-24Hs 
completed from sub-assemblies supplied by Ford/Willow Run.  These 
sub-assembled B-24Hs were interspersed on the Convair/Fort Worth 
assembly line under the designation B-24J.  

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.  An elongated horizontal 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.  

In an attempt to save some weight, 122 aircraft from block -165 were 
built with the M-6A tail stinger, a handheld hydraulically-assisted 
twin 0.50-inch machine guns in the tail.  

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 
despatched 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 flying in aviation gasoline over 
the Hump from India.  This plan was dropped when the B-29 
Superfortress operations relocated from China to the Marianas, from 
where they could be better supported by US Navy seaborne tankers.  
However, limited use was made of the C-109 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.  

Unfortunately, there were significant differences between the B-24Js 
built by the five members of the Liberator Production Pool.  Parts 
from different B-24Js were often not interchangeable with each other, 
and the resulting lack of standardization created a logistical 
nightmare for repair depots.  Even the two Convair factories produced 
slightly different aircraft that were often incompatible with each 
other.  There were enough detail differences between the B-24Js built 
by different manufacturers that both aircrew and mechanics were 
usually well aware of the source of a particular machine.  

A total of 6678 B-24Js were built (2792 by Convair/San Diego, 1558 by 
Convair/Fort Worth, 1587 by Ford/Willow Run, 536 by North 
American/Dallas, and 205 by Douglas/Tulsa.  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 of 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-40-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 turbosuperchargers 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 bombload 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.  

Sources:


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

    British Military Aircraft Serials, 1912-1969, Bruce Robertson,
    Ian Allen, 1969.

    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 Predecesssors, 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.

    The Consolidated B-24J Liberator, Roger A. Freeman, Aircraft in 
    Profile, Profile Publications, 1965.


Joe Baugher			  **************************************
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