Country of origin:

United States of America

Description:

Long-range heavy bomber

Power Plant:

(B-24J)

Four 895 kw (1,200 hp) Pratt & Whitney R-1830-65 fourteen-cylinder two-row supercharged air-cooled radial engines

Specifications:

Armament:

Ten 12.7 mm (0.5 in) Browning machine-guns in nose, upper, ventral and tail turrets, and in waist positions, with a total of 4,716 rounds; normal bomb load 2,269 (5,000 lb)

History:

Although not as famous as the Boeing B-17 Fortress, the Consolidated B-24 Liberator was built in substantially greater numbers and operated on more operational fronts and in a greater variety of variants (15 major) than any other Allied or enemy bomber. One of its iconic features was its versatility, for in addition to strategic bombing it operated in the maritime reconnaissance, anti-submarine, passenger, freight, tanker and photo-reconnaissance roles, as well as on many other duties. 18,188 examples were built between delivery of the first production aircraft in June 1941 and the close of assembly lines in May 1945.

In January 1939 the Consolidated Aircraft Corporation was asked to design a bomber with a maximum speed of 482 km/h (300 mph), a range of 4,828 km (3,000 miles), and a ceiling of 10,668 m (35,000 ft). The prototype, known as the XB-32 (serial 39-680), first flew on 29 December 1939 at San Diego, and orders were immediately received from the United States Army Air Corps (USAAC), the French Government (which were not delivered due to the collapse of France), and the British Purchasing Commission.

First aircraft delivered to Britain were LB-30s which were used on the Trans Atlantic Return Ferry Service in the unarmed transport role, being the only aircraft that could fly the 4,818 km (2,994 miles) from Prestwick in Scotland to Montreal, Canada non-stop.

Production took place at a number of facilities, including San Diego in California, Forth Worth in Texas, the North American Aviation facility at Dallas, Texas, the Douglas facility at Tulsa in Oklahoma, and the Ford Motor Company at Willow Run near Detroit in Michigan. By August 1942 the Willow Run production line was producing 200 complete aircraft per month. One of the most famous operations of the B-24 Liberator was the long-range attacks on the Ploesti oil fields in Rumania in June 1942.

The history of the B-24 Liberator during World War II is well documented. The type saw service with the RAAF, units operating the type including No 7 Operational Training Unit (OTU), Nos 200 and 201 Flights, and Nos 12, 21, 23, 25, 99 and 102 Squadrons.

Aircraft supplied to the RAAF included: B-24D serials A72-1 to A72-12 (12 aircraft); B-24J serials A72-13 and A72-31 to A72-68 (38 aircraft); B-24L serials A72-69 to A72-42 and A72-149 to A72-157 (83 aircraft); B-24M serials A72-143 to A72-148 and A72-158 to A72-198 (47 aircraft) ; and a mix of B-24Js and NB-24Rs A72-300 to A72-405 (106 aircraft), a total of 287 aircraft.

A couple of others was allocated to the RAAF in the Pacific Theatre, and two others are known to have been allocated to the RAAF but were lost in transit. One was used post-war as an Instructional Airframe at Point Cook, VIC; and aircraft serial 42-40508 was transferred to the RAAF as a source of spares. In addition a small number of ex-USAAC aircraft was converted to components in Australia, and three were used on loan.

A number of USAAC units equipped with the B-24 was based in Australia during World War II. The 90th Bombardment Group (Heavy) was the first US B-24 unit assigned to Australia, operating B-24Ds. This Group comprised Nos 319, 320, 321 and 400 Squadrons and were initially based at Mareeba in north Queensland, the first operational mission being flown from Iron Range on Cape York, QLD on 13 November 1942. The 43rd Bomber Group commenced operations from Dobodura in Papua New Guinea.

The first Liberator to reach Australia was a B-24A serial 40-2375 which arrived in Darwin, NT in October 1941, followed by 40-2370 the following month. In early 1942 LB-30s from Java and B-24As of the USAAF Ferry Command became visitors after the fall of Java, and on 23 April 1942 a scheduled service began with an LB-30 (RAF serial AL541) from San Diego to Williamtown, NSW carrying freight and USAAF flight crews. By October 1942 deliveries to Australia of B-24Ds for US bombing units had begun, and early operations involved the evacuation of personnel from Mindanao Island in The Philippines, and escorting Curtiss P-40 and Douglas A-24 units from Darwin to Timor.

The RAAF received B-24s in 1944, the plan being to form seven Liberator squadrons to be equipped with B-24J, B-24L and B-24M models. No 24 Squadron was the first to receive the type, the first operation being carried out by a single aircraft flying from Manbulloo airfield near Katherine, NT in July that year.

It has been recorded a few B-24s of the USAAF crashed in Australia during the war. One which received a lot of attention was 41-23762 ‘Little Eva’ of the 321st Squadron of the 90th Bombardment Group. Based at Iron Range on the Cape York peninsula, whilst returning from a bombing mission on 2 December, 1942, the aircraft crashed near Burketown, QLD. Two survivors were rescued by the manager of a local station 12 days later, and this instigated a wide search for other crew members which lasted some months.

In 1942, as things were getting desperate in Java and USAAF crews of the 7th and 19th Bombardment Groups commenced to evacuate their LB-30s to Australia. One B-24A (30-2374) was at Broome, WA on 3 March 1942 when Japanese aircraft attacked, being destroyed at the aerodrome. Many early missions were in the reconnaissance role. As the war progressed more B-24 units of the USAAF were stationed in Australia, operating from bases right across northern Australia, and from Milne Bay, New Britain where a couple was destroyed on the ground. The type was also operated in this region by No 321 (Dutch) Squadron, these aircraft being Liberator GR.IIIs and VIs.

One LB-30 (call-sign VHCBL – ex AL570) was basically abandoned by the 5th US Air Force by March 1944 at Archerfield,  QLD and was taken over by No 36 Squadron, RAAF, which was based at Stock Route airstrip near Townsville, QLD. Named ‘Bell’, it was overhauled by Australian personnel and placed into service as a freighter with the name ‘Nipponese Nipper’ carrying cargo from Townsville to Port Moresby, PNG along with that unit’s Douglas C-47 aircraft. On one occasion it carried 4,082 kg (9,000 lb) of detonators and explosives in the cabin and 12 cases of gin. However, on arrival the nosewheel collapsed and the aircraft was damaged. It was repaired and continued in service until it was returned to the USAAF, being ferried to the US in October 1944.

Another LB-30 serial AL573 using the call sign VHCBM was used in the freight-carrying role. After the war the RAAF Liberators were involved in the ferrying of ex-POWs to Australia’s southern capitals, carrying as many as 38 personnel at a time. An RAF Liberator operated in this region (EW620) and had the call sign VHYCK painted on the tail.

The type was not operated by the RNZAF but did visit the islands regularly.  On 2 August 1943 a Model C-87 (41-24027) on a flight to New Guinea crashed on take-off from Whenuapai. At this time United Airlines, on behalf of the USAAF, was operating twenty C-87s on the 12,874 km (8,000 mile) Pacific Route carrying freight and passengers. An RAF Model RY-3 (JT979) was damaged when it overshot the runway at Whenuapai on 1 September 1945.RAF Liberators Mks C.IX and R-3Y were also regular visitors to Whenuapai and Ohakea during the war years.

The type was also used by Qantas crews on the Indian Ocean route, flying from Guilford, WA to Ceylon non-stop, these being British registered aircraft G-AGTI (c/n 39 – ex AL541); G-AGTJ (c/n 22 – ex AL524); G-AGKU (c/n 45 – ex AL547); and G-AGKT (c/n 117 – ex AL619). The service had previously been operated by Consolidated Catalinas. In 1944 two LB-30 Liberators were placed into service, the route being changed to reduce the length of time of the sea crossing, the Liberators proceeding via Learmonth, WA and cutting 10 hours off the flight time. These aircraft had been built to a French order and were diverted to the RAAF as Liberator IIs. They had a longer nose to carry freight. Engines were the Pratt & Whitney R-1830 Twin Wasp driving Curtiss Electric Propellers.

The first G-AGKT arrived at Guilford, WA on 3 June 1944, inaugurating the first service on 17 June 1944, reaching Ceylon in 16 hrs 13 mins. This route then became known as the ‘Kangaroo Service’. During the following months the remainder of the fleet arrived and commenced operations, passengers receiving a certificate entitling them to membership of ‘The Elevated Order of the Longest Hop’. Crews managed to stretch the range of the LB-30 to 6,180 km (3,840 miles) at 274 km/h (170 mph).

The Liberators made 254 crossings whilst based in Perth, and a further 73 from Sydney, NSW making a total of 327. G-AGKT and G-AGKU were broken up for spares at Mascot, NSW in December 1947. The other two later became VH-EAI and VH-EAJ, remaining with Qantas until 1950, when they also were broken up at Mascot. These aircraft had a crew of five, seating for fifteen, and a payload of 2,495 kg (5,500 lb).

Tocumwal, NSW was the initial heart of the RAAFs B-24 Liberator training, with No 7 OTU forming with the type on 15 February 1944. Nos 21, 23, 24 and 99 Squadrons were also based there at various times. In March 1944 three RAAF units equipped with the Vultee Vengeance were ordered out of New Guinea and these (Nos 21, 23 and 24 Squadrons) formed the nucleus of the new 82 Wing with the B-24 Liberator. At one stage No 7 OTU had a nucleus of 54 B-24 Liberators and 11 Vultee Vengeance at Tocumwal. The first ten B-24s received by No 7 OTU were war-weary B-24Js which arrived in July 1944, having been ferried from the United States. The type was also operated by Nos 200 and 201 Flights on what was described as “Electronic Missions.”

After the war the B-24 remained the mainstay of the RAAF bomber squadrons, remaining in service with Nos 12, 21 and 23 Squadrons of No 82 Bomber Wing at Amberley, QLD until replaced by the Australian-built Avro Lincoln. After their replacement B-24s were scrapped at a number of centres, including East Sale, VIC, Tocumwal, etc.

One B-24M (A72-176) was obtained privately and stored on a farm at Moe, VIC until 1996 when it was obtained by a restoration group at Bairnsdale, VIC. In 1992 the wings and tailplane of a B-24D of the US 403rd Bomb Squadron, 43rd Bomb Group (42-41091), were removed from its crash site at the Faita emergency strip in the Ramu Valley near Madang, New Guinea and conveyed by RAAF Hercules to Australia for restoration, work continuing for some years at the old RAAF base at Werribee, VIC.

Wrecks of B-24s have been located at crash sites around Australia and New Guinea, and parts from aircraft scrapped at Tocumwal have been recovered. It is interesting to note that in 1983, when the Indian Air Force was offering its remaining B-24s to overseas museums, an example was offered to Australia for a museum in exchange for an Australian-built English Electric Canberra and a CAC Sabre. However, for reasons not known the offer was not taken up. Only a small number of Liberators survive overseas, most being ex-Indian Air Force machines on display in museums but a couple has been airworthy in the United States.

Australia’s most catastrophic air crash took place at Jacksons Field / 7 Mile Strip in New Guinea on 7 September 1943. On this occasion B-24D-85-CO (serial 42-40682) ‘Pride of The Cornbusters’ of the US 43rd Bombardment Group was taking off when it crashed into the marshalling area occupied by members of the 2/33rd Infantry Battalion, AIF and, in addition to the crew, 62 Australian Army personnel were killed and some 90 men suffered serious injuries.