page_title: Consolidated B-24 Liberator
section_title: U.S. Army Air Forces variants
hierarchical_section_title: Consolidated B-24 Liberator / Variants / U.S. Army Air Forces variants
caption_attribution_description: Consolidated B-24J with B-17 nose section, containing chin turret, grafted on; modification not adopted for production
context_page_description: The Consolidated B-24 Liberator is an American heavy bomber, designed by Consolidated Aircraft of San Diego, California. It was known within the company as the Model 32, and some initial production aircraft were laid down as export models designated as various LB-30s, in the Land Bomber design category.
  At its inception, the B-24 was a modern design featuring a highly efficient shoulder-mounted, high aspect ratio Davis wing. The wing gave the Liberator a high cruise speed, long range and the ability to carry a heavy bomb load. Early RAF Liberators were the first aircraft to cross the Atlantic Ocean as a matter of routine. In comparison with its contemporaries, the B-24 was relatively difficult to fly and had poor low-speed performance; it also had a lower ceiling and was less robust than the Boeing B-17 Flying Fortress. While aircrews tended to prefer the B-17, General Staff favored the B-24 and procured it in huge numbers for a wide variety of roles. At approximately 18,500 units – including 8,685 manufactured by Ford Motor Company – it holds records as the world's most produced bomber, heavy bomber, multi-engine aircraft, and American military aircraft in history.
context_section_description: XB-24
  Single prototype ordered by Army Air Corps on 30 March 1939. Powered by four Pratt & Whitney R-1830-33 Twin Wasps rated at 1,200 horsepower (890 kW) for takeoff and 1,000 horsepower (750 kW) at 14,500 feet (4,400 m). Bombload of eight 1,000 lb (450 kg) bombs, with defensive armament of three 0.5 in (12.7 mm) and four 0.30 in (7.62 mm) machine guns. First flew 29 December 1939. Later converted to XB-24B.
  YB-24/LB-30A Pre-production prototypes
  Six examples were sold to the UK directly as designated LB-30A.  US funds and serial numbers were deferred to the B-24D production.  The seventh (40-702) remained in U.S. Service as the sole YB-24 for service test. (Total: 7)
  B-24
  Ordered on 27 April 1939, less than 30 days after the XB-24 was ordered and before its completion. A number of minor modifications were made: elimination of leading edge slots, addition of de-icing boots. (Total: 1 conversion of YB-24.)
  B-24A/LB-30B
  Ordered in 1939, the B-24A was the first production model. Due to the need for long-range aircraft, the B-24A was ordered before any version of the B-24 flew. The main improvement over the XB-24 was improved aerodynamics, which led to better performance. Nine as transports transferred to Ferrying Command. Twenty (20) sold directly to the UK as LB-30B.  Deferred US funds and serial numbers allocated to future B-24D production. (Total: 20 LB-30B; 9 B-24A)
  Ex-Liberator B Mk II/LB-30
  The first combat-ready B-24. The modifications included a three-foot nose extension as well as a deeper aft fuselage and wider tailplane and self-sealing fuel tanks and armor; built to meet British specifications with British equipment and armament—there was no direct B-24 equivalent but similar to the B-24C. Except for the first aircraft off the lines (completed to specifications as a pattern aircraft and subsequently lost in a test flight over San Diego Bay), the rest of the run was completed without armament, which the British would fit after aerial delivery to the UK. With the American entry into the war in December 1941, some 75 were requisitioned by the USAAF during delivery and retaining the LB-30 designation in service. (Total production: 165)
  The aircraft had been requisitioned from the delivery process and were in an unarmed state pre-delivery, so the aircraft had to be given armament. Single .50 Browning were fitted throughout; single .50s were mounted in the nose, two waist positions, and a single ventral tunnel; a twin .50 manual mount in the tail was substituted for the British tail turret with 4 .303 Brownings, and a Martin powered dorsal turret with two .50 supplanted the intended Boulton Paul turret. Fifteen were sent to the SW Pacific (including to Java to assist the Dutch East Indies), while three went to Alaska & six were lost in various accidents. Twenty-three were later returned to the UK in 1943. Seventeen were fitted with ASV radar & used in the Panama Canal Zone.
  XB-24B
  A newly funded conversion of the XB-24 after it failed to reach its projected top speed. The Pratt & Whitney R-1830-33 radials rated at 1,000 hp (750 kW) it carried were replaced with R-1830-41 turbo-supercharged radials rated at 1,200 hp (890 kW), increasing its top speed by 37 mph (60 km/h). The engine cowlings were made elliptical to accommodate the addition of the turbo-superchargers. The XB-24B version also lacked the engine slots of the original.  It was re-serial numbered. (Total: one converted XB-24)   :  XB-24B 39-680 was converted into a luxury airliner for Consairway. The conversion included gutting the interior, cutting new windows and dividing the interior into compartments with individual and bench seating, and two-tier Pullman-style sleeping berths. It featured generous trim – possibly for sound-proofing – an in-flight galley with refrigerator and hot plates in bare metal (probably stainless steel) with lighting and services for the main deck controlled by a panel over the main passenger door, but photographs of the conversion dated 19 April 1945 show no visible seat belts or other passenger safety arrangements.
  B-24C
  New pro
caption: Experimental B-24J-15-CO, 42-73130, with B-17G nose section, containing chin turret, grafted on; modification not adopted for production
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