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Consolidated B-24J Liberator

Consolidated B-24J Liberator

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Consolidated B-24J Liberator

The Consolidated B-24J Liberator was built in larger numbers than any version of the aircraft, with a total of 6,678 aircraft being built by all five factories involved in the Liberator Production Pool. Originally the B-24J referred to aircraft produced by Consolidated at San Diego and Fort Worth, using modified Consolidated A-6 tail turrets in place of the Emerson turret used on the B-24H. In the spring of 1944 the remaining three factories in the Liberator Production Pool switched over the B-24J, but most of these aircraft used the Emerson turret, while both San Diego and Fort Worth changed over the Emerson turret when enough were available.


Number produced

CO – Consolidated, San Diego


CF – Consolidated, Fort Worth


DT – Douglas, Tulsa


NT – North American, Dallas


FO – Ford Motor Company, Willow Run


All B-24Js had a number of features in common. They were all powered by the R-1830-65 engine, used a new C-1 automatic pilot and a modified M-series bomb sight. However all five factories produced slightly different aircraft, making maintenance very awkward.

B-24J-CO (San Diego)

B-24J production began at the Consolidated factory at San Diego in August 1943. By this point Consolidated had merged with Vultee, and the combined company is normally referred to as Convair.

The B-24J-CO featured the Consolidated A-6 nose turret. In other ways it was less advanced than the B-24H, which had featured a new Martin A-3D “high hat turret” and enclosed staggered waist guns, while the San Diego produced B-24Js retained the earlier lower upper turret and open windows, at least until late in the production run. Eventually enough Emerson turrets were available for them to be used at San Diego, either with the 181st aircraft or with production block 190 (sources vary)

B-24J-CF (Fort Worth)

Production of the B-24J began at Fort Worth in September 1943. As at San Diego the aircraft carried the A-6 nose turret, until either the 41st aircraft or block 45 (sources vary). The B-24J-CF was equipped with the “high hat” turret and staggered and enclosed waist guns.

B-24J-FO (Ford, Willow Run)

Ford at Willow run began production of the B-24J-FO in April 1944. These aircraft also featured the “high hat” turret and staggered and enclosed waist guns.

B-24J-NT (North American, Dallas)

North American at Dallas began production of the B-24J-NT in May 1944. These aircraft also featured the “high hat” turret and staggered and enclosed waist guns.

B-24J-DT (Douglas, Tulsa)

Douglas at Tulsa began production of the B-24J-DT in May 1944. These aircraft also featured the “high hat” turret and staggered and enclosed waist guns.

Statistics (for aircraft with A-6 nose turret)
Wingspan: 110ft
Length: 67ft, 7 5/8in
Empty weight: 36,500lbs
Maximum weight: 65,000lbs
Engine: Four Pratt & Whitney R-1830-65
Horsepower: 1,200 each
Armament: Ten .50 calibre machine guns (two nose, two tail, two dorsal, two ventral and one in each waist position)
Maximum Speed: 290mph
Service Ceiling: 28,000ft
Range: 2,100 miles

Hasegawa 1/72 B-24J Liberator Kit First Look

The B-24 Liberator was a mixed blessing to the war effort. It was produced in much larger numbers than the B-17 even though production didn't begin until after the start of the war. Thanks to Henry Ford, the first real aircraft mass production line was established in Willow Run, MI and B-24s were reaching all theaters of operations.

Despite their greater availability, bomber crews preferred the B-17. Even though the B-24 was faster, more modern, and had greater capabilities, it was also less stable and much more work for the pilots. Cartoons from the period indicated that B-24 pilots could be spotted at the pub because of their one massive left arm required to keep the aircraft in the air. Copilots were recognized by their massive right arms.

The Liberator was not only flown by the USAAF, the RAF operated a number of the aircraft, as did the US Navy. In fact, the Navy built the ultimate B-24 by stretching the fuselage, replacing the twin vertical stabilizers with one huge fin, and creating an effective maritime patrol aircraft - the PB4Y-2 Privateer.

One pilot of the B-24 moved through the ranks of command during his time in the Mighty Eighth Air Force. Actor-turned-pilot Jimmy Stewart had to work hard to be recognized for his skill and leadership made difficult by his star status in Hollywood. Nevertheless, Stewart worked hard to stay out of way of the press so that those that served under him would receive their well-deserved recognition. He enlisted as a Private at the start of the war and by the end of the war he had risen to full Colonel, not as a token public relations figurehead, but as a true combat leader of a B-24 squadron and later as the operations officer of a B-24 bomb group. According to General Hap Arnold, if the war in Europe had lasted another month, Jimmy Sterwart would have been commanding his own B-24 bomb group.

When Hasegawa announced this special edition version of their still relatively new 1/72 B-24J kit, I decided it was time to take a first look at this new tooling. For the longest time, your only choice for a B-24 in 1/72 scale were the Academy/Minicraft line of Liberators. While these were reportedly not bad kits, they were good basic models of the airframe. So what is different about the Hasegawa tooling? What would happen if the engineers at Trumpeter designed a Hasegawa kit? You'd get a super detailed model straight out of the box! That's just what we have here.

The kit is molded in light gray styrene and presented on nine parts trees, plus one tree of clear parts. The layout of the kit is fairly conventional, but they've done some innovation to make the project easier. One of the complaints with the Academy/Minicraft Liberators was the windscreen. Hasegawa has taken a different approach to the entire nose as we'll see shortly. As you'd expect with a contemporary tooling from Hasegawa, the surface detailing is finely scribed and no sign of any 'mad riveter'.

The first thing you'll notice about the project is the interior - Hasegawa has developed a nearly full-length interior for this model. The interior for the main fuselage runs from the nose break right at the rear of the cockpit, encloses a detailed bomb bay, sets up the waist gunner compartment, and ends aft of that area. The gunner's area has the gun pintles and .50 caliber machine guns, but you won't see much in there with the waist windows closed. Should you open the windows, you can add some additional details there for the ammo boxes, O2 bottles/regulators, and the hydraulic jack that hangs from the ceiling to extend and retract the ventral turret.

The wings have a main spar that carries through the fuselage and provides a solid join at the wing/fuselage joint. The joint looks like it will make adding the wings after you've painted or metalized the model much easier, which in turn makes painting far easier.

As I mention, the bomb bay is nicely detailed and armed. The bomb bay dooes can be posed open or closed.

Hasegawa went the extra mile with the engines - they have these with the complete twin banks of cylinders attached to a rear firewall rather than a simple plug that goes inside the cowling. When you look into the cowlings, you'll see the depth.

Which brings me to the Achilles Heel of every US WW2 bomber model - the windows. The B-17 and B-24 in particular were getting different window configurations, especially in the nose. If you looked at a B-17G for example, there are something like five different window configurations depending on early or late B-17G and which factory produced the aircraft. The B-24 was also the recipient of window changes.

In this kit, Hasegawa tackled the window fit problem found in other B-24 models by molding the entire nose in clear. The side windows in the cockpit are molded separately so you can select the correct windows for your project - bulged or non-bulged, both of which are provided. The windscreen and overhead windows are all one part that also extends forward to include the top of the nose and the navigator's astrodome. This allows Hasegawa to swap these clear sections to render different variants easier, but still make the model easier to assemble.

Where this innovation goes awry is up front. The box art depicts the window configurations correctly with larger, almost square side windows in the nose behind the turret and beneath the astrodome. This is the correct configuration for the real 'Dragon and its Tail' B-24J, but the kit and instructions depict this same window as a narrow rectangle as found on the 'Dragon and its Tail' warbird that is flying the airshow circuit. You can see in the close-up image the small rectangular window at the top behind where the turret installs.

Below that window is a larger window that goes on either side of the bombardier's nose glazing. That window should be further forward where the ejector pin part is, and for some odd reason, there is a panel line and rivet line molded right across that window as well as where the window should be. The window designer and the panel line designer didn't coordinate here.

It is nearly impossible to get all of the windows right in every B-17 and B-24 kit without going to the expense of tooling all of those little differences and passing those expenses on to us.

The kit includes decals for one B-24J Liberator:

The decal sheet provides the instrument panel in decal form and these markings are really nicely done.

This is one of the more colorful 'nose' art renderings applied to any US combat aircraft and Hasegawa has used this with an equally impressive new B-24J kit. The details and options in this model clearly make the Hasegawa series of Liberators the best B-24 models in any scale.

- The Airfix Tribute Forum -

Oct 15, 2011 #76 2011-10-15T17:54

Oct 15, 2011 #77 2011-10-15T17:58

Oct 16, 2011 #78 2011-10-16T23:18

It could have looked so much better had I combined the various things done to these 2 Libs. fuselage stretch & "Dragon. " nose art. in one build! We live & learn.

Oct 17, 2011 #79 2011-10-17T07:46

Oct 27, 2012 #80 2012-10-27T16:44

Oct 27, 2012 #81 2012-10-27T16:46

Better read this on how to post.

Dec 04, 2012 #82 2012-12-04T20:57

The KING has been graciously pleased to confer the VICTORIA CROSS on the undermentioned officer in recognition of most conspicuous bravery: —

Flying Officer Lloyd Allan TRIGG, D.F.C. (N.Z.413515), Royal New Zealand Air Force (missing, believed killed), No. 200 Squadron.

Flying Officer Trigg had rendered outstanding service on convoy escort and antisubmarine duties.
He had completed 46 operational sorties and had invariably displayed skill and courage of a very high order.
One day in August 1943, Flying Officer Trigg undertook, as captain and pilot, a patrol in a Liberator although he had not previously made any operational sorties in that type of aircraft.
After searching for 8 hours a surfaced U-boat was sighted. Flying Officer Trigg immediately prepared to attack.

During the approach, the aircraft received many hits from the submarine’s anti-aircraft guns and burst into flames, which quickly enveloped the tail. The moment was critical.
Flying Officer Trigg could have broken off the engagement and made a forced landing in the sea.
But if he continued the attack, the aircraft would present a “no deflection” target to deadly accurate anti-aircraft fire, and every second spent in the air would increase the extent and intensity of the flames and diminish his chances of survival.

There could have been no hesitation or doubt in his mind. He maintained his course in spite of the already precarious condition of his aircraft and executed a masterly attack.
Skimming over the U-boat at less than 50 feet with anti-aircraft fire entering his opened bomb doors, Flying Officer Trigg dropped his bombs on and around the U-boat where they exploded with devastating effect.

A short distance further on the Liberator dived into the sea with her gallant captain and crew.
The U-boat sank within 20 minutes and some of her crew were picked up later in a rubber dinghy that had broken loose from the Liberator.

The Battle of the Atlantic has yielded many fine stories of air attacks on underwater craft, but Flying Officer Trigg’s exploit stands out as an epic of grim determination and high courage.
His was the path of duty that leads to glory.

Le Consolidated B-24 "Liberator", Partie 2

On s’est très vite rendu conte chez Consolidated que la double dérive n’est pas idéale et que la stabilité longitudinale de l’avion laisse a désirer fortement. Un empennage monodérive serait de loin préférable, mais pendant une guerre, la cadence de production prime, l’USAAF ne veut pas de retard ! Des essais en soufflerie ont lieu en automne 1942, donnant des résultats encourageants. Suite à cela, on a pris l’empennage d’un Douglas B-23 et on l’a greffé sur le B-24D n° 42-40058. Cet avion, dit B-24ST, pour « Single Tail », vole pour la première fois le 6 mars 1943. Puis l’empennage horizontal est remplacé par celui d’un Douglas C-54 et le gouvernail modifié. Enfin, en juin1943, cette queue en patchwork est enlevée de l’avion pour être montée sur un autre B-24D, le n° 42-40234 qui devient alors le XB-24K et vole le 9 septembre 1943.Les essais montrent unetrès nette amélioraton du comportement du B-24 ! Meilleure manoeuvrabilité, stabilité accrue, vol sur deux moteurs amélioré, vitesse ascentionnelle supérieure, champ de tir plus large pour les tourelles……….La décision es prise d’incorporer ces modifications sur tous les modèles de B-24 à venir et 4 500 B-24K sont commandés.
Comme il est dis plus haut, le gros handicap du B-24 est son poids excessif, une mauvaise visibilité pour l’équipage. On a bien tenté de nombreuses modifications, mais il est vite apparu que sans une transformation profonde de la cellule, rien n’y fera. Ainsi est fabriqué le B-24N , bien différent des versions précédentes : Dérive unique, tourelle de nez sphérique Emerson, tourelle de queue télécommandée, augmentation de la surface de l’empennage horizontal, fuselage légèrement plus court, capots moteurs allongés pour reçevoir des moteurs Pratt & Witney R-1830-75 avec réservoirs auto-obturants et carburateurs Stromberg PD12F-8 . Le XB-24N est livré le 20 novembre 1944, et vole la première fois le 16 décembre. Le « nouvel » avion montre des performances nettements améliorées, surtout au décollage, mais il est impossible de le faire voler droit avec une hélice en drapeau ! Ford s’organise pour le construire en série, mais un avion de pré-sérieest réceptionné le 30 mai 1945, suivit de 6 autres en juin, mais la fin de la guerre vient annuler les commandes qui portaient sur 5 168 avions, et aucun B-24N de série n’est construit


Un B-24 du 328th BS (Bomber Squadron)/93rd BG (Bomber Group) doté du radar “Mickey” (Photo : USAF)

En Europe, un petit nombre de B-24 sont équipés pour la guerre électronique et les contre-mesures radios. Un premier lot de 8 B-24H de la 8th Air Force reçoit le radar anglais H2S « Trashbin » à la place de la tourelle ventrale, suivis par un lot d’une grosse douzaine de B-24H dotés du radar H2X-AN/APS-15A «Mickey » , de 6 B-24M dotés del’AN/APQ-7 « Eagle » , et de 19 B-24J/H dotés du radar AN/ARW-9 AZON. Pour le brouillage radio, Les matériels employés sont des brouilleurs AN/APT3 « Mandrell I ou III » , AN/APT-1 « Dina », AN/ART-7 « Jackal » , APT-2 « Carpet », « Monica », « Jostle » entre autres ! Signalons le système « Big Ben», sensé brouillé les V-2 et qui restera à l’état de prototype.

En 1942, les meutes de U-Boot règnent en maître dans l’Atlantique, On constate que le B-24 Liberator est particulièrement bien adaptés à la lutte ASM (Anti Sub Marine). En 1943, l’USAAF cède 45 Liberator qui viennent grossir le parc des 167 appareils de l’US Navy. Quel que soit la version d’origine, tous les 977 B-24 de la Navy seront désignés PB4Y-1 Le dernier sera un B-24M livré en janvier 1945.

Le long rayon d’action et la facilité de chargement du B-24 sont vus immédiatement. Certains exemplaires sont transformés en avion de transport au coup par coup, Il faut attendre 1942 pour voir apparaître une version cargo de série. Un B-24 accidenté en Arizona (le B-24D n° 41-11608) est tranféré à l’usine de San Diégo pour y être transformé en avion cargo. Désigné C-87, cet avion n’est pas armé du tout, son nez vitré est remplacé parune porte, ses flancs sont percés de 7 hublots et une grande porte de 2 X 2 mètres est installée à l’arrière gauche du fuselage. Le Général Arnold approuve, et d’abords 35 C-87 sont construits, suivis de 3 C-87A, aménagés luxueusement. L’uns d’eux (le N° 41-24159), surnommé « Guess Where II » deviendra l’avion Présidentiel. Puis 37 C-87A seront construit en 1943 et 111 C-87 en 1944. En septembre 1943, l’USAAF commande 125 C-87C à fuselage allongé et empennage monodérive. Mais du fait de sa similitude avec le PB4Y-2 « Privateer » , cette commande sera prise en compte par l’US Navy, qui prendra en compte 112 avions sous la désignation RY-3. A l’automne 1943, l’Air Material Command demande qu’un B-17 et un B-24 soient transformés en avions citernes. Avec ses 8 réservoirs de fuselage d’une capacité de 10 975 litres, le XC-109 (B-24E n° 42-7221) se révèle supérieur à son concurrent le XC-108B (B-17F). Un programme de reconversion est entrepris pour ravitailler les groupes de B-29 « Superfortress » basés en Chine.

Un RY-3 de transport (photo : Collection P.M .Bowers)

Ici, on parlera de façon brève des opérations de guerre de cet avion, sinon l’article devient un vrai livre, ce qui n’est pas le but ! Pour en connaître plus sur ce sujet, la lecture des ouvrages suivants est particulièrement conseillée : Le livre de Roger Freeman, « Mighty Eighth », celui de Kenn Rust « l’histoire de la 9ème Air Force » et surtout l’incontournable (que j’ai contourné tellement c’est gros !) : Histoire de l’USAAF pendant la SGM, en 7 volumes !, publié par l’Office of Air Force History, et doit être trouvable en français. Eventuellement, aller lire l’article de Wikipédia, mais dans la version anglophone ! La version française est nulle. C’est ICI. Après Pearl-Harbor, entre le 10 décembre 1941 et le 6 janvier 1942, l’USAAF prend en compte 75 Liberator II d’un contrat britannique, dont 23 seront restitués aux anglais suite au titre de la Loi Prêt-Bail .Après quelques modifications, 15 avions sont envoyés aux Philippines, 17 dans la Zone du Canal de Panama et 3 à Kodiak (Iles Aléoutiennes, Alaska). C’est un B-24 des Philippines, accompagnés de deux B-17 qui accomplis la première mission de combat de la 8ème Air Force, lorsqu’ils attaquent, le 2 avril 1942, des navires japonais au large des Iles Andaman (Inde), Le 4 juin, 4 Liberator sont affecté à la 7ème air Force à Midway, les autres étant utilisés comme avions de transport. En 1942, Après un voyage interminable, les B-24 arrivent en Egypte, ou ils sont maintenus pour le premier bombardement sur les raffineries de pétrole de Ploësti, en Roumanie, la 12 juin 1942, ce sera le premier raid des bombardiers lourd américains en Europe. Ces avions sont rejoint en juillet par le 98e BG « Pyramiders », nouvellement crée. En octobre 1942, le 376e BG « Liberandos » s’installe en Palestine et commence les opérations en novembre. La première mission des B-24 de la 8e Air Force basées en Grande-Bretagne a lieu le 9 octobre 1942, 24 B-24D du 93e BG « Circus » bombarde Lille.

Le B-24L-10-FO n° 44-49750 « Dogpatch Express » du 861st squadron, en Italie (Photo : USAF)

Fin mai 1943, les B-24 sont retirés des missions à haute altitude pour s’entrainer au vol à très basse altitude. En juin 43, les 3 BG basés en Angleterre, les 44,93 et 389e BG sont transférés en Afrique, pour porter à 5 le nombre de Goups qui vont participer au célèbre et sanglant raid sur Ploësti, l’opération « Tidewave ». Le 1er août 1943, 178 Liberator attaquent les raffineries dans une confusion totale, résultats : 57 avions perdus !
Les B-24 participent à nouveau aux raids sur l’Europe à partir de 7 septembre 1943 en bombardant Bergen, Alkmaar et Texel. Ils sont cependant peu engagés jusqu'à fin octobre et participent surtout aux missions de diversions. Le premier raid comportant plus de 100 B-24 à lieu le 16 décembre 535 bombardiers de la 8e Air Force, dont 133 B-24, attaquent Brême. Le 20février, il y a 244 B-24 parmi les 584 avions qui attaquent Brunswick, Gotha, Oschersleben, Helmstedt…. 8 d’entres eux sont abattus. Le nombre de B-24 engagé augmente, mais ses pertes augmentent aussi, et plus rapidement ! Le 20 février 1944, 38 B-24 sur les 213 engagés pour le bombardement de Gotha et Eisenach sont perdus, soit 15,5 % de l’effectif.

Pour faciliter le rassemblement des Block, lors des grand raids sur l’Allemagne, de nombreux Liberator reçurent des couleurs très voyantes, complètement dépourvus d’armements et dotés d’appareil radios plus puissants, surnommés "Pathfinder" (éclaireur) , comme ce B-24D du 467e GB de la 8e Air Force, basée en Angleterre en 1944 , celui du dessous est un B-24J du 458e GBn toujours de la 8e Air Force. (Images : Pino dell’Orco & Claudio Tatangelo )

La période noire va s’achever avec la possibilité d’escorter les Boxes de bombardiers tout le long de la mission. Durant l’été 1944, les missions ou sont engagés 500, voire 600 B-24 ne sont pas rares. Le 5 juin 1944, 203 B-24 attaquent Cherbourg et le Pas-de-Calais. Le 7 jiun, ils sont 638 à bombarder Caën, argentan et les abords des plages ( Parfois même trop aux bords des plages ! ). A la fin de l’été 1944, la 8e Air Force compte 1 600 B-24, répartis en 79 Squadrons. Mais à l’automne 44, , 20 squadrons sont rééquipés avec des B-17 pour regrouper tous les B-24 au sein de la 2nd Air Division. Le 24 décembre 1944, le plus grand raid de toute la guerre a lieu : Tous les aérodromes tenus par les allemands sont attaqués par 1884 Bombardiers, dont 607 B-24, escortés par 813 chasseurs ! Ce jour la, pas moins de 5 052 tonnes de bombes seront larguées ! La dernière mission de bombardement des B-24, qui est aussi la dernière de la 8e Air Force, a lieu le 25 avril 1945, et la toute dernière pour 10 avions est de larguer des tracts sur les poches allemandes en France, les Pays-Bas encore occupé et les Iles Anglo-Normandes, occupées elles aussi. Au total, en Europe, les B-24 Liberator auront effectués 226.775 sorties et largués 452.508 tonnes de bombes. N’oublions pas les action de la 15e Air Force en Italie et en Méditerranée, ou 60 squadrons de B-24 ont combattus. Ces avions ont étés utilisées pour des missions diurnes sur l’Allemagne du nord, l’Allemagne du sud et les Balkans sur ce front, 5 BS de la RAF et 2 sud-africains ont effectués les missions nocturnes. Ceux du Coastal Command ont chassés les U-Boot avec 10 Squadrons basés en Islande, Ecosse, Irlande, à Dakar, aux Açores. Il faut ajouter les PB4Y-1 de l’US Navy, basés en Islande, au Maroc et à partir de 1943, de l’Ile d’Ascension (Atlantique sud).
Dans le Pacifique, le B-24 est le seul bombardier lourd employé par les 7 Air Forces engagées. A partir de fin 1942, tous les B-17 restants sont remplacés par des B-24. A la fin de la guerre il y aura 1 650 Liberator , répartis en 87 Squadrons dans ce secteur.


Here's a gift to you all - because of all you guys supporting and sticking with me for almost 2 years now, I decided to build an ultra-realistic, nearly 1:1 B-24 with a complete INTERIOR. This witchcraft is 100% historically EXACT. Down to even the nose decals. If your device can't handle the part count, click HERE for the mobile friendly version. (I had to remove almost every feature to get this beast under 1000 parts, so it isn't the best mobile port :/)

-Use Cameras to see important parts of the interior such as the bomb sight, cockpit, bomb bay, or just general interior views
-AG 8 + Trim & VTOL = Trim and flaps. Disable AG 8 when using turrets
-AG 1 + Trim & VTOL = Nose Turret
-AG 2 + Trim & VTOL = Dorsal Turret
-AG 3 + VTOL = Right Waist Turret
-AG 4 + VTOL = Left Waist Turret
-AG 5 + Trim & VTOL = Top Turret
-AG 6 + Gear + Trim & VTOL = Ball Turret (Only use with gear retracted)


Here's a gift to you all - because of all you guys supporting and sticking with me for almost 2 years now, I decided to build an ultra-realistic, nearly 1:1 B-24 with a complete INTERIOR. This witchcraft is 100% historically EXACT. Down to even the nose decals. If your device can't handle the part count, click HERE for the mobile friendly version. (I had to remove almost every feature to get this beast under 1000 parts, so it isn't the best mobile port :/)

-Use Cameras to see important parts of the interior such as the bomb sight, cockpit, bomb bay, or just general interior views
-AG 8 + Trim & VTOL = Trim and flaps. Disable AG 8 when using turrets
-AG 1 + Trim & VTOL = Nose Turret
-AG 2 + Trim & VTOL = Dorsal Turret
-AG 3 + VTOL = Right Waist Turret
-AG 4 + VTOL = Left Waist Turret
-AG 5 + Trim & VTOL = Top Turret
-AG 6 + Gear + Trim & VTOL = Ball Turret (Only use with gear retracted)

16 thoughts on &ldquo Consolidated B-24J Liberator: Not just B-17’s. &rdquo

The ball turret was a death trap if attacked from below.

….and heavy the later models of B-24 only carried them when the enemy was specially dangerous.

More people commenting on the poem…

Uff!!….such a variance of views the wonder of good poetry.

One thing for sure the ball turret gunner was a hero.

This short poem is perhaps Jarrell’s most frequently anthologized work its shocking violence and condensed brevity give it an immediate and lasting impact. The title is the subject of the poem, told from the point of view of the dead gunner. Jarrell has provided a note to the poem which explains the ball turret gunner’s tiny womblike enclosure in the plane and the kind of hose that would be turned on the plane to clean it he has also commented on the “wet fur” as representing the inside of the gunner’s jacket. The poem uses an image which is suggestive of abortion to comment on the waste of war. The young gunner, who comments, “From my mother’s sleep I fell into the state,” never awoke to life. Rather, he “hunched in the belly” of the plane, this new, state-provided death womb, until he woke only to die, amidst the “black flak and the nightmare fighters.” His body was washed “out of the turret with a hose.” Thus the sleep of childhood led directly to the sleep of death, and only with waking his realization of the imminence of that death. The image of the baby animal suggested by the wet fur, in the mechanical body of the death machine, is hard for the reader to escape. The five lines of irregularly rhymed verse close on an image of annihilation. It is the last poem of this collection, and in a sense serves as a commentary for it.

Yep, I like the analogy. The poem’s concision helped also, it’s brutally fast.

Profile Publications No. 019: Consolidated B-24J Liberator (RCL#1721)

Detailed description of the design, development and operational history of the Consolidated B-24J Liberator, an American heavy bomber used extensively in World War II. Well illustrated with colour drawings by P. Endsleigh Castle and R. Ward, also many black and white photos.

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Profile Publications No. 019: Consolidated B-24J Liberator
Submission date: 15/01/2017
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  • Lingte: 20,6 m
  • Spanwiidte: 33,5 m
  • Hichte: 5,5 m
  • Wjukoerflak: 97,4 m²
  • Leechgewicht: 16590
  • Startgewicht: 25.000 kg
  • Maks.gewicht: 29.500 kg
  • Motor: 4× 14-silinder Pratt & Whitney R-1830 turbosupercharged radiaalmotoren fan 900 kW (± 1200 hk) it stik
  • Topfaasje: 470 km/o
  • Klimfaasj: 5,2 m/s
  • Aksjeradius : 3.400 km
  • Fleanberik: 6.000 km
  • Tsjinstplafond: 8500 m
  • Boardgeskut: 10× 12.7 mm (0.5 inch) Browning M2masinegewearen
  • Bomlading: (<650km) 3600 kg, (<1250 km) 2300 kg, (± 2000 km) 1200 kg

XB-24, B-24, B-24A, XB-24B, B-24C, B-24D, B-24E, XB-24F, B-24G, B-24G-1, B-24H, B-24J, XB-24K, B-24L, B-24M, XB-24N, YB-24N, XB-24P, XB-24Q, XB-41, LB-30A, YB-24, B Mk II, B Mk III, B Mk IIIA, Mk V, B Mk VI, GR Mk V, Mk VIII, C Mk VI, Mk VIII, PB4Y-1, PB4Y-1P, PB4Y-2, AT-22, TB-24, RB-24L, TB-24L, C-87, C-87A, C-87B, C-87C, RY-1, RY-2, RY-3, XF-7, F-7, F-7A, F-7B

Consolidated B-24J Liberator - History

Combat Aircraft of the Pacific War

Consolidated B-24J Liberator

Data ( for B-24J)

Origin: Consolidated Vultee Aircraft Corporation (Convair)

Type: Long-range bomber and maritime patrol aircraft - normal crew of ten

Dimensions: Span 110' 0" (33.5 metres) - Length 67' 2" (20.47 metres) - Height 18' 0" (5.49 metres)

Empty - 37,000 lb (16,783 kg)
Loaded - 65,000 lb (29,484 kg)

Four 1,200 hp Pratt & Whitney R-1830-65 Twin Wasp 14-cylinder two-row radials

10 x 0.5 inch Browning machine-guns -
(disposed in four electrically operated twin turrets plus two manual singles in waist positions)
Two bomb bays with total capacity of up to 8,000 lb of bombs
(Two 4,000 lb bombs could be hung externally on inner-wing racks instead of internal load)

Maximum speed (clean) 290 mph (476 km/h)
Initial climb (typical) 900 feet (274 metres) per minute
Service ceiling 28,000 feet (3,540 metres)
Range at 190 mph (306 km/h) - 2,200 miles (3,540 km)

Watch the video: The B-24J Liberator Bomber crash sight Mandorah. (July 2022).


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