Flying the Consolidated B-24 Liberator Bomber in Restored Color (1943)

this is the b-24 D it is a large airplane but that in itself does not mean that it is difficult or tricky to fly it is obviously impossible to learn to fly by merely looking at a moving picture however it is hoped that picture izing the procedure for preparation takeoff and landing will be of some help by making each operation and the reason for it a little clearer this film on how to fly the b-24 is based on an appendix appearing in the consolidated flight manual this is a serious film it is not entertainment nor is a truly an instruction film since the subject is too complicated for teaching by this method alone the picture can however help you to become a little more familiar for the things you must see and do in handling the b-24 if it accomplishes this your time and our effort will be well spent the operation of any airplane single or multi engine requires certain operations performed in a definite sequence this sequence as it applies to the b-24 D is covered by complete and explicit pilots checklist this list must be followed exactly and intelligently we will cover each step of this checklist from the time that crew first approaches the airplane until they return to the field from their flight and now as the crew approaches the airplane the flight engineer proceeds to open up the unlocks and opens the small access door on the right side of the fuselage and reaching in opens the bomb doors by pulling outward on the handle of the auxiliary bomb door valve the seasoned pilot makes certain that the pitot head covers are removed he knows that the airspeed indicator is inoperative with them on and that it's awkward to remove them in flight with a ship open the pilot and co-pilot in her first and go forward to the cockpit the flight engineer then enters his first act is to turn on the four fuel selector valves there is a valve for each engine which is marked to connect the engine to a correspondingly numbered fuel system or to the cross connection which interconnects all valve units the valves are located overhead to on the right of the center line for to the main spar control flow to engines 3 & 4 the two valves on the left side control flow to engines 1 & 2 off on tank on cross connection the engineer next checks the fuel load this is done at the two visual gauges located on the Ford face of the Bombay bulkhead each gauge is connected by a two-way valve with two of the four main fuel systems by operating these valves the quantity of fuel in each of the four systems can be determined the inclinometer located outboard of the gauges must reach zero for accurate gauge reading and off zero reading can cause a high percent of inaccuracy in gauging the fuel available systems three and four are on the inboard gauge and systems one and two on the outboard gauge all figures read in United States gallons refraction through that part of the glass still with liquid changes the angles of the diagonal lines and back of the plastic tube and simplifies reading each system should have a minimum of 300 gallons giving a total for the four systems of 1200 United States gallons in the cockpit the pilot and co-pilot adjust their seats the seat adjusting lever is located outboard of each seat permit adjustment for an aft up and down and tilt comfortable adjustment of the seats accomplished the rudder pedals are set for properly each pedal adjustment ratchet is located between the pedals push the ratchet lever away from the pedal with the toe and move the pedal for or aft to the proper position like this be sure all seat and pedal latches are firmly engaged now the copilot removes the controls lock which holds the locking lever up in the locked position and stores the strap securely in the overhead take up all the slack and secure the loose end so I won't slap your face after this is done check the locking lever in down to make sure that it is all the way down and the locks are completely released with the controls unlocked the pilot checks the movement and direction of the controls in the normal manner the copilot or engineer simultaneously visually checks the actual movement of each control turning the wheel this way the ailerons the flight engineer calls out right or left aileron down up by wiggling the controls this way the pilot can check for free movement now the elevators by exercising the wheel fore-and-aft like this the elevators are checked for position and movement the flight engineer calls out elevators down elevators up dennah fast a movement to check for free operation now the rudder movement the plant engineer calls out right and left rudder now rapid movement for a freedom check these checks might seem superfluous but controls have been found crossed after rigging and now we're ready to begin the approved procedure for starting the engines before the engineer approaches the engines the copilot must check the ignition switches off and the master ignition switch off a kickback would result in serious injury to the engineer each engine must be pulled through by ham six blades to complete revolutions to warn of the presence or to clear fuel accumulated in the combustion chambers which would damage the engine keep clear of the plane of propeller rotation don't become careless the ignition switch off can be just like the famous unloaded gun for starting the engines power can be drawn one from the ship itself by using the batteries plus the auxiliary power unit or two from outside the ship by using a battery card for starting either way the generator switches located on the generator panel are turned off yet the start is made with outside power from the battery cart the plug connection is reached to the small access door on the right hand side of the fuselage the battery switches located over the master switch on the right side of the cockpit are turned off or starting with the battery card when starting on ships power turned on these battery switches first then start the auxiliary power unit if the batteries are fully charged start the unit by power equalizer switch on fuel on prime press the starter button the generator then acts as a starting motor to turn the engine of the unit if the batteries are low to start by hand why am the starter rope around the drum fuel on prime and pull the line you to turn the engine over when it is running turn the equalizer switch on now turn on the for ignition switches four three two and one and the master switch as the engineer leaves to stand by the engines he reaches over head on the right side and turns on the switch for the electric hydraulic pump which furnishes hydraulic power until number three engine stars wheel chocks if available are placed in front of each wheel even if chocks are used the pilot sets the parking brake to keep the airplane from rolling when the engines start just press the pedals and lift the latch the copilot turns on the alternating current power switch to either number one or number two inverter which furnishes power for the engine instrument automatic flight control is checked off the slide bar control left of the pedestal is full after disengage if the automatic flight control is on free operation of the controls is impossible you can see here that the pilot is really tugging to try and move the controls the icer and Adi ISO controls to write a pedestal on the panel I checked off the icers on will change the wing characteristic the intercooler switches horn and Center on the pedestal are thrown to open closed intercoolers would cause overheating and detonation the cow flap switches right on the pedestal are placed in the open position and so health until account flaps are fully opened they must be fully opened to permit air circulation to cool the engines during the start and warmup period the complete cycle from closed to open takes about 30 seconds the propellers are set for high rpm the switch bar is held to IMC or increased revolutions until indicator lights on the center of the panel flash on all four supercharger controls are set to pause which opens the engine exhaust tailgates if engines are started with turbo controls on the tailgate would be closed and the exhaust tailpipe would probably be blown out mixture controls are checked an idle cutoff before the boosters are turned on the airplane fire extinguisher valves located outboard of the copilot are checked for position so that they can be operated quickly if needed there are two selectors the rear one directs gas to engines three and four and the one forward two engines one and two furthermore the flight engineer our mechanic always stands by starting engines with a large portable extinguishers engines are started in the order of three or two and one they're started from inboard/outboard so that the engineer does not have to walk through or toward a moving propeller number three engine is started first because the only engine driven hydraulic pump is attached to it the co-pilot looks to see that all personnel and obstructions are clear of the propellers and checks all clear with the engineer then a fuel booster pumps have turned on booster pressure is required for priming and to ensure an adequate fuel pressure until the engine driven pumps take hold while the pilot opens number three follow one third energizing the starter is accomplished by the co-pilot holding the number three energizer switch to excel with his other hand the copilot Prime's the number three engine for better prime the switch is pressed intermittently to inject the fuel in spurts the excel position is held for 12 seconds and then the crank switch is thrown meanwhile the excel switch is held on to keep the starter turning during cranking when the engine fires on the framing charge the mixture control is thrown from idle cutoff to auto lean auto lean is used for starting warm-up and taxi auto rich or full rich gives an abnormally rich mixture at low speeds and will foul the plugs our load the engine with the mixture control and idle cutoff there is no flow of fuel but as soon as the lever is moved from idle cutoff a valve is opened and fuel flows to the carburetor jets therefore if the engine does not run immediately return the mixture control lever to I'll cut off to prevent flooding a critical fire hazard for warm up the mixture control remains in auto lean with number three running start engine number four bottle open one-third accelerate prime right mr. control the waddling next engine number two bottle open one-third accelerate Prime Frank mixture control - adaleen engine number one throttle open one-third accelerate prime crank this one fails to fire immediately next two controllers return idle cutoff now with added prime it takes old so back to arlene with engine number one started and running the instruments of all four engines are checked and warm-up begins keep an eye on the engine instruments during warmup warm up slowly so that the oil has ample time to start circulating freely turn off boosters never exceed 1,400 revolutions per minute in Auto lean on the ground now with the engines running at 1000 rpm the pilot checks all gauges the oil pressure drops to the operating range as the temperature rises oil pressure 45 to 50 pounds fuel pressure 14 pounds manifold pressure 15 inches warm up until the oil temperature gauges indicate 40 to 60 degrees centigrade engines one and two on the Left gauge and three and four on the right the head temperature gauges likewise have two hands one and two left three and four right there are two vacuum pumps one on engine number one and one on engine number two while the engines are warming up check both pumps the selector valve is located under the generator panel the faceplate gives each source of vacuum and to where the supply is directed it has no off position at 1,000 rpm the vacuum gauge on the pilots panel should read from four to four and a half inches now check the brake pressure the gauges should read between 850 and 1125 pounds draw the DI SAR lever located to the left of the copilot's control column under the switch panel to the right to own and see that the DI serve boots inflate and deflate the DI sir boots are in segments so it's necessary to check each one right outboard section the vacuum pump inflates and deflates the alternate tubes section outboard of engines inflate and deflate the alternate tubes inflate deflate and inflate partner tubes section between engine and fuselage and also the tail group the pump inflates deflates and inflates the alternate tubes when this check is completed turn the Dicer control off and check the anti-ice of fluid flow to the propellers the fluid motors are operated by this rheostat on the panel behind the mixture controls it is calibrated in gallons per hour for clarity flow of fluid is shown with the propeller idle when the propeller is revolving the fluid runs out along the blade turn the fluid off when the check is completed we're blocks are removed and when the last crewmember enters the airplane he closes the bomb doors by pulling on the auxiliary bomb door handle under the flight deck on the right side the handle must be held until the doors are closed when the brake pedals are pressed the spring-loaded parking brake lever automatically disengages and releases the parking brakes before taxiing away from the line the pilot again checks the propellers for high rpm by throwing the bar of the propeller switch to increase when the propellers are in high rpm the for governor limit lights are illuminated now we're ready to go the wise pilot taxes the plane to the head of the runway for the final run-up and preparation so that he can take off immediately thereafter and avoid the fouled engines inevitably caused by long idling the maneuver of turning to taxi from the line should be executed in a broad sweeping turn like this with a power for the turn being furnished by the outboard engines the brakes should be used very little if at all in taxi and then only applied gently there is ample control with the outboard engine you can see how easily the airplane can be maneuvered and controlled as it is being deliberately as turned with the outboard engines the D 24 D is a large airplane but when properly handled and kept under control by mild use of power and brakes it can be handled as easily as a small plane notice how the N board wheel is turning in a generous radius the tires are not skidding and the nose wheel is not candid at an extreme angle this is the way not to handle an airplane there is absolutely no excuse for abusing an airplane in this manner if it were even moderately loaded such violent application of the brakes would in all probability cause nose wheel failure abrupt turns like this are prohibited notice that the inboard tire is twisting and at the nose wheel is candid at an extreme angle it is against the stops and it's sliding and now the b-24 D without violent abusive brakes taxes to the head of the runway reel two of this series deals with final run-up takeoff use of flaps preparation for landing the safety checks which must be made before the airplane touches the ground and finally the securing after fire the airplane has been properly warmed up prepared for flight and is taxing out to the takeoff area on arriving at the head of the runway the pilot stops the airplane and sets the parking brakes again press the pedals lift the parking lever and the brakes are on and now comes the final check an engine run-up for para Torre to take off the copilot sets the throttles of all four engines evenly at this speed check the propellers for full range check first to full low rpm I pitch press the switch bar to decrease revolutions abbreviated Dec and hold it until the limit lights all flash over high pitch is used in normal flight because the airplane has forward motion and demands a heavier grip now the switches are changed the switch bar is thrown to IMC for low pitch high rpm and held until the lights on the instrument panel flash on again at high rpm the engine develops rated power while the airplane is accelerating from a standstill when the limit lights flash on again the propellers are in for low pitch and the switch is released next item the pilot adjust the control tabs for best takeoff elevator tabs one degree tail-heavy aileron tabs neutral rudder two degrees to 2 and 1/2 degrees right rudder to provide per engine torque these settings are for normal conditions and loading the pilot again checks the automatic flight control or pilot off the controls for freedom of movement and the dice are off these checks should become automatic with experience because they affect the control and safety of the airplane the copilot sets all of the mixture controls to auto race never take off an auto lien because the mixture is too lean for high-power engines will overheat and detonation will result detonating engines have been known to stop completely and suddenly never attempt to use intermediate mixture positions check the fuel pressure with a booster pump off 14 to 16 pounds and then to on the booster pumps potato the booster switches are the top row under the panel to the left of the copilot's control column again check the engine had temperatures before run up they must be between 150 degrees and 205 degrees centigrade the red line shows maximum temperature allowed in the air but is too high for takeoff now we're ready to run up the engines it has done one at a time usually from right to left watch the tachometer and manifold pressure as throttle number four is open slowly to 2,000 rpm check mag switches right and left with an allowable drop of 75 RPM on either now open the throttle wide against the stop engine superchargers give about 36 to 37 inches manifold pressure at sea level with Serrat a wide open move the turbosupercharger control slowly - on manifold pressure increases from the engine supercharger boost to the final sea level takeoff setting of 49 inches at 2700 rpm the turbosupercharger provides the added 12 inches boost now the throttle slowly again to 1000 now a number three engine open the throttle to 2,000 rpm check the Magneto's then before opening the throttles wider extend the wing flaps in order to take advantage of the hydraulic pump which is only on this engine to stop the flaps before full up or down the operating lever is returned manually to neutral when the flap indicator reaches the position desire the Fowler flaps are set to 10 degrees down for best average takeoff this setting gives maximum performance in case of engine failure 20 degrees extended flaps is the best setting for takeoff and gives maximum lift for normal operation however the 10 degree setting is recommended now open number three throttle wide to the stop open turbo superchargers slowly to the stop the control is open slowly to permit the regulator to stabilize check the power instruments they should read 49 inches at 2,700 revolutions per minute all engine control movements should be executed slowly to avoid abrupt power changes here number 3 engine is kicking up the dust at full power output retired the throttle slowly again to 1000 engine to open throttle to 2,000 rpm check the Magneto's right and left open the throttle wide manifold pressure 37 inches open turbo supercharges slowly to the stop check the power estimates which should read 49 inches manifold pressure at 2700 rpm number two blasts away and now retired the throttle slowly to 1000 rpm engine one open a throttle to 2,000 RPM check the Magneto's right and left open the throttle wide open a turbo superchargers slowly to the stop number one blasts away all foreign engines have now been checked and are performing to the pilot satisfaction the throttle is slowly back to 1000 rpm after the turbo controls are set they're left on and the throttles are set to maintain approximately 800 to 1000 rpm this is slightly above normal landing speed but prevents fouling of the plugs and keeps the turbo superchargers turning at a fair rate of speed the left friction drag is tightened to hold the turbo control levers the four generators are now cut in at the control panel located outboard of the fuel gauges the four switches are turned on one at a time generators are left off until after run up because the excessive vibration on the ground adversely affects the voltage regulators now we gonna changin slightly to check the charge as this generator comes on number for 50 amps note that the voltage rises as each generator comes in this is normal number 350 amps number 250 amps at 28 volts and number 150 amps at 28 volts all generators are satisfactory close the cow flaps to 1/3 open for takeoff open cow flaps reduce speed about eight tenths of a mile per hour for each degree of opening furthermore with cow flaps more than 1/3 open tail buffeting results below 150 miles an hour indicated again move the landing gear lever to down and on the hydraulic gauge above the pilots control column check kick out pressure at 825 - 875 pounds per square inch check the artificial horizon uncaged and also the directional gyro set the Alameda for the barometric reading at the airport check that the nosewheel compartment is clear of the crew now we are set for the take-off alarm press the brake pedals to release the piking lever which drops down and the brakes are released again the pilot gets an OK from the tower and swings around into the wind heading down the runway then he opens the throttle slowly and evenly against the stops where they are held by the co-pilot to keep them against any tendency of creeping close the throttle frictions are only likely set for takeoff therefore during the run the copilot holds the finals open and adjust the turbosupercharger controls to equalize all manifold pressures at the 49 inch top limit as the plane accelerates the pilot applies a gentle back pressure on the controls to assist in lifting the plane on the gear at 110 miles per hour the plane with a moderate load easily leaves the ground hold the nose down and maintain the takeoff course until the indicated airspeed reaches 135 miles per hour at this speed full control is available in case of outboard engine failure as soon as the airplane is well cleared the ground and definitely airborne the landing gear is raised if the landing gear fails to attract immediately it is usually due to air in the system to bleed it out work the operating lever through up and down cycles until the action is normal usually two or three cycles are sufficient level up for a moment down up again down again and now here it goes all the way up now we the turbo control levers to reduce the manifold pressure to 45 and a half inches the maximum of pressure allowable at the continuous power rate for one hour with the propeller control switches the copilot reduces revolutions to 25 50 while the pilot readjust the manifold pressure as the propeller pitch increases after the landing gear lever has returned to neutral the flaps may be raised at the pilots discretion landing gear and flaps control valves are operated only one at a time never together do not exceed 155 miles per hour air speed with the flaps extended the fuel booster pumps are turned off as their artillery pressure is not needed again until the fuel pressure drops to pounds due to altitude or until turned on again for a landing close the cow flaps to a minimum opening required to maintain proper head temperatures high airspeed cools better than open count flaps maximum head temperatures are 260 degrees in auto rich and 232 degrees in Auto lean check the engine instruments oil pressure 75 to 90 fuel pressure 14 to 16 maximum oil temperature is 75 degrees centigrade in Auto lean in Auto rich for rated power 85 degrees and military power for five minutes 100 degrees are the maximum the auxiliary hydraulic electric motor is turned off if other than a purely local flight is being made now we're assuming that the mission has been completed and that the airplane is returning to its base as it circles the field before entering the pattern the pilot reduces speed to 155 miles per hour he notifies the crew that the airplane is coming in for a landing and receives the report that the nosewheel compartment is clear of the crew the hydraulic switch is turned on as the main hydraulic power will not be available when number three engine is funneled the accumulator brake pressure is checked between 850 and 1125 pounds make sure that the automatic flight control or pilot is turned off the landing would be difficult while attempting to overpower the automatic flight control Cal flaps are now closed to prevent rapid engine cooling in the glide to eliminate tail buffeting as the speed is reduced and to cut down head resistance in case the landing is refused mixture controls are placed in auto rich the only position where full power is available intercooler shutters are open unless the carburetor is icing but when used watch they had temperatures turn on the booster pumps to ensure a positive floor fuel to the engine pumps the wing de-icers are turned off be sure to check this because the inflated shoes when operating become wing spoilers and change the landing characteristics move the landing gear lever to up to check the kick-out pressure this should be from ten hundred and fifty to eleven hundred pounds then move the landing gear lever to the rear and downward to the down position the level will return to neutral when the gear is down the landing gear lever may return prematurely due to surge so it is necessary for a crew member to inspect all the latches each main landing gear latch can be seen from the rear window on each side the top of the latch is pitted a bright yellow to make identification easier and looks like this unlatched unlatched and latched the main landing gear latches cannot be seen with the flaps extended again unlatched latched as the gear drops the nose wheel comes down last because the main gear falls by gravity while the nose gear needs power when engaged the nose gear latch from the nose wheel compartment looks like this be sure it's properly engaged very sure because it is important after the landing gear lever has kicked back to neutral and the gear has been checked carefully and reported back to the pilot with speed still at 155 miles per hour we entered the landing lane when in the groove lower the wing flaps 20 degrees by moving the flap lever on the right of the pedestal to the rear when the platen decatur reads 20 degrees the control lever is returned manually to neutral the half down flap is recommended for the beginning of the approach as the lift and drag are both increased at low speed and the attitude of the airplane is changed for a wider range of vision during landing turbo controls are turned off normally when landing in altitude they are left in the position to furnish the required manifold pressure then the handle of bottles carefully a backfire may blow off the tailpipe as you approach the boundary of the field now place the flap lever in the down position when the flaps are extended fully the lever will return to neutral automatically and the indicator will show 40 degrees always allow sufficient time to settle into the new attitude before the final level off or flare move the landing gear lever to the down position again for final check and to ensure pressure in the line draw the propeller control switch to increase or high revolutions per minute so that full power is available in case of a refuse landing as the airplane glides in for a landing the throttles are and the tabs are adjusted to maintain proper balance to maintain a steady approach a slight amount of power is usually necessary adjust the throttles as power is needed to keep the proper air speed and position begin the flare with ample altitude for control response remember this airplane has great momentum due to its weight and resists sudden changes of direction the best landing attitude is the conventional one for airplanes not equipped with tricycle gear never land in an attitude which allows the nose wheel to make ground contact first now as we pass the boundary and are in the landing position the throttles are closed and held by the copilot to keep them from creeping open tabs are adjusted to lighten the control load now over the runway the eyelet holds his airplane off pulling the nose up for normal landing this is the attitude for normal landing with the airplane held off as long as possible notice how easily and smoothly the airplane touches the ground as soon as the ship is definitely on the ground the copilot places the mixture controls in auto lean if the field is short and the brakes must be applied immediately that three-point landing is permissible when a three-point landing is made it is done with the main wheels and the nose wheel touching the ground simultaneously notice again with the freewheel landing how smoothly the flame makes contact and how moderately brakes are applied after the nose wheel is firmly on the ground on airplanes equipped with retractable tail skids an emergency landing may be made tail down with the tail skid hitting the ground simultaneously with the main wheels here he comes now for a tail skid landing to show how high the nose of the plane may be maintained by sending crewmembers aft after the plane makes contact the tail skid may be kept on the ground for a long run requiring no use of the brakes in a field of average lane after the plane has slowed to taxing speed the co-pilot should open the cow flaps immediately to prevent overheating wing flaps should be raised before taxiing so that mud or rocks cannot be thrown into the ova flap or tracks when the flaps retract fully the lever returns to neutral remember turn in taxi slowly use the engines to steer don't use too much throttle and keep the airplane well under control the pilot here has pretty control as he taxis off the runway and turns to the parking area watch the use of the outboard engines upon arriving at the parking area the engines are stopped to do so place the mixture controls in idle cutoff for three two and one the throttles are opened as the engine stopped after the engines have stopped the bomb doors are open ignition switches four three two and one are cut and the master switch is turned off battery switches on booster switches are turned off AC power switch off generator switches are turned off auxiliary hydraulic pump off and the wheel chocks are placed under the wheels now senator service controls raise the control locking lever and secure it with the strap before leading the airplane the landing gear lever is placed in the down position if the brakes are set while the drums are still hot the internal brake mechanism will be damaged therefore set the parking brakes only after the drums have cooled press the pedals and lift the lock Cal flaps are closed but not until after the engine cools because the heat retain within the engine will burn out the spark plug terminal you you

Channel: ZenosWarbirds

Views: 394,789

Rating: 4.7842865 out of 5

Keywords: World War 2 Bombers, Flying, Airplane, Ploesti Raid, World War 2 Planes, Consolidated B-24 Liberator

Id: JO0iSx-ZCAQ

Length: 58min 10sec (3490 seconds)

Published: Sat Apr 07 2012

Reddit Comments

[u/MyOtherCarIsAFishbed]

I love these movies, a real insight into what it was like. It's fun to imagine how bored the airmen watching back then and now 75 years later, we sit transfixed. Ronald Reagan narrates the one for the Superfortress.

[u/unknownchild]

75 years later kermi cam tour

https://www.youtube.com/watch?v=i1Z_uFM1B2Q

https://www.youtube.com/watch?v=UZYtoeocBuc

[u/Quay-Z]

Upvoted. I admire how technical and procedural the focus of this video is, the authenticity of this artifact, and how different it is from most content posted on this sub...yet I have no reason at all to watch more than a few minutes of it.