Liberator II was the designation assigned to a version of the Liberator ordered for the RAF in 1941 directly from the Consolidated production line rather than being diverted from USAAC production orders. It was designed specifically for British requirements and had no direct USAAF counterpart. 165 were ordered under RAF serials AL503/AL667, but only 140 were actually built. They served with three Coastal Command and two Bomber Command squadrons. They had no USAAF serials.
The RAF Liberator II differed from the previous Liberator I (which was basically a B-24A) primarily in having a three foot-longer nose section, increasing the length from 63 feet 9 inches . This stretched nose had been specified by Reuben Fleet very early in the Liberator's development when he described to the engineering team his gut feeling that the nose was too short. Fleet's instinct was correct--not only did the longer nose make the Liberator more aesthetically appealing, it also added extra room which was to become more important as more and more equipment had to be added.
The Liberator II was the first version of the Liberator to be equipped with power turrets. The first installation was performed by the British in the field at English bases, when they installed two Boulton-Paul power turrets on a Liberator II. Each turret was armed with four Browning-Colt 0.303-inch machine guns. An E. Mk. II turret was installed in the tail and a A. Mk. IV turret was installed midway down the upper fuselage just aft of the wing. The top turret had 600 rounds, whereas the tail turret had a 2200-round capacity which was later increased to 2500 rounds. Only one of the Liberator IIs had its turret installed at San Diego--all the rest had their turrets added in England. In addition to the power turrets, 0.303-inch machine guns were mounted in pairs at each waist position. A single 0.303-inch machine gun was mounted in the nose and in the belly, bringing total armament to fourteen 0.303-inch machine guns.
All fuel tanks were self-sealing. Curtiss Electric propellers with long hubs replaced the Hamilton Standard propellers of other Liberator variants.
The bombload was increased slightly, and gross weight was raised to 64,250 pounds. The maximum speed was reduced to 263 mph because of the additional drag added by the power turrets, but the service ceiling was raised from 21,200 feet to 24,000 feet.
The first Liberator II (AL503) was to be delivered to the RAF on June 2, 1941. However, during its acceptance flight, it crashed into San Diego Bay, killing all aboard including Consolidated's chief test pilot William Wheatley. The investigation into the cause of the crash resulted in a delay of two months before the first Liberator II could be delivered to the RAF. Consequently, the RAF did not get its first Liberator IIs until August of 1941.
In January of 1942, the Liberator II entered service with RAF Bomber Command. The Liberator II equipped Nos. 159 and 160 Squadrons, which became the first bomber units to operate this type of aircraft. They operated initially in the Middle East theatre of operations, but were later transferred to the CBI theatre. Liberator IIs later equipped No 148 and 178 Squadrons of RAF Bomber Command.
They also equipped Coastal Command's No. 120 Squadron, supplementing that units Liberator Is in November of 1941. They remained for about a year until supplanted by later Liberator versions.
Some of the Liberator IIs were delivered as unarmed transports under the designation LB-30. Some were used as transports with No. 511 Squadron, with the North Atlantic Return Ferry Service, and with BOAC. The BOAC operated their Liberators as part of the North Atlantic Return Ferry Service for RAF Ferry Command. They brought RAF crews to Canada, where they picked up lend-lease aircraft for ferrying back to England. Those Liberator IIs used by BOAC as freighters included AL507, AL512, AL514, AL516, AL522, AL524, AL528, AL529, AL541, AL547, AL552, AL557, AL571, AL592, AL603, and AL619, which were given the civilian serials G-AHYC, G-AGEL, G-AGJP, G-AHZP, G-AHYD, G-AGTJ, G-AGEM, G-AHYE, G-AGTI, G-AGKU, G-AHZR, G-AGZI, G-AGZH, G-AHYF, G-AHYG, and G-AGKT. The BOAC flight crews wore their civilian uniforms and were covered by the rules of the Geneva Convention. There is a photo of AL507 in antisubmarine role with "Dumbo" nose radar, and the aircraft supposedly also flew with BOAC as a freighter G-AHYC.
All of the BOAC Liberators were returned to the RAF in January of 1945. Seven of them were converted in 1946 as commercial transports. These conversions include
AL507 G-AHYC AL514 G-AGIP AL522 G-AHYD AL529 G-AHYE AL592 G-AHYF AL603 G-AHYG AL627 G-AHYJ
At least four ex-BOAC Liberator IIs ended up serving with Qantas Empire Airways Ltd, the Australian airline, between June 1944 and November 1950. Qantas had initially been formed in 1920 as Queensland and Northern Territory Aerial Services Ltd (QANTAS) with co-founder Hudson Fysh as manager. In 1934, QANTAS. Ltd and Britain's Imperial Airways Ltd jointly formed Qantas Empire Airways Ltd to operate the Australia-Singapore section of the Australia-Britain air route, with Fysh as general manager. As the successor to Imperial Airways, British Overseas Airways Corporation (BOAC) inherited Imperial's 50% shareholding in Qantas Empire Airways, hence the transfer of the Liberators. The first two Liberators arrived in 1944 when the UK Air Ministry released two of them for use on the Indian Ocean route, which was being operated by five Catalinas which were flying the 3513 nautical miles non-stop and in radio silence. The Liberators made a total of 259 crossings of the Indian Ocean. A further two Liberators were subsequently delivered to Qantas in 1945/46.
The four ex-RAF Liberator IIs that served with Qantas Empire Airways were G-AGKT (AL619), G-AGKU (AL547), G-AGTI (AL541) and G-AGTJ(AL524). G-AGKU and G-AGKT were both scrapped in 1947. In June of 1947, G-AGTI and G-AGTJ were re-registered in Australian service as VH-EAI and VH-EAJ respectively. These two planes remained on the civilian registry until 1950, when they were both broken up for scrap.
The most famous Liberator II was AL504, which was the personal transport of British Prime Minister Winston Churchill. All armament was removed, and the fuselage was modified to accommodate plush seats, berths, and an electric flight kitchen. It bore the name Commando. In 1944, Commando was fitted with a single-fin and rudder. Commando was lost over the Atlantic on Mar 27, 1945 while on a flight to Canada. All aboard were lost, including Air Marshal Sir (Peter) Roy Maxwell Drummond, the RAF's Air Member for Training.
Retired Liberator IIs also flew in the Berlin Airlift of 1948. G-AHYD (AL522), G-AHZP (AL516) and G-AHZR (AL552) operated by Scottish Aviation flew fuel and freight.
A total of 139 Liberator IIs were delivered to the RAF, serial numbers being AL504/AL642. Later, an ex-USAAF Liberator was handed over to the RAF as a replacement for the lost AL503. It was assigned the serial FP685. It was briefly returned to the USAAF, but the RAF immediately took it back. It remained in service with the RAF until the end of the war, and was returned to the 5th AF, where it was scrapped in 1946.
Immediately after Pearl Harbor, the USAAF requisitioned 75 of the Liberator IIs from the RAF order. For some reason, they were carried on USAAF rosters under the designation LB-30 (the original export designation for the Liberator) rather than as B-24, and they retained their RAF serial numbers.
Fifteen USAAF LB-30 bombers were deployed in Java in early 1942 to reinforce the B-17-equipped 19th Bombardment Group in a vain attempt to stem the Japanese advance. These USAAF LB-30s were hastily re-equipped with a Martin power turret armed with two 0.50-inch machine guns in the dorsal position behind the wing instead of the four-gun Boulton-Paul turret of the RAF version. The tail position was fitted with a pair of hand-held 0.50-inch machine guns mounted behind sliding doors. Single hand-held 0.50-inch machine guns were installed in the nose, ventral tunnel, and each waist position. The tunnel gun was located on the belly of the rear fuselage, and pointed in the aft direction. It was fired downward through the rear entrance hatch. Small scanning windows for the gun were located along the lower sides of the fuselage. The Dark Earth and Dark Green over Black camouflage scheme of the RAF was retained, but the roundels were painted over with USAAF insignia.
The Java-based LB-30s would be the first US-flown Liberators to see action. One was lost in a crash in the USA before delivery, another ditched en route, and a third was delayed as a result of damage incurred in an accident in the USA. Those Liberators which did reach the Java front participated in numerous attacks against Japanese targets in the Celebes, in Sumatra, and participated in raids against shipping during the Japanese invasion of Bali. By late February, the position of Allied forces in Java had become untenable, and the surviving LB-30s had to be evacuated to Australia. Two LB-30s survived in Australia until 1944 after having been converted to C-87 transport configuration.
Another 17 LB-30s were equipped with Canadian-built radar and deployed to Latin America with the 6th Bombardment Group to provide defense for the Panama Canal. Three LB-30s were sent to Alaska to join the 28th Composite Group. These saw action against Japanese shipping during the Aleutian campaign.
Those LB-30s that were not used as bombers were converted as transports and were assigned to the 7th Air Force in the Pacific and used to ferry men and supplies. All of their armament was removed, and the transparent nose and tail positions were faired over. Windows were cut into the sides of the fuselage, and a cargo door was installed in the rear fuselage where the waist positions used to be.
At least four ex-USAAF LB-30s were operated by Consairways, the company-operated airline which had a USAAF contract for the return of ferry crews from the Pacific. Known serials were AL531, AL568, AL594, and AL598.
46 of the requisitioned LB-30s saw active service with the USAAF, either as bombers or as transports. Of the remaining 29, six were lost in accidents during the first six weeks of their service, and 23 were eventually returned to the RAF.
Four Pratt & Whitney R-1830-33 (S3C4-G) Twin Wasp fourteen-cylinder air-cooled radials rated at 1200 hp for takeoff and 1000 hp at 14,500 feet. Performance: Maximum speed 263 mph at 15,000 feet. Service ceiling 24,000 feet. Weights: 46,250 pounds gross. Dimensions: Wingspan 110 feet 0 inches, length 66 feet 4 inches, height 18 feet 0 inches, wing area 1048 square feet. Total of fourteen 0.303-inch Colt-Browning machine guns, four in dorsal turret behind the wing, four in tail turret, two in each waist position, one in nose and one in the belly.
AL503/AL667 Consolidated Liberator II AL503 crashed into San Diego Bay during acceptance flight, killing all aboard including Consolidated chief test pilot William Wheatley. AL504 converted to *Commando*, VIP transport for the Prime Minister. Lost over Atlantic between Azores and Ottawa Mar 27, 1945. The Prime Minister was not onboard. AL505 nosewheel collapsed on landing at Boscombe Down Aug 17 1942 and DBR AL506 caught fire on approach due to bomb fouling doors and damaging fuel lines and crashlanded at Brindisi Sep 25, 1943 AL507 repossessed by USAAF. Turned over to Britain Mar 25, 1943. To BOAS Aug 1, 1944 as G-AHYC. Bellylanded Heathfield Oct 2, 1946 and salvaged. AL508 repossessed by USAAF. (7th BG, 11th BS) arrived in Java from Darwin via Pacific route Jan 26, 1942. Based at Jogia from Jan 27, 1942. Crashed at Essendon airfield May 18, 1942 on takeoff. Condemned May 15, 1943 AL509 nosewheel collapsed on landing at Aqir Aug 19, 1942 and DBR AL510 to civil registry Sep 19, 1946 as G-AHZP. Crashed Speke, CofA Aug 12, 1946 during flight from London to Rekyavik with Iceland Airways AL511 (150 Sqdn) shot down by Bf 110, Tripoli, May 3, 1942 AL512 used in return ferry service. To BOAC as G-AGEL Nov 20, 1943. Hit snowdrift on night takeoff and engine caught fire, Gander Dec 27, 1943 AL513 to BOAC as G-AGIP. Forcelanded on ferry flight 15 m N of Rota, Spain and destroyed by crew Dec 15, 1942 AL514 to Britain Mar 10, 1942. To BOAC as G-AGJP AL515 commandeered by USAAF. Arrived via Pacific Route via McDill Fl, Hamilton CA, Hickam Hi, Palmyra IS, Canton Is, Nausori (Fiji), Garbutt(Townsville Qld), Darwin (NT) to Malang, Java. Last LB30A out of Java on Mar 2, 1942 in 7 hour flight to Broome, landed, refuelled and flew on to RAAF Pearce before the Broome Raid the next day. Returned to Broome to evacuate survivors of Raid to RAAF Pearce. Left RAAF Pearce to RAAF Laverton Vic Mar 6, 1942 taking 8Hours 20 mins. Surviving 3 Pacific based LB30A's were established into a flight within the 435th BS/19thBG at Garbutt, Townsville. AL515 eventually went on to bigger things, but bellied in at Milne Bay airstrip on the Aug 20, 1942. Was stripped, but a week later was strafed by Japanese and destroyed on Aug 27, 1942. Condemned Aug 28, 1942 AL516 to BOAC as G-AZHP. Overshot landing and crashed in sea, Gibraltar Oct 31, 1942. AL517 to Australia as VIP transport ("Dawson Air Lines") Oct 26, 1944. Later G-AGKU with BOAC. Lost Dec 1947. AL518 sold to Scottish Aviation for spares Sep 19, 1946 AL519 flew into hill after night takeoff 5 m SW of Ballykelly Nov 3, 1942 AL520 hit hill descending in cloud on ferry flight 120 mi ESE of Amman, Transjordan Dec 30, 1942 AL521 requisitioned by USAAF. Lost in Japanese raid on Darwin, Australia Feb 19, 1942. AL522 to BOAC as G-AHYD Oct 1, 1944 AL523 crashed on takeoff from RAF North Front Field, Gibraltar Jul 4, 1943, killing the exiled Polish Prime Minister General Wladyslaw Sikorski. Only the pilot survived. This crash is shrouded in mystery and intrigue. Throughout World War II Sikorski tried to organize the Polish Army and constantly negotiated with Churchill and Roosvelt to circumvent any appeasement deals between the Allies, Russia, and Germany which would come at Poland's expense. By this time, the Free Poles had found out about the Katyn Massacre, and thus terminated relations with the Soviet Union on April 26, 1943. As Sikorski was the most prestigious leader of the Polish exiles, his death was a severe setback to the Polish cause, and was certainly highly convenient for Stalin. It was in some ways also convenient for the western Allies, who were finding the Polish issue a stumbling-block in their efforts to preserve good relations with Stalin. This has given rise to persistent suggestions that Sikorski's death was not accidental. This has never been proved. AL524 (c/n 22) to BOAC Jan 31, 1946 as G-AGTJ. To Qantas Mar 1946. To civil registry as VH-EAJ. SOC Nov 1950. Broken up at Mascot, NSW. AL525 swung on takeoff, hit pile of stones and undercarriage leg collapsed, Lydda Nov 23, 1943. To maintenance as 4218M AL526 MIA from flare dropping mission over Burma Apr 6, 1943 AL527 requisitioned by USAAF. Wrecked near March Field, CA Jul 1, 1942 when crashed and burned after takeoff AL528 to Britain Apr 3, 1942. To BOAC as G-AGEM. Crashed on landing in icing conditions, Charlottetown, PEI Feb 22, 1946 AL529 to Britain Mar 25, 1942. To BOAC as G-AHYE. AL530 crashed May 31, 1944 and SOC AL531 undercarriage jammed and crashlanded at Karachi Nov 4, 1942. Not repared and SOC Jun 2, 1943 AL532 requisitioned by USAAF. To C-87 with USAAF. To RFC at Kingman Oct 5, 1946 AL533 requisitioned by USAAF. Arrived at Darwin Jan 30, 1942, to Jogia, Java. w/o in combat when strafed and destroyed at Jogjiakarka Mar 1, 1942. AL534 MIA at Benghazi Jul 23, 1942 AL535 requisitioned by USAAF. Damaged by fighters and force landed on beach at small island of Greater Mesalembo Jan 18, 1942. Crew picked up by PBY Jan 25, 1942. First USAAF Liberator combat loss. AL536 NFT Apr 27, 1944 AL537 (159 Sqdn) shot down by AAA near Tobruk Aug 24, 1942 AL538 overshot landing in bad visibility while trying to locate Lyneham, Clyffe Pypard Oct 18, 1942 and DBR. AL539 requisitioned by USAAF. Crashed Jun 8, 1943. Condemned Jun 9, 1943. AL540 crashed Lydda Nov 18, 1943. NFD, SOC Jan 1, 1944 AL541 (c/n 39) to BOAC Oct 8, 1945 as G-AGTI. To Qantas Nov 29, 1945. To civil registry as VH-EAI. SOC Aug 4, 1950. Broken up at Mascot, NSW. AL542 to Britain. Nosewheel collapsed in heavy landing at Heliopolis Jul 3, 1942. Not repaired. AL543 requisitioned by USAAF. Surveyed May 29, 1943 AL544 (129 Sqdn) damaged by fighters near Toungoo and crashlanded at Chittagong Apr 19, 1943 AL545 (511 Sqdn) caught fire in hangar at Lyneham May 7, 1944 AL546 wing collapsed after engine fire and crashed Race Farm, Lytchett Minster, Dorset Mar 24, 1942 AL547 (c/n 45) to BOAC as G-AGKU Jul 24, 1944. To Qantas Aug 14, 1944. Nosewheel collapsed on landing at Guildford, WA Oct 16, 1944. Broken up at Mascot, NSW Jun 1947. AL548 MIA (Maleme) Oct 28, 1942 AL549 brakes failed while taxying and ran into ditch at Polebrook Apr 23, 1942 and DBR AL550 ditched off Sharjah Sep 8, 1944 AL551 SOC Apr 26, 1945 AL552 undercarriage collapsed in heavy landing at night, Fayid Jul 2, 1942. Later to BOAC as G-AHZR, and later F-OASS. AL553 SOC Jul 31, 1942 AL554 ran out of fuel on return from Tobruk and forcelanded in sand dunes in Palestine Jul 19, 1942 AL555 SOC Apr 26, 1945 AL556 hit obstruction on landing and undercarriage collapsed at Thruxton Jan 26, 1942 AL557 to 224 Sqdn, then 120 Sqdn, then 1445Flt, then 159 Sqdn. LAter G-AGZI with BOAC and Scottish Aviation. Later SX-DAA *Maid of Athens* with Hellenic Airways. Later with Morris-Knudson as N9981F, then N68735, then N92MK. Crashed at Kalikat Creek, Alaska in 1958. Planned recovery by Alaska Aviation Heritage Museum. AL558 AL559 AL560 sold to Scottish Aviation for spares Sep 19, 1946. Also listed as crashing after engine failure Aug 12, 1943 at Salbani AL561 AL562 AL563 sold to Scottish Aviation for spares Sep 19, 1946 AL564 undercarriage failed during night landing with 178 Sqdn. Tire burst on landing Apr 15, 1943 and undercarriage collapsed. AL565 MIA Bari Apr 27, 1943. AL566 flew first Liberator bombing mission Jan 10, 1942. Shot down by AAA Benghazi Jul 15, 1942. AL567 requisitioned by USAAF. Destroyed on ground by strafing attack on Jogiakarta Feb 22, 1942. AL568 requisitioned by USAAF. To RFC at Walnut Ridge Jan 13, 1946. AL569 w/o Nov 1941 in landing when ran into drainage ditch. AL570 requisitioned by USAAF. To RFC at Walnut Ridge Jan 9, 1946 AL571 to BOAC as G-AGZH AL572 requisitioned by USAAF. Hit by bomb in hangar Jogiakarta Mar 1, 1942. AL573 requisitioned by USAAF. Wrecked Jan 1, 1942 at MacDill Field when gear unlocked during landing rollout. Repaired. Became transport in Australia as VHCBM. To RFC at Walnut Ridge Jan 17, 1946. AL574 to RFC at Walnut Ridge Jan 15, 1946. Also have this one as crashlanding with No 108 Squadron at Fayid, Egypt Feb 22, 1942. AL575 requisitioned by USAAF. Landing gear would not extend, crew bailed out Jan 2, 1942, San Diego, CA AL576 requisitioned by USAAF. Arrived via Africa Jan 12, 1942 at Malang, Java. Later forced landed at Makassar, Jan 7, 1942. crew picked up by US Navy PBY and returned to Malang, Java. AL577 flew into high ground in bad weather, Jenkinstown, Eire Jun 16, 1942 AL578 SOC May 30, 1946 AL579 sold Sep 19, 1946 AL580 sold Sep 19, 1946 AL581 damaged in India Mar 22,1943, and SOC. AL582 undershot landing, swung and undercarriage collapsed 2 m S of Ghemines Jun 1, 1943 and DBR AL583 requisitioned by USAAF. To RFC at Walnut Ridge Jan 15, 1946. To civil registry as NL4674N, later RX-102 (Transportes Aereos de Panama). AL584 flew into mountain on flight in snowstorm, Atun, France Nov 14, 1944. 11 killed. AL585 sold Sep 19, 1946 AL586 requisitioned by USAAF. To RFC at Kingman Jan 9, 1946 AL587 missing between Gibraltar and Lyneham Mar 23, 1943. AL588 lost tail unit in turn and crashed 1/2 m E of Marston Moor Aug 5, 1942 AL589 requisitioned by USAAF. Lost with 5th BG on raid from Midway to Wake Island Jun 7, 1942. MACR 600. General Clarence L. Tinker was on board. AL590 to Britain Jul 20, 1942. Ran short of fuel and belly landed in bad weather near Cazes, Morocco Dec 8, 1943 AL591 to BOAC. Ran out of fuel and crashlanded 10 mi NE of Gander Feb 9, 1943. AL592 wrecked May 8, 1942 at Westover AAF, MA, repaired. To Britain as G-AYHF May 4, 1942. AL593 to Britain Jan Nov 22, 1942. Returned to US Jan 24, 1945. Returned to Britain Jan 18, 1946. AL594 requisitioned by USAAF. To RFC at Kingman Oct 8, 1946 AL595 to Britain Apr 20, 1942. Flew into ground on night approach 1/2 m SE of Lyneham Nov 6, 1942. AL596 requisitioned by USAAF. Wrecked at Westover Field Jan 31, 1943, converted to ground training aircraft Feb 5, 1943. AL597 to BOAC Mar 23, 1944, for spares source AL598 requisitioned by USAAF. to RFC at Kingman Oct 6, 1946 AL599 to Britain Apr 19, 1942. Sold Sep 19, 1946 AL600 to Britain Apr 20, 1942. SOC Nov 8, 1943 AL601 requisitioned by USAAF. Crashed into hill Jun 4, 1942, Hamilton Field, CA. 14 on board killed. AL602 requisitioned by USAAF. Wrecked at Kodiak, Alaska May 22, 1942 when overshot landing and fell into ravine. AL603 to Britain Apr 21, 1942. To BOAC Aug 8, 1944 as G-AHYG AL604 requisitioned by USAAF. Exploded in midair north of Rio Hato AB, Canal Zone Jun 15, 1943. 2 killed, 3 parachuted to safety. AL605 requisitioned by USAAF. Wrecked in landing accident Jun 17, 1943, Rio Hato AB, Canal Zone when landing gear collapsed. AL606 requisitioned by USAAF. Ditched between Palmyra and Canton Islands Jan 31, 1942. Only 2 survived. Condemned Oct 31, 1944. AL607 requisitioned by USAAF. Wrecked 5 mi S of Hanna, WY when abandoned by crew during ice storm Jun 27, 1942. AL608 requisitioned by USAAF. Used to evacuate General Wavell to Ceylon Feb 26, 1942. Condemned Oct 31, 1944 AL609 requisitioned by USAAF. Destroyed in strafing attack Mar 1, 1942. AL610 to Britain Apr 28, 1942. Used as spares, then rebuilt as transport for CVAC. AL611 requisitioned by USAAF. Salvaged Jul 31, 1945 AL612 requisitioned by USAAF. Damaged Jan 12, 1942, broken left wing on landing. Salvaged for parts at Malang. destroyed in strafing attack Feb 27, 1942. AL613 requisitioned by USAAF. To RFC at Kingman Jan 9, 1946 AL614 to Britain May 8, 1942. AL615 requisitioned by USAAF. Condemned Oct 7, 1944. AL616 to Britain Apr 22, 1942. Wrecked the same day at Montreal, Canada but repaired. AL617 requisitioned by USAAF. Salvaged Jul 31, 1945 AL618 requisitioned by USAAF. Wrecked Panama Apr 9, 1943, SOC May 6, 1943. AL619 (c/n 117) to Britain Apr 22, 1942. To BOAC May 15, 1944 as G-AGKT. To Qantas Jun 3, 1944. Inaugurated Liberator service from Perth to Colombo Jun 17, 1944. Broken up at Mascot, NSW Jun 1947. AL620 to Britain Apr 22, 1942. Missing (Tripoli) Jan 16, 1943 AL621 requisitioned by USAAF. Wrecked at Tucson, AZ during force landing and hit a house Dec 23, 1942. Surveyed Jan 1, 1943. AL622 requisitioned by USAAF. Condemned at Kodiak Oct 30, 1943. AL623 requisitioned by USAAF. Wrecked in landing in Carribean Dec 13, 1942. AL624 to Britain Apr 22, 1942. Flew into hill in cloud, Millfore, Kirkcudbright Sep 14, 1942 AL625 to Britain Apr 21, 1942. To BOAC Dec 31, 1944 AL626 requisitioned by USAAF. Wrecked Mar 29, 1942 at Patterson AAF, OH when nosewheel collapsed, but repaired. SOC as worn out by Dec 31, 1945. AL627 to Britain May 8, 1942. to BOAC as G-AHYJ. AL628 requisitioned by USAAF as C-87. To RFC at Walnut Ridge Feb 1, 1946 AL629 requisitioned by USAAF. Condemned Oct 7, 1944, Salanis, Ecuador. AL630 to Britain Apr 22, 1942. AL631 requisitioned by USAAF. Wrecked on beach at Buenaventura, Columbia Apr 14, 1942. SOC Jun 10, 1942. AL632 requisitioned by USAAF. To RFC at Kingman, AZ Jan 12, 1946. AL633 requisitioned by USAAF. Condemned in Hawaii sometime in 1945. AL634 requisitioned by USAAF. Wrecked in landing accident Dec 31, 1942. AL635 to Britain AL636 to Britain Apr 27, 1942. SOC Jan 7, 1944 AL637 requisitioned by USAAF. Converted to C-87. To RFC at Cincinatti, OH Jan 31, 1946 AL638 to Britain Apr 20, 1942. Missing (Naples) Mar 5, 1943 AL639 requisitioned by USAAF, converted to C-87. To RFC at Cincinatti, OH Jan 10, 1946 AL640 requisitioned by USAAF, converted to C-87. Salvaged as C-87 Nov 3, 1945 AL641 requisitioned by USAAF. To RFC as C-87 Walnut Ridge, Ark Jan 7, 1946 AL642/AL646 not built AL647 SOC Feb 15, 1946. Not sure if this one ever got built. AL648/AL667 not built