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Mesa Light machine guns?

No U.S. military official never lead to a LMG? Is it allowed or is that just for Enlisted Squad Heavy Gunners? What about the seals, the Rangers, or Army SF? Officers will never lead to a LMG?

It would be a loss of an officer to carry a LMG. Officers are to direct jobs and spend more time on the radio after firing. Officials worry about fires LMGS 3-4, not only gun in his hand. A 2LT InCharge 40 troops and 40 guns. The petty officer. Also, look how those troops are moving and when to conduct indirect fire something, so I really do not have time for a LMG.

The Vultee B-24 Liberator

As the olive green jeep around the quad was powered Consolidated Vultee B-24 Liberator, morning, sun, unobstructed by perfectly blue sky, reflected in the faces of 252 534 aircraft "Witchcraft" and Boeing B-17 Flying Fortress 231 909 "Nine out of nine" in which in early September 2005 day in Farmingdale Republic Airport on Long Island

A sample point of a flight in this bomber B-24 air somehow felt like I had entered a time warp the Second World War.

The Consolidated Vultee B-24 Liberator was had its origin in 1938 U.S. Army Air Corps requirements for long-range bomber capable of high capacity cruise at 300 miles per hour and 30,000 feet with a 3,000 miles range. Although originally planned to produce existing Consolidated Aircraft B-17, had been able to design a completely new long-range bomber heavy four-engine about the same time it would have taken him to convert its current production line San Diego, the construction of a first model in January 1939, three months before the contract between Consolidated and the Army Air Corps was signed on 30 March. The prototype, called RE-24, flew for the first time at the end of the year, on 29 December, with a large-scale production begins the fall, after the United States, Britain and governments French.

The design, as reflected in the plane dark-green livery with a red and white diagonal stripe in front of me, had offered an alloy aluminum monocoque structure constructed by five main bulkheads and decks with stressed skin Alclad 67.2 feet long with a nose turret of glass, a car windshield high turret upper ventral bomb bay doors retracted that for forming the bottom of the fuselage, two rectangular openings waist gunner, and the tail turret glazing. Sporting two high-mounted, cantilever wings, whose plan form was based on the Model 31 flying boat was used a high ratio aspect of the Davis airfoil all-metal construction, formed by the center and two outer sections detachable wing tips, and the cone of continuous mating fuselage points for the tips. The growing gap between the front and rear spars allows additional fuel tanks and therefore reach. Motor outboard metal frame were covered with fabric wings, while hydraulically powered, large area, the trailing edge flaps Fowler, distorted to fit to the bottom of the wing planform taper, lay between the wings and fuselage and replaced following the split flaps less effective than comparable B-17. At 110 feet, wings, offering a total area of 1,048 square feet.

PBY engine hosted four packets 1200 horsepower Pratt and Whitney two-speed supercharged R-1830-1833 pistons with three blades, Hydromatic, full plumage Hamilton Standard propellers.

The horizontal stabilizers metal, double tail sports vertical fabric cover, metal top edge rudders, also appears covered with cloth lifts and offered a radical change from the conventional, single tail of the strength wheel.

The landing gear tricycle, replacing the bike less stable resolution of the B-17s, there is a single nose wheel retracting backward storable in the fuselage, integral, closed door and the wheel and two singles, lateral and main wheels retracting outwards is located in uncovered strut wing between the engines in-and outboard. All had been mounted on struts and oil had been operated by hydraulic jacks.

The aircraft, 60,000 lbs gross weight, could reach a top speed of 297 mph at 25,000 feet and fly sorties 1540 km with normal fuel and bomb load maximum speed 237-mph average.

The first version of B-24, driven by the R-Engines 1830-1833 which involves production of only 26, had been built in San Diego, and flew to the UK for the operation by the British Government, but the initial experience is said to have been inadequate to European combat missions bound and had been forcibly converted to transport both without armor for use on the return service Trans-Atlantic Ferry.

development Liberator, although initially prolonged, ultimately led to the B-24A, which had submitted four 20 m / m in lower fuselage fairing guns forward and two 303-inch waist guns, one gun tunnel .303 inch guns and two .303-inch tail, and had entered service with the Royal Air Force Coastal Command.

The LB-30, built entirely to British specifications, was powered by four two-speed supercharged R-1830-S3C4G Curtiss electric screw air full fringe.

The XB-24B had looked turbo supercharged piston engines with self-sealing tank and armor.

The B-24C, driven by successful version R-1830-41 engine exhaust-turbo-compressors, motor had offered dorsal and tail turrets, each with caliber pistols 50.

As derived later, the B-24D offers the latest weapons capability, with ten .50 caliber firearms, two of which had been installed additional in the nose and an additional one was installed in the tunnel. Powered by R-1830-1843 engines, more capable version listed auxiliary self-sealing fuel cells the tank into the outer wings, thus increasing the overall fuel capability and range of aircraft, installation of tank capacity in the bays of more bombs. The B-24D could carry two 4,000 pound bombs, each attached to a rack under the wing.

Several other derivatives, which differ in the provision of weapons, the anit-ice capacity, and production method followed.

Although the Liberator had fought in many theaters during the outbreak of World War II including Great Britain, Middle East and the Aleutian Islands in 1943 had completely replaced the Flying Fortress in the Pacific.

Trying to correct many of the Design deficiencies associated with its double tail configuration, Consolidated Vultee had produced an experimental version of a single fin designated the XB-24K, whose tail had been a component assembly comprising the auxiliary connection, dorsal fin, horizontal stabilizers and elevator surfaces, the vertical tail by itself, its rudder trim-tabs, tail turret and fairing. The larger, the tail area of improvement increased lateral stability of the aircraft and most of the rudder had proved more effective in terms of dual engines on one side. Re-designated the B-24N, the derivative R-1830-75-powered Emerson presented a simplified model 128 spherical nose turret, which greatly increased the visibility Bombardier and navigator, improved accuracy goal and target shooting. The tower profile low friction, together with the singular, although much larger vertical fin, increasing the capacity of the aircraft range with a payload of 5,000 pounds at maximum power settings 300 kilometers. A revised canopy, which reduced the number of ribs sandwiched panels, visibility has improved the cabin. Although the design was full featured greater capacity, its late appearance in the end of the war had led to a short-term production of only a few examples.

The B-24M 6725 had been the day and the last of the basic setup has been produced by Consolidated Vultee in San Diego.

However, the B-24 base Liberator had more than proven its effectiveness: for the moment the aircraft structure had passed out of the production line on May 31, 1945, 18 479 aircraft of all versions had been built by Consolidated Vultee yes, Douglas, Ford, and North America, and had served the Army Air Corps, Navy and 15 allied nations in all theaters of war, having operated more missions and have dropped more bombs than any other World War II design.

The aircraft used on flights today, a B-24J, had occurred in August 1944 by Consolidated Aircraft in Fort Worth, Texas, and had been delivered to the RAF Two months later, in October, which operates the Pacific in a multitude of functions, including the bombing of anti-ship and refueling operations force of resistance, until the war was over.

After listening to the safety instructions before leaving the ramp that September morning, the passengers of the day seven agreed to the powerful bomb, quad engine through its extended, under the fuselage bomb bay doors, balancing on one foot down the runway and up into the aft cabin, where three claimed the aft-facing seats, seat belts equipped-edge and the other three positions floor. The seventh was followed the walkway along to the radio station operator.

Momentarily black smoke and its four Pratt & Whitney R-1830 piston on to a deep and guttural Hamilton Standard propeller rotations in 0900, the dark green livery Libertador, reneged on their doors and hatch pumps and testing ventral surfaces Flight, released his brakes and moved forward in their accelerators, slow progress in the American Airpower Museum on track to land taxiway clearance of the Republic of of 121.6. In parallel to active runway, 32, and soil by increasing speed, the mass of aluminum was underpinned by the wake produced winds to enter their cabin stations across the waist gunner opened, the rudders deflected continuously during his career slowed down, as shown by the incessant traveling pulley on the back of fuselage. shooting, according to today's co-driver has been difficult, despite the B-17 three-wheel design, improved landing gear configuration, due to the geometry relatively close-range of gear, nose wheel and caused a trend castering full swing, creating the need for the brake and applications dependent difference power.

After a pause of a complete start and flight departures area, the mammoth bomber, now followed by his counterpart Flight Fortaleza received the approval of Republic Tower on 125.2 takeoff and turned to the right of 180 degrees on the threshold of runway 6827 meters high, prepared for the initial transition ground, dead weight, a metal tractor cushioned by rubber tires for air, majestic bird wing flexed cushioned by air. Farmingdale, I thought his World War II for purposes not yet finished! Advancing its four reels and wrapped in a cocoon of deafening noise emissions Twin Wasp, the engines, fuel gulping like a man with a lack of thirst in the desert converts the energy to the movement of the propeller blade, sending fiery trail through the seasons waist gunner and tail surfaces on the horizontal and vertical. scrouched The man on the left side of the car proclaimed: "We're rolling!" expression I had heard many times while watching acceleration rolls on the floor, but that somehow never became tired, that is, the excitement caused when combined with the actual maneuver the aircraft.

The maintenance of 2,700 rpm and manifold configuration 41-inch pressure on their engines, giant moved through 90 mph, pulling his elevator, diverting and control yoke, earning a metal machine the strength of the land battle, surrendered to the sky in triumph with their wings straight, spreading, graceful appearance suddenly. Retractable its drag-inducing, landing gear still spinning on Route 110, sorcery adhered to the procedure from the airport to reduce the nose gently to the right on the bench to a 010, heading almost due north. Limitation back to one of 2,300 rpm and the establishment manifold pressure of 31 inches, the B-24J, surely the envy of many Republic of daily departures and a giant in relation to their individual look almost toy general aviation, behind green carpet of Long Island. Through the window handle starboard waist monolithic high-rises of Manhattan, though in miniature actual distance, could be seen.

After much accelerated at a speed of 175-mph air, the attacker, rather strangled in a 2000 rpm and the establishment of pressure at the collector of 30 inches, reached its cruising altitude of 1,500 feet above the blue velvet of Long Island Sound and its northern coast. The four red and white Northport Pila candy stripes passed right below the cockpit windows in miniature. The aircraft posted an Eastern 095-degree heading, the maintenance of the building 2000 rpm of the engines and 1200 VFR frequency of transponder.

The cruise mode induced a closer inspection inside. The glazing, turret Plexiglas nose, which projects well ahead of the windows of the cab and the location of the bomber, had provided arms forward visibility and engine. A drive shaft below ground led to the radio station operator, who offered a single, facing aft, the position of the floor seats with seat belts oriented toward the sides of the console with two small rectangular windows, directly below the turret roof and a step below the cockpit canopy of two people. A foot-wide walkway access to the two bomb bays, offering double the capacity of the comparable B-17. Was beyond the aft cabin ventral turret with ball, extensible, two tail-mounted side turret ammunition storage racks, the two side-facing waist gunners stations "And, through closing, the turret in the tail of the fuselage, reducing which is located behind the empennage, provided an 180-degree views eye-level departures from the constant-bombed Wake horizontal stabilizers. A team of ten had operated as standard on B-24.

The tips of the wings, cabin chapters point, had not been visible. Bordering the North Shore Long Island, the bomber mammoth metal moved to Port Jefferson, passengers large and vehicular ferry port is about under the right wing after another crossing Long Island Sound in Bridgeport, Connecticut. Burning 637 gph fuel in takeoff configuration energy and 200 gph present during the cruise, banked left over the surface of the blue mirror of water, its four engines powered by tanks wing fuel-full, with kevlar foam insulation with a total capacity had been reduced from 2,300 gallons of the production version to the present 1400 gallons. Altitude could be maintained in either power plants.

The transition to the B-24, according to the co-pilot, was difficult, everything from the B-17 due to its flying characteristics. Pitch-sensitive, the plane had an elevator feel heavy, but the ailerons always a sense of standard banking. Because the area of the fuselage, make copies for side stepping, and twin vertical fins and rudders were particularly effective.

Banking to Inside, Witchcraft recrossed the North Shore. A reflection of the attacker monitoring soil mass, like a shadow. In fact, the plane had been a shadow of so once that many siblings. Unfortunately, it has been the only remaining operational.

Maintaining a tower heading south, the Liberator radio Republic its "entry for landing" intent, which goes right to the airport and extend their growing area, "Fowler flaps. electric arc margin right at 320 degrees the game, then resubmitted its massive oil derrick registered in the wake of the tires and trimmed in the same approach speed of 120 kilometers per hour. collapse toward the perimeter fence and going over the threshold of the runway, turning in a still air, reduced energy flare, its main wheels theft of concrete with a screech like glue to the ground speed of the aircraft.

Filming at the American Airpower Museum on track and rolling and turn left, which absorbs vibration through the wing spar as propellers fuel-starved slowed, the B-17 in shooting position Left Bank out behind him. Appropriately, as in the Second World War, the B-24 Liberator had started second, but had finished first.

Once again, up the bomb bay doors to the ramp, I stood outside, marveling at the now silent and motionless, but once powerful bomber. Engineers that were designed for pilots who had flown it, the Consolidated Vultee B-24 Liberator had translated the design technology for the triumph of his enemies. I was proud to have experienced.

About the Author

A graduate of Long Island University-C.W. Post Campus with a summa-cum-laude BA Degree in Comparative Languages and Journalism, I have subsequently earned the Continuing Community Education Teaching Certificate from the Nassau Association for Continuing Community Education (NACCE) at Molloy College, the Travel Career Development Certificate from the Institute of Certified Travel Agents (ICTA) at LIU, and the AAS Degree in Aerospace Technology at the State University of New York – College of Technology at Farmingdale. Having amassed almost three decades in the airline industry, I managed the New York-JFK and Washington-Dulles stations at Austrian Airlines, created the North American Station Training Program, served as an Aviation Advisor to Farmingdale State University of New York, and created and taught the Airline Management Certificate Program at the Long Island Educational Opportunity Center. A freelance author, I have written some 70 books of the short story, novel, nonfiction, essay, poetry, article, log, curriculum, training manual, and textbook genre in English, German, and Spanish, having principally focused on aviation and travel, and I have been published in book, magazine, newsletter, and electronic Web site form. I am a writer for Cole Palen’s Old Rhinebeck Aerodrome in New York.