1922: E F Gallaudet Aircraft Co (gen mgr: Reuben H Fleet). 1923: Acquired patents and manufacturing rights from Dayton-Wright as Consolidated Aircraft Corp (fdr: Reuben H Fleet), 2050 Elmwood Ave, Buffalo NY. 1928: Acquired Thomas-Morse Aircraft Co. 1941: Merged with Vultee Aircraft as Consolidated-Vultee Aircraft Corp, San Diego CA. 1943: Convair (AVCO). 1947: Consolidated Aircraft, Atlas Corp; Stinson Div sold to Piper Aircraft Co. 1953: Convair Div, General Dynamics Corp.
10 1928 = 6pChwM; 225hp Wright J-5; span: 45'0"; ff: 8/10/28. Joseph M Gwinn Jr. V-section fuselage, overhead control stick. Planned to capitalize on the high-wing mono popularity created by Lindbergh's Paris flight, no market was realized. POP: 1 [X7279], used around Niagara Falls for commercial sightseeing flights, it was soon dismantled and stowed away.
11, Guardian 1927 = Twin-engine bomber joint project with Sikorsky Co for Army evaluation. Test model, as Consolidated-Sikorsky Guardian, built by Sikorsky revealed major structural flaws in initial testing and the project was canceled.
Consolidated 14 Husky Junior [308E] (Consolidated)
14 Husky Junior 1928 (ATC 84) = 2pOB; 110hp Warner Scarab; span: 28'0" length: 20'9" load: 474# v: 105/90/40 range: 350. POP: at least 5 [86E, 101E/102E, 308E/309E]. Bathtub-cockpit trainer design based on the successful military PT-1 and NY-1 models (both from Dayton-Wright TW-3) for the civil market. With a less than notable sales record, Husky did evolve directly into the popular Fleet line of trainers and sportplanes.
Consolidated 16 Commodore [NC659M] (Frank Tallman coll)
Consolidated 16 Commodore Tail decor [NC855M]
16 Commodore 1929 (ATC 258) = Civil version of USN XPY-1. 25pChwMFb; two 575hp P&W R-1860 Hornet B; span: 100'0" length: 61'8" load: 7050# v: 128/108/60 range: 1000 ceiling: 11,250'; ff: 9/28/29 (p: William Grooch, Leigh Wade). $125,000; POP: 2 [NC658M/670M, X/NC855M].
16-1 1929 = POP: 9 [NC659M/665M, NC669M/670M].
16-2 1930 = POP: 3 [NC666M, NC667/668].
Consolidated 17 Fleetster [X657M] (Convair)
17, 17-1 Fleetster 1929 (ATC 291, 2-219) = 8pChwM; 575hp P&W Hornet B; span: 45'0" length: 31'9" load: 2150# v: 172/153/58 range: 675 ceiling: 18,000'; ff: 10/27/29 (p: Leigh Wade). Isaac M Laddon, Bernie Sheahan. Wood cantilever wing, metal monocoque fuselage and tail. $26,500; POP: 4 civil as 17 [X/NC657M (prototype), NC671M/672M, NC700V], the last of which was converted to 6p with a 50'0" metal wing, and 525hp Hornet A under (2-219); 1 to Army as Y1C-11 and 3 as Y1C-22, plus 1 completed as experimental XBY-1 (Model 18).
Consolidated 17-2C Fleetster [NC750V] (Convair)
17-2C, 17-2CA Fleetster 1929 (ATC 369, 2-273, 2-402) = 8pChwM; 575hp Wright Cyclone, and similar data for $28,000; POP: 1 [NC750V]. (2-273) for 7p conversion in 1931 with 525hp Wright Cyclone; (2-402) for 6p conversion, with 50'0" span 17-2CA Special in 1932.
Consolidated 17-2H Fleetster [NC731N] (Convair)
17-2H Fleetster Special 1931 (ATC 2-331) = 5-6p 17 with 525hp P&W Hornet B; v: 162/145/63. POP: 2 conversions [NC730N/731N].
Consolidated 17-A Fleetster [NC703Y] (Dan Shumaker coll)
17-A, 17-AF Fleetster 1932 (ATC 486) = 10pChwM; 575hp Wright Cyclone; span: 50'0" length: 34'2" load: 2640# v: 180/155/60. $24,500; POP: 3 17-A [NC703Y=URSS-MS, NC704Y=URSS-SL, NC705Y], all modified to 17-AF The first two went to USSR in 1934 for use as Arctic rescue planes.
17-GW-1 Fleetster 1931 (ATC 2-341) = Prototype converted to
8pChwM; 425hp P&W R-1340G. POP: 1.
18 Fleetster SEE BY-1.
20 Fleetster - 2-8pO/ChwM; 575hp P&W Hornet; span: 45'0" length: 31'9" load: 2461# v: 175/148/65 range: 625. Strutless parasol wing. Pilot in an open cockpit mid-fuselage.
20-1 Fleetster 1930 (ATC 2-231) = 2-5p cargo conversion. POP: 1 [NC673M].
Consolidated 20-2 Fleetster [CF-AIP] (Consolidated)
20-2 Fleetster 1930 (ATC 320) = 6p. $30,400; POP: 2 [NC674M/675M], plus 1 to Canada [CFAIP].
Consolidated 20-A Fleetster [NC13209] (William T Larkins)
20-A Fleetster 1932 (ATC 494) = 8pChwM; 575hp P&W Hornet; span: 50'0" length: 33'9" load: 2950# v: 175/160/62 range: 800 ceiling: 18,000'. Parasol wing; pilot in a canopied cockpit mid-fuselage. The last of TWA's single-engine airliners. POP: 7 [NC13208/13214].
Consolidated XPT-933 (Convair)
Consolidated 21-C [NR784N] (Convair)
21-A, 21-C, PT-933 1931 (ATC 2-405) = 2pOB; 170hp Kinner; span: 31'7" length: 26'11". Joseph Gwinn. Evolved from PT-3. POP: 1 21-A, designated by Consolidated as XPT-933. It was soon repowered with a 300hp P&W Wasp A (load: 667# v: 118 ceiling: 13,700') as 21-C and joined by 2 others approved under (2-405) [NR784N, NC13289]. These brought orders from the military as PT-11 (qv). XPT-933 was used for a sales tour in China, then fitted with a 400hp P&W Wasp Jr for demo flights in Mexico, where it crashed on 1/25/36. Despite this, the Mexican AF ordered 10, which were built by Canadian Fleet along with 330hp Jacobs-powered Fleet 21-M.
23 1933 = 2pOB; 600hp Curtiss Conqueror. Corrugated skin. Rebuild of Thomas-Morse Y1O-41 sesquiplane, placed in storage, then rebuilt again for unsuccessful military trials. POP: 1 [NR33Y]. Sold to Mexico, possibly ended up in the Spanish Civil War.
28 1938 (ATC 2-543) = 12-24pChwMAm or Fb; two 900/1050hp P&W Twin Wasp SBG/S1; span: 104'0" length: 65'2" load: 12,760# v: 199/179/69 range: 4000 (data for P&W S1). Civil version of PBY Catalina.
28-1 1937 = POP: 4. One built for Dr Richard Archbold's Museum of Natural History planned expedition to New Guinea as [NC777] Guba. Instead, registration was canceled, and it became Sir Hubert Wilkins' search plane for the ill-fated Levaneski Polar flight crew, then went to USSR Navy, and was reportedly destroyed by U-boat shelling in 1942. Three went to USSR along a license to manufacture as GST (Gidro Samolyet Transportnyi), where an estimated 150 were built before the factory was captured by German forces in Oct 1941.
28-2 1937 = The second [NC777] Guba for the Archbold expedition set off from San Diego on 6/2/38, on a global survey of potential oceanic and continental air routes (p: Steve Barinka, Russell Rogers). It arrived back in San Diego on 7/6/39, as the first around-the-world seaplane flight at the equator.
28-3 = No data.
28-4 1939 = Civil PBY-4 with two P&W 1050hp R-1830. POP: 1 to American Export Lines [NC18997] Transatlantic, and 1 to Great Britain.
28-5 1940-42 = Civil production diverted to RAF as 174 Catalina I/IA/II/IIA and Canadian Canso, plus 48 to Netherlands East Indies.
Consolidated PBY-5A post-war luxury conversion for entertainer Herb Shriner even had its own dory slung under the left wing [N68756] (K O Eckland)
28-5ACF 1947 (ATC 785, 2-548) = Post-war civil conversions of PBY with two 1050hp P&W Twin Wasp S1 or SC; span: 104'0" length: 67'1" load: 13,000# v: 180/159/69 range: up to 1200. Many conversions of the venerable "Cat" were seen into the '80s as private transports, survey and exploration ships; some refitted with 1700hp R-2600 (as with Canadian firm of Timmins Aviation Ltd, Montreal).
30 SEE PB3Y-1.
Consolidated 31 [NX21731] (June 1931 Aero Digest)
31 1939 = 52pChwMFb; two 2300hp Wright R-3350 Cyclone; span: 110'0" length: 73'0" v: 250/160/x range: 3500; ff: 5/5/39 (p: George Newman, Bill Wheatley). Reuben Fleet, Isaac M Laddon. POP: 1 company-funded model to test the Davis high aspect ratio wing design; prototype for USN P4Y [NX21731]. Another of several nicknamed "Pregnant Guppy."
35 - 1940 design project of a twin-tail, bomber with six pusher engines didn't make it, but it was the origins of Convair B-36.
38 - 1942 design project of a land-based attack aircraft, based on Model 31 and B-24D, never got off the drawng board.
39 SEE Convair Liberator Liner.
A-10 Catalina SEE OA-10.
Consolidated A-11/PB-2A (Convair)
A-11 (Model 27) 1933 = 2pClwM; 675hp Curtiss V-1570-27; span: 43'11" length: 29'3" load: 1685# v: 227/193/84 range: 470. POP: 1 as XA-11 modified from Y1P-25 [32-322], which crashed in testing, and 4 as A-11 [33-308/311] similar to P-30/PB-2A, but minus turbo-superchargers and with two-blade prop.
XA-11A 1934 = 1000hp Allison V-1710. POP: 1 modification of A-11.
AT-22 1943 = Engineer-trainer version of B-24 and, C-87; redesignated TB-24. POP: 5 [42-10726, 43-30549, -30561, -30574, -30584].
B-24 Production Line (Consolidated)
Consolidated B-24/17 Sometimes mistaken for B-41, this was a one-time 1943 experiment marrying the nose section of B-17G [42-97772] to B-24 [42-73130] in hopes of combining the qualities of both ships. It didn't work. (unknown mag clip)
B-24 Liberator, Privateer (Model 32) - Heavy bomber; 9-10pChwM rg. Isaac M Laddon, using technology gained in Davis wing testing with Model 31. With 18,482 aircraft built, the B-24 was the most-produced US aircraft of WW2, in even greater numbers than the B-17. One of its main virtues was a long operating range, which led to it being used also for other duties including maritime patrol, anti-submarine work, reconnaissance, tanker, cargo and personnel transport (Winston Churchill used one as a transport) in service with AAF, USN, and many Allied air forces (not to mention two captured and used by the Luftwaffe), as well as in post-war civil transport, utility, fire-bomber, and other roles. Orders for production aircraft came from Great Britain and France; however, it was not ready for France by the time of its capitulation, and the French order was diverted to Britain. Built by Consolidated at Fort Worth, Douglas at Tulsa, Ford at Willow Run, and North American at Dallas.
Consolidated XB-24 [39-556] (Consolidated)
B-24 1939 = Four 1200hp P&W R-1830-33; span: 110'0" length: 63'9" load: 10,860# v: 273/186/90 range: 3000 ceiling: 31,500'; ff as XB-24: 12/29/39 (p: William Wheatley, George Newman). POP: 1 prototype [39-556] c/n 1; converted to XB-24B.
CB-24 1945 = Temporary classification for various models withdrawn from operational status, stripped of armament and adapted to various duties, including utility transport near the end of WW2. Painted in distinctive colors and patterns, they were also used as Group Identity Aircraft to facilitate the assembly of bomber squadrons into battle formations in and above the overcast.
Consolidated B-24A [40-2369] (USAF Museum)
TB-24 (from AT-22) 194? = Conversion of B-24D for specialized advanced training. Armament removed, and six stations added in the fuselage for instruction of engineers in power-plant management as required in B-29 and B-32.
Consolidated YB-24 [40-697] (USAF Museum)
YB-24 1939 = Field testing. POP: 8 originally as [39-681/688], contract canceled but 7 later reordered as [40-696/702].
B-24A 1939 = First production. POP: 9 [40-2369/2377].
XB-24B 1940 = Turbocharged R-1830s, self-sealing fuel tanks, crew armor. Redesignated from XB-24 [39-556]. POP: 1 [39-680]. Scrapped 6/20/46.
Consolidated B-/RB-24C [40-2384] (USAF Museum)
B-24C 1941 = Power-driven dorsal and tail turrets. POP: 9 [40-2378/2386].
Consolidated B-24D [39-556] (1942 Air News)
B-24D, Liberator 1942 = Added armament to total ten guns, auxiliary self-sealing fuel cells in outer wings, external bomb racks on inner wings; four 1200hp P&W R-1830-43; span: 110'0" length: 66'4" load: 27,395# v: 303/202/92 range: 3500 ceiling: 32,000'. POP: 2,893, of which 977 to USN as PB4Y-1, plus 366 to RAF/RAAF as Liberator B.III and G.R.V. Additionally, a single-tail version was developed as PB4Y-2 Privateer in 1943 (qv)
SB-24D 1944 = Radar-controlled bombsight for night raids on Japanese homeland. POP: 10.
Consolidated B-24E (USAAF)
TB-24D 1943 = Trainer for flight engineers, redesignated from AT-22. POP: 4 [43-30549, -30561, -30574, -30584].
B-24E (Ford) 1942 = Similar to B-24D with minor equipment details. Built by Consolidated, Ford, and Douglas. POP: 634, of which 1 converted as XC-109. Prototype Liberator IV.
Consolidated XB-24F (NACA)
XB-24F 1942 = Experimental version of B-24E with exhaust-heated anti-icing equipment on wings and tails for NACA de-icing tests. POP: 1 converted from B-24D [41-11678].
Consolidated B-24G [42-78154] (USAF Museum)
B-24G (North American) 1943 = New nose designed to
include a power turret containing two .50 guns for effective frontal protection; length 67'2". The Sperry ball turret became standard equipment on this and following models. POP: 430, plus 8 to RAF as Liberator IV.
B-24H (Consolidated, Douglas, Ford) 1943 = POP: 3,100, included 1 used as Ford prototype for B-24J production and 22 to RAF as Liberator IV.
Consolidated B-24J [42-50697]
B-24J, PB4Y-1 Privateer (Convair, Douglas, Ford, North American) 1944 = Revised fuel system and gun turrets, new autopilot and bombsight, anti-icing equipment; length: 67'2" load: 19,500# v: 300/215/95 range: 2100. 4,500 lbs in bombs or depth charges. This was the variation produced in the largest quantity, and was so similar to G and H models that the latter were modified to become -24Js by changing the autopilot and bombsight. POP: 6,678, with 1,174 to USN as PB4Y-1, and 208 converted by Ford and Martin with modified fuel systems as C-109 unarmed "flying gas tanks" to transport fuel to combat areas, plus 1,157 to RAF and RAAF as Liberator B.VI and G.R.VI with six .50-cal guns, two each in nose and dorsal turrets and in waist positions, and four .303 in. guns in a Boulton-Paul tail turret. 16 ex-RAF -24Js, converted in 1948 by Hindustan Aircraft Ltd, remained in service in India until 1967 without a serious accident! SEE ALSO C-87.
XB-24K 1943 = Single fin and rudder, engine mods. POP: 1 experimental model from B-24D; ff: 9/9/43.
Consolidated TB-24L Former C-109 [44-49630] (William T Larkins)
B-24L, TB-24L (Consolidated, Ford) 1944 = Similar to B-24J, but with a lightweight tail turret and two manually-operated guns with a wider field of fire. POP: 1,667 (417 by Consolidated, 1,250 by Ford), plus 355 to RAF as Liberator VIII; trainer conversions as TB-24L.
Consolidated B-24M [44-51228]
Consolidated B-24M NACA (see text below) [44-41986]
B-24M 1944 = Same as the B-24L, except fitted with a new lightweight two-gun power tail turret. A -24M was the 6,725th and final production Liberator. POP: 2,593.
[44-41986] was modified by Lewis Research Center with the dorsal airscoop and a GE J31/I-16 jet engine as a test-bed for icing research and measurements between Nov 1945 and July 1949. Note the three vanes in front of the intakethey were for water ingestion tests. The jet pipe was out the back, through the former tailgunner's position. Interestingly, the ship does not appear on the lists of aircraft that NACA used either at Langley, Lewis, Ames, or Dryden ( Ron Billman & Carl Stidsen 4/8/05)
ZB-24M 1946 = Special, temporary post-war redesignation as "obsolete," but active.
Consolidated XB-24N [44-48753] (USAF Museum)
XB-24N 1944 = Single tail, ball turret in nose, modified tail turret.
Consolidated YB-24N [44-52057] (USAF Museum)
YB-24N (Ford) 1945 = First production of single-tail Liberator, with new nose and tail guns. POP: only 7 built before production ended on 5/31/45.
B-24N 1944 = Production order for 5,169 canceled when the war ended.
XB-24P 1945 = B-24D converted by Sperry Gyroscope Co for airborne fire-control systems. POP: 1.
XB-24Q 194? = B-24L used by General Electric to test B-47 tail turret. POP: 1.
B-24ST 1943 = First single-tail version (so honored by its model initials) was a B-24D with the tail section from a Douglas B-23; ff: 3/6/43. This was later replaced by a Douglas C-54 tail unit and the plane redesignated XB-24K.
XF-7, F-7, -7A, -7B 1943 = Armed photo-recon conversions of B-24D and B-24J. POP: POP: 1 XF-7, 4 F-7 (Lockheed), 100 F-7A (Martin, Northwest Airlines), 109 F-7B.
Liberator 11 1940 = No B-24 counterpart; export version built to British specifications with P&W R-1830-S3C4G. Eleven .303 gunseight in dorsal and tail Boulton-Paul power turrets, one in the nose, two in waist positions.
Consolidated LB-30A (USAF)
Consolidated LB-30 Post-war mod [XC-CAY] (Eddie Coates coll)
B-30 1940 = A special designation (temporarily using the canceled Lockheed assignment) for RAF models used as transatlantic ferries between Montreal and Blackpool UK. Similar to XB-24 but with de-icers and without wing slots. POP: 6 as LB-30A [40-696/701] (RAF s/ns AM258/263); first designated LB-30MF ("Mission Française," after an original French contract prior to Germany's invasion). However, all were apparently later reacquired by USAAF, since those s/ns appear on active records (as B-24Ds?).
B-32 Production Line (Convair)
B-32 (Dominator)* (Model 33, 34) - USAAF long-range heavy bomber generally based on B-24, but with cylindrical fuselage and longer Davis wings. Planned to supplement B-29s, it saw only limited combat, and none survived the post-war scrapping frenzy. * The model name, first suggested as "Terminator," was dropped in 1945 because of complaints from the State Dept about its "harshness."
XB-32 (Model 33) 1942 = Twin tails, round nose; four 2200hp Wright R-3350-13; span: 135'0" length: 83'0"; ff: 9/7/42 (p: Russ Rogers, Richard McMakin) POP: 3 prototypes [41-141/142, -18336], the second modified with a B-29 tail and the third with a special 19'6" vertical tail.
YB-32 - Plagued by mechanical failures and crashes, a contract for 13 was canceled.
Consolidated B-32 (USAF)
B-32 (Model 34) 1944 = Single-tail production version with five turrets. 8-12pChwM rg; four 2200hp supercharged Wright R-3350-23 (B-670); span: 135'0" length: 82'1" load: 36,702# v: 357/290/96 range: 2400 ceiling: 30,000'. POP: 114 [42-108485/108542, -108471/108484, -108525/108584, 44-90486].
Consolidated TB-32 [42-108524] (USAF Museum)
TB-32 1945 = Trainer modification of final production units. POP: 40.
B-36 (Model 36) SEE Convair B-36.
Consolidated XB-41 [41-11653] (USAF Museum)
B-41 1942 = Experiment with B-24D as long-range bomber escort with 14 guns (including a B-17F chin turret), but idea was scrapped with the advent of long-range P-47 and P-51 escorts. POP 1 as XB-41 [41-11653].
Consolidated XB2Y-1 (W T Larkins coll)
B2Y-1 (Model 24) 1933 = USN dive bomber. 2pOB; 700hp P&W XR-1535 Twin Wasp; span: 36'6" length: 27'11" load: 2717# v: 182 range: 487 ceiling: 12,200'. B D Thomas. POP: 1 as XB2Y-1  for trials; lost out to Great Lakes XBG-1.
BT-6 1932 = PT-11 with 300hp Wright J-6. POP: 1 [31-595] as Y1BT-6, redesignated as BT-6, then converted to PT-12D.
Consolidated BT-7 (Kelly Field via TKnL coll)
BT-7 (Model 21) 1932 = Redesignated from PT-12. POP: 10 [32-357/366], with 1 [32-362] to US Air Attaché in Londonalthough assigned an RAF s/n [DR629], it remained on AAC roster.
Consolidated XBY-1 [A8921] (National Archives)
BY 1932 = Stressed-skin model 18 Fleetster turned USN bomber; 600hp Wright R-1820; span: 50'0" length: 33'8" v: 176. POP: 1 as XBY-1 [A8921], plus 1 fuselage for static testing.
C-11 1931 = 17 Fleetster in AAC uniform, with 525hp Wright R-1860, dual controls. POP: 1 as Y1C-11A [31-380].
C-22 1931 = Y1C-11 with 575hp Wright R-1820. POP: 3 as Y1C-22 [31-469/471].
C-87 Liberator Express - Transport/cargo version of B-24D. SEE Consolidated C-87 in detail
XC-87 1942 = Prototype assembled from wrecked B-24D [42-40355]. POP: 1; ff: 8/24/42.
Consolidated C-87 (Edward J Young coll)
C-87 1942 = Production version; four 1200hp supercharged P&W R-1830-43; span: 110'0" length: 66'4" range: 1400-3300 ceiling: 28,000'. POP: 279 [42-107249/107275, 43-30548/30568, -30572/30627, 44-39198/39298, -52978/52987] plus coversions from B-24D> [41-11608=41-36900, -11639/11642, -11655/11657, -11674/11676, -11704, -11706/11709, -11728/11733, -11742/11747, -11788/11789, -11800, -11837/11838, -11907/11908, -23669/23670, -23694/23696, -23791/23793, -23850/23852, -23859/23862, -23903/23905, -23959, -24004/24006, -24027/24029, -24139/24141, -24158, -24160/24163, -24172/24173]. Of these, 4 became AT-22 flight-engineer trainers [43-30549, -30561, -30574, -30584] (redesignated TB-24D in 1944), and 5 [44-39198/39202] to USN as RY-2 [39013/39017], plus many to RAF in 1944 as Liberator C.VII.
C-87A 1942 = 16p VIP transport. POP: 3 conversions of B-24D [41-23863, -24159, -24174], and 3 from C-87 [43-30569/30571] which were transferred to USN as RY-1. One AAF model was modified as President Roosevelt's personal transport, Guess Where II, but when another C-87A crashed because of structural problems, the Secret Service forbade FDR to fly in it, and it was never officially used as a presidential transport. However, his wife, Eleanor, used it in tours of South America and the Caribbean, along with many dignitaries, flown extensively without any incidents.
C-87B 1942 - Armed transport project; none built.
C-87C 1943 - Single fin version project; none built.
C-99 (Model 37) SEE Convair C-99.
Consolidated C-109 Converted to TB-24L in 1946 [44-49630] (William T Larkins)
C-109 (Ford, Martin) 1944 = Conversion of B-24J and B-24L into a fuel transort with metal tanks in the nose, and above and in the bomb-bay, holding 2,900 gallons. Developed for transporting fuel from India to China for the B-29s. POP: 199 by Ford. A later version, modified by Martin Co, was fitted with collapsible Mareng fuel cells for duty in Europe. POP: 9.
Courier (Model 15) SEE XO-17A.
F-7 1943 = Recon version of B-24D, -24H, and -24J.
Guardian SEE 11.
Liberator Liner SEE UNDER Convair.
N2Y - USN version of Kinner Fleet 2. SEE ALSO Curtiss F9C, Waco JW-1.
Consolidated XN2Y-1 [A-8019] (TKnL coll)
XN2Y-1 1933 = 110hp Warner Scarab. POP: 1 [A8019].
Consolidated N2Y-1 Hook-on trials (USN History archive)
N2Y-1 (Fleet) 1933 = POP: 5 [A8600/8601, A8603/8605], of which 2 were hook-up trainers for USN airships Akron, Los Angeles, and Macon. SEE ALSO Curtiss F9C, Sperry Messenger, Vought UO-1, Waco XJW-1 in similar roles.
XN2Y-2(Fleet) 1934 = POP: 1 [A8602], converted as Pennsylvania XOZ-1.
N3Y 1929 = 2pOBF; 220hp Wright R-790A; span: 40'0" length: 27'10" v: 97. POP: 1 as XN3Y-1 [A8273].
N4Y (Model 21) - 2pOB; 220hp Lycoming R-680; span: 31'7" length: 26'11" v: 118. Evolved from 21-A; specs similar to AAC PT-11D.
XN4Y-1 1934 = From AAC PT-11D. POP: 3 [9456/9458].
Consolidated N4Y-1 [V-110] (Leslie Burgess coll)
Consolidated N4Y-1  (USCG)
N4Y-1 1934 = From AAC Y1PT-11B. POP: 1 to USCG [310=V110].
NY Trusty, Husky (Model 2) - 2pOB; 180hp Wright J-4 (later 220hp J-5). USN version of PT, convertible to single floats, and with similar specs. Retroactive ATCs issued in 1928.
Consolidated NY-1 [A-7215] (Consolidated)
Consolidated NY-1 Land and sea [A-7351, A-7205] (Consolidated)
NY-1 1927 (ATC 80) = 200hp Wright J-4; ff: 11/12/25 (p: Lt Carl Covey (an Army pilot)). $5,561-7,060; POP: 76 [A7163/7202, A7205/7220, A7351/7360, A8173/8182].
NY-1A 1928 (ATC 80) = Armed NY-1 with a rear-cockpit machinegun as gunnery trainer. POP: ?? modifications.
Consolidated XNY-2 [A-7463] (Clark Scott coll)
XNY-2 1927 = NY-2 floatplane with 300hp Wright R-975. POP: 1 for McCook Field tests [A-7463].
Consolidated NY-2 Jimmy Doolittle and [NX7918] (Convair)
NY-2 1927 (ATC 81) = 220hp J-5; span: 40'0". $6,250-6,285; POP: 181 [A7456/7525, A7693/7707, A7795, A7970/7977, A8013/8017, A8183/8193, A8360/8400], of which 1 to Army for flight testing [27-176]. A civil-registered model [NX7918] was used by Lt James Doolittle in his historic blind-flying demonstration on 9/24/29. In a hooded cockpit, with Lt Ben Kelsey acting as safety pilot, he took-off from Mitchel Field, flew a prescribed course for 15 miles, then landed, all by instruments and without ever seeing the ground. NY Times declared next day: "The demonstration was more than an exhibition of blind flying [skill] and instrument perfection, it indicated that aviation had perhaps taken its greatest single step in safety..."
Consolidated XNY-2A [A-8402] (Leslie Burgess coll)
NY-2A 1928 = Gunnery trainer. POP: 25 [A8185/8172, A8401/8410].
Consolidated NY-3 USNR (Consolidated via Leslie Burgess coll)
NY-3 1928 = 240hp Wright R-790. POP: 20 to USNR and USMCR [A8487/8506].
O-17 (Model 7) - PT-3 developed for National Guard with brakes, streamlining, bigger fuel tanks, and similar specs. Retroactive ATC (82) in 1928.
Consolidated XO-17 [28-229] (Convair)
XO-17 1927 = 225hp Wright R-790-1. POP: 1 converted from PT-3 [28-229].
Consolidated O-17 [28-373] (Gene Palmer coll)
Consolidated O-17 [28-375] (Consolidated)
O-17 1927 = POP: 29 [28-360/385, -396/397, 30-089].
Consolidated Courier RCAF (Consolidated)
XO-17A (Model 15) 1927 (ATC 82) = Converted PT-3 with 220hp Wright J-5; span: 34'6" length: 27'9" load: 777# v: 105/85/x range: 250. Evaluative commercial and export version as Courier. POP: 1 for use as a factory demonstrator in export markets ; became XPT-8.
OA-6 - 1936 twin-engine flying boat project canceled.
OA-10 Catalina - Transferred USN PBY-5A/-6A amphibians for use in AAF search and rescue (SAR duties. Series redesignated A-10 in 1948.
OA-10 1943 = POP: 56 to AAF [41-18772/18773, 42-107401/107405, -109020/109025, 43-3259/3270, -47956/47961, et al] and post-war as A-10 [47-638/639, 49-2894/2896].
OA-10A (Canada) 1944 = Built by Canadian Vickers. POP: 231 to AAF [43-638/639, 44-33868/34097], plus 149 to RCAF as Canso.
OA-10B (Canada) 1945 = PBY-6A Built by Canadian Vickers, with taller tail. POP: 75 to AAF [45-57833/57907].
Consolidated Y1P-25 (USAF)
P-25 (Model 25) 1932 = 2pOlwM; 600hp Curtiss V-1570-27; span: 43'11" length: 29'3" load: 1685# v: 227/193/84 range: 470. Protoypical P-30. Robert J Woods. POP: 1 as Y1P-25 [32-321], crashed in testing, and 1 redesignated as XA-11/Y1A-11 [32-322]. SEE Consolidated P-25 in detail
P-27, P-28 - Modified P-25 variants with radial engines; none built.
P-30, PB-2 (Model 26) - 2pClwM rg. Robert Woods, based on his Lockheed YP-24 design, but with all-metal wings, larger tail. Also produced as non-supercharged A-11. Redesignated as PB-2 in 1935.
Consolidated P-30 (Consolidated)
P-30, PB-2 1933 = 675hp Curtiss V-1570 and two-blade prop. POP: 4 [33-204/207]. One converted to 1p to test (unsuccessfully) against Boeing P-26 in 1936, and another modified with laminar-flow wings in 1940.
Consolidated P-30A (Leslie Burgess coll)
Consolidated PB-2A [35-50] (William T Larkins)
P-30A, PB-2A 1935 = 700hp supercharged V-1570 and three-blade prop, oxygen system; span: 43'11" length: 30'0" load: 1337# v: 274/215/x range: 508 (ceiling: 25,000' as PB-2A). POP: 50 [35-01/50].
P-33 - P-30 design project canceled.
P2Y Ranger (Model 22) - 5pCswBFb. I M Laddon. Twin tails. Six P2Y-1s set new world non-stop distance records 9/7-8/33, from Hampton Roads VA to the Canal Zone (2,058 miles), and 1/10/34, from Alameda CA to Hawaii (2,408 miles in 24h:56m).
Consolidated XP2Y-1 two- and three-motor versions [A8939] (W T Larkins coll)
XP2Y-1 1932 = Three Wright R-1820E Cyclone 9, with the additional one mounted top center on a pylon above the wing; it was removed after a few flights; ff: 3/26/32 (p: Bill Wheatley, Laddon). POP: 1 [A8939].
P2Y-1 1932 = Two R-1820 under the top wing. POP: 23 [A8986/9008], of which 21 converted to P2Y-2, and 1 exported to Colombia in 1932 as P2Y-1C, and in 1935 Japan as P2Y-1J, where it served as an air liner up through WW2.
XP2Y-2 1933 = Modified from P2Y-1 with two Wright R-1820 mounted on the leading edge with NACA low-drag cowlings. POP: 1 [A9008].
Consolidated P2Y-2 (Consolidated)
P2Y-2 1933 = POP: 21 modifications of P2Y-1 to XP2Y-2 standards.
Consolidated P2Y-3 (Consolidated)
P2Y-3 1935 = Upgraded Wright R-1820s, larger fuel tanks; two 750hp Wright R-1820; span: (upper) 100'0" (lower) 45'3" length: 61'9" load: 12,497# v: 139/118/x range: 1180 ceiling: 16,500'. POP: 23. Remained in service until replacement by PBY in 1941.
P2Y-3A 1937 = Exports to Argentina with GR-1820F. POP: 6.
Consolidated XP3Y-1 (Consolidated)
P3Y (Model 28) 1935 = Prototype for PBY. 3pChwMFb; two 825hp P&W R-1830. Isaac M Laddon, to whom, due to uniqueness of design, a US patent was granted; ff: 3/21/35 (p: Bill Wheatley, Laddon). POP: 2 as XP3Y-1 [9459, 0102]; role designation changed to PB. Evaluation tests led to USN order for 60 as PBY-1.
P4Y Corrigedor (Model 31) 1939 = 4pChwFb; two 2300hp Wright R-3350-8 Duplex Cyclones; span: 110'0" length: 73'0" load: 23,954# v: 250/160/x range: 3500 ceiling: 21,400'. POP: 1; ff (as prototype [NX21731]): 5/5/39 (p: George Newman Jr, Bill Wheatley), (as XP4Y-1 ): 7/x/42 (p: B A Erickson). A production order of 200 was canceled when R-3350 motors were needed for more crucial B-29 production.
P4Y-2 = Poat-WW2 redesignation of PB4Y-2.
P5Y SEE Convair.
PB-2 1934 = Redesignation from P-30.
PB2B-2 Catalina 1944 = AAF adaptation of PBY-6 flying boat retaining its original USN designation. POP: 16 transfers [44238/44245].
PB2Y Coronado (Model 29) - 10pChwMFb; four 1200hp P&W XR-1830-72 or -88 Twin Wasps; span: 115'0" length: 79'3" v: 255/195/x range: 3700 ceiling: 20,900'. I M Laddon. Only two appeared in post-war civil use, one with Hughes Aircraft Co [N69003] (now at Naval Air Museum).
Consolidated XPB2Y-1  (Convair)
XPB2Y-1 1937 = Single vertical tail, with two "finlets" added as stabilizers after its first flight on 12/17/37 (p: George Newman Jr, Bill Wheatley). POP: 1 .
Consolidated PB2Y-2 (USN)
PB2Y-2 1939 = Two vertical tails, supercharged R-1830s. POP: 5 [1633/1637].
XPB2Y-3 1941 = Self-sealing fuel tanks, crew armor. POP: 1 .
Consolidated PB2Y-3 (USN)
PB2Y-3 1941 = First production. POP: 200, of which many converted to -3R/-4/-5.
PB2Y-3B 1943 = POP: 10 exported to RAF Transport Command as Coronado; the name was then adopted by USN.
PB2Y-4, -6 1944 = Conversion from PB2Y-3 with two 1600hp Wright R-2600. POP: 1 , redesignated XPB2Y-6.
Consolidated PB2Y-3R (Convair)
PB2Y-3R (Rohr) 1945 = 44p conversion for Naval Air Transport Service from PB2Y-3 with turrets removed, side hatch added. POP: 10 conversions by Rohr Aircraft Co, Chula Vista CA.
XPB2Y-5 1944 = Conversion from PB2Y-3 with R-1830-92. POP: 1.
Consolidated PB2Y-5 (USN)
PB2Y-5 1944 = P&W R-1830-92; v: 194/170/x range: 1070 ceiling: 20,500'. New nose and top gun turret, increased fuel; JATO mounts; 2 torpedoes or 12,000# bomb load in wings. POP: 92, included some conversions from PB2Y-4.
PB2Y-5H, -5F 1945 = Ambulance conversions of PB2Y-3. POP: ??.
PB2Y-5R 1945 = Unarmed transport conversion.
PB2Y-5Z 19?? = VIP transport mod of PB2Y-3. POP: 1 
PB3Y (Model 30) 1942 - Four-engine flying boat design as XPB3Y-1 with R-2800-18s, 22,000# bomb load. 1938 project was shelved, then revived when ordered by USN in April 1942, but canceled in November. Designation unused.
PB4Y Liberator, Privateer 1943 - USN single-tail adaptation of B-24 for sea patrol and anti-sub duties. SEE ALSO RY.
Consolidated PB4Y-1 Conversion as borate bomber at Greybull MT (K O Eckland)
PB4Y-1 Liberator 1942 = USAAF transfers of B-24D/-24M with similar data. POP: 1,174 [90132/90271, 90462/90483].
PB4Y-1P 1945 = Reconnaissance.
Consolidated XPB4Y-2 (Consolidated)
Consolidated PB4Y-1G USCG patrol with observer's bubble side-window 
PB4Y-1G 1945 = USCG SAR duties.
XPB4Y-2 Privateer 1943 = Complete redesign of PB4Y-1 with lengthened fuselage, single tail, added guns, fuel, radar. 11p with four 1350hp P&W R-1830-94; span: 110'0" length: 74'7" load: 26,595# v: 247/158/96 range: 2600-2900 ceiling: 19,500'; ff: 9/20/430. POP: 3 conversions [32086, 32095/32096].
Consolidated PB4Y-2 (Consolidated)
Consolidated PB4Y-2 Erco turret (TKnL coll)
PB4Y-2 Privateer 1944 = Production units. POP: 736 (?>740). Redesignated after the war as P4Y-2.
PB4Y-2B 1945 = Fitted with underwing glide-bombs.
PB4Y-2K 1946 = Target drone; redesignated QP-4B in 1962.
Consolidated PB4Y-2G USCG 6306 (USCG)
PB4Y-2G 1945 = Coast Guard SAR.
PB4Y-2S 1945 = Anti-sub radar added.
PBY Catalina - 7-9pChwMFb/Am; two 900hp P&W R-1830; span: 104'0" length: 65'2" v: 178 range: 2115. Isaac M Laddon et al. Won USN nod in competition with Douglas XP3D-1 flying boat. 3,281 were built on five different production lines as the world's most-produced of its kind1,853 flying boats and 1,428 amphibians. Remaining in service until Jan 1957 in the Naval Reserve. The legend of the "Black Cats" was born when some were painted flat black to fly night operations in the Pacific, performing recon and rescue, mine laying, and dive bombing and torpedo attack missions using star navigation. USN squadron VP-52 between Nov 1943 and June 1944 destroyed or damaged 16 Japanese ships with what was our first "stealth" aircraft, as they were nearly impossible to see flying low at night. Production also by Naval Aircraft Factory as PBN Nomad export models, Canadian Boeing as PB2B, and Canadian Vickers as OA-10 (for USAAF). Canadian licensed manufacture as Canso, of which 3,281 were built. SEE ALSO 28; civil use in the post-war era was equally varied and legendary.
XPBY-1 1937 = POP: 1 , rebuilt and redesignated from prototype XP3Y-1 after it demonstrated its potentials in setting a new world's seaplane record by flying 3,443 miles in 34h:45m from the Canal Zone to Alameda CA 10/14-15/35 (p: LtCdr Knefler McGinnis).
Consolidated PBY-1 (Consolidated)
PBY-1 1935 = Torpedo carrier, patrol. Initial production order. $95,000; POP: 60 [0102/0161], the first one a carryover from the second XP3Y-1.
Consolidated PBY-2 (Leslie Burgess coll)
PBY-2 1936 = Four underwing hardpoints for up 2,000# bombloads, one-piece tail, .30 waist machineguns. POP: 50 [0454/0503]. First USN PBY squadron was VP-11, based in Hawaii May 1937.
Consolidated PBY-3 (K O Eckland coll)
PBY-3 1936 = Improved 1000hp R-1830 Double Wasps, carb air intakes moved to top of engine nacelles. POP: 66 [0842/0907], plus 3 to USSR with a manufacturing license, where about 150 were built in 1940-41 as model GST.
PBY-4 1938 = 1050hp R-1830 and waist blisters. POP: 32 [1213/1244].
XPBY-4A 1938 = Modified PBY-4. POP: 1 , later became XPBY-5A.
Consolidated PBY-5 (Consolidated)
PBY-5 1939 = 1200hp R-1830 and redesigned rudder; waist blisters. POP: 834, plus 50 to RAF Coastal Command as Catalina I (the name "Catalina" was then adopted by USN).
XPBY-5A 1939 = Modified PBY-4. POP: 1 .
Consolidated PBY-6A (Leslie Burgess coll)
Consolidated PBY-5A Civil conversion (William T Larkins)
Consolidated PBY-5A Post-war markings for VP(AM)-3; JATO pod behind rear strut and ASV radar above cockpit (Navy League)
PBY-5A, -5B 1940 = Amphibian (signified by the "A" suffix). POP: 1,227, plus 56 to AAF as OA-10. Exports to RAF of 145 PBY-5B as Catalina IB, 36 Canadian Cansos as Catalina IIA, 12 PBY-5A as Catalina III, 11 PBY-5A as Catalina IV, and 70 PBY-5B as Catalina IVA. Although heavier, slower, and with less range than its flying boat version, its versatility was very important to the RAF, and more than half of their PBYs were of this type.
PBY-5R 19?? = Staff transport modification lacking nose turret and side blisters, replaced with cabin windows. POP: 1.
PBY-6A 1944 = Amphibian, incorporating improvements pioneered by NAF PBN, included bow turret on some, air-to-surface radar, taller fin. POP: 175, of which 75 by Canadian Vickers to AAF as OA-10B, 1 to USCG as PBY-6AG staff transport, plus 48 to USSR.
PT-1 Trusty (Model 1) - Army trainer; 2pOB. Refined TW-3 with tandem cockpits. All Army planes went to National Guard units in 1928. USN version NY.
XPT-1 1923 = Unverified, but it is thought this was the enigmatic Dayton-Wright TW-8 with a cowling; possibly [21-1253].
Consolidated PT-1 (Consolidated)
PT-1 1923 (ATC 79) = First production; 180hp Wright-Hisso E; span: 34'10" length: 26'9" (?>27'8") load: 707# v: 100/79/51 range: 270 ceiling: 13,450'. $9,800; POP: 221 [25-245/294, 26-226/275, -301/350, 27-108/177], of which 6 to McCook Field for tests [25-245/246, -264, 25-292, 26-327, x], 1 to USN [27-176], and 1 as prototype XPT-2 [27-149]; plus 4 exports to Siam. Early production models had flat turtlebacks, soon replaced by a faired version, and some of the first ones were likely built at the Gallaudet plant in Norwich before production began at Buffalo. ATC was issued in 1928 and was retroactive. It was also cosmetic (likewise with NY-1/-2 and O-17) since military aircraft were not required to obtain one, but Consolidated likely had plans for the civil market at first.
Consolidated XPT-2 [27-149] (John K Lewis coll)
PT-2 (Model 2) 1927 = Modified PT-1 with 180hp Wright R-790 (J-4). POP: 1 as XPT-2 [27-149].
PT-3 (Model 2) - XPT-2 refitted with 220hp Wright J-5C (R-790-3) and modified tail; span: 34'6" length: 28'1" load: 696# v: 102/81/48 range: 300 ceiling: 14,000'. USN version NY; no evidence that this was ever produced in a civil version.
Consolidated XPT-3 [27-177] (Consolidated)
XPT-3 1927 = POP: 1 [27-177], to PT-5, then PT-3.
Consolidated PT-3 [28-293] (Consolidated)
Consolidated PT-3 Film "West Point of the Air" (Donald Norwood via TKnL coll)
PT-3 1928 (ATC 83) = POP: 130 [28-218/316, -318/347], of which 1 was prototype XO-17 [28-229].
PT-3A 1928 (ATC 83) = POP: 120 [28-038/157].
PT-4 1927 - Proposed conversion of PT-3 as test-bed for 125hp Fairchild-Caminez 447C. Never completed.
PT-5 1927 = XPT-3 modified with 175hp Curtiss R-600-1 Challenger. POP: 1 as XPT-5 [27-177], reverted to PT-3.
PT-6 - Fleet 2 as service trainer with similar data.
XPT-6 1930 = POP: 1 [30-088].
YPT-6 1930 = Production model. POP: 10.
PT-6A 1931 = Enlarged cockpits, redesigned cowl. POP: 5.
PT-8 1929 = Converted from XO-17A Courier with 225hp Packard DR-980 diesel; span: 34'6" length: 28'0" v: 117/93/43 ceiling: 19,250'. POP: 1 as XPT-8 [28-317], scrapped 1932.
PT-11, -12 - Greatly upgraded and streamlined PT-3 with 165hp Continental R-540; span: 31'7" length: 26'11" (?>26'0") load: 681# v: 112/93/50 ceiling: 12,200'; ff: 2/x/31 (p: Bill Wheaton). Joseph Gwinn Jr. Last of the Consolidated trainers; to USN/USCG as N4Y.
Y1PT-11 1931 = POP: 4 [31-593/596], of which 1 became Y1PT-11A, 2 were converted as Y1PT-11D, and 1 became BT-6.
Y1PT-11A, PT-11A 1932 = 175hp Curtiss R-600. POP: 1 modified from YPT-11, became PT-11A, then Y1PT-11C.
YPT-11B, PT-11B 1932 = POP: 5 [32-367/371], redesignated as PT-11B, plus 1 to USCG [32-395=V110], repowered in 1934 with 220hp Lycoming R-680 as N4Y-1.
Consolidated PT-11C (Consolidated)
Y1PT-11C, PT-11C 1932 = Export model with Wright 760 and float conversion fittings. POP: 18 to Colombia, plus 1 for AAC, repowered from PT-11A.
Consolidated YPT-11D (Consolidated)
Y1PT-11D, PT-11D 1932 = 220hp Lycoming R-680. POP: 21 [32-372/392], plus 2 converted from Y1PT-11, redesignated as PT-11D, plus 3 to USN as XN4Y-1 [9456/9458].
Y1PT-12, PT-12 1932 = PT-11 with 300hp P&W R-985-1 and minor equipment change. POP: 10 [32-357/366]; redesignated as PT-12, then Y1BT-7.
PT-933 SEE 21-A.
Consolidated XPY-1 Under construction (Consolidated)
Consolidated XPY-1  (Consolidated)
PY Admiral (Model 9) 1929 = 5pO/ChwFb; two 450hp P&W R-1340; span: 100'0" length: 61'9" load: 8120# v: 118/110 range: 2620. Also tested with a third engine mounted on top of the wing. POP: 1 as XPY-1 . SEE ALSO 16 Commodore. Manufactured by Martin as XP2M (three engines) and P3M (twin-engine).
R2Y SEE Convair Liberator-Liner.
RY Privateer (Model 40, became Convair Model 101) - USN adaptation of C-87 with both production (RY-3) and AAF transfers; essentially a 28p transport version, or a hinged-nose cargo version, of PB4Y-1.
RY-1 1943 = C-87A transfers [43-30569/30571]. POP: 3 [67797/67799].
RY-2 1943 = C-87 transfers.
Consolidated RY-3 (William T Larkins)
RY-3 1944 = POP: 5 C-87C transfers [44-39198/39202=39013/39017], plus 34 production [90020/90050, 90057/90059] built of an order for 112.
T-32 - Bombardier trainer project registered as Convair, but canceled [49-1946].
Consolidated TBY-2 (Consolidated)
TBY Sea Wolf 1943 = Contract production of Vought TBU (qv) as TBY-2; ff (as XTBU-1): 12/22/41. POP: 180 [30299/30367, 30369, 30371/30480].
Consolidated (Dayton-Wright) TW-3 [22-401] (USAAC)
TW-3 1923 = Production of Dayton-Wright TW-3 with 180hp Wright E, enlarged fuselage and other revisions; span: 34'9" length: 26'9" v: 103/x/x. POP: 20 [22-401/402, 23-1302/1319]. Evolved into PT-1.
-Fleet SEE Fleet entry.
-Vultee SEE Convair.