100, 101 - Model redesignations from Consolidated Model 40 (P4Y-2 and RY-3).
Convair 103 [NX22448]
103 (Stinson) 1944 = 2pChwM roadable; 90hp Franklin 4ACG pusher, replaced by 125hp Lycoming O-290C; span: 36'0" length: 21'7" v: 114/103/49 range: c.300 ceiling: 13,400'. George Spratt as Stout Sky Car IV (aka Spratt-Stout Model 8 Sky Car). Controllable-wing experiment with a stubby, podlike fuselage on four wheels, and a pivoting parasol wing to vary the angle of attack. POP: 1 [NX22448]. Reportedly was refitted with a 180hp Lycoming O-435 in 1945. Possible, but unverified, design connection with Cornelius Fre-Wing, aka Free-Wing.
I found a model specification report for the Stout Skycar IV, dated 6/13/44, 33 pages with this 3-view blueprint that appears entirely different than the photo you have listed as Convair 103. Instead of a high wing this plan shows a twin boom and mentions: (1) Extreme visibility. The pusher-type airplane with wing location and window arrangement shown in Figure 1 (which I assume is the 3-view) provide a maximum of visibility; and (2) Wing, booms, and tail section shall be assembled as a single unit and attached to the body by means of four removable pins, which are automatically locked. The removable wing and tail unit is for the purpose of eventually converting the body unit into an automobile by the addition of a road drive mechanism ( Eric Blocher 10/5/07)
104 SEE Liberator-Liner.
106, Skycoach (Stinson) 1946 = 4pClwM; 230hp Franklin 6A8-225-B8 pusher; v: 142; ff: 4/x/46 (p: Bill Martin). All-metal, twin-boom probe into the post-war personal plane market. Handsome design proved underpowered, and development was cancelled. POP: 1 [NX40004]; scrapped in 1947.
109 SEE B-46.
Convair 110 [NX90653] (Avn Week via Ron Dupas)
110 1946 = 30pClwM rg; two 1850-2100hp P&W R-2800-2SC13 Wasp; span: 90'5" (?>89'0") length: 71'1" load: 14,870# v: 314/260/x range: 850; ff: 7/8/46 (p: Art Bussy, Russell Rogers). Commercial transport planned to replace DC-3; used instead as a design test-bed for 240. POP: 1 [NX90653].
111 SEE Air Car.
116, 118 SEE ConvAirCar.
Convair 240 Prototype [N24501] (Convair)
Convair 240 Lineas Aereo [CC-CLT] (Boardman C Reed coll)
240, Turboliner 1947 = 40-44pClwM rg; two 2400hp P&W R-2800-CA3/15/18 Wasp or CB3/16; span: 91'9" length: 74'8" load; 13,072# v: 315/280/87 range: 1200 ceiling: 16,000'. Enlarged version of 110; ff: 3/16/47. $316,000-495,000; POP: 153; prototype [NX90849]. One as 40p Turboliner with 2750hp Allison 501-A4 turboprops, the first of its kind to fly in the US; ff: 12/29/50 (p: D P Germeraad, R C Loomis) [N24501].
Convair 340 [N73134] (Convair via E J Young coll)
340 1952 = 52pClwM rg; two 2400hp P&W R-2800-CB16; span: 105'8" length: 79'2" load: 18,150# v: 314/284/x range: 1260 ceiling: 26,000'; ff: 10/5/51 (p: Sam Shannon) [N3401]. POP: 209. To USAF (with 240) as C-131 and T-29. Modified as 440 in 1956. Convair also supplied 100+ kits to modify 340s close to 440 syandards.
Convair 440 (Estrella Warbirds Museum coll)
440 Metropolitan 1955 = 44-52pClwM rg; two 2500hp P&W R-2800-CB17; span: 105'4" length: 79'2" load: 18,395# v: 337/299/x range: 1300 ceiling: 24,900'; ff: 10/6/55. POP: 162, possibly included those conversions from 340. Planned 440A as a convertible passenger/cargo ship was never built.
Convair 580 [N73132] (William T Larkins)
580 1960 = Turboprop conversions of 440, designated by Frontier Airlines for marketing purposes. 44-56pClwM rg; two 3800hp Allison 501-D13D/D13H; v: 360/325/x range: 2866. One modified by Aero Spacelines with a Boeing 707 nose attached in front [N21466].
Convair 600 [N94230] (Jeffrey K Mullowney via ASN)
Convair 640 [HB-IMM] (John Smith via ASN)
600, 640, Skylark (Model 22-1 (see next)) 1965 = 44-52pClwM rg; two GE CJ-805 turbojets; span: 120'0" length: 139'5" v: x/309/137 range: 1900; ff: 5/20/65. POP: 38; production ended in 1967. The "Skylark" designation, along with "Golden Arrow," appear in some references and were TWA's then-president Howard Hughes' name for the initial designs of 600 and 880.
Convair 880 (Convair)
880 (Models 22, 22M) 1959 = 94-110pClwM rg; four GE CJ-805-21 turbojets; span: 120'0" length: 129'4" v: 615/555/145 range: 2900-3450 ceiling: 35,000'; ff: 1/27/59 (p: Don Germeraad, Phil Prophett) [N801TW]. POP: 65 as 880 and 880M, with 1 to USN as UC-880 tanker, and 1 to singer Elvis Presley as his personal hack. The entire 880 and 990 program became the most financially disastrous product line in history, costing General Dynamics hundreds of millions of dollars.
880 and 990 were Convair's marketing designations, completely different from the designations shown on the Type Certificate. Model 22 came in two basic flavors: the 22 with CJ805-3 or -3A and the 22M with CJ805-3B. To complicate matters, the TC mentions Model 22-1 and 22-2 as minor variants. Note that the 600/640 gives the official Convair designation as Model 22-1, which belongs to the 880. ( Dave Reid 12/21/07).
Convair 990 (General Dynamics)
Convair 990 [N810NA] (NASA Dryden)
990 Coronado (Model 30) 1961 (TC 4A30) = Redesignation of Model 600. 56-106pClwM rg; four 16000# GE CJ-805; length: 139'3" v: 615 range: 3800; ff: 1/24/61 (p: Don Germeraad) [N5601]. POP: 37; most were modified in 1962 as 90-149p 990A with extended engine pods, full-span flaps (range: 4810 ceiling: 41,000'). One 1993 NASA conversion was a 990 as a Landing Systems Research Aircraft to test and evaluate the space shuttle's landing gear system and its tires and wheel assemblies, plus braking and steering performance [N810NA].
Model 30 and the higher-weight 30A each had either CJ805-23 or -23B aft fan engines. Again, there were minor variants: 30-5/-6/-8, 30A-5/-6/-6AASC/-8. ( Dave Reid 12/21/07).
A-10 Catalina (Canada) 1948 = AAF version of PBY-5A built by Canadian Vickers, transferred from USN inventory. Redesignated as OA-10/-10A [43-638/639, 49-2894/2896, et al].
A-41 SEE Vultee A-41.
A-44 1944 = Canard, tri-jet design cancelled. Redesignated as XB-53.
AT-29 SEE T-29
Convair 111 [NX90652] (Convair)
Air Car (Model 111) 1945 = 2pClwM; 65hp Continental C-65 pusher. POP: 1, based on the Gwinn Aircar principles for evaluation of post-war civil market. Its bulbous shape accounted for yet another use of "Pregnant Guppy" as a nickname. Ground and wind-tunnel tests disclosed rudder control shortcomings and an engine cooling problem (which might have been solved with larger air scoops), but after burning out more motors and driveshafts than the project was thought worth it was quietly scrapped [NX90652]. SEE ALSO ConVairCar.
Convair B-36 with Boeing B-29 (Convair)
B-36 (Consolidated Model 36) - SAC bomber, popularly named "The Big Stick" after its shape. 15pClwM rg.
Convair XB-36 [42-13750] (USAF Museum)
Convair XB-46 [45-59582] (Convair)
B-46 (Model 109) 1947 = 2pChwM rg; four 4000# GE TG180 paired in wing pods; span: 113'0" length: 105'9" load: 42,982# v: 545/439/x range: 2870; ff: 4/2/47 (p: E D Shannon, William Martin). "Flying pencil" was repowered with Allison J35-C. POP: 1 as XB-46 [45-59582/59584]; the last two numbers were reassigned to A-44/B-53 projects.
B-53 - Redesignated from A-44 in 1948 as XB-53. Project cancelled, none built.
B-58 Hustler (Model 4) - USAF supersonic bomber, world's first delta-wing bomber. 3pCmwM rg with tandem cockpits, underwing engine pods, dropable belly fuel/weapons pod, eight-wheel bogey-style landing gears. Rear-firing Vulcan 20mm cannon in tail. Its career ended in 1963 when all, but 7 or 8 for museums, were scrapped.
In its relatively brief lifespan, Hustler managed to set an impressive number of FAI records: 2000km closed-circuit speed (1061.8mph) on 1/12/61, also setting three payload records at the same time [59-2442]; 1000km closed-circuit speed (1284.7mph) on 1/14/61, plus three more payload records [59-2441]; Blériot Trophy for sustained speed of 1302.1mph for 30m:43s on 5/10/61 [59-2451]; two distance records by one plane on 5/26/61, NYC to Paris in 03h:19m:58s, and Washington DC to Paris in 03h:39m:49s [59-2451]; Los Angeles to NYC and back in 04h:41m:11s on 3/5/62 [59-2458]; Tokyo to London at an average ground speed of 935mph on 10/16/63, setting five records [61-2059]. Additionally, there were several non-FAI records during this period. ( K O Eckland 4/4/00)
XB-58 1956 = Four GE J79-GE-1; ff: 11/11/56 (p: Beryl A Erickson). POP: 2 [56-0660/0661]. The latter's ff: 2/1/57 (?>2/16/57) was first with a weapons pod (p: Erickson).
B-60 SEE YB-36G.
B-99 - Found in a reference book, claimed: "Heavy bomber. Largest pusher aircraft ever built. POP: 1 as XB-99." Suspicion is a typo in the woodpile, a reportorial mix-up between C-99 and B-36, as B-99 is not a USAF designation (yet).
Convair XC-99 [43-52436] (Convair)
Convair XC-99 [43-52436]
C-99 (Consolidated Model 37) 1947 = Transport/cargo modification of B-36; six 3500hp P&W R-4360-25 pushers; span: 230'0" length: 182'6" (?>195'0") v: 332/240/x range: 8100 ceiling: 29, 5000'; ff: 11/23/47 (p: Russ Rogers). Accommodated 204-300 troops on two decks, or could haul 101,000# cargo. Saw service 1949-57. POP: 1 as XC-99 [43-52436].
C-131 - USAF transport and ambulance versions of 240/340/440. SEE ALSO R4Y, T-29.
C-131A, MC-131 Samaritan (Model 240-53) 1954 = 37p, or 27 litters as ambulance; two 2500hp P&W R-2800-99; span: 91'9" length: 74'8" load: 18,000# v: 314/284/x range: 1260 ceiling: 26,000'; ff: 3/5/54. POP: 26.
Convair Charger [N28K] (Convair)
Charger (Model 48) (Genl Dynamics-Convair) 1964 = Twin-boom COIN fighter. 2pCmwM rg; two 650hp P&W-Canada T74 (PT6) turboprops; span: 27'6" length: 34'10" load: 6003# v: 319 range (ferry): 3000 ceiling: 21,300'; ff: 11/25/64 (p: John W Knebel). 9' contrarotating props. Produced in only 35 weeks from design, but lost out to North American OV-10, and it was the last complete aircraft to be built with the Convair nameplate. POP: 1 [N28K], destroyed in 1965 after its USN pilot successfully ejected at 100'.
ConVairCar 116 [N90654] (Convair)
ConVairCar (Model 116) 1946 = Flying auto. 4pChwM; 90hp Franklin 4AG, later 95hp 4AL; v (flight): 113. Theodore Hall; ff: 7/12/46 (p: Russell Rogers). The automobile part was a 26hp Crosley two-door coupe with a detachable flight group consisting of a wing with motor and a tail boom. POP: 1 [NX90654], made 66 flights.
ConVairCar 118 [N90850] (Convair)
ConVairCar 118 [N90850] (Convair)
ConVairCar (Model 118) 1947 = Higher-power evolution of Model 116. 2pChwM; 190hp Lycoming O-435C; span: 34'0"; ff: 11/1/47 (p: Reuben Snodgrass). POP: 2, both [NX90850]. The prototype ended in a crash on approach to Lindbergh Field when it ran out of gas in its third flight 11/18/47; the second was a rebuild using another car body; ff: 1/29/48 (p: W G Griswold).
Convair XF-92A [46-682] (Convair)
Convair XF-92A [46-683] Partial completion (Convair)
F-92 (Model 7-002) 1948 = Delta-wing ram-jet research evolving from a design by Dr Alexander Lippisch, based on his wartime delta-wing experiments in Germany (he designed the Me.163 Komet), its first designation was P-92 (Model 7), and was built using parts of North American FJ-1, Lockheed P-80, and Bell P-63; made it as far as taxi trials on 6/9/48. The initial program was cancelled, but the concept continued as the larger-scale F-92A: 1pClwM; 7500# Allison J33-A-29; span: 31'4" length: 42'6" load: 5530# v: 718 ceiling: 50,750'; ff: 9/18/48 (p: Ellis D "Sam" Shannon). POP: 1 as XF-92A [46-682]. After 25 flights, the nose wheel collapsed during a taxi test in 1953 and it was retired, eventually going to USAF Museum. [46-683/684] were contracted under this designation but not completed.
Convair F-102 Jacket Patch
F-102 Delta Dagger - 1-2p USAF supersonic interceptor developed from XF-92A. 1pClwM rg; 11700# P&W J57; span: 38'2" length: 68'5" load: 17,000# v: 825.
Convair YF-102 [53-1782] (USAF Museum)
F-106 cockpit (Convair)
F-106 Delta Dart - USAF interceptor. 1-2pClwM rg; 15000# P&W J75; span: 38'2" length: 70'9" v: Mach 1+/x/167. Originally developed as F-102B.
Convair F-106 [NASA816] (Jim Ross/NASA)
Convair YF2Y-1 (Convair)
Convair XF2Y-1 (Convair)
F2Y Sea Dart (Model 2) 1952 = 1pCmwM retractable hydroski seaplane; two 5725# Westinghouse J46 (originally 3400# J34); span: 33'8" length: 52'7" v (est): 994 ceiling (est): 54,800'; ff: 4/9/53 (p: Sam Shannon). Delta wing; the fuselage was the hull. POP: 5 as XF2Y-1/YF2Y-1 [137634, 135762/135765].
Free-Wing SEE 103.
Convair XFY-1  (Convair)
Convair XFY-1 Color  (Convair)
FY (Model 5) 1954 = VTOL experiment, popularly nicknamed "Pogo." 1pCmwM; 5850hp Allison T40-A with six-blade 16' contrarotating props; span: 25'8" length: 23'11"; ff (untethered): 6/1/54 (p: Coleman), (transitional): 11/2/54. Three delta wings and large tail gave an "X" appearance; no landing gear except for small, castering wheels on the wingtips and tail as a tail-down VTOL. SEE ALSO Lockheed FV, the competition. POP: 1 as XFY-1 .
Convair L-13 Civil ag sprayer [N5054Y] (William T Larkins)
L-13 (Model 105) - Liaison, ambulance, photo-observation. 2-6pOhwM; 245hp Franklin O-425-9; span: 40'6" length: 31'9" load: 1115# v: 115/92/42 range: 365 ceiling: 15,000'. Folding wings and tailplane, swiveling wheels for ground handling; take-offs as short as 230'. Conversions c.1955 by Longren Aircraft Co/Acme Aircraft, Torrance CA, as 6p Centaur bush plane with 300hp Lycoming R-680-E3 and Jacobs R-755-A2, and by Caribbean Traders Inc, Miami FL, as Husky with 300hp R-680-13 or 450hp P&W R-985-7.
XL-13 1946 = POP: 2 prototypes built at Stinson-Vultee plant in Wayne MI [45-58708/58709]; ff: 3/x/46.
Convair Liberator Liner
Convair Liberator Liner as Consolidated Model 39 (Convair)
Convair XR2Y-1 as City of Salinas [NX30039] (Decollage via Bernard Paton)
Liberator Liner, R2Y (Model 104, ex-Consolidated Model 39) 1944 = Commercial transport assembled from inventory of Consolidated PB4Y-2 and RY-3 components with a new tubular fuselage. 48pCmwM rg; four 1200hp P&W R-1830; span: 110'0" length: 90'0" v: 282/240/x range: 2500-4000 ceiling: 26,000'; ff: 4/15/44 (p: Phil Prophett). Optional 18,500# cargo. POP: 2. The first aircraft, [NX30039] c/n 1 City of Salinas, was operated jointly by Convair and American Airlines as a cargo carrier for three months, ending up as a aerial produce wagon hauling fresh fruit from Salinas and El Centro CA to the east coast. Although never officially a Navy plane, a designation of XR2Y-1 was assigned with a USN letter of intent for 253 planes (then cancelled in July 1944) and Convair received permission to fly the prototype with Navy markings pending civil certification, which came as [NX3939] c/n 2 (ff: 9/29/44), then to USN . Both were scrapped c.1945.
Convair NX-2 Artist concept (magazine clip)
NX-2 - Swing-wing canard design for nuclear-powered bomber, with two tail-mounted GE X211 (modified from J87) pushers, was deemed unrealistic because of radioactive exhaust and cancelled in 1956. No production.
OA-10 SEE A-10.
OY SEE Stinson OY.
Convair XP-81 [44-91000] (Convair)
P-81 (Model 102) 1945 = 1pClwM rg; 1650hp GE XT-31 and 3750# J33-GE-5; span: 50'6" length: 44'8" load: 11,671# v: 478 range: 2500; ff: 2/7 (?>11)/45 (p: Frank W Davis). POP: 2 as XP-81 [44-91000/91001]. Both were redesignated as ZXF-81 in 1948, but no further development or testing was noted. Their brief careers ended as targets on Edwards AFB bombing range.
P-92 SEE XF-92A.
Convair XP5Y-1 (clip via Dan Shumaker)
P5Y (Model 117) 1950 = Long-range patrol and anti-sub. 11pChwMFb; four 5100hp Allison XT-40-A4 turboprops; span: 145'10" length: 127'11" load: 69,500# v: 388/225/x range: 2785 ceiling: 39,700'; ff: 4/18/50. Evolved into R3Y. POP: 2 as XP5Y-1 [21455/21456].
PQM-102 SEE F-102.
R2Y SEE Liberator-Liner.
Convair R3Y-1 (USN)
Convair R3Y-2 (USN)
R3Y Tradewind (Model 3) 1954 = USN transport and tanker versions of P5Y. 80-103pChwMFb; four 5332hp Allison T40-A-4 turboprops; span: 145'9" length: 139'9" load: 85,000# v: 388/350/x range: 3500 ceiling: 40,000'; ff: 2/2/54 (?>2/25/54). Gross wt: 160,000#. Set transcontinental speed record for seaplanes in 1954 of 403mph with a high-altitude assist from the jetstream, also was first tanker to simultaneously refuel four aircraft (F9Fs) in flight (1956). POP: 5 as R3Y-1 [128445/128449], 6 as R3Y-2 [128450, 131720/131724]. Problematical in service use and with chronic engine problems, all were grounded and scrapped by 1959.
 was the sixth and last R3Y-1 on the original six-plane contract. It had a new bow with radome, also a redesigned and enlarged bridge for the entire crew. The bow opened 6'8" high and 8'4" wide to admit landing tanks, halftracks, or artillery. Two R3Y-2s were modified in 1956 for initial tanker trials with VF-23 F-2H Banshees. , named South Atlantic Tradewind, was flown for 205 hours, then stricken in Mar 1959. ( Ron Billman 1/12/01)
R4Y - USN version of 340/440.
R4Y-1, -1Z (Models 340-71, 340-66) 1955 = 44p, cargo door. POP: 36, most converted to C-131F in 1962; 1 R4Y-1Z as 24p VIP sleeper transport.
T-29 - Navigation/bombardier trainer version of 240/340/440, designed as replacement for aging B-25J Mitchells. SEE ALSO C-131, R4Y.
XT-29, XAT-29 (Model 240-17) 1949 = POP: 2 prototypes based on 240 [49-1910, -1913]; ff: 8/22/49. Originally designated XAT-29.
T-32 (Consolidated) - Bombardier trainer, registered [49-1946], but cancelled.
TBY Sea Wolf 1944 = Torpedo-bomber. 3pCmwM rg; 2100hp P&W R-2800; span: 56'11" length: 39'2" load: 7604# v: 312/156/80 range: 1025 ceiling: 29,400'. 1941 prototype, with 2000hp XR-2800, was Vought XTBU-1 . POP: 180 as TBY-2 [30299/30367, 30369, 30371/30480]. TBY-3 cancelled.
Convair UC-880  (USN via Richard Heeb coll)
UC-880 1980 = USN tanker version of 880. POP: 1 .
X-6 - Nuclear-power version of B-36. Project cancelled.
X-30 - National Aero-Space Plane (NASP) project was canceled before the design was finished, but a 50' mock-up was built by engineering students of the Mississippi State University, c.1990.