Consolidated B-32 Dominator

The Consolidated B-32 Dominator (Consolidated Model 34) was an American heavy strategic bomber built for United States Army Air Forces during World War II, which had the distinction of being the last Allied aircraft to be engaged in combat during World War II. It was developed by Consolidated Aircraft in parallel with the Boeing B-29 Superfortress as a fallback design should the B-29 prove unsuccessful.[1] The B-32 only reached units in the Pacific during mid-1945, and subsequently only saw limited combat operations against Japanese targets before the end of the war. Most of the extant orders of the B-32 were canceled shortly thereafter and only 118 B-32 airframes of all types were built.

B-32 Dominator
Consolidated B-32-1-CF, the first B-32 built after modification to Block 20 standard.
Role Heavy strategic bomber
National origin United States
Manufacturer Consolidated Aircraft
First flight 7 September 1942
Introduction 27 January 1945
Retired 30 August 1945
Status Retired
Primary user United States Army Air Forces
Produced 1944–1945
Number built 118
Developed from Consolidated B-24 Liberator

Design and development

The engineering development of the B-29 had been underway since mid-1938 when, in June 1940, the United States Army Air Corps requested a similar design from the Consolidated Aircraft Company in case of development difficulties with the B-29.

The Model 33 on which Consolidated based its proposal was similar to the B-24 Liberator. Like the B-24 it was originally designed with a twin tail and a large Davis wing, but with a longer, rounder fuselage and a rounded nose. The powerplants were to be the same quartet of eighteen-cylinder, 2,200 horsepower (1,600 kW) Wright Duplex-Cyclones, as specified for B-29s. The aircraft was designed to be pressurized, and have remote-controlled retractable gun turrets with fourteen .50 in (12.7 mm) machine guns. It was to have an estimated gross weight of 101,000 lb (46,000 kg). The first contract for two XB-32s was signed on 6 September 1940, the same day as the contract for the Boeing prototype XB-29.

The first XB-32-CO, AAF s/n 41-141, was constructed next to the Army Air Forces (AAF) Base Tarrant Field Airdrome at the AAF Aircraft Plant No. 4 just west of Fort Worth, Texas along the south side of Lake Worth. The Consolidated Vultee Bomber Plant assembly line was six months behind schedule, the aircraft making its first flight on 7 September 1942. Due to problems with the pressurization system, the gun turrets and landing gear doors, these items were omitted on the first prototype. The aircraft had R-3350-13 engines inboard and R-3350-21s outboard, with all four powerplants driving three-bladed propellers. The prototype was to have persistent problems with engine oil leaks and poor cooling. The B-29 had similar engine problems. The inboard propellers' pitch could be reversed to shorten the landing roll or to roll back in ground maneuvers.[1]

The first XB-32 was armed with eight .50 in (12.7 mm) machine guns in dorsal and ventral turrets, and an odd combination of two .50 caliber and one 20 mm (0.787 in) cannon in each outboard engine nacelle firing rearwards, plus two .50 caliber machine guns in the wings outboard of the propellers.[2] The turrets were remotely controlled from periscopic sights in aiming stations inside the aircraft. The sights were coordinated by a sophisticated analog computer system developed by Sperry Gyroscope Company.

XB-32-CO 41-142 on 28 February 1944

On 17 March 1943, the initial contract was signed for 300 B-32-CFs but development problems continued. On 10 May 1943, the first XB-32 crashed on takeoff after making a total of 30 flights before the second XB-32, s/n 41-142, finally flew on 2 July 1943. This aircraft had a traditional stepped cockpit canopy. Upon examination and testing, the USAAF recommended a large number of changes that included more conventional gun stations.

The pressurization system had problems which were never solved and so the role of the aircraft was changed to operating at low to medium altitude. This decision meant that the pressurization system was easily eliminated from production aircraft. Problems with the remote-controlled gun turrets were never solved and the armament on production aircraft was changed to 10 .50 caliber machine guns in manually operated turrets: Sperry A-17 turrets in the nose and tail, two Martin A-3F-A dorsal turrets, and one Sperry A-13-A ball turret. The bomb load was increased by 4,000 pounds (1,800 kg) to 20,000 pounds (9,100 kg).

The second XB-32 continued to have stability problems. In an attempt to resolve this a B-29 style tail was fitted to the aircraft after its 25th flight but this did not resolve the problem and a Consolidated-designed 19.5 ft (5.9 m) vertical tail was added and first flown on the third XB-32, s/n 41-18336 on 3 November 1943. The first production aircraft was fitted with a B-29 vertical tail until a new tail was substituted.

By 1944 testing of the three prototypes permitted the AAF to place orders for over 1,500 B-32s. The first production aircraft was delivered on 19 September 1944, by which time the B-29 was in combat in China. The first B-32 crashed on the same day it was delivered when the nose wheel collapsed on landing. Beginning on 27 January 1945, 40 B-32A-5, -10 and -15 aircraft were delivered as unarmed TB-32-CF crew trainers.

Originally, the Army Air Forces intended the B-32 as a "fallback" design to be used only if the B-29 program fell significantly behind in its development schedule. As development of the B-32 became seriously delayed this plan became unnecessary due to the success of the B-29. Initial plans to use the B-32 to supplement the B-29 in re-equipping B-17 and B-24 groups before redeployment of the Eighth and Fifteenth Air Forces to the Pacific were stymied when only five production models had been delivered by the end of 1944, by which time B-29 operations were underway in the Twentieth Air Force.

Operational history

The first assignment of the B-32 began when General George Kenney, the commander of Allied air forces in the South West Pacific Area and commander of the U.S. Fifth Air Force, traveled to Washington D.C. to request B-29s. Since priority had been given to strategic bombing by the B-29, Kenney's request was denied, after which he then requested the B-32.

Following a demonstration, the Army General Staff agreed that Kenney could conduct a combat evaluation, and a test schedule of 11 missions was set up, followed by a plan to convert two of the 312th Bomb Group's four Douglas A-20 Havoc squadrons to B-32s. Project crews took three B-32s to Clark Field, Luzon, Philippine Islands, in mid-May 1945 for a series of test flights completed on 17 June.

The three test B-32s were assigned to the 312th BG's 386th Bombardment Squadron. On 29 May 1945, the first of four combat missions by the B-32 was flown against a supply depot at Antatet in the Philippines, followed by two B-32s dropping 16 2,000 lb (910 kg) bombs on a sugar mill at Taito, Formosa, on 15 June. On 22 June, a B-32 bombed an alcohol plant at Heito, Formosa, with 500 lb (230 kg) bombs, but a second B-32 missed flak positions with its 260 lb (120 kg) fragmentation bombs. The last mission was flown on 25 June against bridges near Kiirun on Formosa.

The test crews were impressed with its unique reversible-pitch inboard propellers and the Davis wing which gave it excellent landing performance. However, they found a number of faults: the cockpit was noisy and had a poor instrument layout, the bombardier's vision was limited, the aircraft was overweight, and the nacelle design resulted in frequent engine fires (a deficiency shared with the B-29 Superfortress). However, the testing missions were mostly successful.

In July 1945, the 386th Bomb Squadron completed its transition to the B-32, flying six more combat missions before the war ended. On 13 August, the 386th BS moved from Luzon to Yontan Airfield on Okinawa and flew mostly photographic reconnaissance missions. The missions were intended to monitor Japan's compliance with the ceasefire and to gather information such as possible routes occupation forces could take into Tokyo. On 17 August, the B-32s were intercepted by Japanese fighters. During the two-hour engagement, the Dominators suffered only minor damage and none of their crew were injured. "Though the B-32 gunners later claimed to have damaged one fighter and 'probably destroyed' two others, surviving Japanese records list no losses for that day or next."[3] Based on the Japanese action on the 17 August, U.S. commanders felt that it was important to continue the reconnaissance missions over Tokyo so they could determine if it was an isolated incident or an indication that Japan would reject the ceasefire and continue fighting.[3]

On 18 August 1945, four Dominators were given the task of photographing many of the targets covered on the previous day; however, mechanical problems caused two to be pulled from the flight.[3] Over Japan, a formation of 14 A6M Zeros and three N1K2-J Shiden-Kai (George) fighters (apparently mis-identified as Ki-44 Tojos by the American crews[4][5]) attacked the remaining two U.S. aircraft. Saburō Sakai, a Japanese ace, said later that there was concern that the Dominators were attacking.[5] Another Japanese ace, Sadamu Komachi, stated in a 1978 Japanese magazine article that the fighter pilots could not bear to see American bombers flying serenely over a devastated Tokyo.[6]

The B-32 Dominator Hobo Queen II (s/n 42-108532) was flying at 20,000 ft (6,100 m) when the Japanese fighters took off[6] and received no significant damage.[7] Hobo Queen II claimed two Zeros destroyed in the action as well as a probable Shiden-Kai. Japanese records show that no aircraft were lost. The other Dominator was flying 10,000 ft (3,000 m) below Hobo Queen II when the fighters took off.[6] The fighters heavily damaged that Dominator, initially wounding the dorsal gunner and then seriously wounding two other members. Photographer Staff Sergeant Joseph Lacharite was wounded in the legs (his recovery required several years).[7] Sergeant Anthony Marchione, a photographer's assistant, helped Lacharite and then was fatally wounded himself.[7][8] Marchione was the last American to die in air combat in World War II.[7] Despite the damage, the Dominator returned to Okinawa. However, the incident precipitated the removal of propellers from all Japanese fighters as per the terms of the ceasefire agreement, beginning 19 August 1945. The last B-32 combat photo reconnaissance mission was completed on 28 August, during which two B-32s were destroyed in separate accidents, with 15 of the 26 crewmen killed. On 30 August, the 386th Bomb Squadron stood down from operations.[8]

Production contracts of the B-32 were cancelled on 8 September 1945, with production ceased by 12 October. Many B-32s ended up being salvaged at Walnut Ridge, Arkansas with a total of 38 flown to Kingman Army Airfield for disposal. The large club pip of the 386th is visible on one B-32 awaiting reclamation. Five of Kingman's Dominators were from the 386th Bomb Squadron, 312th Bomb Group's overseas assignment. Along with several other noteworthy aircraft on temporary display at Davis Monthan AFB after World War II, the last surviving Dominator, B-32-1-CF #42-108474 was written off and destroyed in 1949.

Consolidated TB-32 production line
TB-32s being assembled at Consolidated's Fort Worth factory


Company Designation Model 33, three built, on first aircraft: Wright R-3350-13 (inboard) and Wright R-3350-21 (outboard) engines, three-bladed propeller, rounded, glassed nose, first two aircraft had a twin tail configuration. Second prototype was pressurized and had remotely controlled retractable gun turrets in the dorsal ventral positions, with a manned tail "stinger". Second and third prototypes had numerous tail variations installed, including a B-29 tail installation. First flown 7 September 1942.
Model 34 flight testing aircraft first flown 5 August 1944. Wright R-3350-23 engines. First two aircraft initially had modified B-29 tails installed. Installation of armament, single rudder tabs, radar bombing equipment (AN/APQ-5B and AN/APQ-13) and long range navigation equipment, 10 built.
Twin rudder tabs made standard. Last 11 aircraft converted to TB-32-5CF with deletion of all armament (openings faired over), deletion of radar bombing equipment, and deletion of long range navigation equipment, 15 built.
Redesigned bombardier's entrance door, replacement of SCR-269-G Radio compass with AN/ARN-7 set, installation of engine fire extinguishers, 25 built.
Empennage de-icer boots, four built.
Combat equipped aircraft. Pressurization system removed, scanning blister installed in rear fuselage, 21 built.
One B-32-20-CF converted to paratroop conversion. All bombing equipment removed and benches installed in rear bomb bay and rear fuselage.
Modified fuel system to allow auxiliary tanks in the bomb bay. AN/APN-9 LORAN, 25 built.
Variant with a stabilized Sperry A-17A nose turret, installation of countermeasure equipment (AN/APQ-2, AN/APT-1 and AN/APT-2) and improved APQ-13A radar bombing equipment. Seven built, last three aircraft flown directly to storage and scrapped.
Seven produced with increased ammunition; flown directly to storage and scrapped.
A total of ten were built and flown directly to storage and then scrapped
A total of 37 under construction. Partially assembled machines were stripped of all their government-furnished equipment and engines and were scrapped on site by the contractor.
Three aircraft the same as the B-32-20CF but assembled by Consolidated – San Diego. One aircraft accepted with the remaining two units flown directly to storage and scrapped.

A total of 300 B-32s ordered, 118 delivered, 130 flyable, 170 cancelled, orders for a further 1,099 B-32-CFs and 499 B-32-COs were cancelled after VJ-Day.[9]

Surviving airframes

No examples of a B-32 remain today. The XB-32 (AAF Ser. No. 41-18336) was used as a ground instructional airframe for fire fighting training. Others were written off after suffering major damage in operational accidents. Excess inventories were flown either to Walnut Ridge Army Airfield, Arkansas, to be scrapped by the Texas Railway Equipment Company, or to Kingman Army Airfield, Arizona to be scrapped by the Wunderlich Construction Company.

One of the few portions of a B-32 surviving is a wing panel removed from a static test model and erected at the Montgomery Memorial near San Diego, California as a monument to aviation pioneer John J. Montgomery.[10]

Several Sperry A-17 nose/tail turrets, unique to the B-32, survive in various U.S. locations. These included the National Air & Space Museum, the National Museum of the U.S. Air Force, the Commemorative Air Force, the National Warplane Museum in Geneseo, New York and at least four others in private collections.


 United States

Specifications (B-32)

Data from General Dynamics Aircraft and their Predecessors[11]

General characteristics



See also

Related development

Aircraft of comparable role, configuration and era

Related lists



  1. ^ a b Jones 1974, p. 106.
  2. ^ Baugher, Joe "Consolidated B-32 Dominator." Consolidated B-32 Dominator: USAAF/USAF Bomber Aircraft-Third Series, (Joe Baugher's Encyclopedia of American Aircraft), 12 September 2009. Retrieved: 3 July 2010.
  3. ^ a b c Harding 2008, p. 69.
  4. ^ Sakai, Saburo. The Last of Zero Fighters (零戦uの最期)(in Japanese). Bunkyo, Tokyo: Kodansya, 2003 (Paperback edition). ISBN 978-4-06-256806-7.
  5. ^ a b Takeuchi, Hiroyuki. Saburo Sakai's Last Battle abstract description in English.", 1995. Retrieved: 17 May 2012.
  6. ^ a b c Harding 2008, p. 70.
  7. ^ a b c d Harding 2008, p. 71.
  8. ^ a b Roblin, Sébastien (February 10, 2018). "The B-32 Waged America's Last Air Battle in World War II (After the War Ended)". The National Interest. Retrieved February 11, 2018 – via
  9. ^ Andrade 1979, p. 51.
  10. ^ Baugher, Joe. "B-32 Dominator," USAAC/USAAF/USAF Bomber Aircraft-Third Series, 12 July 2009. Retrieved: 29 October 2010.
  11. ^ Wegg 1990, p. 93.
  12. ^ a b "Fact Sheets:Consolidated B-32." Archived November 14, 2007, at the Wayback Machine National Museum of the United States Air Force. Retrieved: 29 October 2010.


  • Andrade, John M. U.S. Military Aircraft Designations and Serials since 1909. Earl Shilton, Leicester, UK: Midland Counties Publications, 1979. ISBN 0-904597-22-9.
  • Bowman, Martin W. USAAF Handbook 1939–1945. Stroud, Gloucestershire, UK: Sutton Publishing, 2003. ISBN 0-8117-1822-0.
  • Harding, Stephen. "The Last to Die". Air & Space, Volume 23, no. 4, November 2008.
  • Harding, Stephen. "The Reluctant Dominator - Part One" Aeroplane Monthly, Volume 17, no. 4, April 1989.
  • Harding, Stephen and James I. Long. Dominator: The Story of the Consolidated B-32 Bomber. Missoula, Montana: Pictorial Histories Publishing Company, 1984. ISBN 0-933126-38-7.
  • Jones, Lloyd S. U.S. Bombers: B-1 1928 to B-1 1980s. Fallbrook, California: Aero Publishers, Inc., 1974. ISBN 0-8168-9126-5.
  • Sinko, Benjamin A. Echoes of the Dominator: the Tales and the Men who flew the B-32. Blaine, Minnesota: Up North Press, 2007. ISBN 978-0-615-15898-3.
  • Wegg, John. General Dynamic Aircraft and their Predecessors. London: Putnam, 1990. ISBN 0-85177-833-X.
  • Wolf, William. Consolidated B-32 Dominator: The Ultimate Look, from Drawing Board to Scrapyard. Atglen, Pennsylvania: Schiffer Publishing, 2006. ISBN 0-7643-2451-9.

External links

312th Aeronautical Systems Group

The 312th Aeronautical Systems Group is an inactive United States Air Force unit. It was last active in June 2010 at Wright-Patterson Air Force Base, Ohio, where it was a component of Air Force Material Command.

During World War II, as the 312th Bombardment Group, it operated primarily in the Southwest Pacific Theater as an A-20 Havoc light bomber unit assigned to Fifth Air Force. The group also flew the B-32 Dominator on several evaluation combat missions at the end of the war. It was awarded both the Distinguished Unit Citation and the Philippine Presidential Unit Citation for its combat service in New Guinea; the Western Pacific; Leyte, and Luzon.

386th Tactical Fighter Squadron

The 386th Tactical Fighter Squadron is an inactive United States Air Force unit. Its last assignment was with the 312th Tactical Fighter Wing, based at Cannon Air Force Base. New Mexico. It was inactivated on 18 February 1959.

Aerial reconnaissance

Aerial reconnaissance is reconnaissance for a military or strategic purpose that is conducted using reconnaissance aircraft. The role of reconnaissance can fulfil a variety of requirements including artillery spotting, the collection of imagery intelligence, and the observation of enemy maneuvers.

Buzz number

A buzz number was a large letter and number combination applied to United States Air Force military aircraft in the years immediately after World War II, through the early 1960s. They were applied for general aerial identification of aircraft, but particularly for the identification of aircraft guilty of "buzzing" (very-low-altitude high-speed passes) over populated areas.

The first two letters of a buzz number indicated the type and designation of an aircraft while the last three were generally the last three digits of the aircraft serial number. Air Force fighters used buzz numbers starting with the letter F (or P, when fighters were designated as "pursuit" aircraft before June 1948), while bombers started with the letter B. For example, a P-51 Mustang would have a buzz number such as FF-230 while an F-86 Sabre might be FU-910. A B-66 Destroyer would have a buzz number such as BB-222. One of the last Air Force fighters to carry a buzz number was the F-4 Phantom II (FJ), then called the F-110 Spectre by the Air Force.

Consolidated Aircraft

The Consolidated Aircraft Corporation was founded in 1923 by Reuben H. Fleet in Buffalo, New York, the result of the Gallaudet Aircraft Company's liquidation and Fleet's purchase of designs from the Dayton-Wright Company as the subsidiary was being closed by its parent corporation, General Motors. Consolidated became famous, during the 1920s and 1930s, for its line of flying boats. The most successful of the Consolidated patrol boats was the PBY Catalina, which was produced throughout World War II and used extensively by the Allies. Equally famous was the B-24 Liberator, a heavy bomber which, like the Catalina, saw action in both the Pacific and European theaters.

In 1943, Consolidated merged with Vultee Aircraft to form Consolidated-Vultee Aircraft, later known as Convair.

Consolidated PB4Y-2 Privateer

The Consolidated PB4Y-2 Privateer is a World War II and Korean War era patrol bomber of the United States Navy derived from the Consolidated B-24 Liberator. The Navy had been using B-24s with only minor modifications as the PB4Y-1 Liberator, and along with maritime patrol Liberators used by RAF Coastal Command this type of patrol plane was proven successful. A fully navalized design was desired, and Consolidated developed a dedicated long-range patrol bomber in 1943, designated PB4Y-2 Privateer. In 1951, the type was redesignated P4Y-2 Privateer. A further designation change occurred in September 1962, when the remaining Navy Privateers (all having previously been converted to drone configuration as P4Y-2K) were redesignated QP-4B.

Davis wing

The Davis wing is an aircraft wing design that was used for some time on a variety of World War II aircraft, most notably a number of designs from Consolidated Aircraft, including the Consolidated B-24 Liberator. With a lower drag coefficient than most contemporary designs, it allowed high speeds. It also allowed significant lift at low angles of attack. Its use ended almost immediately following World War Two.

Douglas XB-31

The Douglas XB-31 (Douglas Model 332) was the design submitted by Douglas after the request by the United States Army Air Forces for a very heavy bomber aircraft, the same request that led to the Boeing B-29 Superfortress, Lockheed XB-30, and Consolidated B-32 Dominator.

List of United States bomber aircraft

This is a list of United States bomber aircraft

List of cancelled military projects

This is a list of cancelled military projects.

Lockheed XB-30

The Lockheed XB-30 (company model L-249) was the design submitted by Lockheed after the request by the United States Army Air Forces for a very heavy bomber, the same request that led to the Boeing B-29 Superfortress, the Douglas XB-31 and Consolidated B-32 Dominator.

Mass production

Mass production, also known as flow production or continuous production, is the production of large amounts of standardized products, including and especially on assembly lines. Together with job production and batch production, it is one of the three main production methods.The term mass production was popularized by a 1926 article in the Encyclopædia Britannica supplement that was written based on correspondence with Ford Motor Company. The New York Times used the term in the title of an article that appeared before publication of the Britannica article.The concepts of mass production are applied to various kinds of products, from fluids and particulates handled in bulk (such as food, fuel, chemicals, and mined minerals) to discrete solid parts (such as fasteners) to assemblies of such parts (such as household appliances and automobiles).

Mass production is a diverse field, but it can generally be contrasted with craft production or distributed manufacturing. Some mass production techniques, such as standardized sizes and production lines, predate the Industrial Revolution by many centuries; however, it was not until the introduction of machine tools and techniques to produce interchangeable parts were developed in the mid 19th century that modern mass production was possible.

May 29

May 29 is the 149th day of the year (150th in leap years) in the Gregorian calendar. 216 days remain until the end of the year.

Messerschmitt Me 264

The Messerschmitt Me 264 was a long-range strategic bomber developed during World War II for the German Luftwaffe as its main strategic bomber. The design was later selected as Messerschmitt's competitor in the Reichsluftfahrtministerium's (the German Air Ministry) Amerikabomber programme, for a strategic bomber capable of attacking New York City from bases in France or the Azores.

Three prototypes were built but production was abandoned to allow Messerschmitt to concentrate on fighter production and the Junkers Ju 390 was selected in its place as a maritime reconnaissance aircraft. The Me 264 was the first aircraft in the world with integrated wing fuel tanks, a standard for most modern aircraft.

Montgomery Memorial

The Montgomery Memorial is a monument dedicated on May 21, 1950, to the pioneering aviation achievement of John J. Montgomery and his early glider flights in the 1880s at Otay, California. It is situated adjacent to the Montgomery-Waller Recreation Center. The monument features a 93-foot high stainless steel static test wing panel for the Consolidated B-32 Dominator mounted upright that is visible for miles. Because of this feature it is also sometimes referred to locally as Silver Wing.

Strategic bomber

A strategic bomber is a medium to long range penetration bomber aircraft designed to drop large amounts of air-to-ground weaponry onto a distant target for the purposes of debilitating the enemy's capacity to wage war. Unlike tactical bombers, penetrators, fighter-bombers, and attack aircraft, which are used in air interdiction operations to attack enemy combatants and military equipment, strategic bombers are designed to fly into enemy territory to destroy strategic targets (e.g., infrastructure, logistics, military installations, factories, and cities). In addition to strategic bombing, strategic bombers can be used for tactical missions. There are currently only two countries that operate strategic bombers: the United States and Russia.The modern strategic bomber role appeared after strategic bombing was widely employed, and atomic bombs were first used in combat during World War II. Nuclear strike missions (i.e., delivering nuclear-armed missiles or bombs) can potentially be carried out by most modern fighter-bombers and strike fighters, even at intercontinental range, with the use of aerial refueling, so any nation possessing this combination of equipment and techniques theoretically has such capability. Primary delivery aircraft for a modern strategic bombing mission need not always necessarily be a heavy bomber type, and any modern aircraft capable of nuclear strikes at long range is equally able to carry out tactical missions with conventional weapons. An example is France's Mirage IV, a small strategic bomber replaced in service by the ASMP-equipped Mirage 2000N fighter-bomber and Rafale multirole fighter.

Tupolev Tu-4

The Tupolev Tu-4 (Russian: Туполев Ту-4; NATO reporting name: Bull) is a piston-engined Soviet strategic bomber that served the Soviet Air Force from the late 1940s to mid-1960s. It was reverse-engineered from the American Boeing B-29 Superfortress.

United States Air Force Plant 4

Air Force Plant 4 is a government-owned, contractor-operated aerospace facility in Fort Worth, Texas, currently owned by the U.S. Air Force and operated by Lockheed Martin Aeronautics. It is home of the F-16 and F-35 fighter aircraft. Military aircraft have been manufactured here since 1942. Plant 4 is adjacent to Naval Air Station Joint Reserve Base Fort Worth, formerly Carswell Air Force Base.

Consolidated aircraft
Manufacturer designation
By role
USAAS/USAAC/USAAF/USAF bomber designations, Army/Air Force and Tri-Service systems
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