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Consolidated Aircraft
IndustryAerospace, defense
Founded1923
Headquarters
San Diego, California
,
United States


"OA-10" redirects here. For forward air control aircraft, see Fairchild Republic A-10 Thunderbolt II.

Template:More footnotes needed Template:Use American English Template:Infobox aircraft

The Consolidated Model 28, widely recognized by its U.S. Navy designation as the PBY Catalina, is an American amphibious aircraft and flying boat developed by Consolidated Aircraft during the 1930s and early 1940s. Within the United States Army, it was identified as the OA-10, while Canadian forces referred to it as the Canso. It was also assigned the NATO reporting name Mop.[1] This aircraft emerged as one of the most extensively deployed seaplanes throughout World War II. Catalinas operated across all branches of the United States Armed Forces and were also employed by numerous foreign air forces and navies. Military use of the PBY extended into the 1980s.

Background

The initial concept for the PBY was as a patrol bomber, designed to perform long-range reconnaissance missions over maritime environments with the capability to detect and engage enemy transport vessels, thereby disrupting their supply chains.[2] Anticipating conflict in the vast expanses of the Pacific Ocean, where resupplying forces over large distances was critical, the United States Navy invested heavily during the 1930s in developing long-range flying boats capable of landing on suitable bodies of water.

Initial development

During the 1930s, as Japan began to challenge American supremacy in the Pacific, the U.S. Navy commissioned Consolidated, Martin, and Douglas in October 1933 to produce competing prototypes for a patrol flying boat. In that era, naval strategy employed flying boats for numerous functions that today require several specialized aircraft. By 1931, the U.S. Navy had adopted the Consolidated P2Y and Martin P3M models for these tasks; however, both suffered from insufficient power, limited range, and restricted payload capacity.

Both Consolidated and Douglas delivered single prototype aircraft: the XP3Y-1 and XP3D-1, respectively. Consolidated’s XP3Y-1 evolved from the earlier XPY-1 design, which had unsuccessfully competed for the P3M contract two years prior, as well as from the XP2Y model authorized for limited production by the Navy. Although Douglas’s design was competent, the Navy selected Consolidated’s model primarily because its projected cost was approximately $90,000 per unit.

PBY waist gunner mounting port side gun blister (1942)

Consolidated's XP3Y-1 (company Model 28) featured a parasol wing supported by external bracing struts and mounted on a pylon above the fuselage. The wingtip stabilizing floats were retractable during flight to create streamlined wingtips; these floats were produced under license from Saunders-Roe. The hull incorporated a two-step design similar to the P2Y but replaced the earlier strut-braced twin tail with a cantilever cruciform tail assembly. Enhanced aerodynamic efficiency granted the Model 28 superior performance compared to previous versions. The aircraft was constructed entirely of aluminum sheet metal using stressed-skin techniques, except for fabric-covered ailerons and trailing edges of the wings.

Two technicians servicing the Twin Wasp engine of a Catalina, August 1942

The prototype was equipped with two Pratt & Whitney R-1830-54 Twin Wasp radial engines, each delivering 825 horsepower, mounted on the leading edge of the wing. Its armament included four Browning AN/M2 .30 caliber machine guns and could carry up to 2,000 pounds of bombs.

The XP3Y-1 conducted its first flight on 21 March 1935 before being handed over to the U.S. Navy for operational testing. This model represented a notable advancement in patrol flying boat performance. The Navy requested further enhancements to classify it as a "patrol bomber." Consequently, in October 1935, the prototype returned to Consolidated for upgrades including installation of more powerful 900-horsepower R-1830-64 engines. Renamed XPBY-1, it featured redesigned vertical tail surfaces that addressed an issue where the tail would submerge during takeoff, preventing lift-off under certain conditions. The XPBY-1’s maiden flight occurred on 19 May 1936 and included a record-setting nonstop distance flight of 3,443 miles.

In October 1936, VP-11F received delivery of the XPBY-1. The next squadron to be equipped was VP-12 in early 1937. The second production contract was awarded on 25 July 1936. Over subsequent years, incremental improvements led to successive new variants.

Eventually, the aircraft was named Catalina after Santa Catalina Island in California; this designation was adopted in November 1941 when Great Britain placed an order for their first batch of thirty units.

PBN Nomad

The Naval Aircraft Factory implemented extensive alterations to the original PBY design, many of which would have caused major disruptions if introduced on Consolidated's production lines.[3] This revamped model, officially designated the PBN-1 Nomad, displayed several distinct changes compared to the standard PBY. The most noticeable modifications included a lengthened and sharpened bow extended by two feet, along with an enlarged and reshaped tail section. Additional enhancements comprised increased fuel capacity, boosting operational range by 50%, and reinforced wings that supported an extra 2,000 lb (908 kg) in maximum takeoff weight. The aircraft was also equipped with an auxiliary power unit and an upgraded electrical system, while its armament was improved through the adoption of continuous-feed weapon mechanisms.[3]

Following the transfer of ownership under Project Zebra (1944–1945), 138 out of the 156 PBN-1 units produced were delivered to the Soviet Navy.[4] The remaining 18 aircraft were allocated to training squadrons stationed at NAS Whidbey Island and the Naval Air Facility located in Newport, Rhode Island.[5] Subsequent models of the amphibious PBY-6A incorporated design features first introduced on the PBN, such as the larger tail assembly.

Naming

The "PBY" designation originated from the U.S. Navy’s 1922 aircraft naming convention, where "PB" signified "Patrol Bomber" and "Y" identified Consolidated Aircraft as the manufacturer. Variants produced by other companies for the U.S. Navy were assigned different manufacturer codes; for instance, those constructed by Canadian Vickers were labeled PBV, while Boeing Canada models carried the PB2B code (to avoid confusion with the existing Boeing PBB). Consolidated Vultee examples bore the PB4 designation,[6] and those produced by the Naval Aircraft Factory were identified as PBN. Following British tradition of assigning seaplanes names after coastal towns, examples operated by the Royal Canadian Air Force (RCAF) were named Canso, after the town in Nova Scotia.[7] The United States Army Air Forces and later the United States Air Force designated these aircraft as OA-10. In night missions over the Pacific during World War II, U.S. Navy Catalinas were painted entirely black and became commonly known as "Black Cats" in local parlance.

Operational history

A radar-equipped PBY-5A from VP-6(CG) flying over Greenland in 1945

Roles in World War II

With approximately 3,300 units produced, the PBY was the most widely manufactured aircraft of its category. Throughout World War II, PBYs fulfilled multiple functions including antisubmarine warfare, patrol bombing, convoy escort duties, search and rescue operations—particularly air-sea rescue—and cargo transportation. This versatile aircraft was deployed across nearly all theaters of the conflict and earned a distinguished reputation for its significant contributions in the campaign against Japan.

While these patrol planes shared combat responsibilities with land-based patrol bombers, long-range aircraft such as the Consolidated LB-30 Liberator and Consolidated Coronado were utilized to enhance crucial strategic airlift capacity within the expansive Pacific theater. This combination enabled the Catalina to serve as the fleet’s reconnaissance asset at distances surpassing those achievable by floatplane scouts. Although various flying boats were employed by the Navy, the PBY remained the most extensively used and produced model.

PBY moored using a sea anchor

Despite its relatively slow speed, Allied forces adapted the Catalina for numerous roles beyond its initial design intentions. The aircraft is particularly remembered for its lifesaving search and rescue missions, credited with rescuing hundreds of downed airmen from open waters. Crew members affectionately nicknamed their plane the "Cat" during combat sorties and referred to it as "Dumbo" when engaged in air-sea rescue tasks.

The PBY achieved a milestone by recording the U.S. Navy’s first confirmed air-to-air victory over a Japanese aircraft in the Pacific theater. During the Japanese assault on Cavite Navy Yard in the Philippines on 10 December 1941, multiple U.S. vessels and submarines suffered damage or destruction from bombs and shrapnel. While retreating from this attack, Lieutenant Harmon T. Utter’s PBY was confronted by three Mitsubishi A6M2 Zero fighters. Chief Boatswain Earl D. Payne, serving as bow gunner, successfully downed one of the enemy fighters, marking this historic kill. Later in his career as a commander, Utter played a key role in coordinating carrier-based air strikes that ultimately led to sinking the Japanese battleship Yamato.

One of the earliest offensive sorties conducted by U.S. forces against Japanese targets involved six Catalinas from Patrol Squadron 101 (VPB-29) on 27 December 1941. These aircraft attacked Japanese shipping near Jolo Island despite encountering intense fighter resistance; however, four of the Catalinas were lost during this mission.

Antisubmarine warfare

During World War II, Catalinas were the most widely deployed aircraft for antisubmarine warfare (ASW) across both the Atlantic and Pacific fronts, and they also operated in the Indian Ocean from bases in the Seychelles and Ceylon. Their missions included escorting the Arctic convoys bound for Murmansk. By 1943, U-boats had become heavily armed with antiaircraft weaponry. Despite this, two Victoria Crosses were awarded to Catalina pilots who courageously continued attacks under intense fire: Flying Officer John Cruickshank of the RAF earned his medal in 1944 for sinking what was initially identified as U-347, but later research confirmed it was actually U-361. In the same year, RCAF Flight Lieutenant David Hornell was posthumously honored for destroying U-1225. Although his aircraft sustained damage during the engagement, leading to his death by exposure along with two crew members, their efforts were decisive. Catalinas were credited with sinking 40 U-boats, but suffered losses themselves. Notably, a Brazilian Catalina sank U-199 in Brazilian waters on 31 July 1943. This particular aircraft was later named Arará to commemorate a merchant vessel of the same name that had been sunk by another U-boat.[8]

Maritime patrol

PBY-5A of VP-61 over the Aleutian Islands, 1943

Catalinas played a significant role as maritime patrol aircraft during several key naval battles in World War II. Their parasol wing design and expansive waist blisters provided exceptional visibility, while their extended range and endurance made them particularly effective for reconnaissance duties.

On 26 May 1941, a Catalina from RAF Coastal Command operating out of Castle Archdale Flying boat base at Lower Lough Erne, Northern Ireland, located the German battleship Bismarck approximately 690 nmi (1,280 km; 790 mi) northwest of Brest. At that time, Bismarck was attempting to evade Royal Navy forces while trying to link up with other Kriegsmarine units in Brest.[9][10][11][12][13] This crucial sighting ultimately led to Bismarck's destruction.

Prior to the Japanese amphibious assault on Kota Bharu, Malaya on 7 December 1941, a Catalina from No. 205 Squadron RAF was intercepted by five Nakajima Ki-27 fighters and shot down before it could transmit intelligence to Singapore air command.[14] The commanding officer, Flying Officer Patrick Bedell, along with his seven crew members aboard that Catalina became the initial Allied casualties in the conflict against Japan.[15] Patrol Wing 10 of the U.S. Asiatic Fleet commanded a total of 44 Catalinas but suffered heavy losses—losing 41 within three months. Additionally, Patrol Wing 10 lost its primary seaplane tender, USS Langley, which was attacked by Japanese aircraft during the Dutch East Indies Campaign while ferrying thirty-two Curtiss P-40 Warhawk fighters.[16][17]

A squadron of Catalinas detected the approaching Japanese fleet near Midway Island, initiating events leading to the pivotal Battle of Midway.[18]

Squadron Leader Leonard Birchall aboard a Consolidated Catalina prior to being shot down and captured by Japanese forces near Ceylon

On April 4, 1942, a RCAF Canso piloted by Squadron Leader L.J. Birchall successfully disrupted Japanese plans aimed at destroying the Royal Navy’s Indian Ocean fleet by spotting their carrier task force approaching Ceylon.[19]

Nighttime assault and maritime interdiction

In the Battle of Midway, four PBY aircraft from U.S. Navy Patrol Squadrons 24 and 51 executed a nocturnal torpedo strike against the Japanese fleet on the night spanning June 3 to 4, 1942. This attack resulted in a single successful hit, inflicting damage on the fleet oiler Akebono Maru, marking the sole effective American torpedo strike throughout the battle.

During the Guadalcanal campaign, several U.S. Navy PBYs were coated with matte black paint and deployed on night missions involving bombing, torpedo attacks, and strafing runs targeting Japanese supply ships and war vessels, including raids against the Tokyo Express. These aircraft earned the nickname "Black Cats." Following this, dedicated Black Cat squadrons were established, starting in December 1942 with VP-12, and an additional thirteen squadrons were formed subsequently. Flying at slow speeds through the night and skimming just above ship masts, these Black Cats engaged in bombing, strafing, and torpedo attacks on various Japanese vessels, resulting in the sinking or damaging of thousands of tons of enemy shipping. Their operations extended to bombing and harassment of land-based Japanese facilities as well as reconnaissance and search-and-rescue missions. The Black Cat units remained active into 1944 until the PB4Y-2 Privateer gradually replaced the PBYs; the final Black Cat squadrons returned stateside in early 1945.

The Royal Australian Air Force (RAAF) also utilized Catalinas for night raids. Four RAAF squadrons—Nos. 11, 20, 42, and 43—conducted mine-laying operations from April 23, 1943, through July 1945 within Japanese-controlled waters in the southwest Pacific. These missions effectively blockaded ports and shipping lanes, compelling vessels to navigate deeper waters where U.S. submarines could target them. Strategic ports like Balikpapan, responsible for transporting 80% of Japan's oil supplies, were heavily affected. By late 1944, some mining sorties lasted over twenty hours and were flown from altitudes as low as 200 feet under cover of darkness. These efforts included trapping Japanese naval forces in Manila Bay to support General Douglas MacArthur’s Mindoro landing in the Philippines. Operating from bases such as Jinamoc in Leyte Gulf, RAAF Catalinas also mined ports along the Chinese coastline from Hong Kong up to Wenzhou. Both U.S. Navy and RAAF Catalinas frequently conducted disruptive night bombing raids on Japanese installations; RAAF crews adopted the motto "The First and the Furthest." Targets included significant bases like Rabaul. Similar to their American counterparts, RAAF crews used "terror bombs"—improvised devices made from scrap metal, rocks, or empty beer bottles fitted with razor blades—to produce high-pitched noises during descent that unsettled Japanese troops and forced them to seek cover throughout the night. A Catalina base was also established on Drimmie Head on the Gove Peninsula in Australia's Northern Territory.

Search and rescue

Search and Rescue OA-10 displayed at the National Museum of the United States Air Force

Every branch of the U.S. armed forces utilized Catalinas for rescue missions. One notable instance involved a PBY flown by LCDR Adrian Marks (USN), who saved 56 sailors from the heavy cruiser Indianapolis after it was sunk in World War II. When the aircraft reached capacity, crew members secured additional survivors to the wings. Unable to take off under these conditions, the plane served as a lifeboat, shielding the rescued personnel from harsh weather and shark threats until help arrived. Catalinas remained active in search-and-rescue operations for many years following the war’s conclusion.

Early commercial use

Flight steward Max White attending to passengers aboard a commercial Qantas Empire Airways Catalina during a flight from Suva to Sydney in January 1949
Further information: The Double Sunrise

Catalinas found a role in civilian air travel as well. For instance, Qantas Empire Airways operated passenger flights between Suva, Fiji, and Sydney, covering 2,060 miles (3,320 km) over two days in 1949.[20] The longest-duration commercial flights in aviation history were Qantas’s weekly nonstop crossings of the Indian Ocean from 29 June 1943 through July 1945, known as the Double Sunrise flights. These journeys connected Perth with Colombo, spanning 3,592 nmi (4,134 mi; 6,652 km). Cruising at approximately 110 kn (130 mph; 200 km/h), the flights lasted between 28 and 32 hours, earning their name because passengers witnessed two sunrises during the nonstop trip. To avoid detection by Japanese forces, radio silence was maintained throughout, with a maximum payload limited to 1,000 lb (450 kg), accommodating three passengers plus 143 lb (65 kg) of military and diplomatic mail.[21]

Post-World War II employment

A civilian Catalina adapted for aerial firefighting arrives at NAS Whidbey Island Seaplane Base, Oak Harbor, Washington, 18 September 2009

In 1951, an Australian PBY named "Frigate Bird II," formerly part of the RAAF and registered VH-ASA, completed the inaugural trans-Pacific flight between Australia and Chile. Piloted by Sir Gordon Taylor, the aircraft made multiple stops on islands for refueling, meals, and overnight rest during its journey from Sydney to Quintero via Tahiti and Easter Island.[22][23] One of six Catalinas procured by the RAAF was employed on this Pacific route from Sydney to Valparaiso and is now preserved at Sydney’s Museum of Applied Arts and Sciences.[24]

Following World War II, flying-boat variants of the Catalina were rapidly phased out by the U.S. Navy; however, amphibious models remained operational for several more years. The final Catalina in American naval service was a PBY-6A assigned to a Naval Reserve squadron and was retired on 3 January 1957.[25] Into the late 1960s, numerous smaller military forces worldwide continued using Catalinas extensively.

The U.S. Air Force’s Strategic Air Command operated Catalina aircraft designated OA-10 as reconnaissance planes during 1946 and 1947.

Beginning in 1943, the Brazilian Air Force deployed Catalinas for naval patrols targeting German U-boats. Additionally, these flying boats performed air-mail transport duties. In 1948, an amphibious transport unit—the 1st Air Transport Squadron (ETA-1)—was established in Belem, equipped with converted PBY-5As alongside C-47s. These aircraft were instrumental in supplying remote military posts along the Amazon River where helicopter access was limited. The squadron’s emblem featured a winged turtle with the motto "Though slowly, I always get there." The last Brazilian Catalina—a former Royal Canadian Air Force example—is exhibited at Rio de Janeiro’s Airspace Museum.[26]

A PBY-6A Catalina releasing water via its bomb bay doors.

Oceanographer Jacques-Yves Cousteau utilized a PBY-6A (N101CS) as support for his underwater explorations. Tragically, his son Philippe died in an accident involving this aircraft on Portugal’s Tagus River near Lisbon. During a high-speed taxi test intended to inspect the hull for leaks after water landing, the Catalina flipped nose-over-tail. The fuselage fractured behind the cockpit; one wing detached entirely while the left engine broke away and penetrated the captain’s side of the cockpit.[27]

In Orange County, California during the late 1940s and early 1950s, air-racing champion and stunt pilot Paul Mantz converted several surplus Catalinas into luxury flying yachts.[28]

OA-10A modified by Steward-Davis Inc to their Super Cat specification; additionally outfitted for survey tasks by Geoterrex Inc

Steward-Davis upgraded multiple Catalinas to their Super Catalina configuration (later called Super Cat), replacing standard 1,200 hp (890 kW) Pratt & Whitney R-1830 Twin Wasp engines with more powerful 1,700 hp (1,300 kW) Wright R-2600 Cyclone 14 powerplants. To counteract increased yaw caused by these engines, a larger squared rudder was fitted. Additional modifications included extra cabin windows among other changes.[29]

The official airline of the Republic of China (Taiwan), China Airlines, began operations equipped with two amphibious Catalina aircraft.[30]

Potential resurgence

In July 2023, Catalina Aircraft, the current proprietor of the Catalina type certificates, revealed plans to produce the Catalina II. This new model will be based on the foundational design of the original Catalina but will incorporate turboprop engines alongside contemporary aviation technologies. Deliveries are projected to begin by 2029.

Catalina affair

Swedish Catalina after being downed by Soviet MiG-15 fighters in June 1952: The crew was rescued by a nearby vessel.

The term "Catalina Affair" refers to a Cold War episode in which a Swedish Air Force search-and-rescue and maritime patrol Catalina (designated "TP 47" in Sweden) was shot down by Soviet MiG-15 fighters over the Baltic Sea in June 1952. This occurred while investigating the disappearance of a Swedish Douglas DC-3, later discovered to have been shot down by Soviet MiG-15s during a signals intelligence mission; the aircraft was located in 2003 and recovered between 2004 and 2005.

Variants

Between June 1937 and May 1945, approximately 4,051 units of Catalinas, Cansos, and GSTs across all variants were manufactured for the U.S. Navy, United States Army Air Forces, United States Coast Guard, Allied countries, and civilian operators.

US Navy

Prototype Model 28 XP3Y-1 flying boat, later altered and redesignated XPBY-1
XP3Y-1
The initial Model 28 flying boat prototype created for the U.S. Navy, powered by two 825 hp (615 kW) Pratt & Whitney R-1830-54 Twin Wasp engines; subsequently modified and renamed XPBY-1. Only one unit was produced (Bureau No. 9459).
XPBY-1
This designation was given to the modified XP3Y-1 prototype adapted for the U.S. Navy's patrol bomber role, equipped with two 900 hp (670 kW) R-1830-64 engines; a single example was built. It was later fitted with a 48 feet (15 m) diameter ring designed to trigger magnetic sea mines. A 550 hp (410 kW) Ranger engine powered a generator to create the magnetic field.
PBY-1 (Model 28-1)
The first production model featuring two 900 hp (670 kW) R-1830-64 engines; 60 units manufactured.
PBY-2 (Model 28-2)
Incorporated equipment upgrades and enhanced performance; total production reached 50.
PBY-3 (Model 28-3)
Equipped with two 1,000 hp (750 kW) R-1830-66 engines; 66 built.
PBY-4 (Model 28-4)
Powered by two 1,050 hp (780 kW) R-1830-72 engines; produced in a quantity of 33, including one initially designated as XPBY-4 which later became XPBY-5A.
PBY-5 (Model 28-5)
Featured either two 1,200 hp (890 kW) R-1830-82 or −92 engines with provisions for additional fuel tanks and partial self-sealing protection. A total of 683 were constructed (plus one at New Orleans), some delivered to the RAF as Catalina IVA and one to the United States Coast Guard. The PBY-5 was also manufactured under license in the Soviet Union as the GST.
XPBY-5A
A PBY-4 converted into an amphibious aircraft that first flew in November 1939.
United States Coast Guard PBY-5A stationed at Tern Island in Hawaii's northwestern archipelago, circa 1953
PBY-5A (Model 28-5A)
The amphibious variant of the PBY-5 powered by two 1,200 hp (890 kW) R-1830-92 engines. The initial batch of 124 featured a single 0.3 in (7.6 mm) bow gun; subsequent units had two bow guns installed. A total of 803 were produced, including allocations to the United States Army Air Forces, RAF (as Catalina IIIA), and one unit to the United States Coast Guard.
PBY-5R
The XPBY-5A adapted into a staff transport version with amphibious capabilities, removal of nose turret, and additional windows.
Japan Maritime Self-Defense Force PBY-6A
PBY-6A
An amphibious model equipped with two 1,200 hp (890 kW) R-1830-92 engines featuring an enlarged fin and rudder. It included radar scanning equipment above the cockpit and two 0.3 in (7.6 mm) bow guns. A total of 175 were built, with 21 units transferred to the Soviet Navy.
PBY-6AG
A single PBY-6A utilized by the United States Coast Guard as a staff transport.
PB2B-1
Boeing Canada-manufactured PBY-5 flying boats supplied to the RAF and Royal Canadian Air Force from 1942 onwards; production totaled 240 units.
PB2B-1A
Boeing Canada-built amphibious PBY-5A aircraft delivered to the RCAF starting in 1943; 55 constructed.
PB2B-2
A Boeing Canada variant of the PBY-5 featuring the taller fin design from the PBN-1 model; production numbered 67 units, mostly allocated to RAF as Catalina VI.
PB4-54
A Consolidated Vultee-produced version based on the PBY-5A design.
PBN-1 Nomad
A Naval Aircraft Factory modification of the PBY-5 incorporating significant changes such as a 2 ft (0.61 m) bow extension, altered hull contours and step design, redesigned tip floats and tail surfaces along with an updated electrical system. A total of 155 were manufactured for RAF service as Catalina V, although 138 were Lend-Leased to the Soviet Navy under designation KM-1.
Canadian Vickers PBY-1A Canso (Catalina) "Miss Pick Up"
PBV-1A
A Canadian Vickers-produced version of the PBY-5A with a total output of 380 units, including 150 supplied to RCAF as Canso "A" and remainder delivered to USAAF as OA-10A.

United States Army Air Forces

USAAF OA-10 alongside its crew
SA-10A operated by USAF 4th Rescue Group at Hamilton AFB, California, 1952. Transferred to the Cuban Air Force in 1958 as aircraft number 191
SA-10A painted in the style of an OA-10A
OA-10
This was the USAAF's designation for the PBY-5A (with OA standing for observation/amphibian). A total of 105 units were produced, with 56 being transferred from the US Navy. On 11 June 1948, 58 remaining aircraft were reclassified as A-10 (A indicating amphibian). Versions configured for search and rescue missions bore the designation SA-10 (search/amphibian).[31]
OA-10A
The PBV-1A received this USAAF designation. A total of 230 were transferred from the US Navy. On 11 June 1948, surviving aircraft were redesignated as A-10A. Search and rescue variants carried the SA-10A designation. Additionally, three more units were transferred from the Navy in 1949 as SA-10As.[31]
OA-10B
Assigned by the USAAF to the PBY-6A, with 75 units transferred from the US Navy. Remaining aircraft were redesignated A-10B on 11 June 1948. Their search and rescue counterparts were known as SA-10B.[31]

Royal Air Force

Catalina Is of No. 205 Squadron RAF undergoing maintenance at RAF Seletar, Singapore
Catalina I
These were aircraft directly purchased by the British Purchasing Commission for RAF use, essentially identical to the PBY-5 model. Armed with six 0.303 in (7.7 mm) machine guns (one located in the nose, four in waist blisters, and one behind the hull step), they were powered by two 1,200 hp (890 kW) R-1830-S1C3-G engines. A total of 109 units were constructed.
Catalina IA
Known as Canso in Royal Canadian Air Force service, with a production count of 14.
Catalina IB
Lend-lease PBY-5Bs supplied to the RAF, totaling 225 aircraft.
Catalina II
Featuring equipment modifications, six units were built.
Catalina IIA
Produced by Vickers-Canada for RAF use, with a total of 50 constructed.
Catalina IIIA
Twelve former U.S. Navy PBY-5As utilized by the RAF for operations on the North Atlantic Ferry Service. These represented the only amphibious Catalinas deployed by the RAF.
Catalina IVA
Lend-leased PBY-5s provided to the RAF, numbering 93 aircraft.
PB2B-1 built by Boeing Canada serving as Catalina IVB in Canadian service
Catalina IVB
Lend-leased PB2B-1s delivered to the RAF, with some allocated to the Royal Australian Air Force.
Catalina VI
Lend-leased PB2B-2s supplied to both RAF and RAAF.

Royal Canadian Air Force

Restored former RCAF Canso A (PBV-1A) painted in US Navy colors, photographed in England, 2009
Canso
The RCAF operated PB2B-1 flying boats designated as Canso. Seventeen units were built.[32][33]
Canso A
Amphibious models including PBV-1A and PB2B-1A variants produced for RCAF use (the A denoting amphibious capability). Production totaled 150 PBV-1As and 55 PB2B-1As.[32][33]
Canso 2F
Canso A aircraft converted into unarmed cargo planes (F indicating freight). Several were equipped with Rebecca transponding radar systems for navigation purposes, while some also carried LORAN equipment.[34]
Canso 2SR
Canso A models reconfigured for unarmed search and rescue duties (SR standing for search/rescue). Certain units featured Rebecca transponding radar and others carried LORAN navigation aids.[34]

Other operators

GST
The Soviet Union's term for transport variants of the PBY-5, derived from Gydro Samoliot Transportnyi meaning transport seaplane.
Swedish Air Force "TP 47" Catalina exhibited at the Swedish Air Force Museum in Linköping, Sweden
TP 47
The Swedish Air Force designation assigned to three unarmed Consolidated Vultee PB4-54 amphibious aircraft operated between 1946 and 1958 (TP stands for transport). These aircraft were upgraded with search radar units installed in the nose turret during the early 1950s.
C-10
The Brazilian Air Force label for the PBY-5 model. Initially identified as PA-10 and later renamed CA-10 (distinct from the civilian CA-10).
C-10A
Brazilian Air Force code for the PBY-5A variant, originally designated as CA-10A.
CA-10
During the 1950s, several civilian Catalinas were converted into cargo transport planes under the CA-10 designation, a name inspired by the USAF A-10 (where C denotes cargo).
Steward-Davis Super Catalina ("Super Cat")
A modified Catalina fitted with 1,700 hp (1,300 kW) Wright R-2600 Cyclone 14 engines, featuring an enlarged rudder alongside other alterations.
Avalon Turbo Canso
An envisioned turboprop upgrade of Canso water bombers, powered by a pair of Rolls-Royce Dart engines.
NGAA Catalina II
A proposed updated version of the Catalina known as the "Next Generation Amphibious Aircraft," developed by Catalina Aircraft Systems, which holds the PBY-5's type certificate as of 2023. Plans include both civilian and military variants.

Production

Deliveries of Consolidated production models to US Navy exclusively
Model Manufacturing timeframe Units produced
PBY-1 September 1936 – June 1937 Template:Right
PBY-2 May 1937 – February 1938 Template:Right
PBY-3 November 1936 – August 1938 Template:Right
PBY-4 May 1938 – June 1939 Template:Right
PBY-5 September 1940 – July 1943 Template:Right
PBY-5A October 1941 – January 1945 Template:Right
PBY-6A January 1945 – May 1945 Template:Right

Operators

Main article: List of PBY Catalina operators

Surviving aircraft

Main article: List of surviving Consolidated PBY Catalinas

Specifications (PBY-5A)

Three-view illustration of the Consolidated PBY-5A Catalina
Three-view illustration of the Consolidated PBY-5A Catalina

Template:Aircraft specs

See also

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References

Notes

Citations

  1. ↑ Jane's All the World's Aircraft 1955-56 p. 188
  2. ↑ "PBY Catalina". Naval History and Heritage CommandPBY: Catalina. Retrieved 29 April 2024.
  3. ↑ 3.0 3.1 Bridgeman 1946, p. 247.
  4. ↑ Trimble, William (1990). Wings for the Navy: a history of the Naval Aircraft Factory, 1917-1956. Annapolis: United States Naval Institute. pp. 248–249. ISBN 9780870216633.
  5. ↑ "Naval Aircraft Factory PBN-1 Nomad." Aviation Enthusiast Corner. Retrieved: 14 November 2017.
  6. ↑ "Inglasat fotografi på Tp 47". digitaltmuseum.se. Swedish Air Force. Retrieved 16 May 2024. Inglasat foto på Tp 47 - The Consolidated Vultee Consolidated PB4-54 "Catalina" 1946-1958.
  7. ↑ Gunston 1986, p. 63.
  8. ↑ "O Brasil na WWII: ‘Arará’, o Catalina que destruiu o U-199" (in Portuguese). naval.com, 8 November 2008. Retrieved: 15 February 2011.
  9. ↑ Miller 1997, p. 162.
  10. ↑ Smith, Leonard B. "Bismarck: The Report of the Scouting and Search for Bismarck by Ensign Smith." Archived 5 December 2010 at the Library of Congress Web Archives Naval History & Heritage (Frequently asked questions), 9 June 1941. Retrieved: 18 June 2010.
  11. ↑ "Bismarck: British/American Cooperation and the Destruction of the German Battleship." Archived 6 December 2010 at the Wayback Machine Naval History & Heritage (Frequently asked questions), 4 November 2009. Retrieved: 18 June 2010.
  12. ↑ "Flying-boats in Fermanagh." Archived 2012-07-20 at the Wayback Machine Inland Waterways News, Inland Waterways Association of Ireland, Spring 2002. Retrieved: 20 May 2012.
  13. ↑ "Castle Archdale Country Park." Archived 2009-05-01 at the Wayback Machine Northern Ireland Environment Agency. Retrieved: 19 July 2009.
  14. ↑ Alan Warren (2007), page 86
  15. ↑ L, Klemen; Kossen, Bert; Bernaudin, Pierre-Emmanuel; Niehorster, Dr. Leo; Takizawa, Akira; Carr, Sean; Broshot, Jim; Leulliot, Nowfel (1999–2000). "Seventy minutes before Pearl Harbor – The landing at Kota Bharu, Malaya, on December 7, 1941". Forgotten Campaign: The Dutch East Indies Campaign 1941–1942.
  16. ↑ "H-003-3 the Valor of the Asiatic Fleet". www.history.navy.mil. Retrieved 18 September 2021.
  17. ↑ "US Patrol Wing 10 in the Dutch East Indies, 1942". warfare.ihostfull.com. Retrieved 18 September 2021.
  18. ↑ . "Scouting and Early Attacks from Midway, 3–4 June 1942". Archived 13 April 2010 at the Library of Congress Web Archives United States Naval Historical Center, 1999. Retrieved: 18 June 2010.
  19. ↑ Greenhous et al. 1994, p. 386.
  20. ↑ "Jennifer Grey Goes by Air". Qantas Empire Airways. 15 (3): 11. March 1949.
  21. ↑ "The Catalinas." Qantas history. Retrieved: 26 October 2011
  22. ↑ THE SKY BEYOND, Sir Gordon Taylor
  23. ↑ "SHORT SANDRINGHAM F-OBIP". qam.com.au. Retrieved 23 November 2015.
  24. ↑ Simpson, Margaret. "Catalina flying boat 'Frigate Bird II'". Museum of Applied Arts and Sciences.
  25. ↑ Cite error: Invalid <ref> tag; no text was provided for refs named greatac
  26. ↑ "Consolidated Vultee 28 (PBY-5A/C-10A) Catalina." MUSAL. Retrieved: 18 June 2010.
  27. ↑ "ASN Aircraft accident Consolidated PBY-6A Catalina N101CS Alverca." Aviation Safety Network. Retrieved: 30 October 2011.
  28. ↑ Template:Fix/category[citation needed]
  29. ↑ Legg 2002, p. 31.
  30. ↑ Best 2013, p. 107
  31. ↑ 31.0 31.1 31.2 Cite error: Invalid <ref> tag; no text was provided for refs named Jos Heyman
  32. ↑ 32.0 32.1 Cite error: Invalid <ref> tag; no text was provided for refs named Cansostory
  33. ↑ 33.0 33.1 Cite error: Invalid <ref> tag; no text was provided for refs named W.A.B. Douglas 87
  34. ↑ 34.0 34.1 Cite error: Invalid <ref> tag; no text was provided for refs named EO 05-60A-1

Sources

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  • Cacutt, Len, ed. "PBY Catalina: Ocean Patroller." Great Aircraft of the World. London: Marshall Cavendish, 1989. ISBN 1-85435-250-4.
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  • Gaunt, Coral and Robert Cleworth. Cats at War: Story of RAAF Catalinas in the Asia Pacific Theatre of War. Roseville, NSW Australia: J.R. Cleworth, 2000. ISBN 978-1-86408-586-0.
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  • Howard, Paul (March–April 2001). "Island 'Cats: Commercial Catalina Operations in New Guinea, Part One". Air Enthusiast (92): 54–58. ISSN 0143-5450.
  • Kinzey, Bert. PBY Catalina in Detail & Scale. Carrollton, Texas: Squadron/Signal Publications, Inc., 2000. ISBN 1-888974-19-2.
  • Knott, Richard C. Black Cat Raiders of World War II. Annapolis, Maryland: US Naval Institute Press, 2000. ISBN 1-55750-471-7.
  • Lawrence, Joseph (1945). The Observer's Book Of Airplanes. London and New York: Frederick Warne & Co.
  • Legg, David (2002). Consolidated PBY Catalina: The Peacetime Record. Annapolis, Maryland: US Naval Institute Press. ISBN 1-55750-245-5.
  • Miller, Nathan (1997). War at Sea: A Naval History of World War II. New York: Oxford University Press. ISBN 978-0-19-511038-8.
  • "Pentagon Over the Islands: The Thirty-Year History of Indonesian Military Aviation". Air Enthusiast Quarterly (2): 154–162. n.d. ISSN 0143-5450.
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  • Prins, François (Spring 1994). "Pioneering Spirit: The QANTAS Story". Air Enthusiast. No. 53. pp. 24–32. ISSN 0143-5450.
  • Ragnarsson, Ragnar. US Navy PBY Catalina Units of the Atlantic War. Botley, Oxford, UK: Osprey Publishing, 2006. ISBN 1-84176-910-X.
  • Scarborough, William E. PBY Catalina in Action (Aircraft number 62). Carrollton, Texas: Squadron/Signal Publications, Inc., 1983. ISBN 0-89747-149-0.
  • Scarborough, William E. PBY Catalina: Walk Around. Carrollton, Texas: Squadron/Signal Publications, Inc., 1996. ISBN 0-89747-357-4.
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  • Wegg, John. General Dynamics Aircraft and their Predecessors. London: Putnam, 1990. ISBN 0-85177-833-X.

Further reading

  • Frank B. Mormillo, Call for Fire Attack!: A 'One-two' Formation by Mars and PBY Might Still Outclass the Modern Options, Air Enthusiast, March–April 1999, issue 80, pages 5–11, ISSN 0143-5450
  • Jorge Felix Núñez Padin, JRF Goose, PBY Catalina, PBM Mariner & HU-16 Albatros, Fuerzas Aeronavales, Serie Aeronaval volume 25, Bahía Blanca, Argentina, 2009 (in Spanish), ISBN 9789872055745
  • Colin A. Pomeroy, Bermudian 'Boats: Snapshots of the RAF Flying-boat Era in Bermuda, Air Enthusiast, July–August 2002, issue 100, pages 40–45, ISSN 0143-5450

External links

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