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{{short description|American two-seat fighter}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->
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{|{{Infobox Aircraft Begin
{|{{Infobox Aircraft Begin
|name= P-30 (PB-2)
| name=P-30 (PB-2)
|image=File:Consolidated P-30 (PB-2) in flight 060907-F-1234P-007.jpg
| image=File:Consolidated P-30 (PB-2) in flight 060907-F-1234P-007.jpg
|caption=Consolidated P-30 (US Air Force Photo)
| caption=Consolidated P-30
}}{{Infobox Aircraft Type
}}{{Infobox Aircraft Type
|type=[[Fighter aircraft]]
| type=[[Fighter aircraft]]
|manufacturer=[[Consolidated Aircraft]]
| manufacturer=[[Consolidated Aircraft]]
|designer=
| designer=
|first flight=January 1934
| first flight=January 1934
|introduced=
| introduced=
|retired=
| retired=
|status=Retired
| status=Retired
|primary user=[[United States Army Air Corps]]
| primary user=[[United States Army Air Corps]]
|more users=<!--up to three more. please separate with <br/>.-->
| more users=<!--up to three more. please separate with <br/>.-->
|produced=<!--years in production, e.g. 1970-1999, if still in active use but no longer built-->
| produced=<!--years in production, e.g. 1970-1999, if still in active use but no longer built-->
|number built=60
| number built=60
|unit cost=
| unit cost=
|variants with their own articles=
| variants with their own articles=
| national origin=United States
}}
}}
|}
|}


The '''Consolidated P-30 (PB-2)''' was a 1930s [[United States]] two-seat [[fighter aircraft]]. An attack version called the '''A-11''' was also built, along with two '''Y1P-25''' prototypes and '''YP-27''', '''Y1P-28''', and '''XP-33''' proposals. The P-30 is significant for being the first fighter in [[United States Army Air Corps]] service to have retractable landing gear, an enclosed and heated cockpit for the pilot, and an exhaust-driven turbosupercharger for altitude operation.
The '''Consolidated P-30 (PB-2)''' was a 1930s [[United States]] two-seat [[fighter aircraft]]. An attack version called the '''A-11''' was also built, along with 2 '''Y1P-25''' prototypes and '''YP-27''', '''Y1P-28''', and '''XP-33''' proposals. The P-30 is significant for being the first fighter in [[United States Army Air Corps]] service to have retractable landing gear, an enclosed and heated cockpit for the pilot, and an exhaust-driven [[Turbocharger|turbo-supercharger]] for altitude operation.{{cn|date=March 2024}}


==Design and development==
==Design and development==
In 1931, the [[Detroit Aircraft Corporation]], parent company of the [[Lockheed Corporation|Lockheed Aircraft Company]] built a two-seat single-engined fighter aircraft based on the [[Lockheed Altair]] high-speed transport as a private venture. The prototype, the Detroit-Lockheed XP-900, flew in September 1931 and was purchased by the [[United States Army Air Corps]] as the [[Lockheed YP-24]]. Its performance was impressive, being faster than any fighter then in service with the Air Corps, and an order for five Y1P-24 fighters and four Y1A-9 attack aircraft was placed for the new aircraft, despite the loss of the prototype on 19 October 1931.<ref name="Frnclock p114-5">Francillon 1982, pp. 114–115.</ref><ref name="angel p262">Angelucci and Bowers 1987, p. 262.</ref> The Detroit Aircraft Corporation went into [[bankruptcy]] eight days later, however, leading to the cancellation of the contract.<ref name="Wegg p68">Wegg 1990, p. 68.</ref><ref name="Frnclock p114-5"/>
In 1931, the [[Detroit Aircraft Corporation]], parent company of the [[Lockheed Corporation|Lockheed Aircraft Company]], built a two-seat single-engined fighter aircraft based on the [[Lockheed Altair]] high-speed transport as a private venture. The prototype, the Detroit-Lockheed XP-900, flew in September 1931 and was purchased by the [[United States Army Air Corps]] as the [[Lockheed YP-24]]. Its performance was impressive, being faster than any fighter then in service with the Air Corps, and an order for five Y1P-24 fighters and four Y1A-9 attack aircraft was placed for the new aircraft, despite the loss of the prototype on 19 October 1931.<ref name="Frnclock p114-5">Francillon 1982, pp. 114–115.</ref><ref name="angel p262">Angelucci and Bowers 1987, p. 262.</ref> The Detroit Aircraft Corporation went into [[bankruptcy]] eight days later, however, leading to the cancellation of the contract.<ref name="Frnclock p114-5"/><ref name="Wegg p68">Wegg 1990, p. 68.</ref>
⚫
When the Detroit Aircraft Corporation failed, the chief designer of the YP-24, [[Robert J. Woods]] was hired by [[Consolidated Aircraft]].<ref name="Wegg p68"/> Woods continued to develop the YP-24, the design becoming the Consolidated Model 25, with all-metal wings replacing the wooden wings of the YP-24 and a larger tail. The Army Air Corps ordered two prototypes as the Y1P-25 in March 1932, to be powered by a [[Curtiss V-1570]]-27, fitted with a [[turbo-supercharger]] on the port side of the forward fuselage. The order for the second prototype was quickly changed to a Y1A-11 attack aircraft, ommitting the supercharger.<ref name="Pell p2">Pelletier 2000, p. 2.</ref><ref name="Angel p95-6">Angelucci and Bowers 1987, pp. 95–96.</ref>


⚫
When the Detroit Aircraft Corporation failed, the chief designer of the YP-24, [[Robert J. Woods]] was hired by [[Consolidated Aircraft]].<ref name="Wegg p68"/> Woods continued to develop the YP-24, the design becoming the Consolidated Model 25, with all-metal wings replacing the wooden wings of the YP-24 and a larger tail. The Army Air Corps ordered two prototypes as the Y1P-25 in March 1932, to be powered by a [[Curtiss V-1570]]-27, fitted with a turbo-supercharger on the port side of the forward fuselage. The order for the second prototype was quickly changed to a Y1A-11 attack aircraft, omitting the supercharger.<ref name="Pell p2">Pelletier 2000, p. 2.</ref><ref name="Angel p95-6">Angelucci and Bowers 1987, pp. 95–96.</ref>
⚫
First to fly was the Y1P-25, which was delivered to the Air Corps on 9 December 1932. It demonstrated promising performance, reaching a speed of {{convert|247|mph|km/h}} at {{convert|15000|ft|m}}, but was destroyed in a crash on 13 January 1933, killing its pilot, Hugh M. Elmendorf (whose name was later given to [[Joint Base Elmendorf-Richardson|Elmendorf Air Base]] in Alaska).<ref name="Pell p2"/><ref name="Dorr p51">Dorr and Donald 1990, p. 51.</ref>


⚫
First to fly was the Y1P-25, which was delivered to the Air Corps on 9 December 1932. It demonstrated promising performance, reaching a speed of {{convert|247|mph|kph}} at {{convert|15000|ft|m}}, but was destroyed in a crash on 13 January 1933, killing its pilot, Capt. Hugh M. Elmendorf (whose name was later given to [[Joint Base Elmendorf-Richardson|Elmendorf Air Base]] in Alaska).<ref name="Pell p2"/><ref name="Dorr p51">Dorr and Donald 1990, p. 51.</ref>
⚫
The Y1A-11, armed with four forward-firing machine guns instead of the two of the Y1P-25 and racks for 400 lb (182 kg) of bombs was delivered to [[Wright Field]] on 5 January 1933. On 20 January 1933 the Y1A-11 disintegrated in mid-air, again killing the pilot.<ref name="Pell p2-3">Pelletier 2002, pp. 2–3.</ref> Despite the loss of both prototypes in a week, on 1 March 1933, the Air Corps placed an order for four P-30 fighters and four A-11 attack aircraft. These differenced from the prototypes in having stronger fuselages, simplified undercarriages and more powerful engines.<ref name="Pell p3">Pelletier 2002, p. 3.</ref><ref name="Wegg p68"/>

⚫
The Y1A-11, armed with four forward-firing machine guns instead of the two of the Y1P-25 and racks for {{cvt|400|lb}} of bombs, was delivered to [[Wright Field]] on 5 January 1933. On 20 January 1933, the Y1A-11 disintegrated in midair, killing pilot Lt. Irvin A. Woodring.<ref name="Pell p2-3">Pelletier 2002, pp. 2–3.</ref> Despite the loss of both prototypes in a week, on 1 March 1933, the Air Corps placed an order for four P-30 fighters and four A-11 attack aircraft. These production variants differed from the prototypes in having stronger fuselages, simplified undercarriages and more powerful engines.<ref name="Wegg p68"/><ref name="Pell p3">Pelletier 2002, p. 3.</ref>


==Operational history==
==Operational history==
The first P-30 was delivered in January 1934.<ref name="Pell p3"/> Testring showed that the gunner's cockpit was uncomfortable and cold at the high altitudes where the P-30 was intended to fight, while the rearward facing gunners were liable to blackout when the aircraft was manoeuvered.<ref name="Dorr p57">Dorr and Donald 1990, p. 57.</ref> Despite these concerns, on 6 December 1934, the Air Corps placed an order for a further 50 P-30As, with more powerful V-1570-61 engines driving a three-bladed [[variable-pitch propeller]] and with oxygen supplies for the crew.<ref name="Wegg p68-9">Wegg 1990, pp. 68–69.</ref><ref name="Pell p5"/>
The first P-30 was delivered in January 1934.<ref name="Pell p3"/> Testing showed that the gunner's cockpit was uncomfortable and cold at the high altitudes where the P-30 was intended to fight, while the rearward facing gunners were liable to black out when the aircraft was maneuvered.<ref name="Dorr p57">Dorr and Donald 1990, p. 57.</ref> Despite these concerns, on 6 December 1934, the U.S. Air Corps placed an order for a further 50 P-30As, with more powerful V-1570-61 engines driving a three-bladed [[Variable-pitch propeller (aeronautics)|variable-pitch propeller]] and with oxygen supplies for the crew.<ref name="Wegg p68-9">Wegg 1990, pp. 68–69.</ref><ref name="Pell p5"/>


Three of the four P-30s were delivered to the [[94th Pursuit Squadron]] at [[Selfridge Field]] in 1934. The first P-30A, by this time redesignated PB-2A (Pursuit, Biplace), made its maiden flight on 17 December 1935, with deliveries to service units starting on 28 April 1936. The last of the 50 PB-2As were completed by August that year.<ref name="Pell p5"/>
Three of the four P-30s were delivered to the [[94th Pursuit Squadron]] at [[Selfridge Field]] in 1934. The first P-30A, by this time redesignated PB-2A (Pursuit, Biplace), made its maiden flight on 17 December 1935, with deliveries to service units starting on 28 April 1936. The last of the 50 PB-2As were completed by August that year.<ref name="Pell p5"/>


While intended as a high-altitude fighter, the PB-2 flew relatively few high altitude flights, partly because of the discomfort for the crew. One exception took place in March 1937, when a PB-2A was flown to {{convert|39300|ft|m}} before being forced to return to lower altitudes when the aircraft's controls froze.<ref name="Pell p10">Pelletier 2002, p. 10.</ref> On 17 October 1936, a PB-2A flown by Lt. [[John M. Sterling]] won the [[Mitchell Trophy]] [[air race]] with a speed of {{convert|217.5|mph|km/h}}.<ref name="Wegg p69">Wegg 1990, p. 69.</ref> Since the PB-2A was one of the few aircraft at the time to have retractable landing gear, they were frequently damaged in "wheels-up" landings when the pilots forgot to extend the landing gear.<ref name="Pell p9">Pelletier 2002, p. 9.</ref>
While intended as a high altitude fighter, the PB-2 flew relatively few high altitude flights, partly because of the discomfort for the crew. One exception took place in March 1937, when a PB-2A was flown to {{convert|39300|ft|m}} before being forced to return to lower altitudes when the aircraft's controls froze.<ref name="Pell p10">Pelletier 2002, p. 10.</ref> On 17 October 1936, a PB-2A flown by Lt. [[John M. Sterling]] won the [[Mitchell Trophy]] [[air race]] with a speed of {{convert|217.5|mph|kph}}.<ref name="Wegg p69">Wegg 1990, p. 69.</ref> Since the PB-2A was one of the few aircraft at the time to have retractable landing gear, they were frequently damaged in "wheels-up" landings when the pilots forgot to extend the landing gear.<ref name="Pell p9">Pelletier 2002, p. 9.</ref>


One PB-2A was modified to a single-seat configuration as the PB-2A Special, to compete in a 1936 Air Corps competition for a new fighter to replace the [[Boeing P-26 Peashooter]]. It was larger and heavier than the other competitors and was much more expensive. It crashed during testing, with the [[Seversky P-35]] being ordered into production.<ref name="Angel p97"/><ref name="sever p11">Green and Swanborough 1979, p. 11.</ref> One A-11 was converted to the XA-11A testbed with the new 1,000 hp (746 kW) [[Allison V-1710|Allison XV-1710-7]] engine.<ref name="Wegg p69"/>
One PB-2A was modified to a single-seat configuration as the PB-2A Special, to compete in a 1936 Air Corps competition for a new fighter to replace the [[Boeing P-26 Peashooter]]. It was larger and heavier than the other competitors and was much more expensive.{{cn|date=March 2024}} It crashed during testing, with the [[Seversky P-35]] being ordered into production.<ref name="Angel p97"/><ref name="sever p11">Green and Swanborough 1979, p. 11.</ref> One A-11 was converted to the XA-11A testbed with the new {{cvt|1000|hp}} [[Allison V-1710|Allison XV-1710-7]] engine.<ref name="Wegg p69"/>


While the PB-2 was sturdy,<ref name="Pell p9"/> the two-seat fighter concept was obsolete by the time the aircraft entered service,<ref name="Wegg p69"/> and by 1939 all had been replaced in frontline service by [[Seversky P-35]] and Curtiss [[P-36 Hawk]] aircraft. The survivors remained in use as training aircraft until after the start of [[World War II]], with the last being withdrawn from use on 2 June 1942.<ref name="Pell p11">Pelletier 2002, p. 11.</ref>
While the PB-2 was sturdy,<ref name="Pell p9"/> the two-seat fighter concept was obsolete by the time the aircraft entered service,<ref name="Wegg p69"/> and by 1939, all had been replaced in front-line service by [[Seversky P-35]] and [[Curtiss P-36 Hawk]] aircraft. The survivors remained in use as training aircraft until after the start of [[World War II]], with the last being withdrawn from use on 2 June 1942.<ref name="Pell p11">Pelletier 2002, p. 11.</ref>


==Variants==
==Variants==
;Y1P-25
;Y1P-25
:Further development of [[Lockheed YP-24]] with all-metal wing, {{convert|600|hp|kW}} [[Curtiss V-1570]]-27 Conqueror turbosupercharged engine. Two fixed forward firing .30 in machine guns and one flexibly mounted gun in rear cockpit. One built.<ref name="Dorr p51"/>
:Further development of [[Lockheed YP-24]] with all-metal wing, {{cvt|600|hp|kW}} [[Curtiss V-1570-27]] Conqueror turbo-supercharged engine. Two fixed forward firing .30 in machine guns and one flexibly mounted gun in rear cockpit. One built.<ref name="Dorr p51"/>
;Y1A-11
;Y1A-11
:Ground attack version of Y1P-25. Powered by unsupercharged engine and armaent of 4x forward firing .30 in guns in nose, one in rear cockpit and up to 400 lb (182 kg) of bombs. One built.<ref name="Wegg p68"/><ref name="Pell p2-3"/>
:Ground-attack version of Y1P-25. Powered by unsupercharged engine and armament of 4x forward firing .30 in guns in nose, one in rear cockpit and up to {{cvt|400|lb}} of bombs. One built.<ref name="Wegg p68"/><ref name="Pell p2-3"/>
;YP-27
;YP-27
:Proposed variant of Y1P-25 with {{convert|550|hp|kW}} [[Pratt & Whitney R-1340]]-21G Wasp [[radial engine]]. Unbuilt.<ref name="Angel p96">Angelucci and Bowers 1987, p. 96.</ref>
:Proposed variant of Y1P-25 with a {{cvt|550|hp}} [[Pratt & Whitney R-1340]]-21G Wasp [[radial engine]]. Unbuilt.<ref name="Angel p96">Angelucci and Bowers 1987, p. 96.</ref>
;Y1P-28
;Y1P-28
:Proposed variant of Y1P-25 with 600 hp R-1340-19 Wasp. Unbuilt.<ref name="Angel p96"/>
:Proposed variant of Y1P-25 with a {{cvt|600|hp}} R-1340-19 Wasp; unbuilt.<ref name="Angel p96"/>
[[Image:051116-F-1234P-053.jpg|right|thumb|Consolidated A-11 (S/N 33-211, the last A-11 built) - National Museum of the USAF]]
;P-30
;P-30
:Initial production batch for Army Air Corps. {{convert|675|hp|kW}} V-1570-57 turbosupercharged engine. Four built, later redesignated '''PB-2'''.<ref name="Wegg p68"/><ref name="Angel p97"/>
:Initial production batch for Army Air Corps. {{cvt|675|hp}} [[Curtiss V-1570-57]] turbo-supercharged engine. Four built, later redesignated '''PB-2'''.<ref name="Wegg p68"/><ref name="Angel p97"/>
[[File:Consolidated A-11 (SN 33-211).jpg|right|thumb|The last of the four Consolidated A-11s]]
;A-11
;A-11
:Initial production ground-attack aircraft, with unsupercharged V-1570-59 engine. Four built.<ref name="Wegg p68"/>
:Initial production ground-attack aircraft, with unsupercharged V-1570-59 engine. Four built.<ref name="Wegg p68"/>
;P-30A
;P-30A
:Main production fighter powered by {{convert|700|hp|kW}} turbosupercharged V-1570-61 engine. 50 built, redesignated '''PB-2A'''.<ref name="Angel p97"/>
:Main production fighter powered by a {{cvt|700|hp}} turbo-supercharged [[Curtiss V-1570-61]] engine; 50 built, redesignated '''PB-2A'''.<ref name="Angel p97"/>
[[File:Consolidated PB-2A Special on ground rear view.jpg|thumb|right|The PB-2A Special]]
;PB-2A Special
:Seventh PB-2A modified to single-seat configuration. Crashed during flight testing.
;XP-33
;XP-33
: Proposed version with {{convert|800|hp|kW}} [[Pratt & Whitney R-1830]]-1 Twin Wasp engine. Unbuilt.<ref name="Angel p97"/>
: Proposed version with a {{cvt|800|hp}} [[Pratt & Whitney R-1830]]-1 Twin Wasp engine; unbuilt.<ref name="Angel p97"/>
;XA-11A
;XA-11A
:Coversion of A-11 as testbed for {{convert|1000|hp|kW}} [[Allison V-1710|Allison XV-1710-7]]. One converted.<ref name="Wegg p69"/>
:Conversion of A-11 as testbed for {{cvt|1000|hp}} [[Allison XV-1710-7]]. One converted.<ref name="Wegg p69"/>


==Specifications (PB-2A)==
==Specifications (PB-2A)==
{{Aircraft specs
{{aircraft specifications
|prime units?=imp
|plane or copter?=plane
|jet or prop?=prop
|ref=Singular Two-Seater<ref name="Pell p5">Pelletier 2000, p. 5</ref>
|ref=Singular Two-Seater<ref name="Pell p5">Pelletier 2000, p. 5</ref>


|crew=2
|crew=two
|length main=30 ft 0 in
|length ft=30
|length alt=9.14 m
|length in=0
|length m=9.14
⚫
|span main=43 ft 11 in
|span alt=13.38 m
|span ft=43
⚫
|span in=11
⚫
|height main=8 ft 3 in
|height alt=2.51 m
|span m=13.38
⚫
|height ft=8
⚫
|area main=297 ft
|height in=3
⚫
|area alt=27.6 m
|height m=2.51
⚫
|empty weight main=4,306 lb
⚫
|wing area sqft=297
⚫
|empty weight alt=1,950 kg
⚫
|wing area sqm=27.6
|loaded weight main=5,623 lb
|loaded weight alt=2,556 kg
|empty weight lb=4,306
⚫
|empty weight kg=1,950
|useful load main=<!-- lb-->
⚫
|gross weight lb=5,623
|useful load alt=<!-- kg-->
|max takeoff weight main=<!-- lb-->
|gross weight kg=2,556
⚫
|eng1 name=[[Curtiss V-1570-61]] Conqueror
|max takeoff weight alt=<!-- kg-->
⚫
|eng1 type=liquid-cooled [[V12 engine]]

|eng1 number=1
⚫
|engine (prop)=[[Curtiss V-1570]]-61 Conqueror
|eng1 hp=700
⚫
|type of prop=liquid-cooled [[V12 engine]]
⚫
|eng1 kw=520
|number of props=1
|power main=700 hp
⚫
|power alt=520 kW
|max speed main=275 mph
|max speed mph=275
|max speed alt=239 knots, 443 km/h
|max speed kts=239
|max speed more=at 25,000 ft (7,620 m)<ref name="Angel p97">Angelucci and Bowers 1987, p. 97.</ref>
|max speed kmh=443
|max speed note=at {{cvt|25000|ft}}<ref name="Angel p97">Angelucci and Bowers 1987, p. 97.</ref>
|cruise speed main=215 mph
|cruise speed mph=215
|cruise speed alt=187 knots, 346 km/h
|cruise speed kts=187
|cruise speed more=at 15,000 ft (4,600 m)
|cruise speed kmh=346
|cruise speed note=at {{{cvt|15000|ft}}
⚫
|range main=508 mi
|range alt=442 nmi, 818 km
|range miles=508
⚫
|range nmi=442
⚫
|ceiling main=28,000 ft
|range km=818
⚫
|ceiling alt=8,530 m
⚫
|ceiling ft=28,000
|climb rate main=
⚫
|ceiling m=8,530
|climb rate alt=
|more performance=*'''Climb to 15,000 ft (4,600 m):''' 7 min 48 s
|more performance=*'''Climb to {{cvt|15000|ft}}:''' 7 min 48 s


|guns=<br/>
|guns=<br/>
** 2 x 0.30 in (7.62 mm) [[M1919 Browning machine gun|machine guns]] firing through the propeller
** 2 x {{cvt|0.30|in|2}} [[M1919 Browning machine gun|machine guns]] firing through the propeller
** 1 x 0.30 in machine gun in the rear cockpit
** 1 x {{cvt|0.30|in|2}} machine gun in the rear cockpit
|bombs=170 lb (80 kg) bombs
|bombs={{cvt|170|lb}} bombs
}}
}}


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}}
}}


==References==
==Notes==
;Notes
{{reflist}}
{{reflist}}


;Bibliography
==Bibliography==
* Angelucci, Enzo. and [[Peter M. Bowers]]. ''The American Fighter''. New York: Orion Books, 1987. {{ISBN|0-517-56588-9}}.
{{refbegin}}
* Angelucci, Enzo. and [[Peter M. Bowers]], ''The American Fighter''. New York: Orion Books, 1987. ISBN 0-517-56588-9.
* Dorr, Robert F. and David Donald. ''Fighters of the United States Air Force''. London: Temple Press/Aerospace, 1990. {{ISBN|0-600-55094-X}}
* Dorr, Robert F. and David Donald. ''Fighters of the United States Air Force''. London: Temple Press/Aerospace, 1990. ISBN 0 600 55094 X
* Francillon, René J. ''Lockheed Aircraft since 1913''. London: Putnam, 1982. {{ISBN|0-370-30329-6}}.
* Green, William and Gordon Swanborough. "The end of the beginning ... The Seversky P-35". ''Air Enthusiast Ten'', July–September 1979, pp.&nbsp;8–21.
* Francillon, René J. ''Lockheed Aircraft since 1913''. London: Putnam, 1982. ISBN 0-370-30329-6.
* Green, William and Gordon Swanborough. "The end of the beginning...The Seversky P-35". ''Air Enthusiast'', Ten, July–September 1979, pp.&nbsp;8–21.
* Pelletier, Alain J. "Singular Two-Seater: Consolidated's PB-2A – The USAAC's Only Two-Seat Fighter". ''[[Air Enthusiast]] No. 85'', January/February 2000, pp.&nbsp;2–11. ISSN 0143-5450.
* Swanborough, Gordon and Peter M. Bowers. ''United States Military Aircraft Since 1909''. Washington, D.C.: Smithsonian, 1989. {{ISBN|0-87474-880-1}}.
* Pelletier, Alain J. "Singular Two-Seater: Consolidated's PB-2A - The USAAC's Only Two-Seat Fighter". ''[[Air Enthusiast]]'', No. 85, January/February 2000. pp. 2–11. ISSN 0143-5450.
* Swanborough, Gordon and Peter M. Bowers. ''United States Military Aircraft Since 1909''. Washington, DC: Smithsonian, 1989. ISBN 0-87474-880-1.
* Wegg, John. ''General Dynamics Aircraft and their Predecessors''. London: Putnam, 1990. {{ISBN|0-85177-833-X}}.
* Wegg, John. ''General Dynamics Aircraft and theit Predecessors''. London: Putnam, 1990. ISBN 0-85177-833-X.
{{refend}}


==External links==
==External links==
⚫
{{commons category|Consolidated P-30}}
* [http://www.joebaugher.com/usaf_fighters/p30.html Consolidated P-30/PB-2A]
* [http://www.joebaugher.com/usaf_fighters/p30.html Consolidated P-30/PB-2A]
* [http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2197 National Museum of the USAF fact sheet: Consolidated P-30]
* [https://web.archive.org/web/20120921082653/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2197 National Museum of the USAF fact sheet: Consolidated P-30]


{{Consolidated aircraft}}
{{Consolidated aircraft}}
{{USAF attack aircraft}}
{{USAF attack aircraft}}
{{USAF fighters}}
{{USAF fighters}}
{{aviation lists}}


[[Category:United States fighter aircraft 1930–1939|P-30, Consolidated]]
[[Category:1930s United States fighter aircraft|Consolidated P-30]]
[[Category:Consolidated aircraft|P-30]]
[[Category:Consolidated aircraft|P-30]]
[[Category:Single-engine aircraft]]
[[Category:Single-engined tractor aircraft]]
[[Category:Low-wing aircraft]]

[[Category:Aircraft first flown in 1934]]
⚫
[[es:Consolidated P-30]]
[[ja:P-30 (航空機)]]

Latest revision as of 23:28, 13 March 2024

P-30 (PB-2)
Consolidated P-30
Role Fighter aircraft
National origin United States
Manufacturer Consolidated Aircraft
First flight January 1934
Status Retired
Primary user United States Army Air Corps
Number built 60

The Consolidated P-30 (PB-2) was a 1930s United States two-seat fighter aircraft. An attack version called the A-11 was also built, along with 2 Y1P-25 prototypes and YP-27, Y1P-28, and XP-33 proposals. The P-30 is significant for being the first fighter in United States Army Air Corps service to have retractable landing gear, an enclosed and heated cockpit for the pilot, and an exhaust-driven turbo-supercharger for altitude operation.[citation needed]

Design and development[edit]

In 1931, the Detroit Aircraft Corporation, parent company of the Lockheed Aircraft Company, built a two-seat single-engined fighter aircraft based on the Lockheed Altair high-speed transport as a private venture. The prototype, the Detroit-Lockheed XP-900, flew in September 1931 and was purchased by the United States Army Air Corps as the Lockheed YP-24. Its performance was impressive, being faster than any fighter then in service with the Air Corps, and an order for five Y1P-24 fighters and four Y1A-9 attack aircraft was placed for the new aircraft, despite the loss of the prototype on 19 October 1931.[1][2] The Detroit Aircraft Corporation went into bankruptcy eight days later, however, leading to the cancellation of the contract.[1][3]

When the Detroit Aircraft Corporation failed, the chief designer of the YP-24, Robert J. Woods was hired by Consolidated Aircraft.[3] Woods continued to develop the YP-24, the design becoming the Consolidated Model 25, with all-metal wings replacing the wooden wings of the YP-24 and a larger tail. The Army Air Corps ordered two prototypes as the Y1P-25 in March 1932, to be powered by a Curtiss V-1570-27, fitted with a turbo-supercharger on the port side of the forward fuselage. The order for the second prototype was quickly changed to a Y1A-11 attack aircraft, omitting the supercharger.[4][5]

First to fly was the Y1P-25, which was delivered to the Air Corps on 9 December 1932. It demonstrated promising performance, reaching a speed of 247 miles per hour (398 km/h) at 15,000 feet (4,600 m), but was destroyed in a crash on 13 January 1933, killing its pilot, Capt. Hugh M. Elmendorf (whose name was later given to Elmendorf Air Base in Alaska).[4][6]

The Y1A-11, armed with four forward-firing machine guns instead of the two of the Y1P-25 and racks for 400 lb (180 kg) of bombs, was delivered to Wright Field on 5 January 1933. On 20 January 1933, the Y1A-11 disintegrated in midair, killing pilot Lt. Irvin A. Woodring.[7] Despite the loss of both prototypes in a week, on 1 March 1933, the Air Corps placed an order for four P-30 fighters and four A-11 attack aircraft. These production variants differed from the prototypes in having stronger fuselages, simplified undercarriages and more powerful engines.[3][8]

Operational history[edit]

The first P-30 was delivered in January 1934.[8] Testing showed that the gunner's cockpit was uncomfortable and cold at the high altitudes where the P-30 was intended to fight, while the rearward facing gunners were liable to black out when the aircraft was maneuvered.[9] Despite these concerns, on 6 December 1934, the U.S. Air Corps placed an order for a further 50 P-30As, with more powerful V-1570-61 engines driving a three-bladed variable-pitch propeller and with oxygen supplies for the crew.[10][11]

Three of the four P-30s were delivered to the 94th Pursuit Squadron at Selfridge Field in 1934. The first P-30A, by this time redesignated PB-2A (Pursuit, Biplace), made its maiden flight on 17 December 1935, with deliveries to service units starting on 28 April 1936. The last of the 50 PB-2As were completed by August that year.[11]

While intended as a high altitude fighter, the PB-2 flew relatively few high altitude flights, partly because of the discomfort for the crew. One exception took place in March 1937, when a PB-2A was flown to 39,300 feet (12,000 m) before being forced to return to lower altitudes when the aircraft's controls froze.[12] On 17 October 1936, a PB-2A flown by Lt. John M. Sterling won the Mitchell Trophy air race with a speed of 217.5 miles per hour (350.0 km/h).[13] Since the PB-2A was one of the few aircraft at the time to have retractable landing gear, they were frequently damaged in "wheels-up" landings when the pilots forgot to extend the landing gear.[14]

One PB-2A was modified to a single-seat configuration as the PB-2A Special, to compete in a 1936 Air Corps competition for a new fighter to replace the Boeing P-26 Peashooter. It was larger and heavier than the other competitors and was much more expensive.[citation needed] It crashed during testing, with the Seversky P-35 being ordered into production.[15][16] One A-11 was converted to the XA-11A testbed with the new 1,000 hp (750 kW) Allison XV-1710-7 engine.[13]

While the PB-2 was sturdy,[14] the two-seat fighter concept was obsolete by the time the aircraft entered service,[13] and by 1939, all had been replaced in front-line service by Seversky P-35 and Curtiss P-36 Hawk aircraft. The survivors remained in use as training aircraft until after the start of World War II, with the last being withdrawn from use on 2 June 1942.[17]

Variants[edit]

Y1P-25
Further development of Lockheed YP-24 with all-metal wing, 600 hp (450 kW) Curtiss V-1570-27 Conqueror turbo-supercharged engine. Two fixed forward firing .30 in machine guns and one flexibly mounted gun in rear cockpit. One built.[6]
Y1A-11
Ground-attack version of Y1P-25. Powered by unsupercharged engine and armament of 4x forward firing .30 in guns in nose, one in rear cockpit and up to 400 lb (180 kg) of bombs. One built.[3][7]
YP-27
Proposed variant of Y1P-25 with a 550 hp (410 kW) Pratt & Whitney R-1340-21G Wasp radial engine. Unbuilt.[18]
Y1P-28
Proposed variant of Y1P-25 with a 600 hp (450 kW) R-1340-19 Wasp; unbuilt.[18]
P-30
Initial production batch for Army Air Corps. 675 hp (503 kW) Curtiss V-1570-57 turbo-supercharged engine. Four built, later redesignated PB-2.[3][15]
The last of the four Consolidated A-11s
A-11
Initial production ground-attack aircraft, with unsupercharged V-1570-59 engine. Four built.[3]
P-30A
Main production fighter powered by a 700 hp (520 kW) turbo-supercharged Curtiss V-1570-61 engine; 50 built, redesignated PB-2A.[15]
The PB-2A Special
PB-2A Special
Seventh PB-2A modified to single-seat configuration. Crashed during flight testing.
XP-33
Proposed version with a 800 hp (600 kW) Pratt & Whitney R-1830-1 Twin Wasp engine; unbuilt.[15]
XA-11A
Conversion of A-11 as testbed for 1,000 hp (750 kW) Allison XV-1710-7. One converted.[13]

Specifications (PB-2A)[edit]

Data from Singular Two-Seater[11]

General characteristics

  • Crew: two
  • Length: 30 ft 0 in (9.14 m)
  • Wingspan: 43 ft 11 in (13.38 m)
  • Height: 8 ft 3 in (2.51 m)
  • Wing area: 297 sq ft (27.6 m2)
  • Empty weight: 4,306 lb (1,950 kg)
  • Gross weight: 5,623 lb (2,556 kg)
  • Powerplant: 1 × Curtiss V-1570-61 Conqueror liquid-cooled V12 engine, 700 hp (520 kW)

Performance

  • Maximum speed: 275 mph (443 km/h, 239 kn) at 25,000 ft (7,600 m)[15]
  • Cruise speed: 215 mph (346 km/h, 187 kn) at {15,000 ft (4,600 m)
  • Range: 508 mi (818 km, 442 nmi)
  • Service ceiling: 28,000 ft (8,530 m)
  • Climb to 15,000 ft (4,600 m): 7 min 48 s

Armament

  • Guns:
    • 2 x 0.30 in (7.62 mm) machine guns firing through the propeller
    • 1 x 0.30 in (7.62 mm) machine gun in the rear cockpit
  • Bombs: 170 lb (77 kg) bombs

See also[edit]

Related development

Aircraft of comparable role, configuration, and era

Related lists

Notes[edit]

  1. ^ a b Francillon 1982, pp. 114–115.
  2. ^ Angelucci and Bowers 1987, p. 262.
  3. ^ a b c d e f Wegg 1990, p. 68.
  4. ^ a b Pelletier 2000, p. 2.
  5. ^ Angelucci and Bowers 1987, pp. 95–96.
  6. ^ a b Dorr and Donald 1990, p. 51.
  7. ^ a b Pelletier 2002, pp. 2–3.
  8. ^ a b Pelletier 2002, p. 3.
  9. ^ Dorr and Donald 1990, p. 57.
  10. ^ Wegg 1990, pp. 68–69.
  11. ^ a b c Pelletier 2000, p. 5
  12. ^ Pelletier 2002, p. 10.
  13. ^ a b c d Wegg 1990, p. 69.
  14. ^ a b Pelletier 2002, p. 9.
  15. ^ a b c d e Angelucci and Bowers 1987, p. 97.
  16. ^ Green and Swanborough 1979, p. 11.
  17. ^ Pelletier 2002, p. 11.
  18. ^ a b Angelucci and Bowers 1987, p. 96.

Bibliography[edit]

  • Angelucci, Enzo. and Peter M. Bowers. The American Fighter. New York: Orion Books, 1987. ISBN 0-517-56588-9.
  • Dorr, Robert F. and David Donald. Fighters of the United States Air Force. London: Temple Press/Aerospace, 1990. ISBN 0-600-55094-X
  • Francillon, René J. Lockheed Aircraft since 1913. London: Putnam, 1982. ISBN 0-370-30329-6.
  • Green, William and Gordon Swanborough. "The end of the beginning ... The Seversky P-35". Air Enthusiast Ten, July–September 1979, pp. 8–21.
  • Pelletier, Alain J. "Singular Two-Seater: Consolidated's PB-2A – The USAAC's Only Two-Seat Fighter". Air Enthusiast No. 85, January/February 2000, pp. 2–11. ISSN 0143-5450.
  • Swanborough, Gordon and Peter M. Bowers. United States Military Aircraft Since 1909. Washington, D.C.: Smithsonian, 1989. ISBN 0-87474-880-1.
  • Wegg, John. General Dynamics Aircraft and their Predecessors. London: Putnam, 1990. ISBN 0-85177-833-X.

External links[edit]

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