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The Consolidated PB2Y, along with the Sikorsky PBS and Martin PB2M, was one of the large, four-engine flying boats developed to fulfill the Navy’s “Sky Dreadnought” concept, which aimed to have long-range bombers operate from widely dispersed sea bases while also serving traditional maritime patrol functions. Consolidated was awarded a contract on July 27, 1936, to build one flying prototype of the Model 29 under the designation XPB2Y-1. Although it shared some features with its PBY predecessor, such as folding wing floats and a cruciform tail group with a single fin and rudder, the XPB2Y-1 had a deeper hull with a fully-cantilevered wing mounted directly atop the fuselage without any supporting pylon. Its higher aspect ratio wing, swept from the leading edge, carried a load factor of approximately 133 kg/m² (30 lbs. per sq. ft.), which was about thirty percent higher than that of the contemporaneous PBY-2. Except for moveable control surfaces, the entire structure was skinned in stressed aluminum. The aircraft achieved a very clean overall configuration by housing all droppable munitions in flush bays under the wings. The XPB2Y-1 made its first flight from San Diego on December 17, 1937, but serious problems with directional stability were encountered, requiring finlets to be added to the horizontal stabilizers after the third flight. Further testing revealed continuing stability problems and the need to improve the hydrodynamic characteristics of the hull planing surfaces. The prototype returned to the factory and emerged in mid-1938 with a totally redesigned empennage that had twin circular fins and rudders end-mounted to a new horizontal stabilizer with about six degrees of dihedral. The rear step had been lengthened to extend almost halfway to the tail to enhance hull performance. Following suitability trials, the Navy accepted the XPB2Y-1 and assigned it to the Aircraft Scouting Force as the admiral’s “flagship.” In March 1939, BuAer authorized Consolidated to build six PB2Y-2s after virtually redesigning the hull. The hull was deepened, which allowed the wing to be moved down to a shoulder position on the fuselage. Streamlining and hydrodynamics were improved by smoothing the bow into a reshaped nose turret. The fins and rudders were enlarged, similar to those of the Model 31 (see P4Y), and the available horsepower was boosted by fifteen percent with an upgrade to R-1830-78 engines. The first PB2Y-2, named “Coronado” by the factory, was delivered to the Navy on December 31, 1940, and four more were accepted by mid-1941. Circular windows appeared on each side in the waist, and a dorsal blister behind the wing housed new gunner’s positions.
The PB2Y flying boat underwent several modifications and production variants during its service with the Navy. While the empty weight increased by 3,402 kg (7,500 lbs.), the top speed of the latest model, the PB2Y-3, improved to 410 km/h (255 mph) at 5,791 m (19,000 ft), making it the fastest in the series. Additionally, its normal range was nearly double that of the PBY-5. The Navy primarily used the five PB2Y-2s it received for operational training and evaluation, and the sixth PB2Y-2 was modified to the updated production standard and designated as the XPB2Y-3. Another PB2Y-2, equipped with Wright R-2600 Twin Cyclone engines, later became the XPB2Y-4. The main concern of the Navy regarding the production of the PB2Y was its cost, as three PBYs could be purchased for the price of one PB2Y (approximately $300,000). As a result, the Navy preferred to invest in a larger number of twin-engine patrol aircraft distributed over a wider area of the ocean, which was deemed a better long-term strategy, particularly in the Pacific. In November 1940, Consolidated received a contract for 210 production aircraft, of which 177 were to be delivered to the Navy as the PB2Y-3 and thirty-three to Great Britain as the PB2Y-3B. The PB2Y-3 was heavier by 2,585 kg (5,700 lbs.) and featured self-sealing fuel tanks, 907 kg (2,000 lbs.) of armor protection in vital areas, twin-gun power-operated turrets in the bow, dorsal, and tail positions, and two flexible waist guns. Production of the PB2Y-3s began in the summer of 1942, but by that time, the Navy had already shifted its focus to building a fleet of fast carriers using smaller aircraft for bombing missions. As a result, the PB2Ys were repurposed as over-ocean transports due to their large cargo capacity and superior range. When 136 PB2Y-3s had been delivered by October 1943, the remaining 41 airframes were completed by Rohr Aircraft Corp. as unarmed PB2Y-3R transports, which were 3,628 kg (8,000 lbs.) lighter and could carry up to forty-four passengers or 7,257 kg (16,000 lbs.) of cargo. Only ten PB2Y-3Bs were ultimately delivered to Britain, where they were stripped of armament and used exclusively as transatlantic transports. As Navy land-based aircraft (such as the PB4Y Liberators) took over the maritime patrol role, most PB2Y-3s were withdrawn from patrol units and converted to serve as transports. Some PB2Y-3s were fitted with low-altitude R-1830-92 engines with single-stage superchargers and returned to service as PB2Y-5Rs, while others received a new cabin arrangement for twenty-five medical litters and became the PB2Y-5H. All PB2Ys were retired from Navy service shortly after the end of World War II. Due to limited demand for large flying boats in the post-war period, there was practically no market for surplus PB2Ys.