The Larry Westin Consolidated photo
page features the Consolidated PB2Y Coronado flying boat and the
B-36 Peacemaker bomber. Also included are other Consolidated,
Convair and General Dynamics aircraft; including the B-24
Liberator, C-87 Liberator Express (cargo verson of B-24), Model
39 Liberator Liner, L-5 Sentinel, L-13, B-32 Dominator, XB46, B58
Hustler, PBY Catalina, T-29 Flying Classroom, YB-60 Jet
Peacemaker, XC-99 Cargo version of the B-36, the WB-57F, the
General Dynamics modified Martin B-57 Canbera, the BT-13
"Vibrator" and the Convair 240, 340 and 440
Last Updated 11/22/16.
Long range propeller driven
aircraft are a personal favorite. Flying boats of the late
1930's really began practical long range flying. Four engine
flying boats such as the Short Sunderland, and "C" and
"G" class flying boats; as well as the American Martin
M-130 "China Clipper" and Boeing 314 are very famous.
The Consolidated PB2Y Coronado featured here, although possibly
the least known American 4 engine flying boat, was also the most
produced American 4 engine flying boat with 217 examples built.
Very nice inflight view of a PBY Catalina, I
can't tell from this image if it is a PBY-5 Seaplane, or a PBY-5A
Amphibian. Check the top of the engine nacelles as this airplane has
shrouds around the exhausts which are used to direct hot exhaust gas
out to deice the wing. B&W, about 275K, added
Inflight view of a PBY-5A
Catalina. This is the amphibian -5A. Note all the antennas
for the early radar. About 69K, added
Nice inflight view of RCAF PBY-5A Catalina
Amphibian. RCAF serial number 9771 just barely on the water. This
particular airplane operated in British Columbia during WWII.
B&W, about 275K, added
Ground view of a PBY-5A Catalina Amphibian
showing the extended landing gear of the amphibian. This airplane also
has shrouds around the exhausts which are used to direct hot exhaust gas
out to deice the wing. B&W, about 126K, added
Consolidated PB2Y Coronado four
engine flying boat
PB2Y-2 Ifnlight. This was the first production airplane,
bureau number 1633, delivered to the Navy December 31, 1940. Non
camoflauged. B&W, about 191K, added
Inflight view of a Consolidated Vultee
P-66 Vanguard. Sweden originally ordered 144 P-66 aircraft. When
Pearl Harbor was attacked on Dec. 7, 1941 the aircraft were embargoed
with 129 eventually going to China, with the USAAF keeping 15 for
training. Engine was the Pratt and Whitney R-1830. B&W, about 199K,
Inflight view of Consolidated Vultee
A-35B-10-VN Vengeance RAF serial number AN562 (crudely censored
on the photograph, but visible). This was the 244th Vengeance built
by Consolidated Vultee at Downey, California. Airplane was transferred
to the RAAF as A27-253. It was struck off charge on February 8, 1949.
B&W, about 213K, added 01/22/16.
BT-13 Valiant (commonly called the
Nice inflight view of a
"Vibrator". This photo is of sn 40-1190, The 300th
BT-13 built, last of the first batch. B&W, about 104K,
Beautiful inflight view of a BT-13A
"Vibrator". Although officially named the
"Valiant" it was more commonly called the
"Vibrator." This photo is of sn 41-22172. Lettering
near front cockpit says the aircraft is from Minter Field.
B&W, about 49K. added
Inflight view of a BT-13A
"Vibrator". This photo is of sn 41-9649. B&W,
about 112K, added
A nice color inflight view of B-24A
Liberator. This is serial number 40-2369, the first
production B-24. Large American flags painted on the nose and on
the top of the fuselage. Color, about 264K, added 11/29/98.
Nice inflight view of B-24D-5-CO
Liberator. This is USAAF serial number 41-23788.
B&W, about 334K, added 01/29/16.
A very nice inflight view of B-24M-45-CO
Liberator. This is USAAF serial number 44-42691, Consolidated
San Diego c/n 6627, one of the last B-24's built. Later it
was converted to F-7B standard. This was one of the last B-24's manufactured.
B&W, about 412K, added 01/22/16.
C-87 & RY3 Liberator
Ground view of the C-87 Liberator
Express, the cargo version of the B-24 Liberator bomber.
About 66K, added
Ground view of the C-87 Liberator
Express, this view shows left rear side of the C-87.
Added 10/26/08 about
Very nice inflight view of C-87 Liberator
Express, serial number 44-52987, the last C-87 built. About
158K, added 09/17/08.
Nice inflight side view of
RY-3 Privateer the Navy version of the Liberator Express, bureau number 90021.
This airplane was transferred to the RAF as Liberator C.IX JT973. Note the RY-3
has a single vertical stabilizer and rudder similar to very late B-24's. B&W, about 193K,
An inflight view of Consolidated
Model 39 Liberator-Liner. Toward the end of World War II
Consolidated used the wings of a B-24, the tail of a PB4Y-2
Privateer, and built an entirely new fuselage to create this
special built freighter. Consolidated built just two of these
aircraft. That shown is NX30039 in the livery of American
Airlines who flew this airplane for about 3 months. Shortly
afterward this aircraft, as well as the second example registered
NX3939, were scrapped as no interest was shown by the airlines,
particularly since many surplus transports were becoming
available at very low cost. This aircraft is also identified as
the Convair model 104. About 119K, added
42-108472. This is the second production B-32 built. Note the
single rudder trim tab of the -1-CF aircraft. This aircraft had
the nose gear collaspe on its delivery flight to the USAAF. The
aircraft was damaged beyond repair in the landing accident.
B&W, about 63K, added
Serial Number 42-108522. The TB-32's lacked the gun turrets
of the bombardment aircraft. Except for the missing turrets this
photo is representative of the few combat aircraft built. A very
nice inflight view, B&W, about 28K, added
Ground view of
B-32 Dominator Serial Number 42-108537. The full designation of this
airplane is B-32-20-CF. It appears this image was taken at Kingman,
Arizona where many WWII aircraft were scrapped. B&W, about 126K,
Very nice inflight view of
Serial Number 42-108547. The full designation of this airplane is
B-32-25-CF. Of the total of 118 B-32's manufactured, 3 were prototypes,
40 were TB-32 trainers, and 75 were operational bombers. This particular
bomber was assigned to the Army Air Forces Proving Ground Very Heavy
Bomber Unit, Squadron "E" at Eglin Field, Florida. Used to develop
operational use of the B-32, this particular aircraft is equipped with
full armament, however it never saw combat.
A very nice inflight view, B&W, about 135K.
Inflight view of a TB-32,
unfortunately I cannot see the serial number on the photograph.
About 31K, added
Last of the
B32's, believed to be the last B32. Eventually scrapped.
Via Mark Natola, about
32K, added 04/01/98.
Stinson (Consolidated Vultee) L-5
Ground view of a Stinson L-5
Sentinel. There is no serial number visible, however
examination of the print shows this airplane has full span
leading edge slots on the wings. Only the prototype, civil
registration NX27772, had full span slots. These long slots
caused a big problem trying to recover from spins, and they were
shortened to half span on this airplane, and all subsequent L-5
Sentinels. B&W, about 53K, Added
Stinson (Consolidated Vultee) Model
and Flying Station Wagon
Several images of Stinson
Airplanes. This link takes you to my Stinson photo page.
Several Stinson's are available. Added 01/01/02, updated frequently.
Stinson (Consolidated Vultee)
Ground view of the First Stinson
XL-13 serial number 45-58708. The first two XL-13 aircraft
were built at the Stinson Wayne, Michigan facility. Follow on
production occurred at the Convair San Diego facility. B&W,
about 102K, added
Inflight view of the first production Stinson
(Consolidated Vultee, later Convair) L-13A serial number
46-068. The L-13 was designed by Stinson at their Wayne, Michigan
facility. Two prototypes were built and flown by Stinson at
Wayne, MI. With the sale of the Stinson division to Piper in late
1948, Consolidated Vultee kept the rights to the L-13, and put it
into production at the San Diego, California, Convair plant.
Eventually 300 L-13's were built. B&W, about 51K,
Second inflight view of the First Stinson
Production L-13A serial number 46-068. This view shows the
right side of the airplane. B&W, about 94K, added 11/13/11.
View of an early B-36B
Peacemaker at Carswell AFB, Fort Worth, Texas. This is the
first production version of the B-36 before the jet engines were
added. Two aircraft can be seen in this image. My thanks to
homepage visitor Steve
Moseley for sending me this image. About 59K,
A beautiful Convair RB-36D
In-flight serial number 44-92057. This airplane was originally
built as a B-36B-10-CF and was the first B-36 modified to have added
jet power in early 1949. The view of this RB-36D is 1/2 front, right
side, slightly above, over clouds, over Carswell AFB, Fort Worth.
B&W, about 283K. Added 08/17/00.
Same Convair RB-36D serial
number 44-92057, manufacture serial number 54. In-flight Convair RB-36D
Peacemaker. The view is 1/2 front, right side, slightly above, over clouds.
B&W, about 38K. Added 08/17/00.
A view of a RB-36D 49-2688,
this time a side view from slightly above. B&W, about 50K,
RB-36D. This is the same airplane, 49-2688, but from slightly
below. USAF photo. B&W, about 26K, added
B-36D 44-92095, this airplane was originally built as a
B-36B, and modified into a B-36D with the jet engines. A fine
inflight view scanned to a higher resolution. B&W, about
201K, added 10/24/11.
RB-36E. This airplane, serial number 44-92020, was built as a
B-36A and later modified to the RB-36E configuration shown here.
Photo by Warren M.
Bodie via the Frederick G. Freeman collection.
About 28K, added
During the 1950's aeronautical engineering was making significant
changes and trying new ideas. Here is a view of
GRB-36F serial number 49-2707. This airplane was originally built
as a B-36F-1-CF Peacemaker. In 1951 it was modified to "FICON"
configuration (FICON standing for "Fighter Conveyor"). As a FICON
the GRB-36F could carry into the air, launch and recover a fighter. Also
shown in this image is a YRF-84F, serial number 49-2430 about to be
recovered to the GRB-36F. Ten production FICON aircraft were modified
B-36D airplanes. Program lasted until 1953 when the USAF decided it wasn't
as practical as hopped. Originally it was intended to use a McDonnell XF-85
as the fighter, however tests with a B-29 showed the XF-85 very difficult
to link up with the B-29. After serving as the FICON prototype carrier, this
B-36 was further modified to the "Tom-Tom" carrier configuration
where a F-84 was to be pulled on each wingtip of the B-36. The Tom-Tom proved impractical.
B&W, about 137K, added 01/25/16.
Inflight view of Convair
NB-36H serial number 51-5712. This airplane was built as a B-36H-20-CF and
was damaged in the tornado August 1, 1952. It was modified to NB-36H with an
operating nuclear reactor. The nuclear reactor did not provide any propulsion
to the airplane, rather it was tested to measure radiation on the crew.
B&W, about 137K, added 01/25/16.
An Aerial view
of the Convair plant during B36 production. Taken during the
height of B-36 production, also shown are both YB-60 aircraft,
one at the middle right, the other almost in the center between
hangars. My thanks to Patrick
Gallagher, a long time General Dynamics, now
Lockheed-Martin, employee for this image. B&W, about 197K,
Convair YB-60 Jet
Close up of the YB-60 Nose.
This photo shows the unusual weights added to the nose gear when
fuel tanks were enpty. My thanks to Don Pyeatt and Prentiss Hutcheson for providing
the print. About 40K, added
YB-60. Seen at Fort Worth, believed to be the first airplane
49-2676. My thanks to Don
Pyeatt for sending me the photograph. About 35K,
Inflight. 49-2676 on its first publicly released flight view
(could not tell from the press release if this was the first
flight). My thanks to Don
Pyeatt and Prentiss
Hutcheson for providing the print. About 46K,
from Above clearly showing the wing plan of airplane number
1, 49-2676. My thanks to Don
Pyeatt and Prentiss
Hutcheson for providing the print. About 61K,
Convair XC-99 Cargo version of the
Some of the photo's of the XC-99 were
taken August 1997 by David
ground view of the Consolidated XC-99. Color images during
the 1940's are unusual. Here is a very nice color side view
of the XC-99, probably at the time of its first flight. Note the
large number of people watching, most likely at San Diego,
California. My thanks to Bob
Trennert for sending this image. About 74K,
XC-99. A very nice right side view in flight. This is the
only XC-99 built, a derivative of the B-36. Serial number is
43-52436. This is a factory photo taken early in the career of
the XC-99, about 1949, as it does not have radar nose installed
later in its life. Fairly high resolution, very nice inflight
view, about 115K, added
NOVEMBER 2006 UPDATE - the
USAF National Air Force Museum at Wright-Patterson AFB is in the
process of restoring the XC-99. As you might imagine this is a
massive undertaking. To accomplish this huge restoration the
XC-99 is being dismantled and shipped to Ohio. April Hight took this November
2006 image of the XC-99 Well
into the Dismantling stage, and I thank her for sending it to
me. About 154K, added
XC-99. A 1/2 Right Rear overview. This is the only XC-99
built, a derivative of the B-36. Serial number is 43-52436. My
Thanks to David Talley
for sending me the photograph, taken 8/97. About 52K,
XC-99 seen from the rear. This XC-99 was a cargo derivative
of the B-36. Only one XC-99 was built, 43-52436. My thanks to
David Talley for
sending me the photograph which was taken 8/97. About 37K,
this is another 1/2 right rear view, closer than the view above.
My thanks to David
Talley for sending me the photograph, taken 8/97.
About 41K, added
Propeller, this view shows a close up of one of the six
pusher propellers used on the XC-99. My thanks to David Talley for sending this
photograph, taken 8/97, about 38K, added
inflight. This view shows the XC-99 during its work days,
before the radar was added to the nose. Quite a contrast to the
deteriorated condition it is now. My thanks to Tim Barber, about 34K,
Inflight view of the Consolidated Vultee XB46 Bomber.
This airplane is sn 45-59582. Appears to be over the Mojave
Desert near El Mirage dry lake. About 86K, added 11/2/98.
A second inflight view of the Consolidated Vultee XB46 Bomber.
This is the only XB46 built, sn 45-59582. About 39K, added 11/2/98.
Convair model 2 XF2Y-1 Seadart
shown on the water during takeoff. Convair built 3 Seadart aircraft that
actually flew. I believe this is XF2Y-1 Bureau number 137634. The other
XF2Y-1, Bureau number 137635 was canceled and not built. The other
built and flown Seadarts were model YF2Y-1 with Bureau numbers 135762
and 135763. YF2Y-1 135762 broke up in the air and crashed. Normally the
first aircraft of a type is an "X" and service test aircraft
are "Y." In this case the X aircraft did fly first, what is
unusal is the X aircraft have higher Bureau numbers than the Y aircraft.
There are four F2Y-1 aircraft on display, two of these did not fly.
B&W, about 144K, Added 09/28/15.
Toward the end of WWII Convair received a contract to build a fighter with both a
propeller turbine engine, and a pure jet engine fighter. This is an inflight view of
XP81 serial number 44-91000. Convair is on the vertical stabilizer, while Consolidated
Vultee is on the nose. Air intakes for the jet engine are on the side of the airplane
just behind the canopy. B&W, about 250K, Added 01/25/16.
T-29A Flying Classroom. Serial number 49-1936, inflight view
shows clearly the 4 astrodomes and multitude of antennas.
B&W, about 40K, added
T-29B Flying Classroom Serial number 51-5118, inflight view
similar to the "A" model above. B&W, about 55K,
UPDATE - Jason McMahon, a Convair pilot
for Honeywell Flight Test suggested this airplane was now on the
FAA register as N99380. Checking I found 51-5118 was construction number
249, and Convair c/n 249 is now shown as a model Convair 240, N99380
on the FAA register. It appears it retains the Pratt and Whitney
R-2800 engines. Airplane information
Ground side view of
VT-29B USAF 51-5164, msn 240-295, taken at Edwards AFB about 1960. This
airplane was manufactured as a T-29B and later converted to VT-29B. This airplane
has an unique "thimble" nose of unknown purpose. The T-29
aircraft were delivered without weather radar which was addded at a later
date. On USAF T-29 aircraft the radar antenna was installed under the
fuselage. Later this airplane went to a civilian operator as N80150.
B&W, about 195K, added 01/25/16.
Ground 1/2 front view of
VT-29B USAF 51-7916 at Edwards AFB about 1960. This airplane is msn 240-328 and
has the standard T-29B/VT-29B nose with the weather radar antenna under the fuselage.
Later this airplane was sold to a civilian operator as N147PA. B&W, about 212K,
Inflight view of
R4Y-1, Bureau number 141000, manufactures c/n 283, built in 1955.
To the Davis-Monthan AFB "bone yard" as 1G004 Oct 25, 1979.
Later sold and converted to a model Convair 640 with Rolls Royce Dart
engines. Currently on the FAA register as N866TA. B&W, about 167K,
Civilian Convair 240's - 340's -
Ground side view of Convair 240,
registered to American Airlines, NC94219, a model 240-0, named
Flagship Newark, this is construction number 33, delivered March
9, 1948. B&W, about 70K. Added
Inflight view of the above photo, Convair 240
NC94219, an American Airlines model 240-0, named Flagship
Newark, this is construction number 33, delivered March 9, 1948.
B&W, about 102K. Added
Inside cabin view of Convair
240. The interior is one of the Pan American Convair
240's with seating 2 on each side of the aisle with 10 rows,
40 passengers total. B&W, about 144K. Added 06/12/13.
United Air Lines Convair 340 c/n 2 FAA registration N73102
Force Landed during a regularly scheduled flight
after both engines stopped due to fuel starvation
December 30, 1964 at Saugus (now Santa Clarita), California
with 4 crew members & 43 passengers on board - no injuries
Inflight view of Convair 340, N73102,
from below registered to United Airlines, a model
340-31, construction number 2. This was the first Convair 340 for
United. B&W, about 130K. Added
Second inflight view of Convair 340,
N73102, from above registered to United Airlines, N73102, a model
340-31, c/n 2. This was the first Convair 340 for United.
B&W, about 123K. Added
This airplane, N73102, experienced a forced landing only a few
miles from my home in Saugus, California on December 30, 1964.
United scheduled this aircraft to fly a non stop flight from
Freseno Air Terminal (FAT), to Los Angeles International Airport
(LAX), a distance of 209 statue miles, 181 nautical miles. While
over the Santa Clarita Valley, the town of Saugus, both engines
stopped. The United pilot did an excellent job of making a
"dead stick" forced landing, gear up, in an onion field
in Saugus, CA. This is an aerial view of Convair 340
N73102 immediately after the forced landing in a Saugus field
showing the entire airplane in the field. Appears that some of
the crew are still on site. Only 2 minor injuries occurred to the
43 passengers, and 4 crew. Image B&W, about 180K,
United mechanics hoisted the airplane, lowered the landing gear,
replaced the propellers and some other parts. Convair 340
N73102 being given basic repairs on site after a forced
landing. A United Airlines pilot made the take off from the
onion field, flew the airplane gear down to San Francisco for in
depth mechanical examination of the ship. Images B&W., about
162K, Added 07/20/08.
Crew of the United Convair 340 was Pilot William M. Wade, Co-Pilot
Jerry J. Campbell, Stewardesses Carolyn Day and Irene Benz. Known
passenger names are Al Baker, Joann Cox, Martin Matich and Evelyn
Matich, Mr. & Mrs. Douglas McKay who were taken to the hospital
with minor injuries. My thanks to Tiffany Howard
for providing names, and for correcting my spelling errors. Names added 02/16/14,
spelling updated 08/17/16.
Cause of both engines stopping (the engines didn't fail) was
fuel starvation. Talking with a retired American Airlines pilot
who knew United Captain Wade, he told me the crew encountered a
fuel pump problem at Fresno. To overcome this the crew started
the engine with the problem fuel pump using fuel cross feed from
the working engine. Fuel cross feed allows an engine with a good
fuel pump to send fuel to the opposite engine. Problem here,
according to the American Airlines pilot, was the United crew
failed to turn OFF the cross feed after the second engine stated.
So both engines fed off the same fuel tank. With both engines
feeding from one tank the engines quit about 35 miles north of
their intended destinaion. Today that onion field no longer
exists, houses now occupy the fields where onions once
UPDATE - John Wade, son of United Captain
William Wade, the pilot, provided corrections and additional
information. My earlier versions incorrectly said Bakersfield was
the origin of the flight, actually it was Fresno Air Terminal
about 100 miles north of Bakersfield. Second, and very important,
was at the time there was an error in the flight manual about
crossfeed operation. "He was operating the x-feed system in
line with how they were trained. Both training and maintenance
erroneously thought that the Convair, like the DC-6, had a check
valve that prevented transferring fuel from tank to tank. Even
the flight manual at the time was wrong. Dad essentially got led
into a trap." John Wade also believes the aircraft landed in
a beet field, which may be correct, however I have left it onion
field based on living there.
"Some more details on the landing, he was IFR, ATC initially
misidentified him and he had the situational awareness not to
panic and take the first heading they gave him. Good thing as he
would have hit a mountain while still in the clouds. He popped
out of the clouds in a valley, did a 180 to line up with the beet
field and on short "final," had to fly under some power
lines to make the partial flap, gear up landing. On a humorous
note, after they deplaned an elderly woman asked Dad if this
meant she would miss her connection in LAX!"
Bottom line is Captain Wade showed considerable airmanship in a
fine off airport landing, especially so with only 2 minor
injuries to passengers or crew. The passenger who asked if she
would miss her connection at LAX gives a good indication that the
passengers felt he did an excellent job. Local television
interviewing other passengers give the same view from the
UPDATE - Jim Mosley, lived in the area and
actually witnessed the forced landing. Mosley indicates there are
some errors with my explanation. First the landing was made in a
carrot field (Wemaster note - when I moved to the area a few
years after the incident, both carrots and onions were major
crops in the area), and second Mosley indicated the airplane
didn't land under any electrical wires. Mosley's father
was the manager of the Newhall ranch. He got a caterpillar and
flatbed trailer and brought all the passengers to their home.
United airlines bought us new carpet after that event, the mud
was terrible. Mosley also witnessed the takeoff, which although a
shorter runway than normal, did clear the power lines by a good
I'm still looking for a photograph of the take off. Local
schools let out to view the takeoff. All B&W, about 130K,
123K and 161K respectively, added 07/20/08, last updated 05/28/12.
United sold N73102 to Frontier Airlines in September 1966.
Frontier converted the airplane to a model 580 (turbo prop
engines) in December 1966. Frontier flew the airplane until
February 1984 when it was sold to Aspen Airways. Today that
airplane continues to fly by Honeywell Corporation and registered
as N580AS. My thanks to Mark
Black for providing the current status of this
airplane. Status info Added
UPDATE - Jason McMahon, a Convair pilot
for Honeywell Flight Test provides additional information about
this unique Convair. "The aircraft was acquired in about 1992 by
Allied Signal (hence it's former registration, N580AS) and was
based in South Florida. The aircraft has been used as a flying
avionics testbed since that time, and one of its unique missions
has been to develop, test and certify windshear warning systems
(it has been flown into actual windshear conditions many times
over the years as part of the flight test profiles). In 1998 the
aircraft was relocated to Paine Field in Everett, WA where it continues
to fly often to test Honeywell's latest avionics technologies and
products; Allied Signal became Honeywell and the aircraft was
re-registered as N580HW. Much of its test flying nowadays involves
testing terrain awareness and warning systems (EGPWS), collision
avoidance systems (TCAS), weather radar and windshear systems,
navigation receivers, radar altimeters and a variety of other products."
Current status info Added 05/26/14.
Convair B-58 Hustler, a
beautiful inflight view of serial number 60-118. About 46K,
"General Dynamics" WB-57F
(Modified Martin Canbera)
63-13502 Inflight - Beautiful view. Image set to 509x386 pixels
for viewing on standard 640x480 resolution screens. Consolidated
(General Dynamics) modified Martin RB-57D serial number 53-3970
to build this airplane. Although it started as a RB-57D, it is an
almost entirely new airplane. About 58K. My thanks to
Don Pyeatt and
Prentiss Hutcheson for
making this photo available. Added
09/14/97. Also available is another image of the same
photograph, this is a WB-57F in High
Resolution for more detail. About 504K, Added 5/29/05.
Inflight view of Convair Convair 880 of Japan
Air Lines, registration JA8021, a model 22m-2, c/n 22-7-5-57, individual aircraft
name Sakura. Convair manufactured 65 880 airliners. B&W, about 311K,
Ground view Convair Convair 880 of Delta
Air Lines, registration N8812E, a model 22-2, c/n 22-00-51, Delta fleet number
912. Delta Air Lines operated 17 Convair 880 aircraft. B&W, about 337K,
Inflight view of Convair Convair 990 of American
Airlines, registration N5606, a model 30-5, c/n 30-10-10. Later this American Airlines
modified this airplane to a model 30A-5. Convair manufactured 65 990 airliners.
B&W, about 201K, added 11/22/16.