By John E. Spindler
Sergeant Anthony Marchione, an aerial photographer, felt vulnerable as the Japanese fired on the aircraft he was aboard for this August 18, 1945 sortie. Ironically this was a photo-reconnaissance mission to ensure the Japanese air units in the Tokyo area were observing the cease-fire by remaining grounded.
Some of the Japanese pilots attacking the two American bombers may have noticed they differed from the usual Boeing B-29 Superfortress four-engine heavy bomber that had devastated their cities. These veterans would have been correct as the aircraft they were attempting to shoot down was America’s lesser-known heavy bomber, the Consolidated B-32 Dominator. One of nine Dominators assigned to the U.S. 386th Bombardment Squadron, it was numbered 42-108578. Two specialists had been assigned to the aircraft. In addition to Marchione, Staff Sergeant Joseph Lachrite knew the possibility of a Japanese attack. The day before, two days after the cease-fire agreement, another 386th photo-reconnaissance sortie had been assailed.
Defending 578, five gunners fired on the attackers with their dual-mounted .50-caliber machine guns. Their aircraft was singled out as a frozen camera forced it to fly lower. The accompanying B-32, which had been flying 10,000–12,000 feet higher, dove to assist. Mitsubishi A6M Reisens (Zero) and Kawanishi N1K Shindens (George), swarmed the Dominator. In a rear compartment, Lachrite began packing his equipment when several 20mm rounds came through the fuselage, hitting him in both legs. Marchione rushed to help and was also hit. The two men were moved to another compartment for first-aid treatment and Marchione was hit again. Despite attempts to save him, he died 30 minutes later—the last member of the Army Air Forces killed in aerial combat during World War II.
The Consolidated B-32 Dominator was developed as an alternative to the Boeing XB-29, in case that program did not work. It was common policy for the United States Army Air Forces (USAAF) to run “parallel aircraft development programs” as seen with the Vought F4U Corsair and the Grumman F6F Hellcat fighters. Plagued by issues throughout its development and testing, the B-32 only arrived in the Pacific theater in May 1945. After some combat test missions, it performed the photo-reconnaissance sorties. Only 118 aircraft were completed, including three prototype models. The B-32 Dominator had the potential to be a satisfactory and complementary long-range bomber to the Boeing B-29 Superfortress before production was officially cancelled in October 1945.
Five years before its cancellation, Consolidated responded to a request for a very long-range bomber. Emphasizing range and speed over bomb load, the desired design would be capable of both high and medium altitude missions. In April 1940, four companies submitted designs—Boeing, Lockheed, Douglas, and Consolidated. After Lockheed and Douglas withdrew, the contracts went to Boeing (XB-29) and Consolidated (XB-32).
Consolidated’s “Model 33,” as it was known internally, would be pressurized and feature five remotely-operated gun turrets. Like the XB-29, it would be powered by four Wright R-3350 Cyclone, 18-cylinder radial engines. While both programs suffered unique issues and setbacks, one problem they shared was the Wright R-3350’s propensity for engine fires. Model 33 looked like an enlarged version of the company’s successful B-24 Liberator in some ways, but differed in others. Unlike the Liberator’s box-shape, the new design was an 83-foot cylindrical fuselage. With a 135-foot wingspan, the design used the same shoulder-mounted Davis Wing. The B-24’s dual “roll-up” bomb bay doors and twin tail were also designed into the XB-32. Mounting enormous three-bladed propellers, two versions of the 2,200-horsepower Wright Cyclone engine, each with two exhaust-driven turbochargers, powered the bomber. The two outboard engines were the R-3350-21, while R-3350-13 were inboard. The two inboard R-3350s had unique reversible-pitch Curtiss propellers, a feature praised by Dominator pilots as it provided for excellent ground-handling.
Design and manufacturing issues delayed the XB-32 program, especially the pressurized compartment and remotely-operated weapons systems. Six months behind schedule, the first XB-32 prototype finally flew on September 7, 1942. The success in getting the Model 33 into the air was overshadowed by a fractured rudder trim tab that forced the pilot to make an emergency landing.
Subsequent test flights uncovered more issues leading to a string of modifications of the XB-32, known in 1943 as the Terminator. The most serious of these was the discovery that exhaust gasses from the superchargers were burning away the landing gear’s outer skin near the wing fuel tanks. On its 31st test flight, the prototype crashed into temporary buildings on a U.S. Marine Corps base killing 4 and injuring 63. Two more prototypes were constructed with the final XB-32 having a single 16.5-foot tall “B-29”-style tail. The idea of a pressurized cabin was scrapped and the remotely-operated turrets were replaced by manned versions. There was also a complete redesign of the engine nacelles and a switch to four-bladed propellers. Before the B-32 went into production, the tail was increased to a 19.5-foot fin.
Now called Consolidated-Vultee after the two firms merged, a contract was signed for 300 aircraft to be built. An updated contract called for 40 of them as training versions, the TB-32. Flight crew training went quickly as many were from veteran B-24 Liberator crews. A series of modifications to the B-32 exacerbated the program’s slow progress. Despite this, the USAAF seemed intent on having 4,000 B-32s in its arsenal.
While building the first B-32 production model in August 1944, it was renamed the Dominator. To ensure the aircraft could meet the desired specifications, the first 10 production models were allocated to complete testing. Slow production prevented compliance with supplying all of the test subjects. The trials not only looked at the mechanical and engine systems, but also its defensive measures, which were now five manned turrets featuring a pair of Browning M2 .50-caliber machine guns at the nose, tail, lower ball, and two dorsal. The B-32 could carry a variety of bomb loads. Mission dependent, bomb types ranged from general purpose to fragmentation to incendiary. Maximum bomb load for the Dominator was designed and combat proven to be 20,000 pounds.
Although the B-32 had a gross weight of 100,800 pounds, the Wright R-3350 power plants allowed for a top speed of 357 miles per hour and a cruising speed of 290 miles per hour.
After more delays, the first B-32 production model finally rolled out on September 19, 1944—and its nose landing gear collapsed. By New Years’ Eve 1944, only five Dominators had been completed. The target for December alone had been 30 aircraft. To make matters worse, Boeing’s B-29 had already seen action before the first production Dominator was completed.
With all of the ongoing production problems and delays as well the positive performances of the B-29 on its combat missions, the Dominator faced the possibility of cancellation. The USAAF decreed the bomber had to undergo combat suitability testing before being officially allowed to enter service. The lack of a sufficient number of aircraft hindered this. Lt. Gen. George Kenney, Commander of the Far East Air Force (FEAF), handed the Dominator a lifeline. In March 1945, Kenney visited Washington, D.C., to promote his belief that the employment of very long-range bombers was the key to defeating Japan. Repeatedly denied the B-29, he requested the B-32 for testing. Unexpectedly, Consolidated-Vultee received another production contract in the spring of 1945, planning for a total of 1,700 Dominators to be constructed.
The three Dominators chosen for combat were scheduled to start their long trans-Pacific flight on May 16. The selected were all B-32-20-CF versions with the numbers 42-108529 (“Lady is Fresh”), 42-108528, and 42-108532 (“Hobo Queen II”). After several stops for refueling, the trio arrived at Clark Field in the Philippines on May 24 and May 25. All spare parts for the planes had been errantly sent to New Guinea. Piloting 528, Major Henry S. Britt noted no less than 32 mechanical issues with the bomber and in referring to the B-32, said, “This airplane was the poorest combat airplane [he] had ever flown.”
As part of Kenney’s Fifth Bomber Command, the three B-32s were assigned to the 312th Bombardment Group (Light) commanded by Lt. Col. Selmon Wells. Based at Floridablanca on Luzon, its four squadrons also flew the Douglas A-20 Havoc light bomber. The three Dominators were assigned to the 386th Bombardment Squadron. If combat testing proved successful, it would switch over to Consolidated-Vultee’s bomber, followed by the other squadrons. Optimistically, a total of three Dominator groups were planned by the AAF.
To determine if the B-32 should be authorized for service, 11 combat test missions were devised. From single plane sorties to raids utilizing all three, these varying missions used payloads differing in size and bomb types to assess its capabilities and weaknesses. Operating primarily from Floridablanca, target locations ranged from the Philippines to the island of Formosa (Taiwan).
Taking off from Clark Field, the Consolidated-Vultee B-32 heavy bomber flew its first combat mission on May 29, 1945. The target was Japanese positions in the northern Luzon town of Antatet. Three observers supplemented each aircraft’s standard 10-man flight crew to document the mission. For its first offensive raid, each Dominator carried nine 1,000-pound demolition bombs to be dropped from 10,000 feet. Symbolic of the aircraft’s career, Britt’s 528 developed an issue with its turbo superchargers, forcing him to abort. Several photographs were taken of “Hobo Queen II” and “Lady is Fresh” departing Clark Field. Arriving around noon over Antatet, no enemy interceptors or antiaircraft fire greeted the Americans. “Lady is Fresh” became the first B-32 Dominator to drop bombs in battle.
Two weeks later, the same two aircraft dropped 40 500-pound demolition bombs each on the Basco Runway on Batan Island. More than half of the payload struck the runway, rendering it unusable. Other test missions included dropping demolition and fragmentation bombs on the Heito Butanol plant on Formosa. Only twice did all three Dominators fly a mission together. On June 16, Mission Number 5, each plane carried 40 500-pound incendiary bombs for what could be recorded as the B-32’s most successful raid. Targeting the town of Taito on Formosa’s southwest coast, the trio arrived over target mid-morning at an altitude of 19,000 feet, greeted by brief ineffective flak. The 40 incendiary bombs per plane dropped at 100-foot intervals obliterated the town’s center. This “Tokyo Treatment” turned Taito into an inferno.
After their mission schedule had been completed, the critical review process began. In these 11 missions, 20 sorties had been successfully completed without loss and 134 tons of bombs dropped on enemy targets. No Japanese fighters rose up to counter them and only during the “Tokyo Treatment” of Taito did the 386th encounter antiaircraft fire. The generally favorable report cited that flight crews found the B-32 a “stable and rugged bombing platform.” A “clean-up” list of more than 40 items focusing on layout and mechanical issues accompanied the report.
Between late July and early August, while the three Dominator crews continued non-combat training, six aircraft were assigned to the 386th Bombardment Squadron and moved to Yontan, Okinawa, for the final push against Imperial Japan. During this transfer, an American B-29 Superfortresses dropped the first atomic weapons on Hiroshima and Nagasaki. In mid-August, the AAF officially renamed the aircraft the Terminator, a change its crews largely ignored.
Starting August 16, the Dominators of the 386th, under FEAF orders, participated in daytime photo-reconnaissance missions to ensure the Japanese complied with the cease-fire terms. No payloads were carried on these recon sorties, but additional observers accompanied the flights. “Hobo Queen II” and 42-108543 (“Harriett’s Chariot”) flew over the Tokyo area for this purpose as well as to scout for potential airfields for U.S. paratroopers to land ahead of the occupation force. Accounts differ about this mission. Some state the two flew unopposed, while another source mentions the two ran into 10 belligerent fighters and American gunners claimed two probable kills.
The next day, under the direction of Lieutenant Colonel Wells, “Hobo Queen II”, “Harriett’s Chariot,” and two more aircraft, numbers 42-108539 and 42-108578, headed back to Tokyo. Split into pairs, they had different areas to photograph. Starting at 10:30 a.m. and continuing for the duration of their time over Japan, the B-32s dealt with the first officially confirmed fighter opposition. A number of Japanese Navy and Army pilots, offended that American aircraft boldly flew over their ruined homeland, disobeyed orders and intercepted the Americans. In addition to this aerial opposition, heavy antiaircraft fire was directed at the bombers. Numerous Shindens (reported as Nakajima Ki-44 “Tojo” fighters) and one “Tony,” the Kawasaki Ki-61 Hien, attacked the four bombers at various times. During this engagement, Dominator gunners scored their first aerial kill—the “Tony.” With more than 4,000 .50-caliber rounds fired, another enemy aircraft was listed as a probable kill and at least one more was damaged. The B-32s did not return unscathed, both 543 and 539 had been hit. Though 543 was quickly repaired, 539 was not as fortunate. In addition to having its Number 4 engine hit, the port wing, a flap, and an aileron tab suffered damage. The lack of spare parts prevented its repair. Now 539 became the source of much-needed parts. This aerial battle would be noted as ace Saburo Sakai’s last mission for Japan.
On the fateful August 18 mission, “Hobo Queen II,” flown by Capt. James Klein, headed back to the Tokyo area with 578, a repaired “Harriet’s Chariot,” and 42-108544. The latter two developed engine oil leaks, forcing them to return to Yontan. Klein and 578, piloted by First Lt. John Anderson, flew two miles apart at an altitude of 22,000 feet. The mission called for a number of passes over several Tokyo area airfields. For this purpose, photographers Marchione and Lacharite were on loan from the 20th Long-Range Photo-Reconnaissance Squadron.
On their second pass, Japanese interceptors were observed taking off. At some point, one of the cameras on 578 became frozen, forcing Anderson to reduce altitude some 10,000 to 12,000 feet. On the squadron’s last pass, the crew watched grimly as the Japanese climbed to greet them. Klein radioed the 578, requesting an increase in altitude to rejoin him. When Anderson failed to respond, Klein pushed his Dominator to its limits with a shallow dive to assist. Reaching speeds of 430 miles per hour, “Hobo Queen II” exceeded the “never exceed” speed of 357 miles per hour. Protecting each other, the gunners of the two Dominators engaged the 14 or so Mitsubishi A6Ms and Kawanashi N1Ks, again mistaken by the Americans as the “Tojo.”
Targeted first, “Hobo Queen II” weathered the onslaught, the enemy respecting the 10 .50-caliber Brownings’ firepower. The five gunners defending Anderson’s 578 kept up a constant fire. After one fighter miraculously threaded the barrier, his 20mm rounds seriously damaging the Number 3 engine, the other Japanese fighters swarmed Anderson’s bomber with renewed intensity.
Shortly after that the nose gunner scored another probable kill. A Mitsubishi A6M tried to strike from the rear. Sgt. John Houston, the tail gunner who had notched the Dominator’s first confirmed kill the previous day, saw the incoming fighter and obliterated it with his dual .50s for a second confirmed kill. While the gunners fought to keep the enemy at bay, photographers Marchione and Lacharite stowed their equipment.
A Japanese interceptor broke through from below sending 20mm rounds into the rear compartments. Both photographers were hit in the legs. Marchione was hit again after having moved Lacharite. Two of 578’s crew spent the next 30 minutes attempting to save Marchione from his fatal wounds. Despite their efforts, 19-year-old Sgt. Anthony Marchione became World War II’s final air combat casualty. Rear dorsal gunner Sgt. James Smart earned the second confirmed kill of the mission. After losing four planes, the Japanese fighters withdrew. Although “Hobo Queen II” arrived at Yontan undamaged, Anderson’s 578 landed safely with a dead Number 3 engine and 20mm damage, with one crewman dead and one severely injured.
The 22nd and final B-32 Dominator combat mission took place on August 28. Five aircraft were scheduled to fly over Tokyo, each loaded with almost 8,000 gallons of fuel in wings and special tanks installed in the rear bomb bay. “Hobo Queen II” and a repaired 578 were joined on the mission by 528 “Lady is Fresh” and 544. After the first four bombers took off, 544 lumbered down the runway. Almost airborne, its Number 3 engine lost power. The pilot aborted, but there wasn’t enough runway and the 115,000-pound plane fell 80 feet into a coral pit. The explosion killed all 10 crew members as well as three specialists. “Lady is Fresh” was forced to return after takeoff. The remaining three aircraft carried out their mission. On the return, 528 lost two engines and ditched at sea. All on board were rescued.
Dominator 42-108530, given the name “Direct from Tokyo,” flew the last official B-32 sortie on August 31, a goodwill mission flying early surrender photographs to New York City. The 386th Bombardment Squadron officially stood down on August 30. After the 20 sorties of their 11 combat test missions schedule, most of the squadron’s nine Dominators took to the air for 11 more missions—three cancelled after departure for differing reasons. In addition to the destruction of Taito, two vessels were sunk plus a possible. Aerial combat totaled three confirmed kills, five probable, and one damaged enemy aircraft. Although no B-32s were lost in battle, accidents and mechanical failures caused the loss of three bombers with 14 crewmen killed and two more wounded.
In the first two weeks of October, the B-32s began their return journeys to the United States. Unfortunately, “Hobo Queen II” was not one of them. The veteran aircraft suffered damage after the collapse of its nose wheel, remaining on Okinawa until scrapped in 1946. The 386th was deactivated in December 1945. The Japanese surrender caused the future of many American weapons programs to become cloudy. The Dominator program was terminated on October 12, 1945. Only 115 of the bombers had been completed.
Like so many USAAF aircraft, Consolidated-Vultee’s heavy bomber was ordered to the nearest disposal center. Milton J. Reynolds, a pen manufacturer, unsuccessfully attempted to purchase a surplus Dominator. Today there is not a single complete B-32 in existence. A B-32 was to be displayed at the Air Force Museum at Wright-Patterson Air Force Base, but it was scrapped in 1949. The only known piece from a B-32—an Alcad wing panel—serves as a monument to aviation pioneer John J. Mongomery on Otay Mesa, near San Diego, site of his alleged first heavier-than-air flight in 1883.
Author John E. Spindler has contributed numerous articles, mainly for Military Heritage. He resides in Gurnee, Illinois.
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