The production rates were constantly increasing: from October 1942 to April 1943 780 SBD-4 aircraft were manufactured. However, the lack of foldable wings made the usage of Dauntless more difficult, especially those stationed on numerous lesser escort carriers.
From February 1943 to April 1944, 2695 aircraft of the SBD-5, a most widespread modification, were produced. The model was fitted with the new 1200-hp engine Wright Cyclone R-1820-60. The telescopic sight was sacrificed in favour of the projecting one. Extra fuel tanks of 219-liter capacity each were placed under the wings, increasing the flight range to 2480 km. SBD-5 became the main force of the battle carriers, and supported all marine operations from the second half of 1943 to the spring of 1944, when carrier-borne Dauntless was replaced by Helldiver SB2C. The rest of the SBD-5 and the SBD-6 modification (produced till the summer of 1944 and equipped with 1350-hp Cyclone R-1860-66), were taken on arms by two dozens of marine squadrons based on island airdromes.
A-24 (mark SBD-3) coming out of dive (one can see from the shadow that the brake panels are up).
The new carrier borne aircraft, “Curtiss SB2C «Helldiver»”, was soon nicknamed «Big-Tailed Beast». Other interpretations included “Son-Of-A-Bitch 2nd Class”. The aircraft was disliked for complicated and dangerous handling. Its appearance was grotesque, at best. The aircraft complied to all the requirements made by NAVAER in 1938: it was a battle bomber with a two-level 1500-hp Wright Cyclone R-2600 engine, capable of carrying up to 453 kg of bombs on the inner suspension, and being able to fit on half of the carrier lift (12.2x14.6 m). The large bomb compartment demanded for a wide fuselage. The leading Curtiss engineer, Ray Bleylock, had to develop a very thick and short airplane with increased tail empennage to compensate for the natural instability of the aerodynamic design. The US Navy ordered serial production, and a new plant was to constructed for this aim on May 15, 1939. The prototype was hardly raised into the air on December 18, 1940. The construction of works in Columbus, and the preparation for the SB2C-1 series were still going on, although the model was constantly modified. New ideas could not be tested, as the prototype crashed during a dive on December 21, 1941. However, the US Navy ordered the construction of 3000 aircraft in addition to the first 370. Other 1000 aircrafts for the FAA were to be manufactured on Canadian Car & Foundry Co. in Canada under SBW mark.
Color photos of the war period: SBD-3 (1942) to the left, SBD-5 (1944) to the right. Notice the difference in camouflage, identification marks, capering and propellers.
The serial SB2C-1 flew on June 30, 1942, and was characterized by even larger tail empennage. It was much heavier and slower than the prototype, but had a reinforced construction, crew and tank protection panels, etc. (889 major modifications in total). It was a metal cantilever monoplane of a classic design, with semi-monocoque fuselage of a large oval diameter and wing pods which could be folded upwards from the center plane containing the main chassis racks retracted to the fuselage. The design included forewings, which were put forward at the release of the chassis, and flaps, very similar to those fixed on the SBD planes, as they deviated upward and downward during the dive, thus serving as air brakes. The Wright Cyclone R-2600-8 engine with 1700 hp for the 1500-m altitude gave power to the three-bladed Curtiss-Electric propeller. The armament consisted of four wing and one gunner turret 12.7 mm Browning machine guns. The inner bomb compartment contained one 453 kg or two 227 kg bombs. Two more 227 kg bombs were placed under pads. The complicated hydraulic mechanism operated the chassis racks, flaps, brake panels, engine and oil radiator cooling panels, bomb compartment hatch, and wing folding device.
SB2C-3 designs, Dictionary of American Naval Aviation Squadrons ([13], p. 500).
The first battle trial of SB2C-1 took place in November 1943 during the fight to Rabaul, the major Japanese base on the New Britain Island. Helldivers stationed on Bunker Hill, CV-17 carrier sank one Japanese destroyer and damaged other three destroyers and two cruisers. Despite this success, James Voze, the commander of the Helldiver wing, admitted much later: “Be it my will, I would have chosen SBD!”
After the manufacture of 200 SB2C-1 in the summer of 1943, SB2C-1С was put into mass production. The aircraft was fitted with two 20-mm cannons instead of four large-caliber wing machine guns. In total, 778 machines of this modification were produced. In the spring of 1944 the manufacture of SB2C-3 started, totaling 1112 aircrafts. The model was equipped with the 1900-hp Cyclone R-2600-20 engine and a four-bladed propeller, which allowed for the increase of speed by 20-25 km/h. By that time the production was going on in Columbus (mark SB2C), Canada (mark SBW), on Fairchild works (mark SWF) and in Saint-Louis (army mark A-25A). The most popular SB2C-4 modification (2045 machines by February, 1945) had underwing attachments for four 127-mm unguided HVAR type air-surface missiles in addition to underpad bomb ramps. The Corsair fighter-bomber, capable of carrying the same 1800-kg bomb cargo at a much higher speed dominated the sky by the time Helldiver had finally overcome its initial shortcomings. However, as enemy planes grew thin in 1944, Helldiver managed to destroy more war ships and land targets than any of its predecessors and contemporaries. That was done regardless of its initial shortcomings: lack of stability at all speeds and threat of wave crisis at diving.
SBC-4 with torpedo Mk.13-2 protruding from the bomb compartment, 1944. (taken from US Navy archive, classified ill 1980s).
Helldiver (bow) and Hellcat F6F (at superstructures) on deck of the new Yorktown (CV-10) during combat tests of SBC-1, the summer of 1943
TBM-3 and SB2C-4 on deck of the new Hornet (CV-12), June of 1945
Alexander L. Starykh, 2004, St.-Petersburg
Sources:
SB2C Helldiver In Action. // Squadron/Signal Publ., 1982, Aircraft No 54.
SBD Dauntless In Action. // Squadron/Signal Publ., 1984, Aircraft No 64.
SB2U Vindicator In Action. // Squadron/Signal Publ., 1992, Aircraft No 112.
SBC Helldiver In Action. // Squadron/Signal Publ., 1995, Aircraft No 151.
Walk Around TBF/TBM Avenger. // Squadron/Signal Publ., 2001, Walk Around No 25.
R. Wilson. Piloting The Beast (Flying the Curtiss SB2C Helldiver) // The Dispatch, 1998, v.23, No2.
G.W.Prange Miracle at Midway // Reader's Digest, 1972:12.
R.A.Grossnick, Dictionary of American Naval Aviation Squadrons / Naval Historical Center, Department of the Navy, Washington,D.C.,-1995, ISBN 0-945274-29-7 (CD ROM edition http://www.history.navy.mil/download/dictnry/)
