Development
There was controversy in the United States Navy's Bureau of Aeronautics (BuAer) in the early 1930s regarding two-seat fighter planes, monoplanes and the retractable undercarriage In 1931, the Navy issued Design Specification No. 113, which detailed a requirement for a high-performance fighter with fixed undercarriage to be powered by theDesign
The SBC was an all-metal, two-seat scout-bomber biplane with “I”-type interplane struts. It was the last combat biplane the Navy purchased and the last combat biplane manufactured in the United States. The two crewmen, pilot and radio operator/gunner, were housed in tandem cockpits enclosed by a sliding canopy and the turtledeck behind the rear cockpit could be folded down to allow the gunner to use his machine gun. The wings, rudder, elevators and flaps were fabric covered. The main landing gear retracted into wheel wells in the fuselage just forward of the lower wing and the tail wheel retracted into the fuselage.XF12C-1 (Curtiss Model 73)
This aircraft was initially powered by a Wright R-1510-92 engine but this was unsuitable so the aircraft was re-engined with a 775 hp (578 kW) Wright R-1670 fourteen cylinder, two row, air-cooled radial engine, which was also unsatisfactory. Both of these engines were prototypes and neither went into production. Finally, the 700 hp (522 kW) Wright R-1820-80 nine cylinder, single row, air-cooled radial engine was installed and the resulting aircraft, designated XF12C-1 flew in 1933. Designed for aircraft carrier usage, the parasol wing folded back, a new feature for the Navy, for storage and the aircraft had an exposed tail hook for carrier landings. The first flight was in July 1933 but in September 1934, the parasol wing failed in the dive bomber tests.XS4C-1 (Curtiss Model 73)
After testing the XF12C-1 was rejected as a fighter, and on 7 December 1933 this aircraft was redesignated in the scout category as the XS4C-1 and re-engined with a 700 hp (522 kW) Wright R-1820-80 radial engine driving a two-blade propeller. In its role as a scouting aircraft, bombing equipment for a 500-pound (227-kilogram) bomb had to be designed and provided.XSBC-1 (Curtiss Model 73)
In January 1934 the designation scout bomber (SB) was introduced and the aircraft was finally redesignated XSBC-1. In early 1934 flight tests, especially dive-bombing, began. On 14 June 1934 this aircraft crashed- attributed to wing failure- inXSBC-2 (Curtiss Model 77)
Curtiss-Wright made a proposal to the Navy to build one replacement aircraft that would be a staggered wing biplane, would not have folding wings but would have leading edge slots and the lower wing would have full span flaps. It was an all-metal aircraft with fabric covered control surfaces. It was powered by a 700 hp (522 kW) Wright XR-1510-12 fourteen-cylinder, twin-row, air-cooled engine driving a constant speed Curtiss Electric three-blade propeller, an enlarged canopy, enlarged vertical fin and rudder and retractable tail hook. The XSBC-2 had to engage in competitive tests against the Great Lakes Aircraft's XB2G-1 and the Grumman Aircraft Engineering's XSBF-1. The XSBC-2 won and a contract for this aircraft was signed in April 1935 and it made its first flight on 9 December 1935.XSBC-3 (Curtiss Model 77)
The Wright XR-1510-12 engine in the XSBC-2 proved to be mechanically unreliable. In March 1936, this aircraft was re-engined with a 700 hp (522 kW) Pratt & Whitney R-1535-82 fourteen-cylinder, twin-row, air-cooled engine driving a three-blade propeller and redesignated XSBC-3. With this new configuration, the Navy placed a production order.SBC-3 (Curtiss Model 77A)
The major difference between the prototype XSBC-3 and the production aircraft was the engine. A contract for 83 aircraft was signed in August 1936 and deliveries began on 17 July 1937. The production aircraft were powered by an 825 hp (615 kW) Pratt & Whitney R-1535-94 fourteen-cylinder, twin-row, air-cooled engine driving a three-blade propeller. Armament consisted of two 0.30-caliber (7.62 mm) machine guns, one fixed gun in the right side of the fuselage forward of the pilot and a flexible gun in the rear cockpit. The aircraft had a bomb displacement swing located on the centerline of the fuselage for a 500-lb (227-kg) bomb or a 45-U.S.-gallon (170-liter) fuel tank.XSBC-4 (Curtiss Model 77B)
The 76th SBC-3 was re-engined with a 950-hp (708 kW) Wright R-1820-22 nine-cylinder, single-row, air-cooled radial engine driving a three-blade Hamilton Standard propeller and redesignated XSBC-4. The aircraft armament increased to one 0.50-caliber (12.7-mm) fixed machine gun in the right side of the fuselage forward of the pilot and a 0.30-caliber (7.62-mm) flexible machine gun in the rear cockpit. With the more powerful engine, this aircraft could carry a 1,000-lb (454-kg) bomb on the bomb displacement swing located on the centerline of the fuselage. A second SBC-3 was redesignated XSBC-4 and used for test work.SBC-4 (Curtiss Model 77B)
The contract for 124 production aircraft of the XSBC-4 was signed on 5 January 1938 and deliveries began in March 1939 to April 1941.Operational history
U.S. Navy
In August 1936, the Navy signed a contract for 83 SBC-3s (Curtiss Model 77A). Delivery of the SBC-3s to the fleet began on 17 July 1937 when the first aircraft were issued to Scouting Squadron Five (VS-5) serving in USS ''Yorktown'' (CV-5) however, ''Yorktown'' was not commissioned until 30 September 1937 and the ship then began sea trials. On 10 December 1937, VS-5 went aboard ''Yorktown'' and served aboard her until replaced by Douglas SBD-3s Dauntlesses in 1940. By June 1938, three of the five scouting squadrons serving in aircraft carriers were equipped with SBC-3s while the other two were equipped with Vought SBU-1s. The three ships with SBC-3s were: * USS ''Enterprise'' (CV-6): Fighting Squadron Six (VF-6) had an SBC-3 and VS-6 had 20 Helldivers. * USS ''Saratoga'' (CV-3): Bombing Squadron Three (VB-3) had one SBC-3, VF-3 had an SBC-3 and VS-3 had 21 Helldivers. * USS ''Yorktown'' (CV-5): VS-5 had ten SBC-3s. One of the SBC-3s was kept at the factory and redesignated XSBC-4 (Curtiss Model 77B). This aircraft was re-engined with the 750 hp (559 kW) Wright R-1820-22 nine cylinder, single row, air-cooled engine The initial contract for 58 SBC-4s was signed on 5 January 1938. This was followed by two additional contracts, one for 31 Helldivers on 27 July 1938 and the third contract for 35 aircraft on 13 August 1938. Total aircraft contracted for was 124. The aircraft were powered by the 850 hp (634 kW) Wright R-1820-24 engine. The first squadron to receive the SBC-4s was VS-2 in USS ''Lexington'' (CV-2) replacing the Vought SBU-1s. By 26 June 1939, VS-2 was fully equipped with 21 aircraft. This was the only aircraft carrier that flew the SBC-4 and they were replaced by Douglas SBD-2 and -3 Dauntlesses in 1941. Because of the expanding aviation training program, the majority of SBC-4s, and other training aircraft, were assigned to Naval Reserve Air Bases (NRABs) to allow reserve Navy and Marine airmen assigned to reserve scouting squadrons (VS and VMS) and maintain their proficiency. By June 1940, 11 NRABs had SBC-4s as follows: * NRAB Anacostia, District of Columbia: 3 SBC-4s assigned to VS-6R and VMS-3R, * NRAB Boston, Massachusetts: 3 SBC-4s assigned to VS-1R, VS-2R and VMS-1R, * NRAB Detroit, Michigan: 3 SBC-4s assigned to VS-8R and VMS-5R, * NRAB Glenview, Illinois: .4 SBC-4s assigned to VS-9R, * NRAB Kansas City, Kansas: 4 SBC-4s assigned to VS-12R and VMS-10R, * NRAB Long Beach, California: 4 SBC-4s assigned to VS-13R, VS-14R and VMS-7R, * NRAB Minneapolis, Minnesota: 3 SBC-4s assigned to VS-10R and VMS-6R, * NRAB New York, New York: 4 SBC-4s assigned to VS-3R, VS-4R and VMS-2R, * NRAB Oakland, California: 4 SBC-4s assigned to VS-15R and VMS-8R, * NRAB Seattle, Washington: 4 SBC-4s assigned to VS-16R and VMS-9R, * NRAB St. Louis, Missouri: 3 SBC-4s assigned to VS-11R As time advanced, the Navy acquired newer, more modern aircraft and the SBC-3s were replaced by the Douglas SBD Dauntless. By 7 December 1941, the U.S. Navy and Marine Corps had 69 SBC-3s and 118 SBC-4s in the inventory based at NASs, NRABs and theU.S. Marine Corps
The U.S. Marines received one SBC-3 in 1938 and which was assigned to Marine Fighter Squadron Two (VMF-2, redesignated VMF-211 on 1 July 1941) at NAS San Diego, California. It was sent to the Battle Fleet Pool in June 1939. In January 1940, the Marine Corps had four SBC-4s. Two were based at Marine Corps Air Station (MCAS), Quantico, Virginia; one was assigned to VMF-1 (redesignated VMF-111 on 1 July 1941) and the second, the XSBC-4, was assigned to Marine Utility Squadron One (VMJ-1 redesignated VMJ-152 on 7 July 1941). The other two aircraft were based at NAS, San Diego, California; one SBC-4 was assigned to VMF-2 and the second to VMJ-2 (redesignated VMJ-252 on 1 July 1941). On 7 December 1941, the Marine Corps had 23 SBC-4s in their inventory. Twelve of them were assigned to a Marine observation squadron (VMO): * MCAS Quantico, Virginia: 1 XSBC-4 and 5 SBC-4s, * NAS San Diego, California: 5 SBC-4s, and * VMO-151, MCAS Quantico, Virginia: 12 SBC-4s VMO-151 transferred to Tafuna (nowFrench Navy
When World War II began in 1939, Britain and France came to the U.S. shopping for military aircraft. In early 1940, the French government placed an order with Curtiss-Wright for 90 SBC-4s. To aid the French, on 6 June 1940 the Franklin D. Roosevelt Administration ordered the U.S. Navy to fly 50 SBC-4s of the Naval Reserve, currently in use by the Navy, to the Curtiss-Wright factory in Buffalo, New York where the 50 planes would be refurbished to French standards. This included removing all U.S. markings on instruments and equipment, replacing the American machine guns with French 7.7-millimeter (0.303-caliber) Darne machine guns and repainting the aircraft in French camouflage colors. Once converted, the aircraft were to be delivered to RCAF Station Dartmouth, Nova Scotia, Canada where they would be loaded onto the French aircraft carrier ''Béarn''. Several neutrality acts had been passed by the U.S. Congress and signed into law and theRoyal Air Force
Five of the French aircraft could not fit on FR ''Béarn'' and were left at RCAF Station Dartmouth. In August 1940, theVariants
;XF12C-1 :Prototype parasol-wing fighter powered by a R-1510-92 radial; one built, later converted into biplane as the XS4C-1. ;XS4C-1 :Prototype was redesignated in the "scout" category before being redesignated again as the XSBC-1. ;XSBC-1 :Prototype redesignated from XS4C-1, a biplane with an R-1820-80. ;XSBC-2 :Redesigned biplane based on XSBC-1 and powered by a XR-1510-12; one built. ;XSBC-3 :XSBC-2 re-engined with a R-1535-82. ;SBC-3 :Production variant with an R-1534-94; 83 built. ;XSBC-4 :SBC-3 re-engined with a R-1820-22; one conversion. ;SBC-4 :Production variant with a 950 hp R-1820-34; 174 built, including 50 transferred to the French Navy. ;Cleveland I :British designation for five SBC-4s.Operators
*Specifications (SBC-4)
See also
References
Notes
Bibliography
* Angelucci, Enzo. ''The American Fighter''. New York: Orion Books 1987. . * Bowers, Peter M. '' Curtiss Aircraft, 1907–1947''. London: Putnam & Company, 1979. . * Doll, Thomas E. ''SBC Helldiver in Action, Aircraft Number 151''. Carrollton, Texas: Squadron/Signal Publications, Inc., 1995. . * Francillon, René J. ''McDonnell Douglas Aircraft since 1920, Volume I''. Annapolis, Maryland: Naval Institute Press, 1988. . * Gunston, Bill. ''World Encyclopaedia of Aero Engines''. Newbury Park, California: Haynes North America, 1998. . * Halley, James J. ''The Squadrons of the Royal Air Force & Commonwealth 1918–1988''. Tonbridge, Kent, England: Air Britain (Historians) Ltd., 1900. . * Jane, Fred T. ''Jane's All The World's Aircraft, 1945/6''. New York: Arco Publishing Company, 1946. . * Johnson, E.R. ''United States Naval Aviation 1919–1941''. Jefferson, North Carolina: McFarland & Company, Inc, 2011. . * Larkins, William T. ''U.S. Navy Aircraft 1921–1941; U.S. Marine Corps Aircraft 1914–1959''. New York: Orion Books, 1959 and 1961. . * * Moran, Gerrard P. ''The CORSAIR and other AEROPLANES VOUGHT 1917–1977''. Terre Haute, Indiana: Aviation Heritage Books, 1991. . * Naval Historical Center, ''United States Naval Aviation 1910–1995''. Washington, D.C.: U.S. Government Printing Office, 1997. . * Sherrod, Robert, ''History of Marine Corps Aviation in World War II''. San Rafael, California: Presidio Press, 1952. . * Swanborough, Gordon and Peter M. Bowers. ''United States Navy Aircraft since 1911''. London: Putnam, 1976. . * Taylor, John W.R. ''Jane's American Fighting Aircraft of the 20th Century''. New York: Mallard Press, 1991. . * Thetford, Owen. ''Aircraft of the Royal Air Force Since 1918''. London: Putnam & Company, 1979. . * Wagner, Ray. ''American Combat Planes of the 20th Century''. Reno, Nevada: Jack Bacon & Company, 2004. .External links