Shipborne Reconnaissance Bomber
The long-awaited slight improvement in performance of the SB2C-3 modification was associated with the installation of a more powerful R-2600-20 engine with an improved Curtiss Electric four-blade propeller. By 1944, when the SB2C-3 appeared, the Helldiver had established itself in service and reached an acceptable level of combat readiness, although disasters, structural destruction in flight and incidents when landing on deck took it to one of the first places in terms of the number of accidents.
The SB2C-4 modification, which appeared in the summer of 1944, turned out to be the most numerous of all. From a pilot's point of view, the main difference with this model was that the upper and lower flap sections were perforated and resembled a sieve. This did not affect the drag during dive bombing, but slightly reduced the strong tail bufting, which, according to many pilots, reduced the ability to see the target and interfered with aiming when diving. The combat effectiveness of this modification has increased significantly due to the reinforcement of the wing and the introduction of suspension assemblies for two outboard tanks, or two 227-kg bombs, or eight 127-mm missiles.
The last serial version of the Helldiver was the SB2C-5 with a slightly increased internal fuel capacity (by 132 liters). Most of the modifications made in Columbus were more or less repeated by two Canadian companies.
Years later, after the war, company president Guy Vaughan said it was "one of the largest wartime crosses we had to carry."
After the war, the Heldiver did not suddenly disappear. A number continued to fly in the US Navy reserve and in various test units until at least 1947. The aircraft was frequently used as a target towing vehicle. Other vehicles were used by the French naval aviation, the fleets of Italy and Portugal, the Greek and Thai air forces as attack aircraft. The French Helldivers played a significant role in the Indochina war, which did not subside until 1954.