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好友的房间一样，只有很少部分房间能进入
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因为有人比你先进了...
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顺道问个问题，为什么在页面看到这个游戏有9G，但是下载完成才3G。
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顺道问个问题，为什么在页面看到这个游戏有9G，但是下载完成才3G。
三个版本..........
DIABLO3 美服 巫毒娃娃#3455
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今天这个情况是很明显~昨天和好友都能连上今天就不行了~可能是今天人多了服务器累了~
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关键词：SB2CFrom Wikipedia, the free encyclopedia
"SBF-1" redirects here. For the earlier XSBF-1, see . For the biplane Helldiver, see . For other uses, see .
The Curtiss SB2C Helldiver was a
aircraft produced for the
during . It replaced the
in US Navy service. The SB2C was much faster than the SBD it replaced.
Crew nicknames for the aircraft included the Big-Tailed Beast (or just the derogatory Beast), Two-Cee and Son-of-a-Bitch 2nd Class (after its designation and partly because of its reputation for having difficult handling characteristics). Neither pilots nor aircraft carrier captains seemed to like it.
Delays marred its production—by the time the A-25 Shrike variant for the
was deployed in late 1943, the Army Air Forces no longer had a need for a thoroughbred dive bomber. Poor handling of the aircraft was another factor that hampered its s both the
cancelled substantial orders.
investigated Helldiver production and turned in a scathing report, which eventually led to the beginning of the end for Curtiss. Problems with the Helldiver were eventually ironed out, and in spite of its early problems, the aircraft was flown through the last two years of the Pacific War with a fine combat record.
Curtiss XSB2C Helldiver prototype on its maiden flight
SB2C-1s in tricolor scheme (front) on the flight deck of
VB-17 SB2C-1 which lost its tail while landing on
An SB2C Helldiver failed to catch the wire on landing and hit the first barrier, nose-diving into the deck (, 3 July 1944).
SB2C-4 from Yorktown off Iwo Jima
Curtiss SB2C Helldiver during takeoff
The Helldiver was developed to replace the Douglas SBD Dauntless. It was a much larger aircraft, able to operate from the latest aircraft carriers and carry a considerable array of armament. It featured an internal bomb bay that reduced drag when carrying heavy ordnance. Saddled with demanding requirements set forth by both the U.S. Marines and United States Army Air Forces, the manufacturer incorporated features of a "multi-role" aircraft into the design.
The Model XSB2C-1 prototype initially suffered teething problems connected to its Wright R-2600 Twin Cyclone engine and three- further concerns included structural weaknesses, poor , directional instability and bad
characteristics. In 1939, a student brought a model of the new Curtiss XSB2C-1 to the
wind tunnel. Professor Emeritus of Aeronautical Engineering
was quoted as saying, "if they build more than one of these, they are crazy". He was referring to controllability issues with the small vertical tail.
The first prototype made its maiden flight on 18 December 1940. It crashed on 8 February 1941 when its engine failed on approach, but Curtiss was asked to rebuild it. The fuselage was lengthened and a larger tail was fitted, while an
was fitted to help the poor stability. The revised prototype flew again on 20 October 1941, but was destroyed when its wing failed during diving tests on 21 December 1941.
Large-scale production had already been ordered on 29 November 1940, but a large number of modifications were specified for the production model. The size of the fin and rudder was enlarged, fuel capacity was increased,
were added and the fixed armament was doubled to four 0.50 in (12.7 mm) machine guns in the wings, compared with the prototype's two cowling guns. The SB2C-2 was built with larger fuel tanks, improving its range considerably.
The program suffered so many delays that the
entered service before the Helldiver, even though the Avenger had begun its development two years later. Nevertheless, production tempo accelerated with production at Columbus, Ohio and two Canadian factories: , which produced 300 (under the designations XSBF-l, SBF-l, SBF-3 and SBF-4E), and , which built 894 (designated SBW-l, SBW-3, SBW-4, SBW-4E and SBW-5), these models being respectively equivalent to their Curtiss-built counterparts. A total of 7,140 SB2Cs were produced in World War II.
The U.S. Navy would not accept the SB2C until 880 modifications to the design and the changes on the production line had been made, delaying the Curtiss Helldiver's combat debut until 11 November 1943 with squadron
on , when they attacked the Japanese-held port of
on the island of New Britain, north of . The first version of the SB2C-1 was kept stateside for training, its various development problems leading to only 200 being built. The first deployment model was the SB2C-1C. The SB2C-1 could deploy
mechanically linked with landing gear actuators, that extended from the outer third of the wing leading edge to aid lateral control at low speeds. The early prognosis of the "Beast" it was strongly disliked by aircrews due to its size, weight, and reduced range compared to the SBD it replaced.
In the , 45 Helldivers were lost because they ran out of fuel returning to their carriers.
Among its major faults, the Helldiver was underpowered, had a shorter range than the SBD, was equipped with an unreliable electrical system, and was often poorly manufactured. The Curtiss-Electric propeller and the complex hydraulic system had frequent maintenance problems. One of the faults remaining with the aircraft through its operational life was poor longitudinal stability, resulting from a fuselage that was too short due to the necessity of fitting on to aircraft carrier elevators. The Helldiver's aileron response was also poor and handling suffered greatly under 90  (100 ; 170 ) since the speed of approach to land on a carrier was supposed to be 85 kn (98  157 km/h), this proved problematic. The 880 changes demanded by the Navy and modification of the aircraft to its combat role resulted in a 42% weight increase, explaining much of the problem.
The solution to these problems began with the introduction of the SB2C-3 beginning in 1944, which used the R-2600-20 Twin Cyclone engine with 1,900  (1,400 ) and Curtiss' four-bladed propeller. This substantially solved the chronic lack of power that had plagued the aircraft. The Helldivers would participate in battles over the ,
(partly responsible for sinking the
), Taiwan, , and
battleship ). They were also used in the 1945 attacks on the
and the Japanese home island of
in tactical attacks on airfields, communications and shipping. They were also used extensively in patrols during the period between the dropping of the
and the official , and in the immediate pre-occupation period.
An oddity of the SB2Cs with 1942 to 1943-style tricolor camouflage was that the undersides of the outer wing panels carried dark topside camouflage because the undersurfaces were visible from above when the wings were folded.
In operational experience, it was found that the U.S. Navy's
fighters were able to carry an equally heavy bomb load against ground targets and were vastly more capable of defending themselves against enemy fighters. The Helldiver, however, could still deliver ordnance with more precision against specific targets and its two-seat configuration permitted a second set of eyes. A Helldiver also has a significant advantage in range over a fighter while carrying a bombload, which is extremely important in naval operations.
The advent of air-to-ground rockets ensured that the SB2C was the last purpose-built dive bomber produced. Rockets allowed precision attack against surface naval and land targets, while avoiding the stresses of near-vertical dives and the demanding performance requirements that they placed on dive bombers
U.S. Navy Curtiss SB2C-5 Helldivers of Attack Squadron 1A (VA-1A) "Tophatters" roll into dives to support amphibious forces during postwar landing exercise (1947
The SB2C remained in active postwar service in the US Navy until 1947 and Naval Reserve aviation units until 1950. Surplus aircraft were sold to the naval air forces of , , , , and . Greek SB2Cs served in combat in the
with additional machine guns mounted in wing pods. French SB2Cs flew in the
from 1951 to 1954.
Built at Curtiss' St. Louis plant, 900 aircraft were ordered by the
under the designation A-25A Shrike. The first ten aircraft had , while the remainder of the production order omitted this unnecessary feature. Many other changes distinguished the A-25A, including larger main wheels, a pneumatic tailwheel, ring and bead gunsight, longer exhaust stubs, and other Army-specified radio equipment. By late 1943, when the A-25A was being introduced, the USAAF no longer had a role for the dive bomber, as fighter aircraft such as the
had shown their ability to carry out tactical air support missions with great success.
After offering the Shrike to , only ten were accepted before the
rejected the remainder of the order, forcing the USAAF to send 410 to the . The A-25As were converted to the SB2C-1 standard, but the Marine SB2C-1 variant never saw combat, being used primarily as trainers. The remaining A-25As were similarly employed as trainers and target tugs.
A comparable scenario accompanied the Helldiver's service with the . A total of 26 aircraft, out of 450 ordered, were delivered to the 's , where they were known as the Helldiver I. After unsatisfactory tests that pinpointed "appalling handling", none of the British Helldivers were used in action.
Further information:
American aid provided the
with 42 Curtiss SB2C-5 Helldivers from surplus U.S. Navy stocks. In the spring of 1949, the aircraft were given to 336th Fighter Squadron (336 Μο?ρα Δι?ξεω?) to replace
and the squadron's name was changed to
(336 Μο?ρα Βομβαρδισμο?).
Greek SB2C-5 Helldivers had minor changes for their COIN operations: the hard rubber tailwheel (for carrier use) was replaced by a bigger pneumatic tire for u and the rear gunner station and its twin MGs were deleted, as no aerial opposition existed and weight reduction was used for bombs and extra machine guns.
Curtiss SB2C-5 Helldivers, Supermarine Spitfires and North American T-6D/Gs were used in ground-attack missions against Communist ground forces, camps and transports during the last stages of the .
Curtiss SB2C-5 Helldivers saw a relatively brief combat service and were gradually phased out by 1953. A few were in use until 1957 as photographic aircraft. One Curtiss SB2C-5 Helldiver was restored in 1997 and is displayed in the .
Between 1949 and 1954, France bought 110 SB2C-5 Helldiver aircraft to replace their aging SBD-5 Dauntless that had been flying in combat in Vietnam. The French
flew the Helldiver from 1951 to 1958.
Some of these aircraft were allotted to Escadrille 9F stationed on board the carriers ,
and , during the . The Helldivers were used to support French troops on the ground during the
Prototype powered by a 1,700 hp (1,268 kW) R-2600-8 engine
Production version for United States Navy with four 0.50 in (12.7 mm) wing guns and one 0.30 in (7.62 mm) dorsal gun, 200 built.
Original designation for United States Army Air Corps version which became A-25A later used for 410 A-25As transferred to the .
SB2C-1 with two 20 mm (0.79 in) wing-mounted cannons and hydraulically operated flaps, 778 built.
One SB2C-1 fitted with twin floats in 1942.
Production float plane version, 287 cancelled and not built.
One SB2C-1 re-engined with a 1,900 hp (1,417 kW) R-2600-20.
As SB2C-1 re-engined with a 1,900 hp (1,417 kW) R-2600-20 and four-bladed propeller, 1,112 built.
SB2C-3s fitted with APS-4 radar.
SB2C-1 but fitted with wing racks for eight 5 in (127 mm) rockets or 1,000 lb (454 kg) bombs, 2,045 built.
SB2C-4s fitted with APS-4 radar.
Two SB2C-4s converted as prototypes for -5 variant.
SB2C-4 with increased fuel capacity, frameless sliding canopy, tailhook fixed in extended position, and deletion of the ASB radar, 970 built (2,500 cancelled).
Two SB2C-1Cs fitted with 2,100 hp (1,566 kW) R-2600-22 engine and increased fuel capacity.
Canadian built version of the SB2C-1, 50 built by Fairchild-Canada
Canadian built version of the SB2C-3, 150 built by Fairchild-Canada.
Canadian built version of the SB2C-4E, 100 built by Fairchild-Canada.
Canadian built version of the SB2C-1, 38 built by Canadian Car & Foundry company.
Canadian built version for lend-lease to the
as the Helldiver I, 28 aircraft built by Canadian Car & Foundry company.
Canadian built version of the SB2C-3, 413 built by Canadian Car & Foundry company.
Canadian built version of the SB2C-4E, 270 built by Canadian Car & Foundry company.
U.S. Army Air Force A-25 Shrike (Serial Number: 41-18787) in flight.
Canadian-built version of the SB2C-5, 85 built (165 cancelled) by the Canadian Car & Foundry company.
A-25A Shrike
United States Army Air Corps version without arrester gear or folding wings and equipment changed, 900 built
Helldiver I
Royal Navy designation for 28 Canadian-built SBW-1Bs
A preserved Greek SB2C-4.
operated 42 aircraft from 1950 until 1959
(until 1952)
(after 1952)
Curtiss SB2C-5 Helldiver at the Royal Thai Air Force Museum.
Curtiss SB2C Helldiver (Commemorative Air Force)
On display
On display
83410 - , , .
(West Texas Wing) in . This late-production Helldiver, built in 1945, makes frequent air show appearances. In 1982, it experienced engine failure and a hard emergency landing that cau volunteers of the CAF put in thousands of hours and spent in excess of $200,000 to restore the aircraft to flying condition once more.
On display
Under restoration
A-25A Shrike/SB2C-1A
75552 - for display by Vultures Row Aviation in .
76805 - for display at the
19075 - for display at the
19866 - for display at the
at , . It crashed on 28 May 1945 in , near
after engine failure during a training exercise. Both pilot E.D. Frazer and his passenger escaped uninjured, but the Helldiver sank in 90 ft. of water. The aircraft was discovered in February 2010 by a fisherman and recovered on 20 August 2010 for restoration.
83393 - for display by Fagen Fighters & Warhawks, Inc. in .
A SB2C-4E Helldiver belonging to the United States Navy crashed and burned in foul weather on October 9, 1945, while en route from
to its base at , Michigan after participating in Nimitz Day celebrations held in Washington, D.C. Pilot Frank Campbell and gunner George Cohlmia, both
veterans, were killed in the crash. The remains of the plane are still located at the crash site on
in , Pennsylvania, three miles southeast of the village of Waterford.
In January 2010, a scuba diver discovered a SB2C-1C Helldiver that was ditched in
off South Maui in August 1944. The Helldiver is covered in coral and is missing its tail section. The aircraft experienced problems with its empennage after dive bombing maneuvers which forced pilot Lieutenant William Dill to ditch. It lies in 50 ft of water facing east. The site, which is protected under state and federal law, is in the process of being marked with a plaque by the U.S. Navy. A mooring may be installed at a later point in time to facilitate dives on the site.
On 25 March 2010, the Oregon State Police, Tillamook County Sheriff's Office and the United States Navy announced that during a logging operation near Rockaway Beach, Oregon, the wreck of an SB2C Helldiver was located. Initial responders believe there may be human remains on the scene.
On 19 December 2011 Scuba divers off the coast of Jupiter, Florida came across an SB2C Helldiver while under water. The aircraft is mostly intact and was found inverted with the landing gear retracted. In May 2012, the US Navy conducted a survey of the aircraft, recovering a data plate from the horizontal stabilizer. The 's
is actively trying to determine if the numbers stamped on the data plate are readable and will identify the aircraft.
Data from United States Navy Aircraft since 1911
General characteristics
Crew: Two, pilot and radio operator/gunner
Length: 36 ft 8 in (11.18 m)
: 49 ft 9 in (15.17 m)
Height: 13 ft 2 in (4.01 m)
Wing area: 422 ft? (39.2 m?)
: 10,547 lb (4,794 kg)
: 16,616 lb (7,553 kg)
: 1 × -20 Twin Cyclone , 1,900 hp (1,417 kW)
Performance
: 295 mph (257 knots, 475 km/h) at 16,700 ft (5,090 m)
: 158 mph (137 knots, 254 km/h)
: 1,165 mi (1,013 , 1,876 km) with 1,000 lb (450 kg) bombload
: 29,100 ft (8,870 m)
: 1,800 ft/min (9.1 m/s)
in the wings
in the rear cockpit
Bombs: in internal bay: 2,000 lb (900 kg) of bombs or 1 ×
on underwing hardpoints: 500 lb (225 kg) of bombs each
Related development
Aircraft of comparable role, configuration and era
Related lists
O'Rourke, G.G, CAPT USN. "Of Hosenoses, Stoofs, and Lefthanded Spads." United States Naval Institute Proceedings, July 1968.
Shettle 2001, p. 29.
Ethell 1995, p. 221.
Wilson, Stewart (1994). Military Aircraft of Australia. Weston Creek, Australia: Aerospace Publications. p. 216.  .
Winchester 2004, p. 63.
<. Retrieved: 18 March 2010.
Guttman, Robert.
Aviation History via <, July 2000. Retrieved: 18 March 2010.
Abzug and Larrabee 1997, p. 92.
Bowers 1979, p. 424.
Donald 1995, pp. 76–77.
Bowers 1979, pp. 424–425.
Taylor 1969, p. 480.
Goebel, Greg.
Vector site, 1 November 2010.
Winchester 2004, p. 62.
Fleetairarmarchive.net, 3 April 2000. Retrieved: 18 March 2010.
Tillman 1997, p. 61.
Guttman, Robert.
Aviation History via <, July 2000. Retrieved: 18 March 2011.
Guttman, Robert.
Aviation History via <, July 2000. Retrieved: 18 March 2010.
Stern 1982, p. 15.
Winchester 2004, pp. 62–63.
. Hellenic Air Force. Archived from
on 28 June .
Hellenic Air Force, 2012. Retrieved: 9 August 2012.
Hellenic Air Force, 2012. Retrieved: 9 August 2012.
Hellenic Air Force, 2012. Retrieved: 9 August 2012.
Sherman, Stephen.
Ace Pilots, 23 January 2012. Retrieved: 9 August 2012.
Hellenic air Force, 2012. Retrieved: 9 August 2012.
Royal Thai Air Force Museum. Retrieved: 11 January 2011.
Commemorative Air Force. Retrieved: 23 August 2010.
FAA.gov Retrieved: 9 April 2012.
Steven F. Udvar-Hazy Center Retrieved: 25 November 2011.
Vultures Row Aviation. Retrieved: 9 April 2012.
National Museum of the United States Air Force. Retrieved: 9 April 2012.
Yanks Air Museum Retrieved: 20 August 2010.
< Retrieved: 6 March 2015.
Fagen Fighters & Warhawks, Inc. Retrieved: 9 April 2012.
Dyer, Sean.
<. Retrieved: 23 April 2010.
US Navy via <. Retrieved: 23 April 2010.
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<, 4 April 2010. Retrieved: 23 April 2010.
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<, 26 March 2010. Retrieved: 23 August 2010.
24 May 2012. Retrieved: 7 May 2013.
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Abzug, Malcolm J. and E. Eugene Larrabee. Airplane Stability and Control: A History of the Technologies that Made Aviation Possible (Cambridge Aerospace Series). Cambridge, UK: Cambridge University Press, 1997. .
Andrews, Harald. The Curtiss SB2C-1 Helldiver, Aircraft in Profile 124. Windsor, Berkshire, UK: Profile publications Ltd., 1967, reprinted 1971 and 1982. No ISBN.
Bowers, Peter M. Curtiss Aircraft . London: Putnam & Company Ltd., 1979. .
Brown, Eric, CBE, DCS, AFC, RN., William Green and Gordon Swanborough. "Curtiss Helldiver". Wings of the Navy, Flying Allied Carrier Aircraft of World War Two. London: Jane's Publishing Company, 1980, pp.&#160;90–99. .
Crosnier, Alain and Jean-Pierre Dubois. Douglas SBD-5 Dauntless & Curtiss SB2C-5 Helldiver: Bombardiers en piqué de l’Aéronautique Navale (in French). Clichy-la-Garenne, France: DTU sarl., 1998. .
Donald, David, ed. American Warplanes of World War II. London: Aerospace Publishing, 1995. .
Drendel, Lou. U.S. Navy Carrier Bombers of World War II. Carrollton, Texas: Squadron/Signal Publications, Inc., 1987. .
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Forsyth, John F. Helldivers, US Navy Dive-Bombers at War. St. Paul, Minnesota: Motorbooks International, 1991. .
Kinzey, Bert. SB2C Helldiver in Detail & Scale, D&S Vol.52. Carrollton, Texas: Squadron/Signal Publications, 1997. .
Ociepka, Pawe? P. "Curtiss SB2C Helldiver" (in Polish). Skrzyd?a w miniaturze 12. Gdańsk, Poland: Avia-Press, 1995. ISSN .
Shettle, M.L. Jr. United States Marine Corps Air Stations of World War II. Bowersville, Georgia: Schaertel Publishing Co., 2001. .
Smith, Peter C. SB2C Helldiver. Ramsbury, Marlborough, Wiltshire, UK: The Crowood Press Ltd., 1998. .
Stern, Robert. SB2C Helldiver in Action, Aircraft Number 54. Carrollton, Texas: Squadron/Signal Publications inc., 1982. .
Swanborough, Gordon and Peter M. Bowers. United States Navy Aircraft since 1911. London: Putnam, Second edition, 1976. .
Taylor, John W. R. "Curtiss SB2C/A-25 Helldiver." Combat Aircraft of the World from 1909 to the present. New York: G.P. Putnam's Sons, 1969. .
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Winchester, Jim. "Curtiss SB2C Helldiver." Aircraft of World War II: The Aviation Factfile. Kent, UK: Grange Books plc, 2004. .
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