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Restoring the Museum’s “Battling Beast”: The Curtiss SB2C-5 Helldiver

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On Friday, March 14, 2014, the Museum will put on display its latest restored aircraft, a Curtiss SB2C-5 Helldiver, at the Steven F. Udvar-Hazy Center. For those of you attending the Center’s Open House on Saturday, January 25, you will get a chance to tour the Mary Baker Engen Restoration Hangar and see some of the work-in-progress firsthand  (note that the fuselage will not be on view). In anticipation of those events, I would like to share with you some aspects of my work on our example of the famous American World War II dive bomber.

The U.S. Navy accepted the Museum’s Helldiver on May 19, 1945, at the Curtiss-Wright factory in Columbus, Ohio. All Helldivers leaving the factory of that time would be a glossy “Sea Blue” and covered in numerous stencils that facilitated easier operation and maintenance. The aircraft went to Naval Air Station (NAS) Port Columbus, located on the same airfield, three days later. It was prepared for transfer to Guam in the Pacific Theater in San Diego in June for assignment to a Carrier Air Service Unit, arriving there in July. This Helldiver never saw combat, but served with various other Navy units until 1948 and entered the Museum collection in 1960. The artifact went on loan to the National Naval Aviation Museum (NNAM) in 1975 and returned to the Smithsonian in 2003.


The Helldiver fuselage after its arrival in the Restoration Hangar in 2010.


The Museum’s Helldiver will be repainted as it appeared during the early phase of its assignment to Bombing Squadron (VB) 92, the “Battling Beasts,” on USS Lexington (CV-16) during September-December 1945. An interpretation of the photographs from the squadron yearbook and archival collections revealed that VB-92 aircraft markings changed while on Lexington. As they cruised toward Japan to take part in the occupation, VB-92 Helldivers featured the geometric symbol system used officially by Navy carrier groups during the earlier period of January to July 1945. Lexington’s symbol was a broad white diagonal bar on the vertical stabilizer and the wingtips. There is no explanation for the existence of the unauthorized geometric markings on VB-92 aircraft in September. The Lexington war diary held in the National Archives stated a general dissatisfaction with the authorized carrier letter identification system (“H” for Lexington) introduced in July 1945. Lexington’s officers and crew found it difficult to identify aircraft at distances beyond 400 yards during operations. That experience may have influenced the return to the geometric symbols when VB-92 embarked upon Lexington. Nevertheless, at some point, probably after the squadron had reached Tokyo Harbor and was under the scrutiny of official Navy directives, VB-92 changed its carrier identification markings to the authorized letter system. Due to the uniqueness of the earlier markings to VB-92, I chose the geometric symbol scheme for the Museum’s Helldiver.


The only known VB-92 Helldiver to be photographed up close, “215” flown by Ensign Bob Sobey, illustrates the geometric symbol scheme of the squadron’s early days on Lexington. This and the following photographs served as the guide for the Museum’s restoration project. I think the only reason these photographs were taken was because they depicted a landing accident, which was an all-too-common occurrence for Helldiver aircrew due to restricted visibility at landing. Ens. Sobey missed the arrestor cables and is about to hit the crash barrier. Robert L. Lawson Photograph Collection, National Naval Aviation Museum.


VB-92 Helldiver


In these two photos, there are great details to be gleaned for reference, including the diagonal stripes, extensive stenciling on the airframe and propeller, side number placement, the glossy finish of the Sea Blue paint, and the distinctive VB-92 “Battling Beast” unit insignia that you can see just forward of the pilot’s windscreen. What else do you see in these photographs?


When the Museum’s Helldiver was on display at the NMNA, its markings included the letter “H” on the rudder to indicate its assignment to the aircraft carrier Lexington, which followed the authorized carrier letter identification system for the fall of 1945.


Getting to the point where I knew how the Museum’s Helldiver looked during its initial squadron assignment would not have been possible without the input of VB-92 veterans and their families. A stack of documentary records provided by squadron members came with the Helldiver after its long stay at the NNAM. They included an amazing document that referenced VB-92’s aircraft by their official airframe (called the BuNo or Bureau of Aeronautics number) and aircraft, or side, numbers. Regardless of whether the Museum’s Helldiver featured white diagonal bars or “H”s on the wings and empennage, the correct side number for BuNo 83479 is “208.”

Reed Rollins, who served with VB-92 as an aircraft radioman and gunner and flew in this specific Helldiver, confirmed many of these details and shared with us important documentation, including the colors for the Battling Beast insignia.


This is a closer look at the Battling Beast insignia. Navy aircrews nicknamed the Helldiver “The Beast” due to its size and handling qualities. VB-92 adopted that into their squadron name with pugilistic flair. Courtesy of Reed Rollins.

VB-92 Squadron

VB-92 Squadron members in 1945. Courtesy of Reed Rollins.


Charles French was also a member of VB-92 in 1945 that also flew in the rear cockpit of “208.” When he visited the Helldiver in the Restoration Hangar last May with his family, he donated his logbook to the Museum’s Archives.

Charles French

As an aircraft radioman and gunner, Charles French operated twin .30 caliber machine guns from the rear cockpit. During his visit, he was able to see the progress of the Helldiver restoration.


Michael Converse donated his father’s squadron yearbook, The Battling Beasts: Bombing Squadron Ninety-Two, December 1944-1945, to the Museum’s Archives. Lt. (jg) Knox Converse was the assigned pilot to “208” during Lexington’s cruise from Tokyo back to the United States in November 1945. Michael has been an enthusiastic supporter of the project and reveals how the children of the “Greatest Generation” are ensuring that their family connections to World War II will continue.


Michael Converse created a collage of photos from the VB-92 squadron yearbook to recognize his father’s time as a naval aviator. Courtesy of Michael Converse.


Making these discoveries and connections with the history, people, and technology of naval aviation during World War II through the Helldiver has been a great experience. I hope visitors will enjoy seeing the artifact on display this spring.


Jeremy Kinney is a curator in the Aeronautics Department of the National Air and Space Museum.

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12 thoughts on “Restoring the Museum’s “Battling Beast”: The Curtiss SB2C-5 Helldiver

  1. Kudos not only to the Naval Aviators who flew the Helldivers and those in the teams who supported them but also to those at the National Air and Space Museum and the descendants of the “Greatest Generation” who through their informed diligence have brought this Helldiver back to life. Memories are made of this.

  2. Congrats to the restoration team. When I was last at Udvar Hazy, they were just starting the work on this plane. I cannot wait to get back and see it on display!

    Also, many thanks to the Heroes that flew them and to the family members donating their yearbooks to the Archives for the generations after the Greatest Generation to benefit from.

  3. I saw the SB2C last summer when i visited Hazy. I’m glad to see it finished and ready for display. What is the next restoration project?

  4. Our eternal thanks to all that have served, especially in the Pacific Theater during WWII, and to all that have served and have been long since forgotten from April 19th, 1775 to date, to all that currently serve, and those that will serve, we thank you from our hearts and we thank you by exercising the freedoms you have and will have fought to preserve for us as individuals and as a Nation. We are proud of each of you, and thankful that people have dedicated resources to the preservation of articles that will long stand as remembrances of what you did for us all.

  5. Pingback: Horten H IX V3 “Bat-Wing Ship,” March 2014 Update | AirSpace

  6. I would like to thank Jeremry Kinney for making it possible for my father and myself to attend the rolling out reception on April 1st.



  8. My dad (William W. Bush) flew the SB2C for VB86 on the Wasp in 1945. Shot down twice over Atsugi Bay and both times made it out to sea. He was picked up by the Navy, once by a submarine where he stayed for a month before they could return him.
    Looking forward to seeing the plane restored!

  9. Charles, My dad was also in VB86. I looked up your dad in ” Carrier Air Group 86″ and there he is. My dad went into the drink on take off. He and his crewmate were returned to the Wasp the next day in trade for 50 gallons of ice cream to the destroyer that picked them up. I have his flight logs, his G1 jacket and a modest amount of other stuff. By the way you must know about the SB2C and SBD restores happening now in Cameron Park Calif.? Chuck Wahl is doing them and was kind enough to give me a tour. His crew could build one from scratch and that is no exaggeration. Go to Vultures Row Aviation. God bless our Dads

  10. God Bless Our Dads, these fine gentlemen who knew the Beast! My father ,John P. Piazza II, a young , newly minted aeronautical engineer from NYU , Guggenheim School of Aeronautics, ’42, worked as stress analyst at the Columbus, Ohio factory on the Helldiver. I grew up hearing stories of the design, production, and operation of the aircraft which inspired me to my part as an attorney advising General Electric Aircraft Engine in Cincinnati (where Curtis-Wright built the B-29 engines).
    I would love the opportunity to see this great Beast at Easter 2015. I will be admitted to the U.S.Supreme Court Bar Easter monday. I will visit to see my father’s work, and all the great work of the restoration specialists. I thank my father I am not a “ground bum”, for all his subsequent efforts to advance America’s aerospace technology helped lead me.
    The Beast is back, where she belongs now, as a National Treasure,long may she roar!
    John Piazza, III J.D.,M.B.A.

  11. I was a ARM2 in the backseat of a “Beast” for more than 3 hundred hours in VB153 and later VA15A
    attached to the Kearsarge CV33 (Shakedown) Boxer CV21 and Antietam CV36. This airplane came with a bad reputation with many BUAERO changes before proving itself. Personally, never aborted a takeoff or had any other problems.

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