F4u Corsair Blueprints Pdf Creator
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'F3A' redirects here. It is not to be confused with.F4U CorsairA restored F4U-4 Corsair in Korean War-era U.S. Marine Corps markingsRoleNational originUnited StatesManufacturerFirst flight29 May 1940Introduction28 December 1942Retired1953 (United States)1979 (Honduras)Primary usersProduced1942–53Number built12,571VariantsThe Vought F4U Corsair is an American that saw service primarily in and the.Designed and initially manufactured by, the Corsair was soon in great demand; additional production contracts were given to, whose Corsairs were designated FG, and, designated F3A.The Corsair was designed and operated as a, and entered service in large numbers with the U.S. Navy in late 1944 and early 1945. It quickly became one of the most capable carrier-based of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II, and its naval aviators achieved an 11:1 kill ratio.
Originated with the Vought-Sikorsky Division of United Aircraft Corporation, the Vought V-166B prototype of the Chance Vought F4U Corsair, designated XF4U-1, flew for the first time on 29 May 1940, becoming a few months later the first US warplane to fly faster than 400 mph (644 km/hr). Portable Document Format (.pdf) Scalable Vector Graphics (.svg) AutoCAD (.dwg) Drawing Exchange Format (.dxf) Projections. Chance Vought F4U Corsair blueprints Chance Vought F4U Corsair line drawings Chance Vought F4U Corsair signwriter drawings Chance Vought F4U Corsair vinyl template. Corsair blueprints by ravenziel. Search Results for “airplane blueprint wallpaper” – Adorable Wallpapers Find the newest extraordinary images ideas especially some topics related to aircraft blueprint wallpaper only. Blueprints Corsair blueprints by ravenziel on deviantART See more.
Yet early problems with carrier landings and logistics allowed it to be eclipsed as the dominant carrier-based fighter by the, powered by the same engine first flown on the Corsair's first prototype in 1940. Instead, the Corsair's early deployment was to land-based squadrons of the and U.S. Navy.The Corsair served almost exclusively as a fighter-bomber throughout the Korean War and during the French colonial wars in. In addition to its use by the U.S. And British, the Corsair was also used by the, and other air forces until the 1960s.From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured in 16 separate models.
Its 1942–53 production run was the longest of any U.S. Piston-engined fighter. Contents.Development In February 1938 the U.S. Navy Bureau of Aeronautics published two for twin-engined and single-engined fighters.
For the single-engined fighter the Navy requested the maximum obtainable speed, and a stalling speed not higher than 70 miles per hour (110 km/h). A range of 1,000 miles (1,600 km) was specified. The fighter had to carry four guns, or three with increased ammunition. Provision had to be made for anti-aircraft bombs to be carried in the wing. These small bombs would, according to thinking in the 1930s, be dropped on enemy aircraft formations. The XF4U-1 prototype in 1940/41, showing its more forward cockpit locationIn June 1938, the U.S.
Navy signed a contract with Vought for a prototype bearing the factory designation V-166B, the XF4U-1, BuNo 1443. The Corsair design team was led. After mock-up inspection in February 1939, construction of the XF4U-1 powered by an XR-2800-4 prototype of the twin-row, 18-cylinder, rated at 1,805 hp (1,346 kW) went ahead quickly, as the very first airframe ever designed from the start to have a Double Wasp engine fitted for flight. When the prototype was completed it had the biggest and most powerful engine, largest propeller, and probably the largest wing on any naval fighter to date. The first flight of the XF4U-1 was made on 29 May 1940, with Lyman A. At the controls.
The maiden flight proceeded normally until a hurried landing was made when the elevator trim tabs failed because of flutter.On 1 October 1940, the XF4U-1 became the first single-engine U.S. Fighter to fly faster than 400 mph (640 km/h) by flying at an average ground speed of 405 miles per hour (652 km/h) from to.
The 's twin engine had flown over 400 mph in January–February 1939. The XF4U-1 also had an excellent rate of climb but testing revealed that some requirements would have to be rewritten. In full-power dive tests, speeds of up to 550 miles per hour (890 km/h) were achieved, but not without damage to the control surfaces and access panels and, in one case, an engine failure. The spin recovery standards also had to be relaxed as recovery from the required two-turn spin proved impossible without resorting to an anti-spin chute. The problems clearly meant delays in getting the design into production.Reports coming back from the war in Europe indicated that an armament of two.30 in (7.62 mm) engine cowling-mount machine guns, and two.50 in (12.7 mm) machine guns (one in each outer wing panel) was insufficient.
The 's November 1940 production proposals specified heavier armament. The increased armament comprised three.50 caliber machine guns mounted in each wing panel. This improvement greatly increased the ability of the Corsair to shoot down enemy aircraft.Formal U.S. Navy acceptance trials for the XF4U-1 began in February 1941. The Navy entered into a letter of intent on 3 March 1941, received Vought's production proposal on 2 April, and awarded Vought a contract for 584 F4U-1 fighters, which were given the name 'Corsair' — inherited from the firm's late-1920s naval biplane scout which first bore the name — on 30 June of the same year. The first production F4U-1 performed its initial flight a year later, on 24 June 1942. It was a remarkable achievement for Vought; compared to land-based counterparts, are 'overbuilt' and heavier, to withstand the extreme stress of deck landings.Design.
Landing gear on an F4U-4 Corsair.To accommodate a folding wing the designers considered retracting the main landing gear rearward but, for the that was chosen, it was difficult to make the landing gear struts long enough to provide ground clearance for the large propeller. Their solution was an, which considerably shortened the required length of the struts. The of the wing's center-section also permitted the wing and fuselage to meet at the optimum angle for minimizing, without using wing root fairings. The bent wing, however, was heavier and more difficult to construct, offsetting these benefits.The Corsair's aerodynamics were an advance over those of contemporary naval fighters. The F4U was the first U.S. Navy aircraft to feature landing gear that retracted into a fully enclosed wheel well.
The landing gear — each with its own strut door enclosing it when retracted — rotated through 90° during retraction, with the wheel atop the lower end of the strut when retracted. A pair of rectangular doors enclosed each wheel well, leaving a streamlined wing. This swiveling, aft-retracting landing gear design was common to the (and its predecessor, the ), as adopted for the F4U Corsair's main gear and its erstwhile Pacific War counterpart, the.
The oil coolers were mounted in the heavily anhedraled center-section of the wings, alongside the air intakes, and used openings in the leading edges of the wings, rather than protruding scoops. The large fuselage panels were made of and were attached to the frames with the newly developed technique of, thus mostly eliminating the use of rivets. While employing this new technology, the Corsair was also the last American-produced to feature fabric as the skinning for the top and bottom of each outer wing, aft of the main and armament bays, and for the,. The elevators were also constructed from plywood. The Corsair, even with its streamlining and high speed abilities, could fly slowly enough for carrier landings with full deployment of 60°.Technical issues In part because of its advances in technology and a top speed greater than existing Navy aircraft, numerous technical problems had to be solved before the Corsair entered service. Carrier suitability was a major development issue, prompting changes to the main landing gear, tail wheel,.
Early F4U-1s had difficulty recovering from developed spins, since the inverted gull wing's shape interfered with elevator authority. It was also found that the Corsair's right wing could and drop rapidly and without warning during slow carrier landings.
In addition, if the throttle were suddenly advanced (for example, during an ) the left wing could stall and drop so quickly that the fighter could flip over with the rapid increase in power. These potentially lethal characteristics were later solved through the addition of a small, 6 in (150 mm)-long to the leading edge of the outer right wing, just outboard of the gun ports. This allowed the right wing to stall at the same time as the left. An early F4U-1 showing the 'birdcage' canopy with rearwards production cockpit location.Other problems were encountered during early carrier trials. The combination of an aft cockpit and the Corsair's long nose made landings hazardous for newly trained pilots.
During landing approaches, it was found that oil from the opened hydraulically-powered cowl flaps could spatter onto the windscreen, severely reducing visibility, and the undercarriage had bad rebound characteristics on landing, allowing the aircraft to bounce down the carrier deck. The first problem was solved by locking the top cowl flaps in front of the windscreen down permanently, then replacing them with a fixed panel. The undercarriage bounce took more time to solve, but eventually a 'bleed valve' incorporated in the legs allowed the hydraulic pressure to be released gradually as the aircraft landed. The Corsair was not considered fit for carrier use until the wing stall problems and the deck bounce could be solved.Meanwhile, the more docile and simpler-to-build F6F Hellcat had begun entering service in its intended carrier-based use. The Navy wanted to standardize on one type of carrier fighter, and the Hellcat, while slower than the Corsair, was considered simpler to land on a carrier by an inexperienced pilot and proved to be successful almost immediately after introduction. The Navy's decision to choose the Hellcat meant that the Corsair was released to the U.S.
Marine Corps. With no initial requirement for carrier landings, the Marine Corps deployed the Corsair to devastating effect from land bases. Corsair deployment aboard U.S. Carriers was delayed until late 1944, by which time the last of the carrier landing problems, relating to the Corsair's long nose, had been tackled by the British. Design modifications Production F4U-1s featured several major modifications from the XF4U-1.
A change of armament to six wing-mounted.50 in (12.7 mm) (three in each outer wing panel) and their ammunition (400 rounds for the inner pair, 375 rounds for the outer) meant that the location of the wing fuel tanks had to be changed. In order to keep the fuel tank close to the, the only available position was in the forward fuselage, ahead of the cockpit.
Later on, different variants of the F4U were given different armaments. While most Corsair variants had the standard armament of six.50 caliber M2 Browning machine guns, some models (like the F4U-1C) were equipped with four 20 millimeter M2 cannons for its main weapon. While these cannons were more powerful than the standard machine guns, they were not favored over the standard loadout. Only 200 models of this particular Corsair model were produced, out of the total 12,571. Other variants were capable of carrying mission specific weapons such as rockets and bombs. The F4U was able to carry up to a total of eight rockets, or four under each wing.
It was able to carry up to four thousand pounds of explosive ordnance. This helped the Corsair take on a fighter bomber role, giving it a more versatile role as a ground support aircraft as well as a fighter.
F4u Corsair Plans
Accordingly, as a 237 gal (897 l) replaced the fuselage mounted armament, the cockpit had to be moved back by 32 in (810 mm) and the fuselage lengthened. In addition, 150 lb of armor plate was installed, along with a 1.5 in (38 mm) bullet-proof windscreen which was set internally, behind the curved windscreen. The canopy could be jettisoned in an emergency, and half-elliptical planform transparent panels, much like those of certain models of the, were inset into the sides of the fuselage's turtledeck structure behind the pilot's headrest, providing the pilot with a limited rear view over his shoulders.
A rectangular Plexiglas panel was inset into the lower center section to allow the pilot to see directly beneath the aircraft and assist with deck landings. The engine used was the more powerful R-2800-8 (B series) Double Wasp which produced 2,000 hp (1,491 kW). On the wings the flaps were changed to a slotted type and the ailerons were increased in span to increase the roll rate, with a consequent reduction in flap span. Transponder equipment was fitted in the rear fuselage. These changes increased the Corsair's weight by several hundred pounds.
Performance The performance of the Corsair was superior to most of its contemporaries. The F4U-1 was considerably faster than the Grumman F6F Hellcat and only 13 mph (21 km/h) slower than the; all three were powered by the R-2800. But while the P-47 achieved its highest speed at 30,020 feet (9,150 m) with the help of an, the F4U-1 reached its maximum speed at 19,900 ft (6,100 m), and used a mechanically supercharged engine.
Operational history World War II U.S. Service Navy testing and release to the U.S. Marine Corps The U.S. Navy received its first production F4U-1 on 31 July 1942, but getting it into service proved difficult.
The framed 'birdcage' style canopy provided inadequate visibility for deck taxiing, and the long 'hose nose' and nose-up attitude of the Corsair made it difficult to see straight ahead. The enormous torque of the Double Wasp engine also made it a handful for inexperienced pilots if they were forced to.
Early Navy pilots called the F4U the 'hog', 'hosenose', or 'bent-wing widow maker'.Carrier qualification trials on the training carrier and escort carriers and in 1942 found that, despite visibility issues and control sensitivity, the Corsair was '.an excellent carrier type and very easy to land aboard. It is no different than any other airplane.' Two Navy units, (October 1942) and later (April 1943) were equipped with the F4U. By April 1943, VF-12 had successfully completed deck landing qualification.At the time, the U.S. Navy also had the Grumman F6F Hellcat, which did not have the performance of the F4U, but was a better deck landing aircraft. The Corsair was declared 'ready for combat' at the end of 1942, though qualified to operate only from land bases until the last of the carrier qualification issues were worked out. Went aboard the in late 1943, and the Chief of Naval Operations wanted to equip four air groups with Corsairs by the end of 1943.
The Commander, Air Forces, Pacific had a different opinion, stating that 'In order to simplify spares problems and also to insure flexibility in carrier operations present practice in the Pacific is to assign all Corsairs to Marines and to equip FightRons fighter squadrons on medium and light carriers with Hellcats.' VF-12 soon abandoned its aircraft to the Marines.
VF-17 kept its Corsairs, but was removed from its carrier, due to perceived difficulties in supplying parts at sea.The Marines needed a better fighter than the F4F Wildcat. For them, it was not as important that the F4U could be recovered aboard a carrier, as they usually flew from land bases. Growing pains aside, Marine Corps squadrons readily took to the radical new fighter.Marine Corps combat.
Early F4U-1s of VF-17From February 1943 onward, the F4U operated from and ultimately other bases in the. A dozen USMC F4U-1s of VMF-124, commanded by William E. Gise, arrived at (code name 'Cactus') on 12 February. The first recorded combat engagement was on 14 February 1943, when Corsairs of VMF-124 under Major Gise assisted P-40s and in escorting a formation of on a raid against a Japanese aerodrome at. Japanese fighters contested the raid and the Americans got the worst of it, with four P-38s, two P-40s, two Corsairs, and two Liberators lost. No more than four Japanese Zeros were destroyed.
A Corsair was responsible for one of the kills, albeit due to a midair collision. The fiasco was referred to as the 'Saint Valentine's Day Massacre'. Despite the debut, the Marines quickly learned how to make better use of the aircraft and started demonstrating its superiority over Japanese fighters. By May, the Corsair units were getting the upper hand, and VMF-124 had produced the first Corsair ace, who would rack up a total of 21 kills during the war. He remembered:I learned quickly that altitude was paramount. Whoever had altitude dictated the terms of the battle, and there was nothing a Zero pilot could do to change that — we had him. The F4U could outperform a Zero in every aspect except slow speed manoeuvrability and slow speed rate of climb.
Therefore you avoided getting slow when combating a Zero. It took time but eventually we developed tactics and deployed them very effectively. There were times, however, that I tangled with a Zero at slow speed, one on one. In these instances I considered myself fortunate to survive a battle. Of my 21 victories, 17 were against Zeros, and I lost five aircraft in combat. I was shot down three times and I crashed one that ploughed into the line back at base and wiped out another F4U.VMF-113 was activated on 1 January 1943 at Marine Corps Air Station El Toro as part of Marine Base Defense Air Group 41. They were soon given their full complement of 24 F4U Corsairs.
On 26 March 1944, while escorting four B-25 bombers on a raid over Ponape, they recorded their first enemy kills, downing eight Japanese aircraft. In April of that year, VMF-113 was tasked with providing air support for the landings at. Since the assault was unopposed, the squadron quickly returned to striking Japanese targets in the for the remainder of 1944.Corsairs were flown by the 'Black Sheep' Squadron (, led by Marine ) in an area of the Solomon Islands called '.
Boyington was credited with 22 kills in F4Us (of 28 total, including six in an, although his score with the AVG has been disputed). Other noted Corsair pilots of the period included VMF-124's Kenneth Walsh, and; 's and; and 's,. Nightfighter versions equipped Navy and Marine units afloat and ashore.One particularly unusual kill was scored by Marine Lieutenant R. Klingman of (the 'Checkerboards') over Okinawa. Klingman was in pursuit of a Toryu ('Nick') twin-engine fighter at high altitude when his guns jammed due to the gun lubrication thickening from the extreme cold.
He flew up and chopped off the Ki-45's tail with the big propeller of the Corsair. Despite missing five inches (127 mm) off the end of his propeller blades, he managed to land safely after this attack.
He was awarded the.At war's end, Corsairs were ashore on, combating the kamikaze, and also were flying from fleet and escort carriers., VMF-224, and a handful of others met with success in the. Field modifications for land-based Corsairs Since Corsairs were being operated from shore bases, while still awaiting approval for U.S. Carrier operations, 965 FG-1As were built as 'land planes' without their hydraulic wing folding mechanisms, hoping to improve performance by reducing aircraft weight, with the added benefit of minimizing complexity.
(These Corsairs’ wings could still be manually folded. )A second option was to remove the folding mechanism in the field using a kit, which could be done for Vought and Brewster Corsairs as well. On 6 December 1943, the Bureau of Aeronautics issued guidance on weight-reduction measures for the F4U-1, FG-1, and F3A. Corsair squadrons operating from land bases were authorized to remove catapult hooks, arresting hooks, and associated equipment, which eliminated 48 pounds of unnecessary weight. While there are no data to indicate to what extent these modifications where incorporated, there are numerous photos in evidence of Corsairs, of various manufacturers and models, on islands in the Pacific without tailhooks installed.
A Corsair fires its rockets at a Japanese stronghold on Okinawa Fighter-bomber Corsairs also served well as fighter-bombers in the Central Pacific and the Philippines. By early 1944, Marine pilots were beginning to exploit the type's considerable capabilities in the close-support role in amphibious landings.
Flew Corsairs with the Marines as a civilian technical advisor for in order to determine how best to increase the Corsair's payload and range in the attack role and to help evaluate future viability of single- versus twin-engine fighter design for Vought. Lindbergh managed to get the F4U into the air with 4,000 pounds (1,800 kg) of bombs, with a 2,000 pounds (910 kg) bomb on the centerline and a 1,000 pounds (450 kg) bomb under each wing. In the course of such experiments, he performed strikes on Japanese positions during the battle for the.By the beginning of 1945, the Corsair was a full-blown 'mudfighter', performing strikes with high-explosive bombs, tanks,.
It proved versatile, able to operate everything from to 11.75 in (300 mm) rockets. The aircraft was a prominent participant in the fighting for the, and.Navy service In November 1943, while operating as a shore-based unit in the Solomon Islands, VF-17 reinstalled the tail hooks so its F4Us could land and refuel while providing top cover over the task force participating in the. The squadron's pilots landed, refueled, and took off from their former home, Bunker Hill and on 11 November 1943.Twelve USMC F4U-1s arrived at Henderson Field (Guadalcanal) on 12 February 1943.
Navy did not get into combat with the type until September 1943. The work done by the 's meant those models qualified the type for U.S. Carrier operations first. Navy finally accepted the F4U for shipboard operations in April 1944, after the longer oleo strut was fitted, which eliminated the tendency to bounce.
The first US Corsair unit to be based effectively on a carrier was the pioneer USMC squadron, which joined Essex in December 1944. They were accompanied. The increasing need for fighter protection against attacks resulted in more Corsair units being moved to carriers. Sortie, kill and loss figures U.S. Figures compiled at the end of the war indicate that the F4U and FG flew 64,051 operational sorties for the U.S. Marines and U.S. Navy through the conflict (44% of total fighter sorties), with only 9,581 sorties (15%) flown from carrier decks.
F4U and FG pilots claimed 2,140 air combat victories against 189 losses to enemy aircraft, for an overall kill ratio of over 11:1. While this gave the Corsair the lowest loss rate of any fighter of the Pacific War, this was due in part to operational circumstances; it primarily faced air-to-air combat in the Solomon Islands and Rabaul campaigns (as well as at Leyte and for kamikaze interception), but as operations shifted north and its mission shifted to ground attack the aircraft saw less exposure to enemy aircraft, while other fighter types were exposed to more air combat. Against the best Japanese opponents, the aircraft claimed a 12:1 kill ratio against and 6:1 against the, -J, and combined during the last year of the war. The Corsair bore the brunt of U.S.
Fighter-bomber missions, delivering 15,621 short tons (14,171 metric tons) of bombs during the war (70% of total bombs dropped by U.S. Fighters during the war).Corsair losses in World War II were as follows:-. By aerial combat: 189. By enemy ground and shipboard anti-aircraft fire: 349. Operational losses during combat missions: 230. Operational losses during non-combat flights: 692. Destroyed aboard ships or on the ground: 164Royal Navy Enhancement for carrier suitability.
Corsair Is at, 1943.In the early days of World War II, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the (and its turreted derivative the ) and the, since it was expected that they would encounter only long-range bombers or flying boats and that navigation over featureless seas required the assistance of a radio operator/navigator. The Royal Navy hurriedly adopted higher-performance single-seat aircraft such as the and the less robust, but neither aircraft had sufficient range to operate at a distance from a carrier task force. The Corsair was welcomed as a more robust and versatile alternative.In November 1943, the Royal Navy received its first batch of 95 Vought F4U-1s, which were given the designation of 'Corsair I'. The first squadrons were assembled and trained on the U.S. East Coast and then shipped across the Atlantic. The Royal Navy put the Corsair into carrier operations immediately. They found its landing characteristics dangerous, suffering a number of fatal crashes, but considered the Corsair to be the best option they had.In Royal Navy service, because of the limited deck height in several classes of British carrier, many Corsairs had their outer wings 'clipped' by 8 in (200 mm) to clear the deckhead.
The change in span brought about the added benefit of improving the, reducing the F4U's propensity to 'float' in the final stages of landing. Despite the clipped wings and the shorter decks of British carriers, Royal Navy aviators found landing accidents less of a problem than they had been to U.S. Navy aviators, thanks to the curved approach they used: British units solved the landing visibility problem by approaching the carrier in a medium left-hand turn, which allowed the pilot to keep the carrier's deck in view over the in the left.
This technique was later adopted by U.S. Navy and Marine fliers for carrier use of the Corsair.The Royal Navy developed a number of modifications to the Corsair that made carrier landings more practical. Among these were a bulged canopy (similar to the ), raising the pilot's seat 7 in (180 mm), and wiring shut the cowl flaps across the top of the engine compartment, diverting oil and hydraulic fluid spray around the sides of the fuselage. Deployment The Royal Navy initially received 95 'birdcage' F4U-1s from Vought which were designated Corsair Mk I in Fleet Air Arm service. Next from Vought came 510 'blown-canopy' F4U-1A/-1Ds, which were designated Corsair Mk II (the final 150 equivalent to the F4U-1D, but not separately designated in British use). 430 Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster's total production, were delivered to Britain as the Corsair Mk III. 857 Goodyear Corsairs (400 FG-1/-1A and 457 FG-1D) were delivered and designated Corsair Mk IV.
The Mk IIs and Mk IVs were the only versions to be used in combat.The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from. It was not without problems; one was excessive wear of the arrester wires, due both to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed. A total of 2,012 Corsairs were supplied to the United Kingdom.(FAA) units were created and equipped in the United States, at or and then shipped to war theaters aboard escort carriers. The first FAA Corsair unit was, created on the first of June 1943, and soon operating from. At the end of the war, 18 FAA squadrons were operating the Corsair.
British Corsairs served both in Europe and in the Pacific. The first, and also most important, European operations were the series of attacks in April, July, and August 1944 on the, for which Corsairs from and provided fighter cover. It appears the Corsairs did not encounter aerial opposition on these raids.From April 1944, Corsairs from the took part in a several beginning with, an attack on Japanese targets at island, in the.In July and August 1945, Corsair naval squadrons 1834, 1836, 1841, and 1842 took part in a series of strikes on the Japanese mainland, near Tokyo. These squadrons operated from Victorious and Formidable.
On 9 August 1945, days before the end of the war, Corsairs from Formidable attacked harbor on the northeast coast of Japan. Pilot, Lieutenant, of 1841 Squadron was hit by flak but pressed home his attack on a Japanese destroyer, sinking it with a 1,000 lb (450 kg) bomb but crashing into the sea. He was posthumously awarded Canada's last, becoming the second fighter pilot of the war to earn a Victoria Cross as well as the final Canadian casualty of World War II. Navy national insignia from 28 June 1943 onwards, the source of the added 'bars' for the British roundels used by SEAC in the Pacific.FAA Corsairs originally fought in a camouflage scheme with a Dark Slate Grey/Extra Dark Sea Grey disruptive pattern on top and Sky undersides, but were later painted overall dark blue.
As it had become imperative for all aircraft in the Pacific Theater of World War II to abandon all use of any 'red devices' in their national insignia — to prevent any chance of misidentification with Japanese military aircraft, all of which bore the circular, all-red insignia (nicknamed a 'meatball' by Allied aircrew) that is, the United States removed all areas of red color (specifically removing the red center to the roundel) and removed any sort of, which at that time had, from the American national aircraft insignia scheme by 6 May 1942. The British did likewise, starting with a simple paintover with white paint, of their 'Type C' roundel's red center, at about the time the U.S. Navy removed the red-center from their roundel. Later, a shade of center color replaced the white color on the earlier roundel. RNZAF Corsairs with a on, 1945.The first deliveries of lend-lease Corsairs began in March 1944 with the arrival of 30 F4U-1s at the RNZAF Base Depot Workshops (Unit 60) on the island of in the. From April, these workshops became responsible for assembling all Corsairs for the RNZAF units operating the aircraft in the South West Pacific; and a Test and Despatch flight was set up to test the aircraft after assembly.
By June 1944, 100 Corsairs had been assembled and test flown. The first squadrons to use the Corsair were 20 and 21 Squadrons on Espiritu Santo, operational in May 1944.
The organization of the RNZAF in the Pacific and New Zealand meant that only the pilots and a small staff belonged to each squadron (the maximum strength on a squadron was 27 pilots): squadrons were assigned to several Servicing Units (SUs, composed of 5–6 officers, 57 NCOs, 212 airmen) which carried out aircraft maintenance and operated from fixed locations: hence F4U-1 NZ5313 was first used by 20 Squadron/1 SU on Guadalcanal in May 1944; 20 Squadron was then relocated to 2 SU on in November. In all there were ten front line SUs plus another three based in New Zealand. Because each of the SUs painted its aircraft with distinctive markings and the aircraft themselves could be repainted in several different color schemes, the RNZAF Corsairs were far less uniform in appearance than their American and FAA contemporaries. By late 1944, the F4U had equipped all ten Pacific-based fighter squadrons of the RNZAF.By the time the Corsairs arrived, there were very few Japanese aircraft left in New Zealand's allocated sectors of the Southern Pacific, and despite the RNZAF squadrons extending their operations to more northern islands, they were primarily used for close support of American, Australian, and New Zealand soldiers fighting the Japanese. At the end of 1945, all Corsair squadrons but one (No. 14) were disbanded.
That last squadron was based in Japan, until the Corsair was retired from service in 1947.No. 14 Squadron was given new FG-1Ds and in March 1946 transferred to, Japan as part of the. Only one airworthy example of the 437 aircraft procured survives: FG-1D NZ5648/ ZK-COR, owned by the Old Stick and Rudder Company at. Captured Corsairs On 18 July 1944, a British Corsair F4U-1A, of, was involved in anti-submarine patrol from HMS Formidable en route to after the attack on the German battleship Tirpitz. It flew in company with a. Due to technical problems the Corsair made an emergency landing in a field on north of, Norway.
The pilot, Lt Mattholie, was taken prisoner and the aircraft captured undamaged. Luftwaffe interrogators failed to get the pilot to explain how to fold the wings so as to transport the aircraft to Narvik. The Corsair was ferried by boat for further investigation. Later the Corsair was taken to Germany and listed as one of the captured enemy aircraft ( Beuteflugzeug) based at, the central German military aviation test facility and the equivalent of the, for 1944 under repair. This was probably the only Corsair captured by the Germans.In 1945, U.S.
Forces captured an F4U Corsair near the Kasumigaura flight school. The Japanese had repaired it, covering damaged parts on the wing with fabric and using spare parts from crashed F4Us. It seems Japan captured two force-landed Corsairs fairly late in the war and may have even tested one in flight. Korean War. Lynn Garrison in F4U-7 133693 – N693M leads of VA-147, over NAS Lemoore, California, 7 July 1967 prior to first deployment to Vietnam on USS Ranger. The A-7A 'NE-300' is the aircraft of the Air Group Commander (CAG) of Attack Carrier Air Wing 2 (CVW-2)Corsairs flew their final combat missions in 1969 during the ' between and, in service with both air forces.
The conflict was allegedly triggered, though not really caused, by a disagreement over a soccer match. Captain Fernando Soto of the shot down three aircraft on 17 July 1969.
In the morning he shot down a, killing the pilot. In the afternoon, he shot down two FG-1s; the pilot of the second aircraft may have bailed out, but the third exploded in the air, killing the pilot. These combats were the last ones among propeller-driven aircraft in the world and also making Soto the only pilot credited with three kills in an American continental war. El Salvador did not shoot down any Honduran aircraft. At the outset of the Football War, El Salvador enlisted the assistance of several American pilots with and F4U experience. Bob Love, a Korean war ace, Chuck Lyford, Ben Hall, and are believed to have flown combat missions, but it has never been confirmed.
Lynn Garrison had purchased F4U-7 133693 from the French MAAG office when he retired from French naval service in 1964. It was registered N693M and was later destroyed in a 1987 crash in San Diego, California. Legacy The Corsair entered service in 1942. Although designed as a carrier fighter, initial operation from carrier decks proved to be troublesome.
Its low-speed handling was tricky due to the left wing stalling before the right wing. This factor, together with poor visibility over the long nose (leading to one of its nicknames, 'The Hose Nose'), made landing a Corsair on a carrier a difficult task. For these reasons, most Corsairs initially went to squadrons which operated off land-based runways, with some early Goodyear-built examples (designated FG-1A) being built with fixed wings. The USMC aviators welcomed the Corsair with open arms as its performance was far superior to the contemporary and.Moreover, the Corsair was able to outperform the primary Japanese fighter, the. While the Zero could outturn the F4U at low speed, the Corsair was faster and could outclimb and outdive the A6M.This performance advantage, combined with the ability to take severe punishment, meant a pilot could place an enemy aircraft in the killing zone of the F4U's six (12.7 mm) and keep him there long enough to inflict major damage. The 2,300 rounds carried by the Corsair gave just under 30 seconds of fire from each gun, which, fired in three to six-second bursts, made the F4U a devastating weapon against aircraft, ground targets, and even ships.
Underside of a CorsairInfantrymen nicknamed the Corsair 'The Sweetheart of the ' and 'The Angel of ' for its roles in these campaigns. Among Navy and Marine aviators, the aircraft was nicknamed 'Ensign Eliminator' and 'Bent-Wing Eliminator' because it required many more hours of flight training to master than other Navy carrier-borne aircraft. It was also called simply 'U-bird' or 'Bent Wing Bird'. Although Allied World War II sources frequently make the claim that the Japanese called the Corsair the 'Whistling Death', Japanese sources do not support this, and it was mainly known as the Sikorsky.The Corsair has been named the official aircraft of due to its multiple connections to Connecticut businesses including airframe manufacturer, engine manufacturer, and propeller manufacturer.
Variants. An early F4U-1 in flight.During World War II, Corsair production expanded beyond Vought to include Brewster and Goodyear models. Allied forces flying the aircraft in World War II included the Fleet Air Arm and the Royal New Zealand Air Force. Eventually, more than 12,500 F4Us would be built, comprising 16 separate variants.F4U-1 (called Corsair Mk I by the ):The first production version of the Corsair with the distinctive 'birdcage' canopy and low seating position. The differences over the XF4U-1 were as follows:. Six.50 in (12.7 mm) Browning AN/M2 machine guns were fitted in the outer wing panels, displacing fuel tanks.
An enlarged 237 gal (897 l) fuel tank was fitted ahead of the cockpit, in place of the fuselage armament. A F3A-1 in a diveF3A-1 and F3A-1D (called Corsair Mk III by the ):This was the designation for -built F4U-1. Labor troubles delayed production, and the Navy ordered the company's contract terminated; they folded soon after. Poor quality wing fittings meant that these aircraft were red-lined for speed and prohibited from aerobatics after several lost their wings.
None of the Brewster-built Corsairs reached front line units. 430 Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewster's total production, were delivered to the Fleet Air Arm.FG-1A and FG-1D (called Corsair Mk IV by the ):This was the designation for Corsairs that were license built by Goodyear, to the same specifications as Vought's Corsairs. The first Goodyear built FG-1 flew in February 1943 and Goodyear began delivery of FG-1 Corsairs in April 1943. The company continued production until the end of the war and delivered 4,007 FG-1 series Corsairs, including sixty FG-1Ds to the RNZAF and 857 (400 FG-1 and FG-1A, and 457 FG-1D) to the Royal Navy as Corsair Mk IVs.F4U-1B: This was an unofficial post-war designation used to identify F4U-1s modified for use.F4U-1C:The prototype F4U-1C, appeared in August 1943 and was based on an F4U-1.
A total of 200 of this variant were built from July to November 1944; all were based on the F4U-1D and were built in parallel with that variant. Intended for ground-attack as well as fighter missions, the F4U-1C was similar to the F4U-1D but its six machine guns were replaced by four 20 millimeter (0.79 in) with 231 rounds of ammunition per gun. The F4U-1C was introduced to combat during 1945, most notably in the Okinawa campaign. Aviators preferred the standard armament of six.50 in (12.7 mm) machine guns since they were already more than powerful enough to destroy most Japanese aircraft, and had more ammunition and a higher rate of fire. The weight of the Hispano cannon and their ammunition affected the flight performance, especially its agility, but the aircraft was found to be especially potent in the ground attack role.
A Goodyear-built FG-1D, with the later single-piece 'blown' canopy used by the F4U-1D.F4U-1D (called Corsair Mk II by the ):This variant was introduced in April 1944, and was built in parallel with the F4U-1C. It had the new R-2800-8W Double Wasp engine equipped with water injection.
This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed was increased from 417 mph (671 km/h) to 425 mph (684 km/h). Due to the U.S. Navy's need for fighter-bombers, it had a payload of rockets double the -1A's carried on permanent launching rails, as well as twin pylons for bombs or drop tanks. These modifications caused extra drag, but the additional fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite heavy, un-aerodynamic loads.
A was adopted as standard equipment for the -1D model, and all later F4U production aircraft. 150 F4U-1D were delivered to the Fleet Air Arm.F4U-1P: A rare photo reconnaissance variant. F4U-2s aboard. The radome on the right outer wing is just visible.XF4U-2: Special night fighter variant, equipped with two auxiliary fuel tanks.F4U-2: Experimental conversion of the F4U-1 Corsair into a carrier-borne night fighter, armed with five.50 in (12.7 mm) machine guns (the outboard, right gun was deleted), and fitted with Airborne Intercept (AI) radar set in a radome placed outboard on the wing. Since Vought was preoccupied with more important projects, only 32 were converted from existing F4U-1s by the and another two by front line units.The type saw combat with VF(N)-101 aboard and in early 1944, VF(N)-75 in the, and on.
An XF4U-3 in 1946.XF4U-3: Experimental aircraft built to hold different engines in order to test the Corsair's performance with a variety of power plants. This variant never entered service. Goodyear also contributed a number of airframes, designated FG-3, to the project. A single sub-variant XF4U-3B with minor modifications was also produced for the.XF4U-4: New engine and cowling.F4U-4: The last variant to see action during World War II. Deliveries to the U.S.
Chance Vought F4u Corsair Blueprints
Navy of the F4U-4 began in early 1945. It had the 2,100 hp (1,600 kW) dual-stage-supercharged -18W engine. When the cylinders were injected with the water/alcohol mixture, power was boosted to 2,450 hp (1,830 kW). The aircraft required an air scoop under the nose and the unarmored wing fuel tanks of 62 gal (234 l) capacities were removed for better maneuverability at the expense of maximum range. The propeller was changed to a four blade type. Maximum speed was increased to 448 miles per hour (721 km/h) and climb rate to over 4,500 ft/min (1,180 m/min) as opposed to the 2,900 ft/min (884 m/min) of the F4U-1A. The '4-Hog' retained the original armament and had all the external load (i.e., drop tanks, bombs) capabilities of the F4U-1D.
The windscreen was now flat bullet-resistant glass to avoid optical distortion, a change from the curved Plexiglas windscreens with the internal plate glass of the earlier Corsairs. Vought also tested the two F4U-4Xs (BuNos 49763 and 50301, prototypes for the new R2800) with fixed wing-tip tanks (the Navy showed no interest) and an six-blade (not accepted for production).
An F4U-4 of VF-1b on board USS Midway, 1947–1948.F4U-4B: 300 F4U-4s ordered with alternate gun armament of four 20 millimetres (0.79 in).F4U-4E and F4U-4N: Developed late in WWII, these night fighters featured radar radomes projecting from the right wingtip. The -4E was fitted with the search radar, while the -4N was fitted with the APS-6 type. In addition, these aircraft were often refitted with four 20mm M2 cannons similar to the F4U-1C. Though these variants would not see combat during WWII, the night fighter variants would see great use during the Korean war.F4U-4K: Experimental drone.F4U-4P: F4U-4 equivalent to the -1P, a rare photo reconnaissance variant.XF4U-5: New engine cowling, other extensive changes. A F4U-5N at during the, 1950.F4U-5: A 1945 design modification of the F4U-4, first flown on 21 December 1945, was intended to increase the F4U-4 Corsair's overall performance and incorporate many Corsair pilots' suggestions.
It featured a more powerful Pratt and Whitney R-2800-32(E) engine with a two-stage supercharger, rated at a maximum of 2,760 hp (2,060 kW). Other improvements included automatic blower controls, cowl flaps, intercooler doors, and oil cooler for the engine, spring tabs for the elevators and rudder, a completely modernized cockpit, a completely retractable tail wheel, and heated cannon bays and pitot head. The cowling was lowered two degrees to help with forward visibility, but perhaps most striking as the first variant to feature all-metal wings (223 units produced).
Maximum speed was 408 knots (470 mph) and max rate of climb at sea level 4,850 feet per minute.F4U-5N: Radar equipped version (214 units produced)F4U-5NL: Winterized version (72 units produced, 29 modified from F4U-5Ns (101 total)). Fitted with rubber de-icing boots on the leading edge of the wings and tail.F4U-5P: Long-range photo-reconnaissance version (30 units produced). A factory-fresh AU-1, 1952.F4U-6: Re-designated AU-1, this was a ground-attack version produced for the U.S. Marine Corps.F4U-7: AU-1 developed for the.FG-1E: Goodyear FG-1 with radar equipment.FG-1K: Goodyear FG-1 as drone.FG-3: Turbosupercharger version converted from FG-1D.FG-4: Goodyear F4U-4, never delivered.AU-1: U.S. Marines attack variant with extra armor to protect the pilot and fuel tank, and the oil coolers relocated inboard to reduce vulnerability to ground fire. The supercharger was simplified as the design was intended for low-altitude operation.
Extra racks were also fitted. Fully loaded for combat the AU-1 weighed 20% more than a fully loaded F4U-4, and was capable of carrying 8,200 lb of bombs. The AU-1 had a maximum speed of 238 miles per hour at 9,500 ft, when loaded with 4,600 lb of bombs and a 150-gallon drop-tank.
When loaded with eight rockets and two 150-gallon drop-tanks, maximum speed was 298 mph at 19,700 ft. When not carrying external loads, maximum speed was 389 mph at 14,000 ft. First produced in 1952 and used in Korea, and retired in 1957.
Re-designated from F4U-6. Super Corsair variants. Main article:In March 1944, Pratt & Whitney requested an F4U-1 Corsair from Vought Aircraft for evaluation of their new P&W R-4360, Wasp Major 4-row 28-cylinder 'corncob' radial engine. The F2G-1 and F2G-2 were significantly different aircraft. F2G-1 featured a manual folding wing and 14 ft (4.3 m) propeller, while the F2G-2 had hydraulic operated folding wings, 13 ft (4.0 m) propeller, and carrier arresting hook for carrier use. There were five pre-production XF2G-1s: BuNo 14691, 14692, 14693 (Race 94), 14694 (Race 18), and 14695.
There were ten production F2Gs: Five F2G-1s BuNo 88454 ( in Seattle, Washington), 88455, 88456, 88457 (Race 84), and 88458 (Race 57) and five F2G-2s BuNo 88459, 88460, 88461, 88462, and 88463 (Race 74). Five F2Gs were sold as surplus and went on to racing success after the war (indicated by the 'Race' number after the BuNo), winning the Thompson trophy races in 1947 and 1949. The only surviving F2G-1s are BuNos 88454 and 88458 (Race 57). The only surviving F2G-2 was BuNo 88463 (Race 74). It was destroyed in a crash September 2012 after having a full restoration completed in July 2011. Operators.
This section does not any. Unsourced material may be challenged. ( February 2015).
(1951) starring, was about a Marine Corps squadron flying Corsairs while developing close-support tactics. The exploits of Marine Corps squadron, which flew the Corsair in the Pacific during the war, were depicted in the popular 1976 made-for-television movie Baa Baa Black Sheep (also released as Flying Misfits) and the follow-up television series, also called Black Sheep Squadron, which aired from 1976 to 1978. The television series featured six genuine flying Corsairs, but the storylines were fictional.
See also. The Disney short 'Air Mater' (2013) and the spin-off movies (2013) and (2014), features an F4U Corsair named Skipper Riley voiced by.
Restoring a Corsair is a long-term project of pilot Chuck in the.See also. A landing technique using a curving approach that kept the LSO (landing signal officer) in view while coming aboard was developed by the and was adopted by the U.S. Navy.
F2A Buffalos and F4F Wildcats used similar glazed panels. Prior to the F4U-4, Corsair cockpits did not have a complete floor. Although P/O 's Victoria Cross was actually awarded in 1946, it commemorated an action in 1944. Although these are often call F4U-1As, apparently this was not an official wartime designation but was one applied postwar to indicate that there were production line modifications. The same comment applies to the -1B.
A photograph exists of an F4U-1 being examined on the ground by Japanese airmen. The wings were not actually 'fixed'. The hydraulic wing folding hardware was simply not installed. The wings could still be manually folded. A later version of this canopy incorporated a small rear view mirror in a transparent blister. Although F4Us operated by the Marines were seldom seen with folded wings it did not mean that this facility was deactivated; the only version of the Corsair built without folding wings were some of those manufactured by Goodyear.Citations.