• 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: 164

Royal Navy

Enhancement for Carrier Suitability

In the early days of World War II, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the Blackburn Skua (and its turreted derivative the Blackburn Roc) and the Fairey Fulmar, 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 Hawker Sea Hurricane and the less robust Supermarine Seafire, 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 hangar 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 sink rate, 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 anhedral in the left wing root. 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 are a bulged canopy (similar to the Malcolm Hood), raising the pilot’s seat 7 in (180 mm)[70] 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 escort carriers. 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.

Fleet Air Arm (FAA) units were created and equipped in the United States, at Quonset Point or Brunswick and then shipped to war theaters aboard escort carriers. The first FAA Corsair unit was 1830 NAS, created on the first of June 1943, and soon operating from HMS Illustrious. 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 (Operation Tungsten) in April, July and August 1944 on the German battleship Tirpitz, for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. It appears the Corsairs did not encounter aerial opposition on these raids.

From April 1944, Corsairs from the British Pacific Fleet took part in a several major air raids in South East Asia beginning with Operation Cockpit, an attack on Japanese targets at Sabang island, in the Dutch East Indies.

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 HMS Victorious and HMS Formidable. On 9 August 1945, days before the end of the war, Corsairs from HMS Formidable attacked Shiogama harbor on the northeast coast of Japan. Royal Canadian Navy Volunteer Reserve pilot, Lieutenant Robert Hampton Gray, 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 Victoria Cross, becoming the second fighter pilot of the war to earn a Victoria Cross as well as the final Canadian casualty of World War II.

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 Allied 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 Hinomaru insignia (nicknamed a "meatball" by Allied aircrew) that is still in use to this day, the United States removed all areas of red color (specifically removing the red center to the roundel) and removed any sort of national fin/rudder markings, which at that time had seven horizontal red stripes, from the American national aircraft insignia scheme by May 6, 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 slate gray center color replaced the white color on the earlier roundel. When the Americans starting using the added white bars to either side of their blue/white star roundel on June 28, 1943; SEAC British Corsairs, most all of which still used the earlier blue/white Type C roundel with the red center removed, added similar white bars to either side of their blue-white roundels to emulate the Americans.

In all, out of 18 carrier-based squadrons, eight saw combat, flying intensive ground attack/interdiction operations and claiming 47.5 aircraft shot down.

At the end of World War II, under the terms of the Lend-Lease agreement, the aircraft had to be paid for or to be returned to the U.S. As the UK did not have the means to pay for them, the Royal Navy Corsairs were pushed overboard into the sea in Moreton Bay off Brisbane, Australia.

Royal New Zealand Air Force

Equipped with obsolete Curtiss P-40s, Royal New Zealand Air Force (RNZAF) squadrons in the South Pacific performed impressively, in particular in the air-to-air role. The American government accordingly decided to give New Zealand early access to the Corsair, especially as it was not initially being used from carriers. Some 424 Corsairs equipped 13 RNZAF squadrons, including No. 14 Squadron RNZAF and No. 15 Squadron RNZAF, replacing Douglas SBD Dauntlesses as well as Curtiss P-40s. Most of the F4U-1 Corsairs were assembled by Unit 60 with a further batch assembled and flown at RNZAF Hobsonville. In total there were 336 F4U-1s and 41 F4U-1Ds used by the RNZAF during the Second World War. Sixty FG-1Ds arrived late in the war.

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 Espiritu Santo in the New Hebrides. 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 Bougainville 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 Goodyear FG-1Ds and in March 1946 transferred to Iwakuni, Japan as part of the British Commonwealth Occupation Force. Only one airworthy example of the 437 aircraft procured survives: Goodyear FG-1D NZ5648/ZK-COR, owned by the Old Stick and Rudder Company at Masterton, NZ.

Captured Corsairs

On 18 July 1944, a British Corsair F4U-1A, JT404 of 1841 Naval Air Squadron, was involved in anti-submarine patrol from HMS Formidable en route to Scapa Flow after the Operation Mascot attack on the German battleship Tirpitz. It flew in company with a Fairey Barracuda. Due to technical problems the Corsair made an emergency landing in a field on Hamarøy north of Bodø, 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 Erprobungsstelle Rechlin, the central German military aviation test facility and the equivalent of the Royal Aircraft Establishment, 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

During the Korean War, the Corsair was used mostly in the close-support role. The AU-1 Corsair was developed from the F4U-5 and was a ground-attack version which normally operated at low altitudes: as a consequence the Pratt & Whitney R-2800-83W engine used a single-stage, manually controlled supercharger, rather than the two-stage automatic supercharger of the F4U-5. The versions of the Corsair used in Korea from 1950 to 1953 were the AU-1, F4U-4B, F4U-4P and F4U-5N and F4U-5NL. There were dogfights between F4Us and Soviet-built Yakovlev Yak-9 fighters early in the war, but when the enemy introduced the Mikoyan-Gurevich MiG-15, the Corsair was out matched. On 10 September 1952, a MiG-15 made the mistake of getting into a turning contest with a Corsair piloted by Marine pilot Captain Jesse G. Folmar, with Folmar shooting the MiG-15 down with his four 20mm cannon. In turn, four MiG-15s shot down Folmar minutes later; Folmar bailed out and was quickly rescued with little injury.

F4U-5N and F4U-5NL Corsair night fighters were used to attack enemy supply lines, including truck convoys and trains, as well as interdicting night attack aircraft such as the Polikarpov Po-2 "Bedcheck Charlies", which were used to harass United Nations forces at night. The F4Us often operated with the help of C-47 ’flare ships’ which dropped hundreds of 1,000,000 candlepower magnesium flares to illuminate the targets. For many operations detachments of U.S. Navy F4U-5Ns were posted to shore bases. The leader of one such unit, Lieutenant Guy Bordelon of VC-3 Det D (Detachment D), off USS Princeton, become the Navy’s only ace in the war, in addition to being the only American ace in Korea that used a piston engined aircraft. Bordelon, nicknamed "Lucky Pierre", was credited with three Lavochkin La-9s or La-11s and two Yakovlev Yak-18s between 29 June and 16/17 July 1952. Navy and Marine Corsairs were credited with a total of 12 enemy aircraft.

More generally, Corsairs performed attacks with cannons, napalm tanks, various iron bombs and unguided rockets. The 5 inch HVAR was a reliable standby; sturdy Soviet-built armor proved resistant to the HVAR’s punch, which led to a new 6.5 in (16.5 cm) shaped charge antitank warhead being developed. The result was called the "Anti-Tank Aircraft Rocket (ATAR)." The 11 inch (29.85 cm) "Tiny Tim" was also used in combat, with two under the belly.

Lieutenant Thomas J. Hudner, Jr., flying an F4U-4 of VF-32 off the USS Leyte, was awarded the Medal of Honor for crash landing his Corsair in an attempt to rescue his squadron mate, Ensign Jesse L. Brown, whose aircraft had been forced down by antiaircraft fire near Changjin. Brown, who did not survive the incident, was the U.S. Navy’s first African American naval aviator.

Aéronavale

After the war, the French Navy had an urgent requirement for a powerful carrier-born close-air support aircraft to operate from the French Navy’s four aircraft carriers that it acquired in the late 1940s (Two former U.S. Navy and two Royal Navy carriers were transferred). Secondhand US Navy Douglas SBD Dauntless dive-bombers of Flotille 3F and 4F were used to attack enemy targets and support ground forces in the north of Indo-China. Former US Grumman F6F-5 Hellcats and Curtiss SB2C Helldivers were also used for close air support. A new and more capable aircraft was needed.

First Indochina War

The last production Corsair was the F4U-7, which was built specifically for the French naval air arm, the Aéronavale. The XF4U-7 prototype did its test flight on 2 July 1952 with a total of 94 F4U-7s built for the French Navy’s Aéronavale (79 in 1952, 15 in 1953), with the last of the batch, the final Corsair built, rolled out on 31 January 1953. The F4U-7s were actually purchased by the U.S. Navy and passed on to the Aéronavale through the U.S. Military Assistance Program (MAP). The French Navy used its F4U-7s during the second half of the First Indochina War in the 1950s (12.F, 14.F, 15.F Flotillas), where they were supplemented by at least 25 ex-USMC AU-1s passed on to the French in 1954, after the end of the Korean War.

On 15 January 1953, Flotille 14F, based at Karouba Air Base near Bizerte in Tunisia, became the first Aéronavale unit to receive the F4U-7 Corsair. Flotille 14F pilots arrived at Da Nang on 17 April 1954, but without their aircraft. The next day, the carrier USS Saipan delivered 25 war-weary ground attack Ex-USMC AU-1 Corsairs (flown by VMA-212 at the end of the Korean War). During three months operating over Dien Bien Phu and Viêt-Nam, the Corsairs flew 959 combat sorties totaling 1,335 flight hours. They dropped some 700 tons of bombs and fired more than 300 rockets and 70,000 20mm rounds. Six aircraft were damaged and two shot down by Viet Minh.

In September 1954, F4U-7 Corsairs were loaded aboard Dixmude and brought back to France in November. The surviving Ex-USMC AU-1s were taken to the Philippines and returned to the U.S. Navy. In 1956, Flotille 15F returned to South Vietnam, equipped with F4U-7 Corsairs.

Suez Crisis

The 14.F and 15.F Flotillas also took part in the Anglo-French-Israeli seizure of the Suez Canal in October 1956, code-named Operation Musketeer. The Corsairs were painted with yellow and black recognition stripes for this operation. They were tasked with destroying Egyptian Navy ships at Alexandria but the presence of U.S. Navy ships prevented the successful completion of the mission. On 3 November, 16 F4U-7s attacked airfields in the Delta, with one corsair shot down by anti-aircraft fire. Two more Corsairs were damaged when landing back on the carriers. The Corsairs engaged in Operation Musketeer dropped a total of 25 tons of bombs, fired more than 500 rockets and 16,000 20mm rounds.

Algerian War

As soon as they disembarked from the carriers that took part in Operation Musketeer, at the end of 1956, all three Corsair Flotillas, moved to Telergma and Oran airfields in Algeria from where they provided CAS and helicopter escort. They were joined by the new "Flottille 17F", established at Hyères in April 1958.

French F4U-7 Corsairs (with some loaned AU-1s) of the 12F, 14F, 15F and 17F Flotillas conducted missions during the Algerian War between 1955 and 1962. Between February and March 1958, several strikes and CAS missions were launched from Bois Belleau, the only carrier involved in the Algeria War.

Tunisia

France recognized Tunisian independence and sovereignty in 1956 but continued to station military forces at Bizerte and planned to extend the airbase. In 1961, Tunisia asked France to evacuate the base. Tunisia imposed a blockade on the base on 17 July, hoping to force its evacuation. This resulted in a battle between militiamen and the French military which lasted three days. French paratroopers, escorted by Corsairs of the 12F and 17F Flotillas, were dropped to reinforce the base and the Aéronavale launched air strikes on Tunisian troops and vehicles between 19-21 July, carrying out more than 150 sorties. Three Corsairs were damaged by ground fire.

French Experiments

In early 1959, the Aéronavale experimented with the Vietnam War-era SS.11 wire-guided anti-tank missile on F4U-7 Corsairs. The 12.F pilots trained for this experimental program were required to "fly" the missile at approximately two kilometers from the target on low altitude with a joystick using the right hand while keeping track of a flare on its tail, and piloting the aircraft using the left hand; an exercise that could be very tricky in a single-seat aircraft under combat conditions. Despite reportedly effective results during the tests, this armament was not used with Corsairs during the ongoing Algerian War.

The Aéronavale used 163 Corsairs (94 F4U-7s and 69 AU-1s), the last of them used by the Cuers-based 14.F Flotilla were out of service by September 1964, with some surviving for museum display or as civilian warbirds. By the early 1960s, two new modern aircraft carriers, Clemenceau and Foch, had entered service with the French Navy and with them a new generation of jet-powered combat aircraft.

"Football War"

Corsairs flew their final combat missions in 1969 during the so-called "Football War" between Honduras and El Salvador, in service with both air forces.

The conflict was allegedly triggered, though not really caused, by a disagreement over a football (soccer) match. Captain Fernando Soto of the Honduran Air Force shot down three Salvadoran Air Force aircraft on 17 July 1969. In the morning he shot down a Cavalier Mustang, 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 P-51 and F4U experience. Bob Love, a Korean war ace, Chuck Lyford, Ben Hall and Lynn Garrison 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 Marine Corps squadrons who 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 Brewster Buffalo and Grumman F4F-3 and F4F-4 Wildcats.

Moreover, the Corsair was able to outperform the primary Japanese fighter, the A6M Zero. While the Zero could outturn the F4U at low speed, the Corsair was faster and could out climb 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 .50 (12.7 mm) M2 Browning machine guns 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.

Beginning in 1943, the Fleet Air Arm (FAA) also received Corsairs and flew them successfully from Royal Navy carriers in combat with the British Pacific Fleet and in Norway. These were clipped-wing Corsairs, the wingtips shortened 8 in (20 cm) to clear the lower overhead height of RN carriers. FAA also developed a curving landing approach to overcome the F4U’s deficiencies.

Infantrymen nicknamed the Corsair "The Sweetheart of the Marianas" and "The Angel of Okinawa" 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 Connecticut due to its connection with Sikorsky Aircraft.

Variants ²

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 Fleet Air Arm)

• 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. The cockpit was moved back by 32 in (810 mm).
• The fuselage was lengthened by 1 ft 5 in (0.43 m).
• The more powerful R-2800-8 Double Wasp was fitted.
• 150 pounds (68 kg) of armor plate was fitted to the cockpit and a 1.5 in (38 mm) thick bullet-resistant glass panel was fitted behind the curved windscreen.
• IFF transponder equipment was fitted.
• Curved transparent panels were incorporated into the fuselage behind the pilot’s headrest.
• The flaps were changed from deflector type to NACA slotted.
• The span of the ailerons was increased while that of the flaps was decreased.
• One 62 gal (234 l) auxiliary fuel cell (not a self-sealing type) was installed in each wing leading edge, just outboard of the guns.
• The Royal Navy’s Fleet Air Arm received 95 Vought F4U-1s. These were all early “birdcage” Corsairs. Vought also built a single F4U-1 two-seat trainer; the Navy showed no interest.

F4U-1A (called Corsair Mk.II by the Fleet Air Arm)

• Mid-to-late production Corsairs incorporated a new, taller and wider canopy with only two frames — very close to what the Malcolm hood did for British fighter aircraft — along with a simplified windscreen.
• The new canopy design implied that the semi-elliptical turtledeck "flank" windows could be omitted.
• The designation F4U-1A to differentiate these Corsairs from earlier "birdcage" variants was allowed to be used internally by manufacturers.
• The pilot’s seat was raised 7 in (180 mm) which, combined with the new canopy and a 6-inch (152.4 mm) lengthening of the tailwheel strut, allowed the pilot better visibility over the long nose.
• In addition to these changes, the bombing window under the cockpit was omitted.
• These Corsairs introduced a 6 in (150 mm)-long stall strip just outboard of the gun ports on the right wing leading edge and improved undercarriage oleo struts which eliminated bouncing on landing, making these the first truly "carrier capable" F4Us.
• 360 F4U-1As were delivered to the Fleet Air Arm.
• In British service, the aircraft type was modified with "clipped" wings (8 in (200 mm) was cut off each wingtip) for use on British aircraft carriers, although the Royal Navy had been successfully operating the Corsair Mk.I since 1 June 1943 when No. 1830 Squadron was commissioned and assigned to HMS Illustrious.
• F4U-1s in many USMC squadrons had their arrester hooks removed.
• Additionally, an experimental R-2800-8W engine with water injection was fitted on one of the late F4U-1As.
• After satisfactory results, many F4U-1As were fitted with the new powerplant.
• The aircraft carried 237 gal (897 l) in the main fuel tank, located in front of the cockpit, as well as an unarmored, non-self-sealing 62 gal (235 l) fuel tank in each wing.
• This version of the Corsair was the first to be able to carry a drop tank under the center-section.
• With drop tanks fitted, the fighter had a maximum ferry range of just over 1,500 mi (2,400 km).

F3A-1 and F3A-1D (called Corsair Mk.III by the Fleet Air Arm)

• This was the designation for Brewster-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 Fleet Air Arm)

• 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 FAA 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) AN/M2 cannons 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.

F4U-1D (called Corsair Mk.II by the Fleet Air Arm)

• 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 F4U-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 single piece "blown" clear-view canopy was adopted as standard equipment for the F4U-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.

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 starboard wing.
• Since Vought was preoccupied with more important projects, only 32 were converted from existing F4U-1s by the Naval Aircraft Factory and another two by front line units.
• The type saw combat with VF(N)-101 aboard USS Enterprise and USS Intrepid in early 1944, VF(N)-75 in the Solomon Islands and VMF(N)-532 on Tarawa.

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.
• XF4U-3B, planned procurement for the FAA.

XF4U-4

• New engine and cowling.

F4U-4

• The last variant to see action during World War II.
• Deliveries to the U.S. 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 Aeroproducts six-blade contraprop (not accepted for production).

F4U-4B

• 300 F4U-4s ordered with alternate gun armament of four 20 millimeters (0.79 in) AN/M3 cannon.

F4U-4E and F4U-4N

• Developed late in WWII, these night fighters featured radar radomes projecting from the right wingtip.
• The F4U-4E was fitted with the APS-4 search radar, while the F4U-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 F4U-1P, a rare photo reconnaissance variant.

XF4U-5

• New engine cowling, other extensive changes.

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 & 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).

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 French Navy.

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 ²

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 (Museum of Flight in Seattle, Washington), 88455, 88456, 88457 (Race 84), 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 ²

• Argentina: Argentine Navy; Argentine Naval Aviation operated 26 F4U-5/F4U-5N/F4U-5NL Corsairs from 1956 to 1968 from ARA Independencia.
• El Salvador: Air Force of El Salvador operated 25 F4U/FG-1D from 1957 to 1976.
• France: French Navy operated 69 AU-1 and 94 F4U-7 from 1954 to 1964; Aeronavale: French Aéronavale 12.F Flotilla, French Aéronavale 14.F Flotilla, French Aéronavale 15.F Flotilla, French Aéronavale 17.F Flotilla.
• Honduras: Honduran Air Force operated 19 from 1956 to 1979.
• New Zealand: Royal New Zealand Air Force operated 368 F4U-1 and 60 FG-1D from 1944 to 1949: No. 14 Squadron RNZAF, No. 15 Squadron RNZAF, No. 16 Squadron RNZAF, No. 17 Squadron RNZAF, No. 18 Squadron RNZAF, No. 19 Squadron RNZAF, No. 20 Squadron RNZAF, No. 21 Squadron RNZAF, No. 22 Squadron RNZAF, No. 23 Squadron RNZAF, No. 24 Squadron RNZAF, No. 25 Squadron RNZAF, No. 26 Squadron RNZAF.
• United Kingdom: Royal Navy Fleet Air Arm operated 2,012 Corsairs of all types during World War 2, including 95 Corsair I (F4U-1), 510 Corsair II (F4U-1A), 430 Corsair III (F3A-1D) and 977 Corsair IV (FG-1D); Fleet Air Arm.
• United States: United States Navy; United States Marine Corps.

Specifications F4U-4 Corsair ²

Type

• Single-seat fighter.

Wings

• Cantilever low-wing monoplane.
• All-metal single-spar structure in three main sections consisting of inverted gull center section and two outer panels at acute dihedral angle.
• Spot-welded metal skin.
• Center-section spar is integral with center portion of fuselage.
• Outer wings fold upwards hydraulically for stowage.
• Metal aileron’s with metal covering.
• All-metal split trailing-edge flaps between ailerons and fuselage.
• Gross wing area 314 ft² (29.2 m²)

Fuselage

• All-metal monocoque structure in four main sections: - engine section; center-section with main spar; cockpit section; and rear fuselage.
• Spot-welded metal skin.

Tail Unit

• Cantilever monoplane type, structurally similar to wings, with spot-welded metal skin over fin.
• Metalite skin on tailplane and fabric-covering over movable surfaces.
• Balanced rudder with controllable trim-tab.
• Balance and trim-tabs in elevators.

Landing Gear

• Retractable two-wheel type.
• Wheels turn through 90° as they retract backwards so as to lie flat within wings.
• Tail-wheel with deck arrestor hook attached retracts backwards into fuselage.
• Hydraulic operation.

Power Plant

• One 2,100 hp Pratt & Whitney R-2800-18W Double Wasp eighteen-cylinder two-row radial air-cooled engine employing water injection and driving a Hamilton Standard Hydromatic four-blade constant-speed airscrew.
• Electric starter.
• Fuel tanks in wings with capacity for 225 U.S. gallons (850 L).
• Two auxiliary drop tanks (total 300 U.S. gallons = 1,135 L) may be carried under center-section.

Accommodation

• Pilot’s cockpit has bulged enclosure which slides backwards for access.
• Bullet-resisting windscreen and armor-plate protection.

Armament

• Six 0.5 in (12.7 mm) guns, three in each outer wing, or four 20mm cannon (F4U-4C), two in each outer wing, outboard of airscrew disk.
• Racks below wings for eight 5-in (12.7 cm) rocket projectiles, or two 1,000 lbs (454 kg) or 1,600 lbs (726 kg) bombs under fuselage.
• Special radar (F4U-4E) or special night fighting equipment (F4U-4N) may be installed.

Dimensions

• Span: 40 ft 11¾ in (12.48 m).
• Span (folded): 17 ft 0 in (5.18 m).
• Length: 33 ft 8¼ in (10.27 m).
• Height (tail down): 14 ft 9¼ inches (4.49 m).
• Height (folded): 16 ft 4¼ in (4.98 m).

Weights and Loadings

• Weight empty: 9,336 lbs (4,238 kg).
• Normal loaded weight: 12,626 lbs (5,686 kg).
• Wing loading: 39.9 lbs/ft² (194.7/m²).
• Power loading: 5.9 lbs/hp (2.67 kg/hp).

Performance

• Maximum speed: 425 mph (680 km/h) at 23,000 ft (7,020 m).
• Stalling speed: 89 mph (142.4 km/h).
• Initial rate of climb: 3,340 ft/min (1,020 m/min).
• Climb to 10,000 ft (3,050 m): 3.3 min.
• Climb to 20,000 ft (6,100 m): 6.8 min.
• Service ceiling: 41,600 ft (12,670 m).
• Normal cruising range: 1,120 miles (1,790 km).
• Maximum ferrying range: 1,620 miles (2,590 km).

F4U-4 Corsair Serial Numbers ⁴:

• BuNo 62915-63071
• BuNo 80764-82177
• BuNo 96752-97531

References

1. Shupek, John. The Skytamer Photo Archive, photos by John Shupek, (Skytamer.com)
2. Wikipedia, the free encyclopedia. Vought F4U Corsair
3. Bridgeman, Leonard. Jane’s All the World’s Aircraft 1947, Chance Vought: The Chance Vought Corsair, Sampson Low, Marston & Company, Ltd., London, 1947, pg. 198c-199c
4. Swanborough, Gordon and Peter M. Bowers. United States Military Aircraft since 1911: Vought F4U Corsair. Naval Institute Press, Annapolis, Maryland, USA, 1976, ISBN 0-87021-792-5, pp 449-453.