I neglected to mention that the model was AU-1, a low altitude, close air support version with a single stage blower, and good only to about 18,000 feet. It mad trying to intercept B-29's in an excercise at Ft. Bragg very interesting. 45 minutes at full throttle and it was time to bingo.

I flew the last model, I think, of the Corsair in VMA-225 at Edenton, NC in 1954-55. I guess I have close to 1,000 hours in it, and every one was a pleasure. I was a boot 2nd Lt. and flew about 80 hours a month most months, doing a lot of close air support training missions. I learned the LSO business from Capt John Coffman during that period. We never did get to take it aboard, but we did a great deal of FCLP. Once you learned to close the cowl flaps at the 45, it was pretty easy to see the LSO.

I just want to say how much I enjoy this site and thank you to all who share .

In 1987, I had the privilege of meeting and getting to know a very distinguished older man, Mr. Don Morris of Buffalo NY. We became friends, and during one of our conversations he mentioned that in his past career he had worked for ten years as a test engineer for Curtiss-Wright Aircraft in Buffalo NY. I asked him to tell me all about those days. He did and at one point he mentioned all the time he spent working on the Corsair. I said "Don you must be confused. You have always lived in Buffalo and that airplane was built by Voight or Consolidated or somebody in California. He was a little offended that I challenged his memory. He said, "We designed and built that airplane. Some politics occurred around Wright and we were told to put everything into a crate and box it up. We were under military contract , so we did just that and ASAP". He was 75 at that time. He got up and went to his book shelf and took down a book of family photos. He opened it to a page - and there was a picture of an up-side-down Corsair inside a large room. There was a group of men including Don, and a pile of sand bags standing on the bottom of the wings, with that immensely distinct gull shape. I looked at him and said, "What is this?". He said, "That's the way we stress tested the wings in those days. Remember we didn't have any of those new methods." So I wonder how many people know that this very famous airplane was actually designed and built by Curtiss-Wright in Buffalo in the late 30's?

I was an AT-1 in the last F4U, Navy squadron - VF 74, ca 1954. I understand the USMC flew them after 1954.

I flew the F4U-4 in 1948 as a midshipman then the Reseerve FG-1D Goodyear Corsair at NAS NOLA Lakefront in 52. Got 11 carrier landings in the bentwing bird. Stable as a rock and an excellent rocket launching aircaft as was the Abledog.

While it's true that you can get just about any information you want from the various websites available, I for one like to have a good reference book available. For Axis aircraft, I like David Mondey's 256 page book "Axis Aircraft of World War II", published in 1996 by Smithmark Publishers, located at 16 East 32nd St., New York, NY 10016. The copyright is by Aerospace Publishing Ltd., 1984. It contains all the important types (over 100) with specifications, photographs and colored side-view drawings. It lacks three view drawings for every aircraft but does show large colored three views for the most discussed (Bf109, Stuka, Zero, Macchi MC202,etc.). I bought my copy at Costco for $9.59 but I'm sure almost any bookstore could order one for you. Or find one on-line. You won't be disappointed. Mondey has written more than 20 books on aviation and is an assistant compiler of "Jane's All the World's Aircraft".

I can't avoid the thought that the F4U might have had a less rocky career if the fuel tanks had been left in the original wing location and the need for increased firepower met by a pair of Oerlikon FFS 20mm guns (the aircraft version of the familiar AA gun) replacing the .50 caliber wing guns in the prototype.

Brian,
Just type in (3-view drawings) on Google and do a search. Several sights will come up. Just choose the one you want.

anyone know any good sites online to get free 3 view drawings of airplanes or armored vehicles.

Unfortunately I am not able to post other sight titles on this sight. There is an excellent sight with RAF test reports on it. I will post some of the test report results as time permits. As far as Italian A/C go, I just have the standard published material. Although I do remember a pretty good article in AIR ENTHUSIAST from several years ago on the MC.202. If I can locate it in my library, I'll post some info. There is an excellent Bf.109 sight that is loaded with tons of information. I would be glad to put together a listing of some of the great sights, just e-mail me.

Ron,
Most of this information can be viewed at the sight I e-mailed you. If you did not receive this sight on your computer, please let me know. It is a tuely awsome sight. And you are definitely a WW2 anthusiast that would appreciate it.

These test figures that I have been listing are arcraft fully loaded and ready for action. Take a minute and think what the Germans threw into the air in 1944/45. Aircraft that had only one purpose. Climb as fast as you can and do as much damage as possible in the shortest time. Immagine a P-51 or P-38 built to those specifications. The Mustang, Lightning and Thunderbolt were called on to fly as far as they could and defend the bombers at all cost. What if all these aircraft had to do was defend there factorys and bases like the Germans and Japanese. A lot of excess weight would have been saved and performance greatly increased.

Ron,
The stats I have listed so far are of off the production line examples that are being tested to see there limitations. I do not know the power setting limits that the military had set in the field at the time of these tests. Usually the tests are being performed to see if engine limitation can be safely raised in the field. So the figures I have posted from actual military or manufacturers test reports are true limits but under controlled conditions. How close these figures were reached in the field only engineers and test pilots could tell. I have read several places the upon entering the cockpit some P-38 pilots would remove the limiting stop that was on the throttle. And I have read that P-47 mechanics would tweek there pilots mounts. The F4U-4 stats were from an actual US Navy report. I do not have it in with me at this time but if I recall correctly the testing was done in 1947. If I recall correctly the F4U-5 (when pushed to the limits of WEP) was capable of 480mph under certain conditions.
Another BIG thing to keep in mind is, when looking at published figures for a given A/C, under what condition were the figures reached: military power or War Emergency Power. You must also keep in mind the time period. As the war progressed better fuel were being manufactured and boost limits on aircraft were constantly being increased.

Aaron,
Your F4U-4 stats look more like those for the -5.
I'd like to see more sources on all the super stats you provide for fighters. I rationalize it's possible with a reduced fuel load or war emergency power ...etc. Maybe a one off factory special with a fearless pilot. Hopefully not stripped of guns but maybe partial ammo, who knows?

Aaron,
I'd be interested in your take on the Italian and RAF fighters.

The following information is taken from official military flight tests of F4Us:
F4U-1 : 6/27/44 2176hp. 376mph/S.L. 385/5000 415/10000 420/15000 433/20000 424/25000. 3210fpm/SL 3300/Max. 100fpm/38,200ft.
F4U-1 : 8/2/45 2250hp@33.9"combat power rating. 436/8000 422/14400 431/15000 417/22800 3700fpm/Max. 100fpm/41000ft.
F4U-1A : 365/SL 374/5000 395/10000 415/15000 429/20000 431/20200 422/25000.
F4U-1C : 12,470lbs. 356mph/SL 408/19900 100fpm/39,400ft. 3250fpm/SL.
F4U-1D : 2250hp. 366mph/SL 364/5000 383/10000 402/15000 417/18800 409/20000 395/25000 383/30000. 3370fpm/SL 100fpm/40,000ft. at 12,039lbs. Maximum range: 1,895mls with 537 gallons of fuel at 14,370lbs.
In a USN test comparing F4U-1, F4U-1A and P-51B the summary read: In summary, thye F4U-1 airplane appears to be the superior fighter for Naval or Marine employment, either land or ship-based, except in the single case where substantially all fighting occurs above 25,000 feet.

Almost forgot: choicephone, GO CALL YOURSELF!
(Well guys, there's certain four letter words you just can't use at decent sights).

P-51D:Best high altitude long range escort fighter? Yes if cost factor is considered. Best all round piston engine fighter of WW2? NO!
I have been studying WW2 fighter aircraft (on/off) since 1968. There is no such thing as an A/C that can do everything best. So you have to classify what you consider best is and at what your aiming for. Consider design, dependibility, ease of maintenance, functionality, VERSATILITY AND SURVIVABILITY. In my opinion the F4U-4 came closer to "BEST" than any other fighter of WW2 (just my opinion though).
JUST A FEW FACTS:
In a declassified USN report the following specs/performances were listed:
LOADING CONDITION: Combat. ENGINE:R-2800-18W. WEIGHT:12,480 lbs. Maximum speed at S.L. 374 mph., at 20,500 ft.= 452 mph. Service ceiling is listed at 38,500 ft. (500 fpm.)
S.L. climb rate is 4,770 fpm. and time to 20,000 ft./4.9 min.
There are some foot notes that say: CLEAN CONDITION: same as Combat Condition except pylons removed. At combat power maximum speed are 383 mph./S.L and 464 mph./20,600 ft.
There is also a graph showing that initial climb is 4770 fpm. and increasing to 4,850 fpm./10,000 ft. WOW that's serious interceptor terratory.

If you ask me vought could have kept the teardrop canopy of the F2G for the F4U-5 (and retrofit the -4 too)!