Perhaps at least the Royal Navy version might've had the better RAF cannons. My belief that the USN or USMC Corsairs had Mk II Hispanos is fading. This unreliable cannon Corsair was 'wildly unpopular' because of the US 20mm M2 Hispano jamming.
ron, e-mail, 24.07.2017 01:59
It is less than clear which Hispano cannons were installed in the USN F4U-1C and those for the RNAF and RNZAF ...etc. I know the Royal Navy had the Mk II Hispano ammo, so it follows that the Hispanos would be Mk II cannons on their Corsairs just like the Seafires...etc. Likewise, for their Hellcats with Hispano cannons added.
I also know that the USN was of the strong opinion that the US 20mm M2 Hispano was a reject compared to the modified British 20mm Mk II cannon. Thus, I'm leaning more in favor of those sources that say the cannon armed USN F4U-1C and F6F-5N had the superior RAF Hispano, not the USAAF version (in the P-38) that the Navy called unreliable because it misfired and jammed so much.
This cannon Corsair was more than a match for improved armor in late-war Japanese as well (as German) planes.
The firepower was amazing. If it was reliable enough, it was equal to the N1K2 George or better.
Michael Gallagher, e-mail, 15.02.2017 20:52
Last aerial combat between WWII piston fighters happened in Central America's Soccer Wars. A Corsair downed a Mustang!
Jon T, e-mail, 11.12.2016 18:59
@Dick Allen
No the F4U was not as sturdy as the F6F, it could not take nearly as much bullet punishment.
Oldgysgt, e-mail, 12.01.2016 00:22
I see the max speed of the Vought F4U Corsair is listed above as 385mph. Although I am not an expert on the F4U, the book “War Planes of the Second World War” by William Green gives the max speed of the F4U-1 as 425mph and the F4U-4 as 446mph. This set of books was printed in Great Britain by Purnell and Sons Ltd, so they must be somewhat accurate.
Ron, e-mail, 18.09.2015 01:59
I now appreciate the vulnerable oil system in the F4U during the war. This was a big factor in ground support losses. This was known early but a fix was considered a complication! During the Korean war it was fixed. But the -1, to -5 were brought down by rifles like the P-51s were. Too bad. The mindset of the brass didn't help, even in the face of evidence that the F6F survived due to oil protection and location behind the engine, on the same missions. The -7 and AU had this fixed finally!
GARY BEDINGER, 01.04.2015 06:57
THE VOUGHT F4U "CORSAIR" IS TRULY ONE OF THE GREATEST MILITARY AIRCRAFT OF THE UNITED STATES BECAUSE THE "CORSAIR" WAS FAST MANUEVERABLE,AND VERY RUGGED.THE "CORSAIR COULD FLY AT 426mph AND COULD CARRY A BOMB LOAD OF 2,000 AND THE LATTER VARIANTS OF THE "CORSAIR" COULD CARRY ROCKETS AS WELL.MY GREAT UNCLE WAS APART OF 214 "BLACK SHEEP" DURING THE KOREAN WAR.THE PILOTS WHO FLEW THE F4U " CORSAIR" FLEW AN AIRPLANE WHICH WAS DESIGNED TO HELP WIN WW2
ER Hepfner, e-mail, 04.02.2015 20:21
In spring 1952 VMF 225 disembarked from USS Midway,CVB41,at Norfork, to MC ALF Edenton,NC,and turned in our F4U's and received brand new AU's, and became VMA 225, the first attack squadron.
Dean Woolery, e-mail, 14.07.2014 16:08
In answer to steveg@abki.com: The AU, the last of the Corsair models, did have 4-20mm cannon, which would knock off 10 knots when firing all 4 at once. With HEI ammo, it was a formidable close air support vehicle.
Ron, e-mail, 03.06.2013 09:25
Say Tom, Was the Philippine Sea equipped with any Corsairs on Operation High Jump? Anyone?
Mike, e-mail, 26.03.2013 22:17
My dad flew Corsairs off the Lexington during the war. Of all the types of aircraft he flew during his 22 year career as a Naval Aviator, his favorite aircraft bar none was the F4U. He said that once you got the F4U to CAP altitude and got her all trimmed, you could fly lazy-eights by leaning from one side of the cockpit to the other. It was also an unforgiving aircraft and had considerable torque. His stateroom-mate came in a little too low on approach one day and fire-walled the throttle when he got the LSO's "power" signal. The torque was so powerful that he lost control of the aircraft, went into a spin, crashed into the fantail and then sank to the bottom of the Pacific. From that day on, Dad always came in high and hot, regardless of how much it aggrivated the LSOs.
JAMES BROCK, e-mail, 23.02.2013 01:48
MY BROTHER, RAY BROCK, FLEW A CORSAIR FROM THE USS BOXER AND WAS LOST NEAR SIAPAN IN 1944 OR 1945. DID ANYONE KNOW RAY AND WHAT HAPPENED WITH HIS FLIGHT.
Garland R. Goesch, e-mail, 08.02.2013 05:13
I was with VF-74 at Quonset Point, RI. We had 18 F4U-4s. I was discharged in July 1952 as an AM-3. Loved that Corsair, and I still do.
Steb, e-mail, 04.01.2013 00:17
I just finished a 1/25 scale F4U model made from 22ga brass flat stock. It was interesting to get the correct "Gull" curve but I'm very pleased with the results. I sell my models as weather vanes which means even though they are solid brass, I also paint them with enamel, decals and clear coat for outdoor use. I've always loved the F4-U just a little bit more then the P-51 just because my dad was in the Pacific in WWII.
Bob Robbins, e-mail, 24.12.2012 03:08
When I got out of Yeoman School in Feb. 1949 I was assigned to VF63 at NAAS Oceans, VA. Our skipper LCDR Malcolm Cagle had flown the F4U in WWII in the Pacific and had several kills. Our squadron had Corsairs. Later on. after the Korean War started we were transferred to the west coast and went to Korea aboard the USS Boxer. Before we left Virginia LCDR Gagle left our squadron. He was promoted to Commander and went to the Pentagon. The next time I saw Malcolm Cagle he he was returning from Korea, as we were. He came aboard our carrier in 1951 at Pearl Harbor. to use our squadron office to do dictation. He had a yeoman with him and he was writing a history of mine warfare in the Korean War. LCDR Cagle was at that time a Rear Admiral. He retired as a Vice Admiral.
Dusty Richards, e-mail, 27.11.2012 08:57
Growing up on the flightline at plant E I learned that the FG 2 was the cadilac of the Corsairs, with it's bigger engine, longer nose, bubble canopy, better rutter, longer tail due location of it's hook and 4 50 cals in each wing. Learned to fly there on the civil side across from the Rubberbowl and Dirby downs in my dads J3 Piper when I was 11, got my ticket on my 12th birthday. Flew the 86 in Korea and the 89 and 102 in Greanland till I came out in 62.
Chuck, e-mail, 10.11.2012 21:04
My Father flew the F4U from the Aircraft Carrier USS Intrepid CV-11 in 1945. He was on his way to Japan for the planned invasion. He did occupation duty instead. He Joined the Navy in 1940. This was his third Carrier, CV-2 USS Lexington, lost in the Battle of the Coral Sea and CV-18 USS Wasp. He had six Battle stars and was a fighter ace in the F6F-3.
James Brown, CDR Ret., e-mail, 09.06.2012 19:19
I flew the F4U-1A in 1944 through the F4U-5N off USS Oriskany (VC-3 Team G)1952-53. Great and honest airplane that at 30,000' would outrun a F-80C (Navy version TV-1).
Frank, e-mail, 25.05.2012 23:32
Hi everyone. I own and operate the whistling death corsairs exhibit which pertains to the preservation and education of the f4u and the workers who built her,( chance vought- Goodyear-Brewster.) if anybody needs information on their family members who were involved please don't hesitate to email me. I have an outstanding collection of artifacts that help to enlighten the younger generations as to what the corsair did for freedom. Thanks and look forward to hearing from you
James Reed, e-mail, 17.03.2012 22:31
Charles Lindbergh flew Corsairs in combat with the Marines out of New Guinea in mid-1944 (in Col. Joe Foss's outfit, the leading Marine Ace in WWII), and was very complimentary of its performance and handling. Did one mission with a single 5000lb bomb! Combat was against Washington's orders, but the operational troops liked him so much, and were so impressed with his abilities, they helped him bend the rules. His official mission was to find ways to get longer range out of the fighters in the S. Pacific, which he did. In July '44 working with the Army in P-38s, he shot down a Zero. Details can be found in Lindbergh's "Wartime Journals", published in 1970.
Robert Sussman, e-mail, 13.02.2012 18:07
My father (Floyd) designed this plane from the firewall back. Worked for Chance-Vought in W.VA just before and when I was born.
Jerry L, e-mail, 11.02.2012 23:58
Guys you need to look at the record of VMF 221 the recinolying Falcons. Jim Swett, Medal of Honor Recipient, George Johns, Dean Caswell, Duncan many more great heros gave the F4U a great record. These guys were part of the greatest generation with I believe only 12 remaining alive today. Semper Fi All!!! Jerry from FMF(AW) 513 Atsugi.
GARY BEDINGER, 16.01.2012 07:54
I'VE ALWAYS LIKED THE F4U "CORSAIR" OF WW2 AND THE KOREAN WAR.THE BEST VARIANT OF THE "CORSAIR" WAS THE F4U-4.MY GREAT UNCLE DURWOOD WORKED ON THE "CORSAIR" DURING THE KOREAN WAR,HE WAS APART OF THE BLACK SHEEP,VMF 214 AS AN ELECTRICIAN.
Ralph Alshouse, e-mail, 25.11.2011 04:41
During WWII I flew 28 different Navy airplanes. The Corsair was by far the best of all. It could do snap rolls all day long if your body could stand it! For example I was flying a FG-3 at 13000feet,a shining new P-51 came along side wanting to race using hand signals. I signaled no three times, then he gave me the finger---we were on. He pulled more inches of manifold pressure, so he jumped ahead until I got my 4 blade prop cranked up with 45 inches of manifold pressure. I caught up to him and was passing giving him my tomcat grin. He leaned forward pushing something, pulling away. He would not put his blower on at 1300feet, but he did. So I turned my blower on. Catching him again, I was watching my cylinder head temp. It was approaching the red. I poped open the water injection and waved good bye to the P51. Do not do that it's too hard on engines.
Gary, e-mail, 19.08.2011 19:39
Forgot to add his name... LT Commander H. Warrington "Spike" Sharp from Portsmouth Va. Thanks for your help again.
Gary, e-mail, 19.08.2011 19:36
I would like to know if anyone has any information on the F4U training in Pensacola Fl. My late uncle was a Navy Lt Commander and was a flight instructor in Pensacola during the early to mid 1940's. Does anyone know the name of the airwing or outfit? I am trying to recreate a flying scale model of the exact aircraft he flew as a memorial to him. I am a R/C pilot of warbirds and I have been looking for any info I can get on his squadron or airwing. Thanks in advance for your help.
W.G.B.Laughlin, e-mail, 22.06.2011 00:46
I was a Marine Pilot,assigned to VF5@ NAS JAX,a Navy fighter squadron,teaching Royal Navy pilots. Flew the F4U-1 birdcage,and later with VMF 111 flew FG1s-5s. 1,550 hrs.total in this plane..5 degrees rt.rudder ,or you weren't getting into the air.Good carrier bird.The F6F would float.The Corsair wouldn't.Flew for 45 yrs.after WWII.The corsair was my favorite.2nd.would be the F8F & The Pitts S-2-B.
Tom Bennis, e-mail, 21.05.2011 01:38
Never flew one but "pushed" and chocked/unchecked a lot of F4U4 ( 6-50 cal. machine guns) and 5's (4 20mm guns) as a Aviation Boatswains Mate on the Philippine Sea and Coral Sea in 1948-52
ProfSkip, e-mail, 15.05.2011 12:46
My uncle, Bob Klingman, flew F4Us off Okinawa 1944-45 as a member of VMF-312. Later, he flew ground support missions in Korea before transitioning to the F9F Panther. There's a beautiful restoration in Texas of an FG1, which has been painted with VMF-312s distinctive checkerboard colors. I saw this plane at Addison, TX two years ago at an airshow. Merritt Chance, another member of VMF312, consulted on the restoration, and it wears his old A/C number. For more on VMF312 (which incidentally is still in operation as VMFA312, flying FA-18s) log onto F4Ucorsair.com and click on the link to VMF312 found on the site. Interesting stuff.
Daniel Enz, e-mail, 26.04.2011 04:45
This is my "if you could only pick one favorite" Aircraft. I have been a fan since i was a kid in Marin county CA.in the mid 50's. We would watch the fleet come in under the Golden Gate Bridge. I asked about the aircraft carriers and aircraft...i saw my first picture of the F4U Corsair..and I was toast!! Later in life I would Marry my wife Judy and find out that her Sister Patty is married to the "Grandson" of "Pappy Boyington"....The Black Sheep Squadron...my favorite show while it ran....NEVER missed it. The F4U looks and sounds so good...I could sit and listen to that big radial at idle until it ran out of gas.
Dean Woolery, e-mail, 14.03.2011 21:41
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.
Dean Woolery, e-mail, 14.03.2011 21:37
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.
Bob Tufo, e-mail, 13.03.2011 19:36
I just want to say how much I enjoy this site and thank you to all who share .
Alan, e-mail, 01.03.2011 16:11
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?
Armstrong, e-mail, 01.03.2011 04:49
I was an AT-1 in the last F4U, Navy squadron - VF 74, ca 1954. I understand the USMC flew them after 1954.
frank bonansnga, e-mail, 31.01.2011 02:58
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.
Ben Beekman, e-mail, 19.01.2011 03:41
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".
steve, e-mail, 11.01.2011 19:19
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.
Aaron, e-mail, 06.12.2010 18:15
Brian, Just type in (3-view drawings) on Google and do a search. Several sights will come up. Just choose the one you want.
brian, e-mail, 25.11.2010 04:39
anyone know any good sites online to get free 3 view drawings of airplanes or armored vehicles.
Aaron, e-mail, 23.09.2010 23:47
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.
Aaron, e-mail, 23.09.2010 08:06
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.
Aaron, e-mail, 23.09.2010 08:02
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.
Aaron, e-mail, 22.09.2010 19:30
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.
Ron, e-mail, 18.09.2010 23:40
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?
Ron, e-mail, 16.09.2010 06:58
Aaron, I'd be interested in your take on the Italian and RAF fighters.
Aaron, e-mail, 13.08.2010 20:20
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.
Aaron, e-mail, 13.08.2010 01:53
Almost forgot: choicephone, GO CALL YOURSELF! (Well guys, there's certain four letter words you just can't use at decent sights).
Aaron, e-mail, 13.08.2010 01:46
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.
Ron, e-mail, 08.06.2010 19:44
If you ask me vought could have kept the teardrop canopy of the F2G for the F4U-5 (and retrofit the -4 too)!
Ron, e-mail, 05.06.2010 23:44
I guess the F2G Climb rate may have been more like 4,400 fpm. That still beats the -4 at 3,870 fpm, but not the Bearcat. The speed was disappointing: 431 vs 446 for the -4 and 468 for the -5 that climbed 4,800 fpm. With injection the F2G had 3,500 hp, perhaps that would account for the 7,000 fpm (projection?). The F2G was heavier for less firepower. 4x.50s are OK against WW2 Japanese planes but not 1950 Russian hardware. In 1945 the Navy's reason for dropping the gas guzzling F2G was the end of the war and the much lighter, carrier friendly F8F Bearcat with roughly the same performance. For the Korean war, the F4U needed the increased ordinance capacity that the F2G couldn't deliver (it had to carry the extra fuel instead). The F4U-5 could, with better performance overall too.
Ron, e-mail, 04.06.2010 06:04
One wonders why the Corsair ended WW2 with the 3,000 hp Wasp Major powered F2G and followed with the F4U-5 in the Korean war, powered by the less powerful Double wasp of earlier models. It also reverted back to the old style canopy instead of keeping the teardrop of the Super F2G Corsair. That WW2 F2G could climb 7,000 fpm! Why replace it?
Ron, e-mail, 31.05.2010 06:05
Can you imagine a twin F2G Corsair to compete with the P-82 Mustang twin? A couple of Wasp Majors with 6,000 hp !! Torque would be neutralized making it safer than the standard F2G. The F2G had 7,000 fpm initial climb! What did the P-51J have, 5,000 and change? Load it up with 6+ RAF Mk V 20-mm, forget the inferior M2/M3 20-mm US cannons. Even the tough MiG-15 would not feel safe over Korea. Of course that brings to mind the Pirate Jet!
Ron, e-mail, 13.04.2010 22:24
When asked what my favorite WW 2 fighter is, I think of the Fw 190 and La-7 but their altitude performance faded. I prefer radial powered fighters because they are less vulnerable. I think of the Japanese but only the A6M, Ki 43, 44, and 100 were reliable but lacked the Corsair's speed. Same goes for the F6F. The P-47 couldn't hang with the F4U in a dogfight. The F4U Corsair was still good to go in the Korean war, so that suggests it was best. I agree. Of course the Mustang was there too but flak had advanced to the point that the inline Mustang should have staid off the deck and let the Corsair do all the ground support. That's a no brainer.
Fred Sawyer, e-mail, 06.04.2010 01:51
As a former Navy pilot in WWII the F4U was the smoothest plane I had the privilege of flying. A little tricky to land at times. I found it great for carrier landings.
carlos, e-mail, 06.03.2010 23:50
I was lucky to fly this plane from 1943-1952 for the USMC. It was the most fun plane to fly I ever flew until I built my VARIEZE.
Scottie, e-mail, 08.02.2010 18:16
The F4U Corsair had a 3 bladed prop until the dash 4 version.
James Bacon, e-mail, 19.01.2010 01:16
Charles Lindberg was techrep for Chance Vought and came to MCAS Santa Barbara (Goleta) when Joe Foss & Pappy Boyington were training two of the first F4U (VMF) squadrons circa 1943-4.
Richard Dimberio, e-mail, 15.12.2009 03:32
Had the priviledge to see Cook Cleland flying the F-2G in the Cleveland Air Races. Lived near his airport in Willoughby, Ohio and loved to just lood at #57 parked near US Route 20 there. It has been restored and makes it to some of the best air shows. I have collected much info regarding the Corsair including some videos from the 1947Thompson Trophy Air Races. (By the way, I was 8 or 9 years old when my Dad took me to the Air Races and have had a love affair with aviation ever since. Now fly R/C Models.
luigi, e-mail, 26.10.2009 20:09
phone dude is this a e-mail?
luigi, e-mail, 06.10.2009 20:19
dude wft phone dude no long irrelevant message they are annoying
Disgusted, 20.09.2009 22:47
Choice phone, you're polluting a warbird historical page.
Douglas G. Grant, e-mail, 02.01.2009 21:47
As I understand it, the US Navy had a difficult time landing the Corsair on carriers because it was impossible to have a forward view as they were landing. The Corsair became a land based aircraft until the Brits perfected spotting the deck from an angle and then landing (basically blind) rather than flying straight in as the US flyers had tried to do.
Jeremy Leon, e-mail, 19.08.2008 23:29
I'm privlidged to know many of the great pilots of VMF-221 including, Lt. Col. Duncan Cameron, Jim Swett Medal of Honor recipient, Col.Dean Caswell, who became my CO in VMF-513 while in Korea with both F4U-5N and F3D-2s later on, Maj. George Johns, Col. Glendenon and many more. Flying the F4U and the F3D-2 was fabulous, and certain a pain in the A of the North Koreans, Chinese, and Russians during the early fifties in Korea. Great Squadron, great Marines and a supurb fighting force. Semper Fi to you all!!!
I was privileged to fly this great airplane IN WWll off the Carrier Bunker Hill while a pilot in VMF-221's Fighting Falcons, and in Korea. Received many, many holes, shot down some planes, dropped tons of bombs and never got hurt. The armor was superior as well as the armament. It WAS the best.
Dick Allen, e-mail, 12.08.2008 21:09
My favorite of all time,faster than the F6-F,just as sturdy,could climb to 35,000,steady as a rock in a carrier landing,and that P&W engine never seem to fail.
Larry Cunningham, e-mail, 16.07.2008 05:35
That inverted Gull wing also made for a solid landing platform in an emergency. I was flying a F4U-4 at NAS Cecil Field, FL in early 1947 and had a total engine failure immediately south of the field at about 700 Feet altitude. Had just enough airspeed to make a 270 degree turn to port - not quite enough to line up with the runway so I elected to make a cross field wheels up landing. Minimal damage to the aircraft -- it was flying in less than a week with an engine-prop change and sheet metal work on the rocket launchers and the underside.
Maverick Mitchell, 06.07.2008 06:31
The corsair's maximum speed was at least 415mph
Tom Drennan, e-mail, 24.06.2008 03:52
There are interesting stories about most airplanes. The people that conceived, designed, built, tended and operated the F4U Corsair have generated many. I’d like to share several rolled into one. By 1935 all metal monoplanes like the Northrop Alpha express plane, Boeing 247airliner and Martin B-10 bomber had proven successful. It was obvious it was time for combat aircraft to not only catch up but take the lead in all metal monoplane development. The U. S. Navy seemed to be lagging behind the U. S . Army in that respect. That would never do. What could they expect to get? How much more should they ask for as a challenge to America’s aviation industry? The admirals wasted suggestions and there were many navy airmen eagerly waiting to be asked.
One man started his letter: Requirements for a USN all metal monoplane fighter: 1. Speed. 2. Speed. 3. Speed. 4. Speed. 5. Ability to operate from existing USN aircraft carriers. 6. Four machineguns. Ect.
People reading it were amused so the story was told and retold spreading through the aviation community, especially aircraft producing companies. First they had to prove they could build carrier compatible all metal monoplanes then they could take on other requirements.
Vought had done well selling observation, utility and scouting planes to the navy but never won a worthwhile fighter competition. It was time to change that and everybody at Vought was eager to do his / her part to make it happen. United Aviation Corp. was the parent company for Vought, Sikorasky Aircraft, P&W Aircraft Engine Company and Hamilton Standard Propeller Company among others. All would contribute to the F4U project. First they tried for an army fighter contract and lost out to the Seversky P-35 then the Curtiss P-36 Hawk got the consolation prize. At the same time they were winning with a navy dive-bomber, the SB2U, the company's first low-wing monoplane. That plane was not a great success as a war bird. It was an important advance in aero technology. 1938 was time for the navy to ask for the imposable and see what the industry would offer. At Vought Rex Beisel was handed the challenge. He had full support from all of United Aviation. Hamilton Propeller had made great strides while Pratt and Whitteny was sweating over time trying to make the R-2800 engine happen. None of the three had anything ready to fly at the time so it become an in house race. Anybody that didn’t remember was reminded the first four requirements were Speed, Speed, Speed and Speed. They were going to try for the smallest airplane that could fly with the largest engine and propeller they could hope for when they were ready. With the big propeller and landing gear to keep it from hitting the ground the wing was going to be too long to fold up and fit aircraft carrier hanger decks. Using an inverted gull wing offered three advantages. The wing would fit the round fuselage in away to avoid streamlining fillets. Fillets took time to make and fit, they also added weight. The “cranked,” wing would reduce the length of main landing gear struts and lower the wing folding hinge points there fore lowering the wingtips when folded. The fourth blessing was not a big item but putting the wing farther down improved visibility for the pilot. At the time the people at Vought liked to claim the P&W R-2800 engine was made for the Corsair. P&W claimed nobody had an airplane that could take the power of their new engine so Vought had to build the Corsair for it. Hamilton engineers smiled and replied, “Without our propeller both of you would still be in he hanger.” All of them had plenty to be proud of. Rex never attempted to take full credit for the Corsair, eager to share praise with everybody at United. Several times he made a point of stating “Mister Igor Sikorasky deserves a fair share of the credit.” A point of interest. The British were the first to routinely operate Corsairs from carriers and had to cut several inches off the wing tips to fit hanger decks. If you notice a Corsair with squared off wing tips it might be an ex Fleet Air Arm warrior or maybe just the wing panels. That little item had me digging for a long time before there was a web to help. Call it Corsair, Beisel’s Bird, Ensign Eliminator, Hose Nose or Bent Wing Bastard or you can spell it, C,h,a,m,p,i,o,n. - TJD
Joe Thomas, e-mail, 10.06.2008 20:26
The Corsair was originally built with a huge THREE bladed prop which resulted in the strut-shortening wing design. Later models were equipped with a four bladed prop of narrower diameter which allowed for the extension of the tail wheel strut resulting in better visibility over the nose while taxiing.
Andy, e-mail, 14.05.2008 16:05
Sweet plane man I love to fly that in my PS2 VIDEO GAME
Roger Ward, e-mail, 20.12.2006 05:08
There was an earlier Vought Corsair, the V-93S from about 1934. The last survivor is in the Royal Thai Air Force Museum at Don Muang Airport, Bangkok, Thailand. http://www.rtaf.mi.th/museum/BLDG2-2.HTM
