Corsair - The History Unfolds Page 3
Corsair - The History Unfolds Page 3
Between WWII and Korea:
Following on from the end of hostilities, the F4U-4 production rate was cut to 21 per month, and the last of the 2,356 F4U-4's deliveries took place on August 1, 1947.
These F4U-4s were of several sub-variants.
The new radical F4U-5 was being designed by Vought, and the first flight of the XF4U-5 occurred on April 4, 1946. The -5 was a high altitude fighter, designed to operate up to 45,000 feet.
It was powered by the new Pratt & Whitney R-2800-32W 'E' series Double Wasp, with a 2-stage, automatically-controlled variable-speed supercharger, which developed 200hp
more than the 'C' series. The most visible difference from the F4U-4 were the twin cheek inlets added at the 4 and 8 o'clock positions, to provide air to the side-mounted superchargers.
Vought engineers redesigned the forward fuselage to accept the new profile and mounted the engine 2 degrees downward to enhance longitudinal stability. This new arrangement gave
the pilot welcome improved forward visibility.
The cowl flaps, intercooler doors, and oil cooler doors were now automated. Elevator and rudder controls had spring tabs (reducing pilot effort by nearly 40%). The canopy
sides were bulged outward to improve rearward visibility. The outer wing panel, which had been fabric covered throughout the long life of the Corsair, was covered
with aluminium. With high altitude in mind in the design the aircraft had electrically heated guns and pitot tube.
The -5's throttle system was controlled by oil pressure rather than by direct linkage. After starting the engine for a routine warm-up,
several aircraft developed serious power surges, causing the Corsairs to jump their chocks and collide with aircraft parked ahead of them.
Initially no apparent reason could be found for the surges. In time it was - dependent on the weather, the oil in the linkage was found to congeal (freeze or set)
while the throttle remained at its previous position. P & W duly redesigned the engine controls with a mechanical linkage.
A combustion heater was added in the lower fuselage behind the cockpit to provide both cabin heating and windshield defrosting. The cockpit was also modernised.
The tailhook was completely enclosed and flush with the fuselage when retracted.
Armament was 4 x 20mm automatic cannons, with provision to carry 8 x 5 inch wing mounted rockets, and bombs weighing up to 1600lb, 11.75 inch rockets, or a 150 USG drop tank could
be carried on the center section pylons (like on the F4U-4).
The F4U-5N night fighter was developed (radar nacelle out on starboard wing). This aircraft had flame dampeners, similar to those on the F4U-2.
The radar installation reduced maximum speed to 435mph at 30,000 feet, sea-level Rate of Climb reduced to 4350fpm, and Service Ceiling reduced to 44,000 feet.
The F4U-5P was the photo reconnaissance version.
Naval Reserve Units:
Korea:
The F4U-6 (AU-1):
The heavier supercharger on the -5 was eliminated, and instead the AU-1 was powered by a Pratt & Whitney altitude version of the Double Wasp, the R-2800-83WA, with a single-stage,
2-speed manually controlled supercharger.
It had the same forward appearance as the -5, except the engine cowling supercharger air inlet ducts at the 4 and 8 o'clock positions were eliminated, and the air coolers
moved inboard from the air inlet to a position between the wing and the fuselage, to make the aircraft less vunerable to ground fire. Armor plating was improved to protect the underside.
Armament was 4 x 20mm automatic cannons, 10 x 5 inch rockets, 6 x 500lb bombs or 10 x 250lb bombs that could be carried under the outer wing.
The remainder of the armaments were as for the -4 and -5.
Only 111 AU-1s were produced, the last delivered on October 10, 1952.
The AU-1 was delivered exclusively to the U.S.M.C. (no other U.S. service received the variant), plus 25 of the U.S.M.C. airplanes were later delivered to the French Aeronavale
for use in Indo-China in 1954. At the end of hostilities, the 19 remaining were returned to the U.S.M.C.
Operations with the AU-1 were therefore shortlived.
The V-354:
The British tame the Corsair for carrier use:
Familiarisation and training was completed by the British squadrons, in the United States, at NAS Quonset Point, RI., or NAS Brunswick, ME. The aircraft were then shipped to Britain
in escort carriers. They were distinct in that the aircraft's wings were clipped 8 inches either side, due to the smaller confines of the British carrier hangar decks.
This change in span brought with it the unexpected bonus of improved sink rate, eradicating the airplane's tendency to 'float' in the final stages of landing. It produced
a slightly higher stalling speed, but improved maneuverability at lower altitudes.
By early 1944, 8 FAA squadrons were formed for carrier operations, in Home & Far East fleets. By VJ Day the number had increased to 19.
In British service the F4U-1 was known as the Corsair I, 95 of this mark being delivered. They were supplied to Squadron numbers 1830 and 1833. None of these 95 aircraft saw combat.
This honor went to the Corsair II (the British mark for the F4U-1A), of which 510 were delivered.
1830 was the first squadron to receive Corsairs, followed by 1831, 1833 and 1834. Squadrons 1830, 1831 and 1833 returned to the United Kingdom after training in the U.S., in October 1943.
Upon arriving in England, 1830 underwent a further brief spell of training, however 1831 was disbanded, its pilots re-allocated to 1830 and 1833.
The first carrier landings on board HMS Illustrious were attempted by 1830 and 1833 squadrons, in December 1943. These, like the earlier U.S. Navy trials proved hazardous for the same reasons as the American experiences, plus the Royal Navy's standard landing 'pattern', which was totally unsuited to the Corsair.
A new pattern was established, and landings improved dramatically. This involved a continuous turn approach which was preferred by the pilots, and they did not roll the
wings level until just before touchdown.
By April 1944 Corsair II's went into combat from HMS Victorious and HMS Illustrious.
HMS Victorious embarked on March 8, 1944, for operations against the German battleship Tirpitz, off Norway, which commenced on April 3.
Other Corsair equipped carriers were the HMS Formidable, HMS Vengence, HMS Indomitable and HMS Implacable.
After VE Day, Goodyear continued to deliver FG-1Ds (Corsair Mark IVs) to the FAA until August 9, 1945. The British Pacific Fleet (BPF) formed at the end of 1944, and
on January 16, 1945, the Royal Navy moved it's force from Trincomalee in Ceylon to Sydney, Australia, being their new base for Pacific operations.
On VJ Day, there were four Royal Navy carriers at Sydney preparing for operations in the East Indies and the Philippines. These 4 ships were given the task
of re-occupying British territories. The other task of the carriers was a sad one - that of dumping Lend-Lease aircraft, primarily Corsairs and Grumman TBM Avengers, into the ocean, off Sydney,
and further up the Australian east coast.
Some were also flown off the carriers to the Australian military base at Williamtown, north of Sydney, and crushed almost flat (and reportedly buried).
Under the terms of the Lend-Lease agreement, aircraft that were retained at the end of hostilities had to be paid for, or returned to the United States. The U.S. did
not want the aircraft returned, and the British did not want to pay for them, so the sad result was inevitable.
By war's end the remaining squadrons were decommissioned rapidly. The final squadron, 1851, was disbanded on August 13, 1946.
A total of 1,972 of various model Corsairs were received by the Fleet Air Arm.
(Some reports quote 2,012, however 40 were not yet delivered, though contracted for).
4 different Marks were received in all, being:
Corsair Mark I (Chance Vought F4U-1)
Following WWII, Vought's concern over vulnerability of much of America's emerging missile industry led to relocating the factory, in 1948,
from Stratford, CT., to Dallas, TX.
The twin cheek inlets are clearly visible on the Lone Star Flight Museum's F4U-5N
©Copyright. Photo: Lone Star Flight Museum, courtesy of Trace Hudgins
A post-WWII F4U-4 Corsair wears the distinct orange band livery of the Reserve units
©Copyright. Photo: U.S. National Archives, via Tracey Smiley
In the post-war period, the Naval Reserve units could be identified by a wide International-Orange band encircling the rear fuselage, and
3 feet high white letters on the tail to identify the Naval Air Stations (NAS), at which the aircraft was based.
Carrier-based Corsairs landed their first strikes of the Korean War on July 3, 1950, only days after the conflict began.
The harsh Korean winter prompted the development of a 'winterised' version of the F4U-5N. This new night fighter was designated the F4U-5NL. Equipped with outer wing and
horizontal and vertical stabilizer de-icer boots, propellor blade de-icer shoes, and a windshield de-icing system.
The propellor and windshield de-icing system caused problems, in that it used a glycol mixture which was drawn from the water-injection tank, to prevent ice from forming.
It was later found to ruin rubber seals around the windscreen.
468 of all models were built, including 72 x -5NLs
The last -5 version was delivered on October 22, 1951.
The -6 was a U.S.M.C. ground-attack version, initiated by Vought in 1950. It was designed especially for Korean-type close air support operations,
and was a low-level daylight ground support aircraft. By the time the first production aircraft took flight in late January 1952, the aircraft was designated the AU-1 (A=Attack).
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The one of a kind V-354
©Copyright. Photo: Vought Aircraft Industries Inc.
During WWII Vought modified one early model Corsair
into a two-seat trainer, which they designated the V-354.
No further aircraft were modified or produced as the U.S. Navy showed lack of
interest in the project. It is believed the aircraft was eventually scrapped,
or put back into it's original configuration.
The classic lines of a factory fresh AU-1
©Copyright. Photo: U.S. National Archives, courtesy of Trace Hudgins
Under the Lend-Lease agreement between the British and U.S. governments, 1,972 Corsairs were eventually used by the Fleet Air Arm (Royal Navy).
Following the earlier carrier trials, the U.S. Navy were convinced that the F4U-1 was too difficult to handle in 1942, with the bouncing effect on landing, a tendency to
torque stall without warning and poor visibility over the nose during landing approach. As earlier discussed, the F4U was finally cleared for carrier operations with
the U.S. Navy in 1944, 9 months after the Royal Navy utilized them successfully on carriers.
The Royal Navy started re-equipping with Corsairs from June 1943.
A Vought-delivered F4U-1B showing clearly the clipped wings on the FAA aircraft
©Copyright. Photo: Vought Aircraft Industries Inc.
In FAA (Royal Navy) service
©Copyright. Photo: Royal Navy, via Tracey Smiley
In FAA (Royal Navy) service
©Copyright. Photo: Royal Navy, via Tracey Smiley
Corsair Mark II (Chance Vought F4U-1B and F4U-1D, and Brewster F3A-1)
Corsair Mark III (Some Brewster F3A-1s)
Corsair Mark IV (Goodyear FG-1 and FG-1D)