Chance Vought F4U Corsair: American Fighter

Vought V-166B XF4U-1 (1443) US Navy.

The Vought F4U Corsair is an American fighter aircraft that saw service primarily in World War II and the Korean War. Designed and initially manufactured by Chance Vought, the Corsair was soon in great demand; additional production contracts were given to Goodyear, whose Corsairs were designated FG, and Brewster, designated F3A.

The Corsair was designed and principally operated as a carrier-based aircraft, and entered service in large numbers with the U.S. Navy and Marines in World War II. It quickly became one of the most capable carrier-based fighter-bombers of the war. Some Japanese pilots regarded it as the most formidable American fighter and U.S. naval aviators achieved an 11:1 kill ratio. Early problems with carrier landings and logistics led to it being eclipsed as the dominant carrier-based fighter by the Grumman F6F Hellcat, powered by the same Double Wasp engine first flown on the Corsair's initial prototype in 1940. The Corsair's early deployment was to land-based squadrons of the U.S. Marine Corps and U.S. Navy.

The Corsair served almost exclusively as a fighter-bomber throughout the Korean War and during the French colonial wars in Indochina and Algeria. In addition to its use by the U.S. and British, the Corsair was also used by the Royal New Zealand Air Force, French Naval Aviation, and other air forces until the 1960s.

From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured in 16 separate models. Its 1942–1953 production run was the longest of any U.S. piston-engined fighter.

Development

In February 1938, the U.S. Navy Bureau of Aeronautics published two requests for proposal for twin-engined and single-engined fighters. For the single-engined fighter, the Navy requested the maximum obtainable speed, and a minimum stalling speed not higher than 70 miles per hour (110 km/h). A range of 1,000 miles (1,600 km) was specified. The fighter had to carry four guns, or three with increased ammunition. Provision had to be made for antiaircraft bombs to be carried in the wing. These small bombs would, according to thinking in the 1930s, be dropped on enemy aircraft formations.

In June 1938, the U.S. Navy signed a contract with Vought for a prototype bearing the factory designation V-166B, the XF4U-1, BuNo 1443. The Corsair design team was led by Rex Beisel. After mock-up inspection in February 1939, construction of the XF4U-1 powered by an XR-2800-4 prototype of the Pratt & Whitney R-2800 Double Wasp twin-row, 18-cylinder radial engine, rated at 1,805 hp (1,346 kW) went ahead quickly, as the first airframe ever designed from the start to have a Double Wasp engine fitted for flight. When the prototype was completed, it had the biggest and most powerful engine, largest propeller, and probably the largest wing on any naval fighter to date. The first flight of the XF4U-1 was made on 29 May 1940, with Lyman A. Bullard, Jr. at the controls. The maiden flight proceeded normally until a hurried landing was made when the elevator trim tabs failed because of flutter.

On 1 October 1940, the XF4U-1 became the first single-engined U.S. fighter to fly faster than 400 mph (640 km/h) by flying at an average ground speed of 405 mph (652 km/h) from Stratford to Hartford. The USAAC's twin engine Lockheed P-38 Lightning had flown over 400 mph in January–February 1939. The XF4U-1 also had an excellent rate of climb, although testing revealed some requirements would have to be rewritten. In full-power dive tests, speeds up to 550 mph (890 km/h) were achieved, but not without damage to the control surfaces and access panels, and in one case, an engine failure. The spin recovery standards also had to be relaxed, as recovery from the required two-turn spin proved impossible without resorting to an antispin chute. The problems clearly meant delays in getting the design into production.

Reports coming back from the war in Europe indicated an armament of two .30 in (7.62 mm) synchronized engine cowling-mount machine guns, and two .50 in (12.7 mm) machine guns (one in each outer wing panel) was insufficient. The U.S. Navy's November 1940 production proposals specified heavier armament. The increased armament comprised three .50 caliber machine guns mounted in each wing panel. This improvement greatly increased the ability of the Corsair to shoot down enemy aircraft.

Formal U.S. Navy acceptance trials for the XF4U-1 began in February 1941. The Navy entered into a letter of intent on 3 March 1941, received Vought's production proposal on 2 April, and awarded Vought a contract for 584 F4U-1 fighters, which were given the name "Corsair" – inherited from the firm's late-1920s Vought O2U naval biplane scout, which first bore the name – on 30 June of the same year. The first production F4U-1 performed its initial flight a year later, on 24 June 1942. It was a remarkable achievement for Vought; compared to land-based counterparts, carrier aircraft are "overbuilt" and heavier, to withstand the extreme stress of deck landings.

Design

Engine Considerations

The F4U incorporated the largest engine available at the time, the 2,000 hp (1,500 kW) 18-cylinder Pratt & Whitney R-2800 Double Wasp radial. To extract as much power as possible, a relatively large Hamilton Standard Hydromatic three-blade propeller of 13 feet 4 inches (4.06 m) was used.

Landing Gear and Wings

To accommodate a folding wing, the designers considered retracting the main landing gear rearward, but for the chord of wing that was chosen, making the landing gear struts long enough to provide ground clearance for the large propeller was difficult. Their solution was an inverted gull wing, which considerably shortened the required length of the struts. The anhedral of the wing's inboard section also permitted the wing and fuselage to meet at the optimum angle for minimizing drag, without using wing-root fairings. The bent wing was heavier and more difficult to construct, however, offsetting these benefits.

The Corsair's aerodynamics were an advance over those of contemporary naval fighters. The F4U was the first U.S. Navy aircraft to feature landing gear that retracted into a fully enclosed wheel well. The landing gear oleo struts—each with its own strut door enclosing it when retracted—rotated through 90° during retraction, with the wheel atop the lower end of the strut when retracted. A pair of rectangular doors enclosed each wheel well, leaving a streamlined wing. This swiveling, aft-retracting landing gear design was common to the Curtiss P-40 (and its predecessor, the P-36), as adopted for the F4U Corsair's main gear and its Pacific War counterpart, the Grumman F6F Hellcat. The oil coolers were mounted in the heavily anhedraled inboard section of the wings, alongside the supercharger air intakes, and used openings in the leading edges of the wings, rather than protruding scoops. The large fuselage panels were made of aluminum and were attached to the frames with the newly developed technique of spot welding, thus mostly eliminating the use of rivets. While employing this new technology, the Corsair was also the last American-produced fighter aircraft to feature fabric as the skinning for the top and bottom of each outer wing, aft of the main spar and armament bays, and for the ailerons, elevators, and rudder. The elevators were also constructed from plywood. The Corsair, even with its streamlining and high-speed abilities, could fly slowly enough for carrier landings with full flap deployment of 50°.

Technical Issues

In part because of its advances in technology and a top speed greater than existing Navy aircraft, numerous technical problems had to be solved before the Corsair entered service. Carrier suitability was a major development issue, prompting changes to the main landing gear, tail wheel, and tailhook. Early F4U-1s had difficulty recovering from developed spins, since the inverted gull wing's shape interfered with elevator authority. It was also found that the Corsair's left wing could stall and drop rapidly and without warning during slow carrier landings. In addition, if the throttle were suddenly advanced (for example, during an aborted landing) the left wing could stall and drop so quickly that the fighter could flip over with the rapid increase in power. These potentially lethal characteristics were later solved through the addition of a small, 6 in (150 mm)-long stall strip to the leading edge of the outer right wing, just outboard of the gun ports. This allowed the right wing to stall at the same time as the left.

Other problems were encountered during early carrier trials. Visibility problems caused by the Corsair's combination of an aft-mounted cockpit and long nose made landings hazardous for newly trained pilots. During landing approaches, it was found that oil from the opened hydraulically powered cowl flaps could spatter onto the windscreen, severely reducing visibility, and the undercarriage oleo struts had bad rebound characteristics on landing, allowing the aircraft to bounce down the carrier deck. The first problem was solved by locking the top cowl flaps in front of the windscreen down permanently, then replacing them with a fixed panel. The undercarriage bounce took more time to solve, but eventually a "bleed valve" incorporated in the legs allowed the hydraulic pressure to be released gradually as the aircraft landed. The Corsair was not considered fit for carrier use until the wing stall problems and the deck bounce could be solved.

Meanwhile, the more docile and simpler-to-build F6F Hellcat had begun entering service in its intended carrier-based use. The Navy wanted to standardize on one type of carrier fighter, and the Hellcat, while slower than the Corsair, was considered simpler to land on a carrier by an inexperienced pilot and proved to be successful almost immediately after introduction. The Navy's decision to choose the Hellcat meant that the Corsair was released to the U.S. Marine Corps. With no initial requirement for carrier landings, the Marine Corps deployed the Corsair to devastating effect from land bases. Corsair deployment aboard U.S. carriers was delayed until late 1944, by which time the last of the carrier landing problems, relating to the Corsair's long nose, had been tackled by the British.

Design Modifications

Production F4U-1s featured several major modifications from the XF4U-1. A change of armament to six wing-mounted .50 in (12.7 mm) M2 Browning machine guns (three in each outer wing panel) and their ammunition (400 rounds for the inner pair, 375 rounds for the outer) meant the location of the wing fuel tanks had to be changed. In order to keep the fuel tank close to the center of gravity, the only available position was in the forward fuselage, ahead of the cockpit. Accordingly, as a 237 US gal (897 L) self-sealing fuel tank replaced the fuselage mounted armament, the cockpit had to be moved back by 32 in (810 mm) and the fuselage lengthened. Later on, different variants of the F4U were given different armaments. While most Corsair variants had the standard armament of six .50 caliber M2 Browning machine guns, some models (like the F4U-1C) were equipped with four 20 millimeter M2 cannons for its main weapon. While these cannons were more powerful than the standard machine guns, they were not favored over the standard loadout. Only 200 models of this particular Corsair model were produced, out of the total of 12,571. Other variants were capable of carrying mission specific weapons such as rockets and bombs. The F4U was able to carry up to a total of eight rockets, or four under each wing. It was able to carry up to four thousand pounds of explosive ordnance. This helped the Corsair take on a fighter bomber role, giving it a more versatile role as a ground support aircraft as well as a fighter. In addition, 150 lb (68 kg) of armor plate was installed, along with a 1.5 in (38 mm) bullet-proof windscreen which was set internally, behind the curved Plexiglas windscreen. The canopy could be jettisoned in an emergency, and half-elliptical planform transparent panels, much like those of certain models of the Curtiss P-40, were inset into the sides of the fuselage's turtledeck structure behind the pilot's headrest, providing the pilot with a limited rear view over his shoulders. A rectangular Plexiglas panel was inset into the lower center section to allow the pilot to see directly beneath the aircraft and assist with deck landings. The engine used was the more powerful R-2800-8 (B series) Double Wasp which produced 2,000 hp (1,500 kW). On the wings the flaps were changed to a NACA slotted type and the ailerons were increased in span to increase the roll rate, with a consequent reduction in flap span. IFF transponder equipment was fitted in the rear fuselage. These changes increased the Corsair's weight by several hundred pounds.

Performance

The performance of the Corsair was superior to most of its contemporaries. The F4U-1 was considerably faster than the Grumman F6F Hellcat and only 13 mph (21 km/h) slower than the Republic P-47 Thunderbolt. All three were powered by the R-2800. But whereas the P-47 achieved its highest speed at 30,020 feet (9,150 m) with the help of an intercooled turbocharger, the F4U-1 reached its maximum speed at 19,900 ft (6,100 m) using a mechanically supercharged engine.

Type: Carrier-based fighter-bomber

National origin: United States

Manufacturer: Chance Vought

Built by:

Goodyear

Brewster

Primary users:

United States Navy

United States Marine Corps

Royal Navy

Royal New Zealand Air Force

Number built: More than 12,571

Manufactured: 1942–1953

Introduction date: 28 December 1942

First flight: 29 May 1940

Retired:

1953 (United States)

1979 (Honduras)

Variants: Goodyear F2G Corsair

Operational History

World War II

U.S. Service

Navy Testing and Release to the U.S. Marine Corps

The U.S. Navy received its first production F4U-1 on 31 July 1942, though getting it into service proved difficult. The framed "birdcage" style canopy provided inadequate visibility for deck taxiing, and the long "hose nose" and nose-up attitude of the Corsair made it difficult to see straight ahead. The enormous torque of the Double Wasp engine also made it a handful for inexperienced pilots if they were forced to bolter. Early Navy pilots called the F4U the "hog", "hosenose", or "bent-wing widow maker".

Carrier qualification trials on the training carrier USS Wolverine and escort carriers USS Core and USS Charger in 1942 found that, despite visibility issues and control sensitivity, the Corsair was "...an excellent carrier type and very easy to land aboard. It is no different than any other airplane." Two Navy units, VF-12 (October 1942) and later VF-17 (April 1943) were equipped with the F4U. By April 1943, VF-12 had successfully completed deck landing qualification.

At the time, the U.S. Navy also had the Grumman F6F Hellcat, which did not have the performance of the F4U, but was a better deck landing aircraft. The Corsair was declared "ready for combat" at the end of 1942, though qualified to operate only from land bases until the last of the carrier qualification issues were worked out. VF-17 went aboard the USS Bunker Hill in late 1943, and the Chief of Naval Operations wanted to equip four air groups with Corsairs by the end of 1943. The Commander, Air Forces, Pacific had a different opinion, stating that "In order to simplify spares problems and also to insure flexibility in carrier operations present practice in the Pacific is to assign all Corsairs to Marines and to equip FightRons [fighter squadrons] on medium and light carriers with Hellcats." VF-12 soon abandoned its aircraft to the Marines. VF-17 kept its Corsairs, but was removed from its carrier, USS Bunker Hill, due to perceived difficulties in supplying parts at sea.

The Marines needed a better fighter than the F4F Wildcat. For them, it was not as important that the F4U could be recovered aboard a carrier, as they usually flew from land bases. Growing pains aside, Marine Corps squadrons readily took to the radical new fighter.

Marine Corps Combat

From February 1943 onward, the F4U operated from Guadalcanal and ultimately other bases in the Solomon Islands. A dozen USMC F4U-1s of VMF-124, commanded by Major William E. Gise, arrived at Henderson Field (code name "Cactus") on 12 February. The first recorded combat engagement was on 14 February 1943, when Corsairs of VMF-124 under Major Gise assisted P-40s and P-38s in escorting a formation of Consolidated B-24 Liberators on a raid against a Japanese aerodrome at Kahili. Japanese fighters contested the raid and the Americans got the worst of it, with four P-38s, two P-40s, two Corsairs, and two Liberators lost. No more than four Japanese Zeros were destroyed. A Corsair was responsible for one of the kills, albeit due to a midair collision. The fiasco was referred to as the "Saint Valentine's Day Massacre". Despite the debut, the Marines quickly learned how to make better use of the aircraft and started demonstrating its superiority over Japanese fighters. By May, the Corsair units were getting the upper hand, and VMF-124 had produced the first Corsair ace, Second Lieutenant Kenneth A. Walsh, who would rack up a total of 21 kills during the war. He remembered:

I learned quickly that altitude was paramount. Whoever had altitude dictated the terms of the battle, and there was nothing a Zero pilot could do to change that — we had him. The F4U could outperform a Zero in every aspect except slow speed maneuverability and slow speed rate of climb. Therefore you avoided getting slow when combating a Zero. It took time but eventually we developed tactics and deployed them very effectively... There were times, however, that I tangled with a Zero at slow speed, one on one. In these instances I considered myself fortunate to survive a battle. Of my 21 victories, 17 were against Zeros, and I lost five aircraft in combat. I was shot down three times and I crashed one that ploughed into the line back at base and wiped out another F4U.

VMF-113 was activated on 1 January 1943 at Marine Corps Air Station El Toro as part of Marine Base Defense Air Group 41. They were soon given their full complement of 24 F4U Corsairs. On 26 March 1944, while escorting four B-25 bombers on a raid over Ponape, they recorded their first enemy kills, downing eight Japanese aircraft. In April of that year, VMF-113 was tasked with providing air support for the landings at Ujelang. Since the assault was unopposed, the squadron quickly returned to striking Japanese targets in the Marshall Islands for the remainder of 1944.

Corsairs were flown by the "Black Sheep" Squadron (VMF-214, led by Marine Major Gregory "Pappy" Boyington) in an area of the Solomon Islands called "The Slot". Boyington was credited with 22 kills in F4Us (of 28 total, including six in an AVG P-40, although his score with the AVG has been disputed). Other noted Corsair pilots of the period included VMF-124's Kenneth Walsh, James E. Swett, Archie Donahue, and Bill "Casey" Case; VMF-215's Robert M. Hanson and Donald Aldrich; and VF-17's Tommy Blackburn, Roger Hedrick, and Ira Kepford. Nightfighter versions equipped Navy and Marine units afloat and ashore.

One particularly unusual kill was scored by Marine Lieutenant R. R. Klingman of VMF-312 (the "Checkerboards") over Okinawa. Klingman was in pursuit of a Japanese twin-engine aircraft at high altitude when his guns jammed due to the gun lubrication thickening from the extreme cold. He flew into and chopped off the enemy's tail with the large propeller of the Corsair. Despite smashing five inches (130 mm) off the end of his propeller blades, he managed to land safely after this aerial ramming attack. He was awarded the Navy Cross.

At war's end, Corsairs were ashore on Okinawa, combating the kamikaze, and also were flying from fleet and escort carriers. VMF-312, VMF-323, and VMF-224 and some other Marine units met with success in the Battle of Okinawa.

Field Modifications for Land-based Corsairs

Since Corsairs were being operated from shore bases, while still awaiting approval for U.S. carrier operations, 965 FG-1As were built as "land planes" without their hydraulic wing folding mechanisms, hoping to improve performance by reducing aircraft weight, with the added benefit of minimizing complexity. (These Corsairs’ wings could still be manually folded.)

A second option was to remove the folding mechanism in the field using a kit, which could be done for Vought and Brewster Corsairs as well. On 6 December 1943, the Bureau of Aeronautics issued guidance on weight-reduction measures for the F4U-1, FG-1, and F3A. Corsair squadrons operating from land bases were authorized to remove catapult hooks, arresting hooks, and associated equipment, which eliminated 48 pounds of unnecessary weight. While there are no data to indicate to what extent these modifications were incorporated, there are numerous photos in evidence of Corsairs, of various manufacturers and models, on islands in the Pacific without tailhooks installed. The RNZAF Corsairs were all land based and all had the tailhooks removed.

Fighter-bomber

Corsairs also served well as fighter-bombers in the Central Pacific and the Philippines. By early 1944, Marine pilots were beginning to exploit the type's considerable capabilities in the close-support role in amphibious landings. Charles Lindbergh flew Corsairs with the Marines as a civilian technical advisor for United Aircraft Corporation in order to determine how best to increase the Corsair's payload and range in the attack role and to help evaluate future viability of single- versus twin-engine fighter design for Vought. Lindbergh managed to get the F4U into the air with 4,000 pounds (1,800 kg) of bombs, with a 2,000 pounds (910 kg) bomb on the centerline and a 1,000 pounds (450 kg) bomb under each wing. In the course of such experiments, he performed strikes on Japanese positions during the battle for the Marshall Islands.

By the beginning of 1945, the Corsair was a full-blown "mudfighter", performing strikes with high-explosive bombs, napalm tanks, and HVARs. It proved versatile, able to operate everything from Bat glide bombs to 11.75 in (298 mm) Tiny Tim rockets. The aircraft was a prominent participant in the fighting for the Palaus, Iwo Jima and Okinawa.

Navy Service

In November 1943, while operating as a shore-based unit in the Solomon Islands, VF-17 reinstalled the tail hooks so its F4Us could land and refuel while providing top cover over the task force participating in the carrier raid on Rabaul. The squadron's pilots landed, refueled, and took off from their former home, Bunker Hill and USS Essex on 11 November 1943.

Twelve USMC F4U-1s arrived at Henderson Field (Guadalcanal) on 12 February 1943. The U.S. Navy did not get into combat with the type until September 1943. The work done by the Royal Navy's FAA meant those models qualified the type for U.S. carrier operations first. The U.S. Navy finally accepted the F4U for shipboard operations in April 1944, after the longer oleo strut was fitted, which eliminated the tendency to bounce. The first US Corsair unit to be based effectively on a carrier was the pioneer USMC squadron VMF-124, which joined Essex in December 1944. They were accompanied by VMF-213. The increasing need for fighter protection against kamikaze attacks resulted in more Corsair units being moved to carriers.

Sortie, Kill and Loss Figures

U.S. figures compiled at the end of the war indicate that the F4U and FG flew 64,051 operational sorties for the U.S. Marines and U.S. Navy through the conflict (44% of total fighter sorties), with only 9,581 sorties (15%) flown from carrier decks. F4U and FG pilots claimed 2,140 air combat victories against 189 losses to enemy aircraft, for an overall kill ratio of over 11:1. While this gave the Corsair the lowest loss rate of any fighter of the Pacific War, this was due in part to operational circumstances; it primarily faced air-to-air combat in the Solomon Islands and Rabaul campaigns (as well as at Leyte and for kamikaze interception), but as operations shifted north and its mission shifted to ground attack the aircraft saw less exposure to enemy aircraft, while other fighter types were exposed to more air combat. Against the best Japanese opponents, the aircraft claimed a 12:1 kill ratio against the Mitsubishi A6M Zero and 6:1 against the Nakajima Ki-84, Kawanishi N1K-J, and Mitsubishi J2M combined during the last year of the war. The Corsair bore the brunt of U.S. fighter-bomber missions, delivering 15,621 short tons (14,171 metric tons) of bombs during the war (70% of total bombs dropped by U.S. fighters during the war).

Corsair losses in World War II were as follows:

Aerial combat: 189

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 fighter/dive-bomber Blackburn Skua (and its turreted derivative the Blackburn Roc) and the fighter/reconnaissance 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 alongside, 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 "Corsair [Mark] 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.

The Royal Navy developed a number of modifications to the Corsair that made carrier landings more practical. Among these were a bulged canopy (similar to the Malcolm Hood), raising the pilot's seat 7 in (180 mm), and wiring shut the cowl flaps across the top of the engine compartment, diverting oil and hydraulic fluid spray around the sides of the fuselage. The curved approach used with the Seafire was also adopted for landing Corsairs, ensuring the flight deck was kept in sight as long as possible.

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 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 Victorious and Formidable. On 9 August 1945, days before the end of the war, Corsairs from 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 the Japanese destroyer escort Amakusa, 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 6 May 1942. The British did likewise, starting with a simple paint-over 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 28 June 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 obsolescent 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. In addition as the war moved up the island chain the RNZAF moved from the US Army Air Corps zone to the US Navy zone reporting into Chester Nimitz and needed to use the US Navy supply lines making the P-40 unworkable. Some 424 Corsairs equipped 13 RNZAF squadrons, including No. 14 Squadron RNZAF and No. 15 Squadron RNZAF, replacing Douglas SBD Dauntlesses as well as P-40s. Most of the F4U-1s were assembled by Unit 60 with a further batch assembled and flown at RNZAF Station 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 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: FG-1D NZ5648/ZK-COR, owned by the Old Stick and Rudder Company at Masterton, New Zealand.

Captured Corsairs

On 18 July 1944, a British Corsair (serial JT404) of 1841 Naval Air Squadron, was involved in anti-submarine patrol from HMS Formidable as it returned 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 in Hamarøy Municipality north of Bodø, Norway. The pilot, Lt Mattholie, was taken prisoner and the aircraft was 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 by 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 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 -5. The versions of the Corsair used in Korea from 1950 to 1953 were the AU-1, F4U-4B, -4P, and -5N and -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 outmatched. On 10 September 1952, a MiG-15 made the mistake of getting into a turning contest with a Corsair piloted by Marine Captain Jesse G. Folmar, with Folmar shooting the MiG down with his four 20 mm cannon. In turn, four MiG-15s shot down Folmar minutes later; Folmar bailed out and was quickly rescued with little injury.

F4U-5N and -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, became 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 (17 cm) shaped charge antitank warhead being developed. The result was called the "Anti-Tank Aircraft Rocket (ATAR)." The 11 in (28 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 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-borne 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 First Indochina War. 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, Vietnam 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) to Tourane Air Base. During three months operating over Vietnam (including in support of the Battle of Dien Bien Phu), 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 20 mm 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, and 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 borrowed 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 manually pilot 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 "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 soccer (association football) 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 among propeller-driven aircraft in the world and also made 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 purchased F4U-7 133693 from the French MAAG office when it was 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 which operated off land-based runways, with some early Goodyear-built examples (designated FG-1A) being built with fixed wings. The USMC aviators welcomed the Corsair with open arms as its performance was far superior to the contemporary Brewster F2A Buffalo and Grumman F4F-3 and -4 Wildcat.

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 outclimb and out-dive 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.

Beginning in 1943, the Fleet Air Arm 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 multiple connections to Connecticut businesses including airframe manufacturer Vought-Sikorsky Aircraft, engine manufacturer Pratt & Whitney and propeller manufacturer Hamilton Standard.

Variants

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 were 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 US gal (900 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 US gal (230 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, 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 allowed the semi-elliptical turtledeck "flank" windows to 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 in (150 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.

Three hundred and sixty F4U-1As were delivered to the Fleet Air Arm. In British service, they were 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 1830 Naval Air 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 US gal (900 L) in the main fuel tank, located in front of the cockpit, as well as an unarmored, non-self-sealing 62 US gal (230 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; the Navy terminated the company's contract and Brewster 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 Fleet Air Arm 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 mm (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. The firepower of 20 mm was highly appreciated. It was believed that the 20 mm cannon was more effective for all types of combat work than the .50 caliber machine gun. However, despite the superior firepower, many navy pilots preferred .50 caliber machine guns in air combat due to jam and freezing problems of the 20mm cannons. These problems were reduced as the ordnance crews gained experience until the performance of the guns compared favorably with the .50 caliber, but freezing problems remained at 25,000 to 30,000 ft (7,600 to 9,100 m) until gun heaters were installed.

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 to 425 mph (671 to 684 km/h). Due to the U.S. Navy's need for fighter-bombers, it had a payload of rockets (double the -1A's) carried on permanent launching rails, as well as twin pylons for bombs or drop tanks. These modifications caused extra drag, but the additional fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite heavy, un-aerodynamic loads. A single piece "blown" clear-view canopy was adopted as standard equipment for the -1D model, and all later F4U production aircraft. 150 F4U-1D were delivered to the Fleet Air Arm.

F4U-1P: A rare photo reconnaissance variant.

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 nightfighter, 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 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 US gal (230 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 feet per minute (1,400 m/min) as opposed to the 2,900 feet per minute (880 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. Vought also tested the two F4U-4Xs (BuNos 49763 and 50301, prototypes for the new R2800) with fixed wingtip 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 nightfighters featured radar radomes projecting from the right wingtip. The -4E was fitted with the APS-4 search radar, while the -4N was fitted with the APS-6 type. In addition, these aircraft were often refitted with four 20 mm M2 cannons similar to the F4U-1C. Though these variants would not see combat during WWII, the nightfighter variants would see great use during the Korean war.

F4U-4K: Experimental radio-controlled target drone variant (1 unit built).

F4U-4P: F4U-4 equivalent to the -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 and Whitney R-2800-32(E) engine with a two-stage supercharger, rated at a maximum of 2,760 hp (2,060 kW). Other improvements included automatic blower controls, cowl flaps, intercooler doors, and oil cooler for the engine, spring tabs for the elevators and rudder, a completely modernized cockpit, a completely retractable tail wheel, and heated cannon bays and pitot head. The cowling was lowered two degrees to help with forward visibility, but perhaps most striking as the first variant to feature all-metal wings (223 units produced). Maximum speed was 408 knots (470 mph) and max rate of climb at sea level 4,850 feet per minute.

F4U-5N: Radar equipped version (214 units produced)

F4U-5NL: Winterized version (72 units produced, 29 modified from F4U-5Ns (101 total)). Fitted with rubber de-icing boots on the leading edge of the wings and tail.

F4U-5P: Long-range photo-reconnaissance version (30 units produced)

F4U-6: Re-designated AU-1, this was a ground-attack version produced for the U.S. Marine Corps.

F4U-7: AU-1 airframe with -43W engine 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 (3,700 kg) of bombs. The AU-1 had a maximum speed of 238 miles per hour (383 km/h) at 9,500 ft (2,900 m), when loaded with 4,600 lb (2,100 kg) of bombs and a 150-US-gallon (570 L) drop-tank. When loaded with ten HVAR rockets and two 150-gallon drop-tanks, maximum speed was 298 mph (480 km/h) at 19,700 ft (6,000 m). When not carrying external loads, maximum speed was 389 mph (626 km/h) at 14,000 ft (4,300 m). First produced in 1952 and used in Korea, and retired in 1957. Re-designated from F4U-6.

Super Corsair Variants

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), and 88458 (Race 57) and five F2G-2s BuNo 88459, 88460, 88461, 88462, and 88463 (Race 74). Five F2Gs were sold as surplus and went on to racing success after the war (indicated by the "Race" number after the BuNo), winning the Thompson trophy races in 1947 and 1949. The only surviving F2G-1s are BuNos 88454 and 88458 (Race 57). The only surviving F2G-2 was BuNo 88463 (Race 74). It was destroyed in a crash September 2012 after having a full restoration completed in July 2011.

Operators

Argentina: Argentine Navy Naval Aviation operated 26 F4U-5/5N/5NL Corsairs from 1956 to 1968 from ARA Independencia

2nd Attack Squadron

El Salvador: Air Force of El Salvador operated 5 F4Us and 20 FG-1Ds from 1957 to 1976

Fighting and Bombing Squadron

France: French Navy Aéronavale operated 69 AU-1 and 94 F4U-7 from 1954 to 1964

Flottille 12F

Flottille 14F

Flottille 15F

Flottille 17F

Escadrille 10S

Escadrille 57S

Honduras: Honduran Air Force operated 9 F4U-4s and 10 F4U-5N/-5NL/-5Ps from 1956 to 1979

New Zealand: Royal New Zealand Air Force operated 368 F4U-1s and 60 FG-1Ds 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: The Royal Navy's Fleet Air Arm operated 2,012 Corsairs of all types during World War II, including 95 Corsair Is (F4U-1), 510 Corsair IIs (F4U-1A), 430 Corsair IIIs (F3A-1D), and 977 Corsair IVs (FG-1D)

700 Naval Air Squadron

703 Naval Air Squadron

706 Naval Air Squadron

715 Naval Air Squadron

716 Naval Air Squadron

718 Naval Air Squadron

719 Naval Air Squadron

721 Naval Air Squadron

723 Naval Air Squadron

731 Naval Air Squadron

732 Naval Air Squadron

736 Naval Air Squadron

738 Naval Air Squadron

748 Naval Air Squadron

757 Naval Air Squadron

759 Naval Air Squadron

760 Naval Air Squadron

767 Naval Air Squadron

768 Naval Air Squadron

771 Naval Air Squadron

778 Naval Air Squadron

787 Naval Air Squadron

791 Naval Air Squadron

794 Naval Air Squadron

797 Naval Air Squadron

885 Naval Air Squadron

1830 Naval Air Squadron

1831 Naval Air Squadron

1833 Naval Air Squadron

1834 Naval Air Squadron

1835 Naval Air Squadron

1836 Naval Air Squadron

1837 Naval Air Squadron

1838 Naval Air Squadron

1841 Naval Air Squadron

1842 Naval Air Squadron

1843 Naval Air Squadron

1845 Naval Air Squadron

1846 Naval Air Squadron

1848 Naval Air Squadron

1849 Naval Air Squadron

1850 Naval Air Squadron

1851 Naval Air Squadron

1852 Naval Air Squadron

United States

United States Navy

United States Marine Corps

Surviving Aircraft

According to the FAA there are 45 privately owned F4Us in the U.S.

Specifications (F4U-4)

Crew: One

Length: 33 ft 8 in (10.26 m)

Wingspan: 41 ft 0 in (12.50 m)

Height: 14 ft 9 in (4.50 m)

Wing area: 314 sq ft (29.17 m2)

Empty weight: 9,205 lb (4,238 kg)

Gross weight: 14,670 lb (6,654 kg)

Maximum takeoff weight: 14,533 lb (6,592 kg)

Powerplant: 1 × Pratt & Whitney R-2800-18W radial engine, 2,380 hp (1,770 kW)

Propellers: 4-bladed

Maximum speed: 446 mph (717 km/h, 385 kn)

Cruise speed: 215 mph (346 km/h, 187 kn)

Stall speed: 89 mph (143 km/h, 77 kn)

Range: 1,005 mi (1,617 km, 873 nmi)

Combat range: 328 mi (528 km, 285 nmi)

Service ceiling: 41,500 ft (12,600 m)

Rate of climb: 4,360 ft/min (22.1 m/s)

Guns: 6 × 0.50 in (12.7 mm) M2 Browning machine guns 375-400 rounds per gun

Rockets: 8 × 5 in (12.7 cm) high velocity aircraft rockets and/or

Bombs: 4,000 lb (1,800 kg)

Bibliography

Abrams, Richard. F4U Corsair at War. London: Ian Allan Ltd., 1977.

Angelucci, Enzo with Peter M. Bowers. The American Fighter. New York: Orion Books, 1985.

Barber, S.B. Naval Aviation Combat Statistics: World War II, OPNAV-P-23V No. A129. Washington, D.C.: Air Branch, Office of Naval Intelligence, 1946.

Bell, Dana. F4U-1 Corsair, Vol. 1, Aircraft Pictorial, No. 7. Tucson: Classic Warships Publishing, 2014.

Blackburn, Tom. The Jolly Rogers. New York: Orion Books, 1989. ISBN 0-517-57075-0.

Bowman, Martin W. Vought F4U Corsair. Marlborough, UK: The Crowood Press Ltd., 2002.

Campbell, Douglas E. "BuNos! Disposition of World War II USN, USMC, USCG Aircraft Listed by Bureau Number". 2012.

Condon, John Pomeroy. Corsairs and Flattops: Marine Carrier Warfare, 1944–1945. Annapolis, Maryland: Naval Institute Press, 1998.

D’Angina, James. "Vought F4U Corsair". Oxford, UK: Osprey Publishing, 2014.

Dean, Francis H. America's Hundred Thousand. Atglen, Pennsylvania: Schiffer Publishing Ltd., 1997.

Donald, David, ed. American Warplanes of World War II. London: Aerospace Publishing. 1995.

Dorr, Robert F. "Marine Air, The History of the Flying Leathernecks in Words and Photos" New York: Berkley Publishing Group, 2005.

Drendel, Lou. U.S. Navy Carrier Fighters of World War II. Carrollton, Texas: Squadron/Signal Publications Inc., 1987.

Green, William. Famous Fighters of the Second World War. Garden City, New York: Doubleday & Company, 1975.

Green, William. "Vought F4U-1, F4U-4 (FG-1 Corsair)". War Planes of the Second World War, Volume Four: Fighters. Garden City, New York: Doubleday & Company, 1973, pp. 188–194.

Green, William and Gordon Swanborough. "Chance Vought F4U Corsair". WW2 Aircraft Fact Files: U.S. Navy and Marine Corps Fighters. London: Macdonald and Jane's Publishers Ltd., 1976, pp. 16–29.

Grossnick, Roy A. and William J. Armstrong. United States Naval Aviation, 1910–1995. Annapolis, Maryland: Naval Historical Center, 1997.

Guyton, Boone T. Whistling Death: The Test Pilot's Story of the F4U Corsair. Atglen, Pennsylvania: Schiffer Publishing Ltd., 1996.

The Illustrated Encyclopedia of Aircraft. London: Aerospace Publishing/Orbis Publishing, 1985.

Irons, Martin. Corsair Down!. Atglen, Pennsylvania: Schiffer Publishing Ltd., 2022.

Jablonski, Edward. Airwar. New York: Doubleday & Co., 1979.

Johnsen, Frederick A. F4U Corsair. New York: Crown Publishers, 1983.

Kinzey, Bert. F4U Corsair Part 2: F4U-4 Through F4U-7: Detail and Scale Vol 56. Carrolton, Texas: Squadron Signal Publications, 1998.

Maloney, Edward T. and Uwe Feist. Chance Vought F4U Corsair, Vol. 11. Fallbrook, California: Aero Publishers, Inc., 1967.

March, Daniel J. "British Warplanes of World War II". Westport, CT: AIRtime Publishing Inc., 1998.

Mondey, David. The Hamlyn Concise Guide to American Aircraft of World War II. London: Octopus Publishing Group Ltd., 1982.

Moran, Gerard P., Aeroplanes Vought, 1917–1977. Terre Haute, Indiana: Aviation Heritage Books, Sunshine House, Inc., 1978.

Morris, David. Corsair KD431: The Time Capsule Fighter. Stroud, UK: Sutton Publishing Ltd., 2006.

Musciano, Walter A. Corsair Aces: The Bent-wing Bird Over the Pacific. New York: Arco Publishing Company, Inc., 1979.

Núñez, Padin and Jorge Félix. Vought F4U-5,-5N & 5NL Corsair (serie Aeronaval Nro.18) (in Spanish). Buenos Aires, Argentina: Museo de la Aviacón Naval, Instituto Aeronaval, 2004.

Okumiya, Masatake and Jiro Horikoshi, with Martin Caidin. Zero! New York: E.P. Dutton & Co., 1956.

O'Leary, Michael. United States Naval Fighters of World War II in Action. Poole, Dorset, UK: Blandford Press, 1980.

Pautigny, Bruno (translated from the French by Alan McKay). Corsair: 30 Years of Filibustering 1940–1970. Paris: Histoire & Collections, 2003.

Pilots Manual for F4U Corsair. Appleton, Wisconsin: Aviation Publications, 1977 (reprint).

Pilot's Notes for Corsair I-IV: Air Publications 2351A, B, C & D-P.N.. London: Air Ministry, August 1944.

Russell, Warren P. Chance Vought F4U-1/F4U-1D and Goodyear FG-1D Corsair: NZPAF, RNZAF Aircraft colour schemes. Invercargill, New Zealand: New Zealand Aero Products, 1984.

Sakaida, Henry. Imperial Japanese Navy Aces 1937–45 – Osprey Aircraft of the Aces 22. Botley, Oxford: Osprey Publishing, 1998.

Sherrod, Robert. History of Marine Corps Aviation in World War II. Washington, D.C.: Combat Forces Press, 1952.

Shettle, M.L. Marine Corps Air Stations of World War II. Bowersville, Georgia: Schaertel Publishing Co., 2001.

Styling, Mark. Corsair Aces of World War 2 (Osprey Aircraft of the Aces No 8). London: Osprey Publishing, 1995.

Sullivan, Jim. F4U Corsair in action. Carrollton, TX: Squadron/Signal Publications, 1977.

Sullivan, Jim. F4U Corsair in action. Carrollton, TX: Squadron/Signal Publications, 2010.

Swanborough, Gordon and Peter M. Bowers. United States Navy Aircraft since 1911. London: Putnam, Second edition, 1976.

Thetford, Owen (1978). British Naval Aircraft since 1912 (Fourth ed.). London: Putnam.

Thompson, Warren. "Marine Corsairs in Korea". International Air Power Review, Volume 11, Winter 2003/2004, Norwalk, CO: AirTime Publishing, 2004.

Thompson, Warren. F4U Corsair Units of the Korean War: Osprey Combat Aircraft 78. Botley, Oxford UK: Osprey Publishing, 2009.

Tillman, Barrett. Corsair — The F4U in World War II and Korea. Annapolis, Maryland: Naval Institute Press, 1979.

Tillman, Barrett. Vought F4U Corsair. Warbird Tech Series, Vol. 4. North Branch, Minnesota: Speciality Press, 1996.

Veronico, Nick and John M. and Donna Campbell. F4U Corsair. St. Paul, Minnesota: Motorbooks International, 1994.

Wilson, Randy. "From Bent-winged Bird to Whistling Death." The Dispatch. Midland, Texas: Confederate Air Force, 1996.

Further Reading

Núñez Padin, Jorge Felix. Vought F4U-5, -5N & -5NL Corsair (Serie Aeronaval, Volume 27). Bahía Blanca, Argentina: Fuerzas Aeronavales, 2009.

 

Vought V-166B XF4U-1 (1443) US Navy. Following receipt on February 1, 1938 of a USN Bureau of Aeronautics request for single-seat shipboard fighter proposals, a Vought team led by Rex B. Beisel effectively designed the smallest practical airframe that could be built around the largest and most powerful air-cooled radial engine then under development. Assigned the company designation V-166B, the fighter employed an inverted gull wing in order to provide the necessary ground clearance for the immense Hamilton Standard propeller demanded by the big engine while keeping undercarriage length and ground angle to a minimum, and simultaneously obtain the optimum right angle for minimum drag at the junction of the wing and fuselage.

Vought V-166B XF4U-1 (1443) US Navy. A prototype was ordered on June 30, 1938 as the XF4U-1, powered by a Pratt & Whitney XR-2800-4 Double Wasp eighteen-cylinder radial of 1,850 hp for take off. Two years later, May 29, 1940, the prototype was first flown by Lyman A. Bullard, Jnr., and the prototype's sensational performance was immediately apparent. On October 1, 1940, the XF4U-1 became the first US aircraft of any type to exceed 400 mph (644 kmh) in level flight, attaining 404 mph (650 kmh) during a flight between Stratford and Hartford. In the light of European combat reports, modifications were requested by the USN to improve the operational capability of the series F4U-1 (named Corsair), for which an initial contract calling for 584 aircraft was placed on June 30, 1941.

Chance Vought F4U Corsair, VF-17.

The Chance Vought XF4U-1 Corsair prototype (BuNo 1443) during tests at the National Advisory Committee for Aeronautics (NACA), Langley Research Center at Hampton, Virginia, in 1940-41.

Chance Vought F4U-1 Corsair, a "Birdcage", so called for the canopy framing around the cockpit. Several F4Us were flown by the National Advisory Committee for Aeronautics (NACA), Langley Research Center at Hampton, Virginia, but this F4U-1 only flew at Langley for two months in 1943 before going to the U.S. Navy at Norfolk Naval Air Station. 31 July 1943.

Brewster F3A-1 Corsair in flight. July 1943.

Chance Vought F4U Corsair taxiing at Torokina Field, Bougainville Island, in Papua New Guinea, in December 1943.

U.S. Navy Chance Vought F4U-2 Corsair night fighters from Night Fighting Squadron VFN-101 aboard the aircraft carrier USS Intrepid (CV-11) during the Marshall Islands campaign in early 1944. A four-plane detachment of VFN-101 was assigned to Air Group 6 aboard the Intrepid. (U.S. Navy)

Chance Vought F4U Corsairs on patrol in the Pacific.

A U.S. Navy Chance Vought F4U-1 Corsair fighter in flight, circa 1942.

Chance Vought F4U Corsair fighter, U.S. Navy, with wing-mounted radar radome.

F4U Corsair.

Major Joseph H. Foss, on the left, the commanding officer of VMF-115, escorts Col. Charles A. Lindbergh, on the right, during Lindbergh’s “combat visit” to fly the Corsair with the squadron at Emirau in May 1944. Walking just behind them is Maj. Marion E. Carl.

Japanese night raiders are greeted with a lacework of antiaircraft fire by the U.S. Marine defenders of Yontan airfield, on Okinawa during World War II. In the foreground are Marine Corsair fighter planes of the “Hells Belles” squadron standing silhouetted against the sky. March 1945.

A Goodyear-built FG-1D, with the later single-piece "blown" canopy used by the F4U-1D.

Chance Vought F4U-1 Corsair, 1942.

Chance Vought F4U Corsair.

Chance Vought F4U-1D Corsair with two 500-pound bombs, factory flight, 1944.

Chance Vought F4U-1A Corsair, Marine Air Group MAG-14, Green Island, May 1944. Aircraft is being stripped for parts following a crash landing after being hit by anti-aircraft fire during a mission over Rabaul.

Chance Vought F4U-1 Corsair.

The Chance Vought F4U-1 Corsair was the pride of VMF-11. The unit first received them at MCAS Santa Barbara, California, in July 1943, before entering combat in the Pacific.

On 27 March 1945, 1st Lt. Winfield S. Sharpe of VMF-115 sat on the lap of Maj. Donald H. Wills to enable a strafing of Japanese positions in the first dual-cockpit Corsair mission.

Chance Vought F4U Corsair fighter fires its load of rocket projectiles on a run against a Japanese stronghold on Okinawa. In the lower background is the smoke of battle as Marine units move in to follow up with a Sunday punch. June 1945.

Chance Vought XF4U-3 Corsair in 1944. Official Vought description of the XF4U-3: "In 1944 Vought converted 3 F4Us as test beds to test R-2800-18W and –16 engines equipped with high altitude turbo-superchargers. The R-2800-8 engine used in the basic Corsair had a two stage supercharger system. The objective of the proposed change to the turbo-supercharger system was to obtain greater speeds for the Corsair at higher altitudes. During evaluation tests in 1944, the turbo system proved to be faulty and cumbersome and though there was a measurable increase in speed in the 30,000 foot region the project was cancelled. Goodyear was to have built these high altitude turbo-supercharged aircraft as FG-3s. All three test aircraft were returned to the F4U-1 configuration. One of the XF4U-3 aircraft used to test the R-2800-16 engine is sometimes referred to as the XF4U-3B." (U.S. Navy National Museum of Naval Aviation 1996.253.7168.006)

Chance Navy Vought F4U-1 Corsairs of Fighter Squadron 17 (VF-17) "Jolly Rogers" in flight, in 1943.

Chance Vought F4U Corsairs.

1st Lt. Jeremiah O’Keefe, Chance Vought F4U-1D Corsair, May 1945, Okinawa. Became an ace in a day when he downed five Val kamikazes on 22 April 1945.

Chance Vought F4U Corsair coming in for a landing on board the flight deck of a carrier.

In keeping with the appropriated nickname “donated” by its first commanding officer, a former Flying Tiger, VMF-321 employed the insignia of the second of the AVG’s three squadrons, as well as its nickname, the Hell’s Angels. The squadron’s Corsairs carried this stylized angel throughout their combat tour in the Pacific. The angel’s appearance varied during the combat tour, although the color scheme remained the same: a flesh-colored angel with white wings on a red field. However, the insignia was never officially approved because, as stated in a 22 September 1944 memo, the insignia was not “in keeping with the dignity of the Service and employs red.” Although the nude little angel could hardly have raised many eyebrows, the point about the color red was technically correct. Immediately after Pearl Harbor, the red center disc in the national star insignia used by all the Services had been deleted to prevent confusion with the Japanese Rising Sun insignia. This prohibition of red carried over to tail-striping and other forms of insignia. Even a late 1943 attempt to outline in red the star-and-bar insignia now in use was finally dispensed with.

The insignia proposed by Marine Fighting Squadron 115 (VMF 115) depicted both the squadron and its original commanding officer. Upon request, the insignia was drawn by the Walt Disney studios with an eye to originality. The center of interest was an aircraft, similar to the one flown by the squadron, smoking a cigar. The plane, humorous in design, is exemplary of the squadron itself, and the cigar pays tribute to Maj. Joe Foss’ ever-present “stogie.” The name was chosen by popular vote, and itself shows the manner with which the squadron attacked the problems of aerial warfare: earnestly intent and yet high in spirits.

Goodyear F2G-1 Corsair.

The “Black Sheep Squadron,” Pacific, 1944. Ace Pappy Boyington is in the front row, fourth from left.

With a 500 pound bomb slung underneath their bellies, a squadron of U.S. Marine F4U fighter planes are ready to take off at a Central Pacific base for another attack on the Japanese.

A mechanic hoists up the tail of this F4U at an airstrip on Guadalcanal in order to align the plane’s guns properly.

The F4U-4 was powered by a 2,450 horsepower engine and flew at speeds of 446 miles per hour. It was armed with six .50 caliber machine guns and two 1,000 pound bombs or eight 5 inch rockets. It had a span of about 41 feet, a length of 33 feet, and a height of 15 feet.

An F4U-5 night fighter, armed with four 20-mm AN-M cannon with flash hiders to protect the pilot’s night vision.

An F4U Corsair lands on the flight deck of a carrier spewing burning fuel.

F4U Corsair. Note the “Jolly Rogers” unit insignia on the cowling.

F4U Corsairs are loaded onto a barge which will ferry them to the carrier in the bay. The aircraft were land-based Marine fighters and thus could not be flown onto the carrier. The national insignia has the red surround, dating this photograph to mid-1943.

Rockets being loaded beneath the wing of an F4U Corsair.

Using their home-made apparatus constructed of coconut legs, these Marine mechanics bore sight the machine gun on a F4U Corsair on Guadalcanal.

Royal Navy Vought Corsair Mk. I fighters at Naval Air Station Quonset Point, Rhode Island, where Royal Navy pilots were trained on the Corsair, in 1943.

Vought Corsair pilots of No. 6 Naval Fighter Wing in its second incarnation in 1944, comprising 1841 and 1842 Naval Air Squadrons embarked in HMS Formidable. It was later absorbed into the 2nd CAG on 30 June 1945.

Chance Vought Corsair, Royal New Zealand Air Force.

F4U-1 Corsair.

Vought F4U-1A Corsair, BuNo 17883, of Gregory "Pappy" Boyington, commander of VMF-214, Vella Lavella, end of 1943. (Cizek Martin)

A Royal Navy Vought Corsair from 1831 Naval Air Squadron being wheeled on the elevator of the aircraft carrier HMS Glory (R62) at sea off Rabaul, New Britain, 6 September 1945. The Corsairs circled overhead during the surrender ceremony between Lieutenant General V.A.H. Sturdee, general officer commanding First Army, General H. Imamura, commander Japanese Eighth Area Army, and Vice Admiral J. Kusaka, commander Japanese South East Area Fleet. (Australian War Memorial 095780)

 An Australian built CAC Boomerang aircraft of No. 5 (Army Co-Operation) squadron RAAF on Piva airfield taxies past Royal New Zealand Air Force Vought F4U-1 Corsair aircraft prior to acting as pathfinder for a strike against Japanese on Bougainville Island, Cape Torokina, Bougainville island, Solomon islands, 15 January 1945. (Australian War Memorial OG2091)

 A newly delivered Vought F4U-7 Corsair for the French Aéronavale (Naval Air Force) in 1952 or early 1953.

Former Argentine F4U-5NL in Aeronavale 14.F flotilla colors in 2006.

A Vought F4U-5NL Corsair (U.S. Navy BuNo 124715) on display at the Museo del Aire, Tegucigalpa (Honduras). This aircraft was sold to Honduras (s/n FAH-609) in 1956. In the so-called "Football War", Cap. Fernando Soto in FAH-609 shot down a Salvadoran air force Cavalier F-51D Mustang and two Goodyear FG-1D Corsairs on 17 July 1969 during the last known air combat between piston-engined aircraft. FAH-609 was finally retired in 1981.

 A Royal Navy Vought Corsair Mk.II from 1833 Naval Air Squadron in flight during a training mission near Naval Air Station Quonset Point, Rhode Island, in 1943. (Imperial War Museum A21398)

 A U.S. Navy Vought F4U-4 Corsair of fighter squadron VF-1B, assigned to Carrier Air Group One (CVBG-1), aboard the aircraft carrier USS Midway (CVB-41). The Midway was on her first deployment from 29 October 1947 to 11 March 1948 to the Mediterranean Sea. VF-1B was redesignated VF-21 on 1 September 1948.

A U.S. Marine Corps Vought F4U-5N Corsair night fighter of Marine night fighter squadron VMF(N)-513 Flying Nightmares on the flight line at Wonsan, Korea, on 2 November 1950. (NARA 127-GK-234P-A5186)

A factory-fresh AU-1, 1952. ( U.S. Navy National Museum of Naval Aviation 1986.145.002)

Insignia of the defunct American squadron VMF-113.

 Two U.S. Marine Corps Vought F4U-1A Corsair aircraft from Marine Fighting Squadron VMF-113 in flight near Eniwetok. Plane No. 51 is known as "GET EM BLUEDOG" and No. 56 as "SUN SETTER". 9 July 1944. (U.S. Navy National Museum of Naval Aviation 1996.253.7150.035)

VMF-113 pilots on Engebi Island, 1944. (Roy Zoellner)

U.S. Marine Corps Vought F4U-1 Corsairs of Marine Fighter Squadron 113 (VMF-113) on Engebi Island, Eniwetok Atoll, Marshall Islands, in 1944. VMF-113 began operating from Engebi on 27 February 1944 as part of the 4th Base Defense Air Wing. (Roy Zoellner)

Aircraft of U.S. Marine Corps Marine Air Group 22 (MAG-22) at Engebi Island, Enewetak Atoll, in 1944. In the foregroud are two Douglas SBD Dauntless dive-bombers, in the background are Vought F4U-1A Corsair fighters from Marine fighter squadron VMF-113 Whistling Death. (John Zoellner)

Original caption: "WHEN ENEMY PLANES ARE REPORTED IN THE AREA Marine fighter pilots "scramble" to their Corsair fighter planes in this fashion. In the foreground one mechanic helps a pilot on a wing, while another inserts a starting cartridge." 14 February 1944. (U.S. Signal Corps 127-N-77840)

 Surrender of Japan, 2 September 1945. Navy carrier planes fly in formation over the U.S. and British fleets in Tokyo Bay during surrender ceremonies. USS Missouri (BB-63), where the ceremonies took place, is at left. USS Detroit (CL-8) is in the right distance. Aircraft include TBM, F6F, SB2C and F4U types. (U.S. Navy 80-G-421130)

Ready to Use Jet-Assisted Takeoffs. As a result of tests began in 1941 at the U. S. Naval Academy, jet units which reduce normal takeoff runs from 33 to 60 percent or allow for an increase in leads are soon to be installed on Navy aircraft. Of particular value on the restricted areas of carrier flight decks, JATO as jet-assisted takeoffs are known in the Navy will also be extremely useful to aid heavily-laden flying boats up from the water. Resembling bombs except that they are affixed to the fuselage of planes rather than under the wings or enclosed in bays, jet units contain solid propellant, which includes oxygen, and are ignited by electrically-controlled spark plugs. The escaping stream gives the plane its 'thrust.' Doubly-powered by the flow of jet units, a Navy Vought Corsair fighter plane roars down the deck of a carrier for a takeoff.' 9 September, 1944.

View of a crashed Vought F4U Corsair after a bad landing aboard the U.S. Navy aircraft carrier USS Shangri-La (CV-38), in 1945. (U.S. Navy)

View of an inspection at Otis Field located at Camp Edwards in Massachusetts (USA), on 12 August 1944. Due to the "85-T-" markings on the Grumman TBM Avengers, the aircraft probably belonged to Carrier Air Group 85 (CVG-85) which would later deploy aboard the aircraft carrier USS Shangri-La (CV-38). Visible are nine TBM Avengers, 16 Vought F4U Corsairs, and a single Grumman J4F Widgeon amphibian. In the background is a Lockheed PV-1 Ventura patrol bomber. (NARA 7330163)

A collection of F4U Corsair fighters onboard the USS Saginaw Bay (CVE-82) on 19 April 1944. These aircraft are not part of her aircraft contingent, nor would they reasonably be able to operate off of her short flight deck. Rather, they are being transported to Pearl Harbor. NARA 80-G-334951)

 U.S. Navy Grumman F6F Hellcat and Vought F4U Corsair aircraft returned from the Pacific war zone for repair, at Naval Air Station Point Mugu, California, circa 1945. (NARA 295609)

 Final check up on F4U at the Chance-Vought Corp., Stratford, Conn. Checking wing operating mechanisms. March 1943. (NARA 520740)

 Integral wing tanks on plane at ARU [Aircraft Repair Unit] Guadalcanal, circa Sep 1944. (NARA 520659 / War and Conflict Number 842)

 Marines of VMF-222 on Bougainville relaxing in between strikes, April 1944. (NARA 520913 / War and Conflict Number 877)

Navy fighter planes, including F4U Corsairs, parked on work adjacent to building 75 at the Naval Air Station, Long Beach, California. (NARA 295426)

World War II (WWII) era photograph of US Marine Corps First Lieutenant John F. Bolt, Marine Fighter Squadron 214 (VMF-214) "Black Sheep" taken at Vella La Vella, December 5, 1943 as he stands in front of a USMC F4U Corsair aircraft. 1LT Bolt is an Ace Pilot credited with 6 kills. His hometown is Sanford, Florida. (USMC)

F4U Corsair with underwing rockets. (Stan Abele)

 U.S. Navy Curtiss SB2C-5 Helldiver dive bombers of bombing squadron VB-89 are lined up for launch on the flight deck of the aircraft carrier USS Antietam (CV-36), 1945. Joining the Pacific Fleet too late for service in the Second World War, the carrier operated in the Far East during the period September 1945-August 1946. Vought F4U Corsairs of fighter squadron VF-89 are spotted on the starboard side of the flight deck while the Helldivers launch from the port side. Note the geometric air group identification symbol on Antietam´s aircraft (white stripes), officially in use from January to July 1945. A Gearing-class destroyer wearing measure 22 camouflage and carrying an SP radar aft is visible in the background. It is probably USS Highbee (DD-806), which accompanied Antietam to the Pacific. (U.S. Navy / U.S. Navy National Museum of Naval Aviation photo No. 1996.253.402)

F4U Corsair "452", VMF-218.

 VMF-214 on Turtle Bay fighter strip, Espiritu Santo, New Hebrides. VMF-214 poses for a group picture before leaving for Munda, an F4U in background. Colonel Gregory Boyington's Black Sheep Squadron, circa Sep 1943. (NARA 520622 / War and Conflict Number 966)

Vought F4U Corsairs aboard the U.S. Navy aircraft carrier USS Shangri-La (CV-38), circa January 1945. (U.S. Navy)

U.S. Marine Corps aviator 2nd Lt. John Zoellner, Jr., USMCR, of Marine fighter squadron VMF-113 sitting in his Vought F4U-1 Corsair, 1944. (USMC)

 Air to air view of Corsair NZ5545 with nose art "Corsair". Unknown location, 1945.(Air Force Museum of New Zealand)

 Personnel of No. 3 Servicing Unit, Headquarters, Royal New Zealand Air Force, using a truck to tow a newly overhauled Vought F4U-1 "Corsair" aircraft of No. 16 Squadron, RNZAF, from the repair section to the Green Island airstrip on 21 December 1944 (identified personnel are: Sgt. F.R. Furness). (Australian War Memorial 077594)

 A Vought F4U-1 Corsair from No. 14 Squadron, Royal New Zealand Air Force, on Bougainville island, 1944. (Australian War Memorial P00448)

 Three Vought F4U-1 Corsair aircraft (s/n NZ5307, 5315, 5326) of No. 26 Squadron, Royal New Zealand Air Force in formation flight. No. 26 Squadron was reformed in March 1945 at RNZAF Station Ardmore, equipped with Chance Vought F4U-1 Corsair fighter bombers. The squadron served at airfields in Guadalcanal and Bougainville before being disbanded in June 1945. (U.S. Navy National Museum of Naval Aviation 1996.253.7139.016)

 Ground staff personnel of No. 3 Servicing Unit, Headquarters, Royal New Zealand Air Force, overhauling a Vought F4U-1 Corsair fighter of No. 16 Squadron on Green Island, 21 December 1944. (Australian War Memorial 077593)

 Officers and Non-commissioned Officers of No. 3 Servicing Unit, Headquarters, Royal New Zealand Air Force, in front of a Vought F4U-1 "Corsair" aircraft of No. 16 Squadron, RNZAF, on the Green Island airstrip on 21 December 1944. (Australian War Memorial 077596)

 Officers of the Royal New Zealand Air Force in front one of No. 16 Squadron Vought F4U-1 Corsair aircraft on Green Island, 21 December 1944. Identified personnel are: Flight Lieutenant R. Devin (1); NZ638064 Flying Officer T.W. Tremayne (2); Flight Lieutenant F. McBride (3); NZ402277 Flying Officer P.J. Sheehan (4). (Australian War Memorial 077597)

 Royal New Zealand Air Force Vought F4U-1 Corsair fighters over Bougainville, on 17 January 1945. (Australian War Memorial OG2067)

F4U Corsairs, RNZAF, Pacific. (Archives New Zealand)

 Royal Navy Fleet Air Arm aircraft in Hangar 3 at Naval Air Station Brunswick, Maine, in 1944. British pilots were trained at NAS Brunswick from 1943 to 1945. Visible are Grumman TBF Avenger torpedo bombers and Vought F4U-1 Corsair fighters. (NARA 6254891)

 View of Royal Navy Fleet Air Arm aircraft at Naval Air Station Brunswick, Maine, in 1944. British pilots were trained at NAS Brunswick from 1943 to 1945. Visible are Grumman F4F/FM-1 Wildcat fighters, Grumman TBF Avenger torpedo bombers and Vought F4U-1 Corsair fighters. A North American T-6 Texan/Harvard with U.S. markings is visible in the center. The aircraft on the left are damaged. (NARA 6254888)

Six Vought Corsair of 738 Naval Air Squadron of the Royal Navy's Fleet Air Arm. From the right aircraft 1, 4 and 6 are Mark II, the others are Mark I, with 3 styles of Squadron Codes. (Australian War Memorial 304463 / Imperial War Museum A26728)

 Throttled back, an American built Chance Vought Corsair starts to sink to the deck of HMS Illustrious prior to landing. Dec 1943. (Imperial War Museum A20997)

 British naval personnel moving bombs along the deck of an aircraft carrier prior to "bombing up" a Vought Corsair aircraft during the Operation Goodwood attacks on the German battleship Tirpitz. 1 Aug 1944. (Imperial War Museum)

 British Royal Navy Vought Corsair I fighters fly in formation, during training for their pilots in the United States, September 1943. The planes were operating out of Naval Air Station Brunswick, Maine. These planes were British versions of the U.S. Navy F4U-1. Naval History and Heritage Command 80-G-473440)

Formation photograph of six British Naval Airmen in training over the Maine countryside. They are flying American built Chance Vought Corsairs, with British markings. These pilots will soon leave Lewiston where they are training and proceed to Norfolk for their deck landing exercises. November 1944. Might be Brewster built F3A-1D (Mk III) or Goodyear built FG-1D (Mk IV), equivalent to the Chance Vought F4U-1D. (Imperial War Museum A26734)

Five Chance Vought Corsairs flying in formation over New England countryside, with British markings and British Naval airmen at the controls. This is towards the conclusion of their training in America and just prior to their departure for deck landing trials at Norfolk. They were flying from Lewiston, Maine. (Imperial War Museum A26703)

Six Chance Vought Corsairs of the British Naval Arm, flying over the New England countryside, start to peel off after a formation flight. They were flying from Lewiston, Maine. (Imperial War Museum A26704)

Original caption: "After strafing Formosa airfields in his Chance Vought Corsair fighter, Sub Lieut (A) J H Clarke, RNZNVR, escaped unhurt from this crash-landing." The Corsair of Sub-Lt J Clarke of 1833 Naval Air Squadron after a crash landing on HMS Illustrious. The Q on the tail indicates the aircraft served on Illustrious and 147 on the fuselage is the identification number. The aircraft carries the white on blue roundel with outlined bar carried by British aircraft in the Pacific theatre of operations in 1945. (Imperial War Museum A29273)

 A Royal Navy Vought Corsair Mk.II, probably from 1830 Naval Air Squadron, after landing aboard the aircraft carrier HMS Illustrious (87) in December 1943. (Imperial War Museum A20999)

 Silhouette of a Chance Vought Corsair as she comes in to land on board HMS Illustrious whilst she is sailing in the Indian Ocean. Photo taken from under the flight deck. (Imperial War Museum A24275)

 Fleet Air Arm Chance Vought Corsair fighters, with Fairey Barracuda torpedo bombers behind, ranged on the flight deck of HMS Formidable, off Norway. (Imperial War Museum A24787)

 A Royal Navy Vought Corsair Mk.II from 1833 Naval Air Squadron in flight during a training mission near Naval Air Station Quonset Point, Rhode Island, in 1943. (Imperial War Museum A21398)

 A Royal Navy Vought Corsair from 1831 Naval Air Squadron approaching the aircraft carrier HMS Glory (R62) at sea off Rabaul, New Britain, 6 September 1945. The Corsairs circled overhead during the surrender ceremony between Lieutenant General V.A.H. Sturdee, general officer commanding First Army, General H. Imamura, commander Japanese Eighth Area Army, and Vice Admiral J. Kusaka, commander Japanese South East Area Fleet. (Australian War Memorial 095792)

A Chance Vought Corsair fighter returning to land on board HMS Trumpeter with flaps and arrestor hook down. The arm and hand of the batman can be seen in the foreground. (Imperial War Museum A24283)

 A Royal Navy Vought Corsair from 1831 Naval Air Squadron being raised to the flight deck of the aircraft carrier HMS Glory (R62) at sea off Rabaul, New Britain, 6 September 1945. The Corsairs circled overhead during the surrender ceremony between Lieutenant General V.A.H. Sturdee, general officer commanding First Army, General H. Imamura, commander Japanese Eighth Area Army, and Vice Admiral J. Kusaka, commander Japanese South East Area Fleet. (Australian War Memorial 095777)

 A Royal Navy Vought Corsair from 1831 Naval Air Squadron on deck of the aircraft carrier HMS Glory (R62) at sea off Rabaul, New Britain, 6 September 1945. The Corsairs circled overhead during the surrender ceremony between Lieutenant General V.A.H. Sturdee, general officer commanding First Army, General H. Imamura, commander Japanese Eighth Area Army, and Vice Admiral J. Kusaka, commander Japanese South East Area Fleet. (Australian War Memorial 095781)

This device being used here is called an outrigger. The tail wheel is locked at the end of it and slung outboard. Chocks are fixed fore and aft of the undercarriage wheels so that this Chance-Vought Corsair is kept securely in position while taking up a minimum of deck space on board HMS Khedive, part of the East Indies Fleet as she operates in eastern waters. (Imperial War Museum A29037)

Corsair taking off from British aircraft carrier HMS Illustrious in Japanese waters.

Corsair aircraft of 1830 and 1833 Naval Air Squadrons on the hanger deck of HMS Illustrious in 1944 (Imperial War Museum A24278)

Fairey Barracuda aircraft on board HMS Formidable. The escort cruiser HMS Berwick is in the background. (Imperial War Museum A25436)

 An elephant pulls a Chance Vought Corsair into position on a Fleet Air Arm airfield in India. The skill and strength of the elephant in maneuvering large objects was particularly useful in the Far East where there were few good roads. (Imperial War Museum A24292A)

 A Chance Vought Corsair of the Royal Navy taxis in at Roosevelt Field, Long Island, New York. (Imperial War Museum A19777)

 The Chance Vought Corsair (JT 104) on the ground at RAF Wittering. This US-built aircraft is in service with the Fleet Air Arm. (Imperial War Museum A20024)

A Chance Vought Corsair of the Royal Navy taxis in at Roosevelt Field, Long Island, New York. (Imperial War Museum A20025)

The Chance Vought Corsair (JT 104) on the ground at RAF Wittering. This US-built aircraft is in service with the Fleet Air Arm. (Imperial War Museum A20026)

An American built Chance Vought Corsair takes off from the flight deck of HMS Illustrious. (Imperial War Museum A21001)

 This US built fighter the Chance Vought Corsair throttled back too late and collided with the island on board HMS Illustrious. Note the self-propelled crane in background. Half of one of the aircraft's wing is missing and the engine is hanging from its mountings. (Imperial War Museum A21002)

This US built fighter the Chance Vought Corsair looped the loop at "zero feet" when the pilot tried to take off again after misjudging his landing on board HMS Illustrious. The landing wheels caught the landing barrier cable and the plane crashed upside down in the reverse direction. The pilot was unhurt. Note the two men in asbestos firefighting gear in the foreground. (Imperial War Museum A21004)

A Chance Vought Corsair folding its wings after landing on board HMS Victorious after bombing a German convoy off Bodo, Northern Norway. Several more of the aircraft can be seen in the background. (Imperial War Museum A23036)

A Chance Vought Corsair taking off from HMS Victorious on its way to bomb a German convoy off Bodo, Northern Norway. (Imperial War Museum A23039)

At 11 pm, in the Arctic, a Chance Vought Corsair, hit by flak, returns to make a perfect landing on the aircraft carrier Victorious (not visible). (Imperial War Museum A23833)

Thirteen Chance Vought Corsairs flying in formation over the cruiser HMS Kent, as seen from the escort carrier Trumpeter. (Imperial War Museum A25378)

 Twelve Chance Vought Corsairs flying over units of the fleet as seen from the escort carrier Trumpeter. (Imperial War Museum A25382)

 In the distance, Chance Vought Corsairs are flying over units of the fleet as seen from the escort carrier Trumpeter. (Imperial War Museum A25383)

Chance Vought Corsairs flying over the flight deck of HMS Trumpeter. Several Grumman Wildcat aircraft of 846 Squadron, Fleet Air Arm are ranged on the flight deck, while the lift in the foreground is lowered. (Imperial War Museum A25384)

 A Chance Vought Corsair damaged by enemy flak makes a safe landing escaping only with a bent propeller on board HMS Formidable during Fleet Air Arm raids on targets in Norway and particularly on the German battleship Tripitz in her hideout in the Alten Fjord. (Imperial War Museum A25449)

 While making an emergency landing on board HMS Victorious, a Chance Vought Corsair's auxiliary petrol tank became detached and burst into flames, setting fire to the undercarriage during the carrier-borne air attack against the Japanese repair and maintenance center at Sigli, Sumatra. In the foreground men can be seen looking down on the aircraft from the bridge of the flight deck. (Imperial War Museum A25747)

 While making an emergency landing on board HMS Victorious a Chance Vought Corsair's auxiliary petrol tank became detached and burst into flames. Here fire fighters are tackling the blaze round the petrol tank during the carrier-borne air attack against the Japanese repair and maintenance center at Sigli, Sumatra. (Imperial War Museum A25748)

 With a human windscreen formed round the petrol tank the fire is gradually overcome on board HMS Victorious after the Chance Vought Corsair's auxiliary petrol tank became detached and burst into flames during the carrier-borne air attack against the Japanese repair and maintenance center at Sigli, Sumatra. (Imperial War Museum A24749)

 Chance Vought Corsairs of 1834 Naval Air Squadron and 1836 Naval Air Squadron, Fleet Air Arm fitted with extra petrol tanks and ranged ready for attack on the carrier's flight deck on board HMS Victorious during the carrier-borne air attack against the Japanese repair and maintenance center at Sigli, Sumatra. (Imperial War Museum A25750)

 Fifi, the working elephant at RNAS Puttalam, Ceylon, tows a petrol bowser into position during refueling of Fleet Air Arm aircraft. A Fairey Swordfish, the Navy's oldest operational aircraft in 1944, is on the right. Chance Vought Corsairs, one of the Navy's recently acquired fighter types are in the background. (Imperial War Museum A26739)

Original description: "The pilot of this Chance Vought Corsair fighter which crashed through the barrier of HMS Smiter when landing on and ended upside down resting at around forty five degrees, escaped with only a bruised thumb. This took place during operations against Sakishima in support of the American landing on Okinawa." (Imperial War Museum A29168)

 Lieutenant P S Cole DSC, RN, back from strafing airfields in Formosa, makes a crash landing in his Chance Vought Corsair and finishes up near the island of HMS Illustrious in eastern waters. He climbed out and firefighters saw that the machine did not catch fire. Here the aircraft can be seen in mid air and about to collide with the aircraft carrier's island. (Imperial War Museum A29271)

 On board a British Pacific fleet carrier operating against the Japanese. Lieutenant Commander (A) Freddy Charlton, British Fleet Air Arm pilot, had a remarkable escape when the long-range petrol tank of his Chance Vought Corsair fighter burst into flames (seen here) as he landed on the deck of the aircraft carrier. Both pilot and plane escaped damage. (Imperial War Museum A29720)

HMS Victorious and Implacable seen above Avenger and Chance Vought Corsair aircraft of HMS Formidable as the ships turned into position. (Imperial War Museum A30193)

 A U.S. Marine Corps F3A-1 aircraft of Marine Air Group 91 commanded by LCol Joseph M. Renner.  (U.S. Navy National Museum of Naval Aviation 1996.253.7163.015)

 A U.S. Navy Brewster F3A-1 Corsair in flight, 1943. "F3A-1" was the designation for the Brewster-built F4U-1. Just over 700 were built before Brewster was forced out of business. Poor production techniques and shabby quality control meant that these aircraft were red-lined for speed and prohibited from aerobatics after several lost their wings. This was later traced to poor quality wing fittings. None of the Brewster-built Corsairs reached front line units. (U.S. Navy National Museum of Naval Aviation 1996.253.7135.001)

 U.S. Navy firefighters battle flames engulfing a U.S. Marine Corps Vought F4U-1D Corsair of Marine Fighting Squadron VMF-112 after a crash on the flight deck of the aircraft carrier USS Bennington (CV-20), 14 February 1945. VMF-112 was assigned to Carrier Air Group 82 aboard the Bennington. The carrier joined Task Group 58.1 on 8 February 1945 at Ulithi. Operating out of Ulithi, she took part in the strikes against the Japanese home islands (16–17 February and 25 February). (U.S. Navy National Museum of Naval Aviation 2011.003.271.040)

 A battle-damaged U.S. Marine Corps Vought F4U-1D Corsair aboard the aircraft carrier USS Bennington (CV-20), in 1945. Marine Fighting Squadrons VMF-112 and VMF-123 were assigned to Carrier Air Group 82. Note Bennington´s geometric air group identification symbol on the wings. (U.S. Navy)

 A U.S. Navy Vought F4U-1D Corsairs and Curtiss SB2C-4 Helldivers of Carrier Air Group 5 (CVG-5) spotted on the flight deck of the aircraft carrier USS Franklin (CV-13) during operations in the Pacific. (U.S. Navy National Museum of Naval Aviation 1996.488.210.192)

 U.S. Navy Vought F4U-1D and Goodyear FG-1D Corsair aircraft of Bombing Fighting Squadron VBF-151 at Naval Air Station Wildwood, New Jersey. Note the single Corsair on the far right in the 1943-44 three-tone camouflage. (U.S. Navy National Museum of Naval Aviation 1996.253.7152.039)

 Four U.S. Navy Vought F4U-1D Corsairs of Bombing Fighting Squadron VBF-86 in flight. VBF-86 was assigned to Carrier Air Group 86 (CVG-86) aboard the aircraft carrier USS Wasp (CV-18) from 13 March to 13 April 1945 and from 1 July to 27 October 1945. VBF-86 had been commissioned on 3 January 1945 and was disestablished again on 21 November 1945. It was commanded throughout its existence by LCDR Horace E. Tennes. (U.S. Navy National Museum of Naval Aviation 1977.031.074.103)

U.S. Marine Corps Vought F4U-1D Corsairs of Marine Fighter Squadron 312 (VMF-312) are about to be launched from the U.S. Navy escort carrier USS Hollandia (CVE-97) off Okinawa, Japan, in April 1945. (U.S. Navy)

A battle-damaged U.S. Marine Corps Vought F4U-1D Corsair from Marine Fighting Squadron 314 (VMF-314) Bob's Cats on Ie Shima, Japan, in 1945. (U.S. Navy National Museum of Naval Aviation 1984.109.002.157)

U.S. Navy Chance Vought F4U-1D Corsair making the 5000th landing aboard the escort carrier USS Takanis Bay (CVE-89), circa in 1944. Takanis Bay was commissioned on 15 April 1944. After shakedown, she operated out of San Diego, California (USA), with Fleet Air, West Coast, through the end of hostilities with Japan in mid-August 1945. She tested pilots for carrier operations, and between 24 May 1944 and 28 August 1945, she qualified 2,509 pilots. (U.S. Navy)

 A Vought F4U-1D Corsair assigned to the Naval Ordnance Test Station (NOTS), China Lake, California, in 1945, loaded with eight HVAR rockets. (U.S. Navy Naval Aviation News 15 April 1945)

 A U.S. Marine Corps Vought F4U-1D Corsair aboard the aircraft carrier USS Bennington (CV-20), in 1945. Marine Fighting Squadrons VMF-112 and VMF-123 were assigned to Carrier Air Group 82. Note Bennington´s geometric air group identification symbol on the wing and the tail surface. (U.S. Navy)

 A U.S. Navy Vought F4U-1D Corsair from Fighting Bombing Squadron 86 (VBF-86) aboard the aircraft carrier USS Wasp (CV-18) in 1945. Note the new air group identification letter "X", introduced in July 1945. (U.S. Navy National Museum of Naval Aviation 1996.253.7149.004)

 A U.S. Navy Vought F4U-1D Corsair of Fighting Squadron 5 (VF-5) "Fighting Hellcats" on the flight deck of the aircraft carrier USS Franklin (CV-13). Note Franklin´s geometric air group identification symbol on the Corsair. (U.S. Navy National Museum of Naval Aviation 1996.253.7141.032)

 A U.S. Navy Vought F4U-1D Corsair of Fighting Squadron (VF) 84 "Wolf Gang" launches from the deck of the aircraft carrier USS Bunker Hill (CV-17) during operations supporting the invasion of Iwo Jima on 19 February 1945. (U.S. Navy National Museum of Naval Aviation 1996.253.7148.034)

English: A U.S. Marine Corps Vought F4U-1D Corsair of Marine Fighting Squadron VMF-322 "Cannon Balls" at Kadena, Okinawa, 9 April 1945. (U.S. Navy National Museum of Naval Aviation 1996.253.7157.062)

 A U.S. Marine Corps Vought F4U-1D Corsair of Marine Fighting Squadron (VMF) 512 is positioned on a catapult ready to launch from the escort carrier USS Gilbert Islands (CVE-107) during the ship's shakedown cruise. (U.S. Navy National Museum of Naval Aviation 1996.253.7161.010)

 A U.S. Marine Corps Vought F4U-1D Corsair of Marine Fighter Squadron VMF-511 attached to Marine Carrier Air Group 1 (MCVG-1) is on the deck of the U.S. Navy escort carrier USS Block Island (CVE-106) preparing to launch, 5 Feb 1945. MCVG-1 was the first all-Marine carrier air group in the Second World War. (U.S. Navy National Museum of Naval Aviation 1996.253.7161.004)

Four U.S. Navy Vought F4U-1D Corsair of Bombing Fighting Squadron 6 (VBF-6) in flight, in 1945. VBF-6 was assigned to Carrier Air Group 6 (CVG-6) aboard the aircraft carrier USS Hancock (CV-19) from 9 March to 21 October 1945. (U.S. Navy)

View of U.S. Marine Corps maneuvers: "Advancing platoons of Marines including bazookamen, flame throwers, automatic riflemen and sharpshooters, find low flying Marine "Corsair" fighter-bombers flying to their aid." (Department of Defense visual information (DVIC) HD-SN-98-07622)

 View of people visiting the U.S. Navy escort carrier USS Tripoli (CVE-64) at Hilo, Hawaii (USA), on "Navy Day", 27 October 1945. Circa 30,000 people visited the carrier. A Vought F4U-1D Corsair is visible in the foreground. (U.S. Navy)

F4U-1D Corsair "836". (USMC)

F4U-1D Corsair with centerline bomb. (USMC)

F4U-1D Corsair VF-89. (U.S. Navy)

F4U-1D Corsair with centerline bomb.

 A U.S. Navy Vought F4U-1D Corsair (BuNo 57569) at the Naval Air Test Center, Patuxent River, Maryland, 31 January 1945. This plane has eight 5-inch High-Velocity Aircraft Rockets (HVAR) under its wings and two 11.75-inch (Tiny Tim) rockets mounted below its midsection. Note the tape covering the muzzles of its .50 caliber machine guns. (Naval History and Heritage Command NH87953)

 The U.S. Navy aircraft carrier USS Shangri-La (CV-38) loads Vought F4U-1D Corsairs at Naval Station Norfolk, Virginia (USA), circa in January 1945. The carrier is painted in Camouflage Measure 33, Design 10A. (U.S. Navy)

The U.S. Navy escort carrier USS White Plains (CVE-66) at Ulithi Atoll on 31 March 1945, transporting Vought F4U-1D Corsair fighters. The aircraft carrier USS Enterprise (CV-6) is visible in the left background. (NARA 148728640)

U.S. Navy Vought F4U-1D Corsairs landing aboard the escort carrier USS Tripoli (CVE-64), in 1945. From January to November 1945, Tripoli was assigned to Carrier Division 11 and trained pilots off Hilo, Hawaii. (U.S. Navy)

A Vought F4U-1D Corsair aboard the U.S. Navy attack transport USS Banner (APA-60) at Bikini Atoll following the Crossroads "Able" atomic bomb test, circa 7 July 1946. (NARA 81108)

A Vought F4U-1D Corsair aboard the U.S. Navy aircraft carrier USS Bunker Hill (CV-17) on 6 May 1945. Fighting Squadron 84 (VF-84) and Marine Fighting Squadron 221 (VMF-221) and VMF-451 were assigned to Carrier Air Group 84 (CVG-84) aboard the Bunker Hill between March and May 1945. (U.S. Navy National Naval Aviation Museum NNAM.1996.253.7155.029)

F4U Corsair being refueled on the Tokorina Point Fighter Strip, Bougainville, January 9, 1943. (National Archives)

This Marine Corsair fighter plane zooms off the new fighter strip at Empress Augusta Bay on a raid to Rabaul. The pilot has not yet raised his landing gear. The camera catches him just as he is airborne. 1st MAW, Bougainville, 28 January 1944. (National Archives)

F4U Corsairs parked on Tokorina Point Airstrip during the Bougainville Campaign, 12 October 1943. (National Archives)

Marine fighter pilots arrive at their newest base, the recently completed air strip on Green Island. They have made a temporary open-air ready room on the strip edge. In background are their powerful F4U Corsair fighter planes. 1st MAW, 8 March 1944.

Marine F4U fighter planes are among the first to get into action from the recently completed air strip on Green Island. Occupied February 15, the atoll is a connecting link between South and Southwest Pacific commands. Its location is of great strategic value in the elimination of Japanese shipping to garrisons remaining on New Britain, New Ireland, and Bougainville. 1st MAW, 7 March 1944. (National Archives)

Reminiscent of a man from Mars is this Marine fighter pilot in the cockpit of his F4U Corsair fighting plane. At high altitudes he fights with oxygen mask, cockpit cover closed. Bougainville, 1st MAW, 12 February 1944.

A Marine mechanic sits in the shadow of a Corsair fighter plane, resting in a coral revetment area at Green Island, 1 May 1944. (National Archives 176250508 / USMC 127-N-80766)

USMC First Lieutenant James N. Cupp from Marine Fighting Squadron 213 (VMF-213) on Guadalcanal, official portrait, 1 June 1943. (NARA 6608209)

Vought F4U-1A/D Corsair fighter prepares to take off from Majuro Atoll Airfield, 18 August 1944. The plane is armed with a 500 pound bomb, and is bound for a strike against one of the Marshall Islands remaining in Japanese hands. (National Archives 80-G-425526)

Vought F4U-1A/D Corsair fighters warming up at Majuro Atoll Airfield, 20 August 1944. They are about to depart on a strike on a nearby Japanese held island, and are carrying 500 pound bombs. (National Archives 80-G-425529)

Marine Attack Squadron Two Hundred and Fourteen - VMF 214 (Black Sheep Squadron) on Turtle Bay Fighter Strip, Espiritu Santo, New Hebrides. They are shown before leaving for Munda, with an F4U in the background, 11 September 1943. Note, Major Gregory “Pappy” Boyington, 8th from left, front row. (National Museum of the U.S. Navy 80-G-54288)

Major Gregory Boyington, USMCR, climbs aboard his F4U Corsair aircraft for another try at the enemy, while serving as Commanding Officer of Marine Fighting Squadron Two Hundred and Fourteen (VMF-214) circa late 1943 or early 1944. He was credited with twenty-six victories in aerial combat before being shot down and taken prisoner on 3 January 1944. (National Museum of the U.S. Navy 80-G-54289)

Marine Attack Squadron One Hundred Twenty Four - VMF-124, 1943. First Lieutenant Kenneth A. Walsh in an F4U. Walsh later received the Medal of Honor for his actions in the Solomon Islands area August 15 – 30, 1943. (National Museum of the U.S. Navy 80-G-54291)

VMF-124, 1943. First Lieutenant Kenneth A. Walsh in an F4U-1. Walsh later received the Medal of Honor for his actions in the Solomon Islands area August 15 – 30, 1943. (National Museum of the U.S. Navy 80-G-54292)

VMF-124, 1943. First Lieutenant Kenneth A. Walsh in an F4U. Walsh later received the Medal of Honor for his actions in the Solomon Islands area August 15 – 30, 1943.  (National Museum of the U.S. Navy 80-G-54293)

 A U.S. Marine Corps Chance Vought F4U-1 Corsair aircraft attacks a Japanese bunker at the Umurbrogol mountain on Peleliu with napalm bombs, circa Oct-Nov 1944. (USMC)

 U.S. Marine Corps Vought F4U-1 Corsairs of Marine Fighting Squadron 123 (VMF-123) on the ground ready to taxi onto the runway for launch from Russell Islands answering a call to 'scramble', 7 Sep 1943. Note the variety of national insignias. (U.S. Navy National Museum of Naval Aviation 1996.253.7155.034)

 Crash of a U.S. Navy Vought F4U-1/FG-1 Corsair of Bombing Fighting Squadron 88 (VBF-88) aboard the aircraft carrier USS Essex (CV-9) off Japan, 28 August 1945. The Corsair´s belly tank had broken loose during the landing. (S. Navy National Museum of Naval Aviation 2011.003.271.038)

 F4U-1 of VMF-214 is on the ground at Turtle Bay fighter strip on Espiritu Santo island in the 1940s, in colonial New Hebrides (present day Vanuatu) during WWII. (U.S. Navy National Museum of Naval Aviation 1996.253.7154.023)

An early Vought F4U-1 Corsair fighter, not yet with the raised pilot seat, in the 1942/43 style national markings. (U.S. Library of Congress's Prints and Photographs division fsa.8b08010)

 A U.S. Marine Corps Vought F4U-1 Corsair aircraft of Marine Fighting Squadron VMF-214 taking of at Espiritu Santo, 11 Sep 1943. (U.S. Navy National Museum of Naval Aviation 1996.253.7154.037)

 A U.S. Navy Vought F4U-1 Corsair assigned to Fighter Squadron 17 (VF-17) "bouncing" on the flight deck of the aircraft carrier USS Bunker Hill (CV-17) in 1943. The bad landing characteristics of the early F4Us led to the banning of the F4U from carrier decks until 1944 (F4U-2) and 1945 (F4U-1A/D). (U.S. Navy Naval Aviation News/(Archive) February 1969)

 Vought F4U-1 Corsairs are refueled aboard the U.S. Navy aircraft carrier USS Franklin (CV-13) in early 1945. Marine Fighting Squadron 214 (VMF-214) and VMF-452 were assigned to Carrier Air Group 5 (CVG-5) aboard the Franklin from January to March 1945. (U.S. Navy Naval Aviation News, 1 July 1945)

 U.S. Marine Corps Vought F4U-1 Corsairs of Marine Fighting Squadron VMF-121 in flight. Note the early "birdcadge" type canopy. (U.S. Navy National Museum of Naval Aviation 1996.253.7152)

 U.S. Marine Corps Vought F4U-1 Corsair aircraft of Marine Fighting Squadron 213 (VMF-213) Hell Hawks are standing by on Fighter Strip No. 1 of Henderson Field, Guadalcanal, with the American flag waving in the background, June 1943. In the early days of the battle, the flag was raised at Henderson Field but had to be taken down when Japanese artillery units used it to sight in on. The No. "9" aircraft was that of the Commanding Officer of VMF-213, Greg J. Weissenberger. Note the Grumman F4F-4 Wildcats in the background. (U.S. Navy National Museum of Naval Aviation 1996.253.7154.019)

 Final assembly of a Vought F4U-1 (probably a F4U-1A), about 1944. (Vought)

 A U.S. Marine Corps Vought F4U-1A Corsair of Marine Fighting Squadron VMF-121 landing at Marine Corps Air Station El Toro, California, 1944. (U.S. Navy National Museum of Naval Aviation 1996.253.7152.002)

 A U.S. Navy Vought F4U-1 Corsair aircraft of Fighting Squadron VF-17 landing on the deck of the escort carrier USS Charger (CVE-30), probably during carrier qualifications, Feb 1943. (U.S. Navy National Museum of Naval Aviation 1996.253.7144.015)

 A U.S. Navy Vought F4U-1A Corsair (BuNo 17912) from Bombing Fighter Squadron 4 (VBF-4) Flying Ubangis at Naval Air Station Wildwood, New Jersey, 5 Sep 1945. (U.S. Navy National Museum of Naval Aviation 1996.253.7141.023)

 A U.S. Navy Vought F4U-1A Corsair (BuNo 17656) of Fighting Squadron VF-17 Jolly Rogers pictured on Nissan Island, Green Island Group, after making an emergency landing there, Mar 1944. The airstrip had not yet been completed when the aircraft arrived. (U.S. Navy National Museum of Naval Aviation 1996.253.7144.033)

 Four U.S. Marine Corps Vought F4U-1 fighters armed with bombs in late 1943 or early 1944. Note that the lowest flying Corsair (No "257") has not yet the white bars added to the U.S. national insignia. The reluctance to comply with the ordered changes was typical for USMC squadrons in the South-West Pacific. (U.S. Navy Naval Aviation News July/August 1984)

 Four U.S. Navy Vought F4U-1 Corsair fighters over Naval Air Station Jacksonville, Florida in 1944. (U.S. Navy)

 U.S. Marine Corps Vought F4U-1 Corsair fighters of Marine Fighting Squadron VMF-124 Whistling Death on Guadalcanal, 14 April 1943. VMF-124 was the first Corsair unit to enter combat, in February 1943. (NARA 53416)

 F4Us of VF-17 at Piva, February 1944. (U.S. Navy National Museum of Naval Aviation 1996.253.7144.046)

 The first U.S. Marine Corps Vought F4U-1 Corsair of Marine Fighting Squadron VMF-124 Whistling Death on Guadalcanal, 13 February 1943. It had arrived on Guadalcanal on the morning of 12 February led by their commanding officer, Major William Gise. VMF-124 flew its first mission before lunch that day, with twelve F4Us escorting a PBY Catalina on a 350 km mission to pick up two downed pilots at Sandfly Bay, Vella Lavella. (U.S. Navy National Museum of Naval Aviation 1996.253.7152.008)

 A U.S. Navy Grumman F4F-4 Wildcat fighter, equipped with ferry tanks, sits on the catapult of the escort carrier USS Long Island (ACV-1) ready for launching, during flight operations on 6 March 1943. Note that Long Island's catapult ran diagonally across the flight deck, from starboard toward the port bow. Planes parked in the background include more F4F-4s and Vought F4U-1 Corsairs. (Naval History & Heritage Command 80-G-66753)

U.S. Navy Lieutenant Junior Grade Ira C. Kepford, USNR, of Fighter Squadron 17 (VF-17) "Jolly Rogers" taxies his Vought F4U-1A Corsair (BuNo 55995) out of its revetment on Bougainville for a strike on Rabaul, in February 1944. (Naval History & Heritage Command 80-G-419957)

A U.S. Navy Vought F4U-1A Corsair (BuNo 55995) of Fighting Squadron 17 (VF-17) "Jolly Rogers" in the Southwest Pacific, in flight over Bougainville. This plane was the second Corsair flown by ace Ira C. Kepford. The photo was possibly taken over Bougainville in early March 1944, at the end of VF-17's Solomons combat tour, although photo is dated 15 April 1944. (U.S. Navy)

U.S. Marine Corps Major Chamberlain, CO of Marine Fighting Squadron (VMF) 314 "Bob's Cats", pictured next to a Vought F4U-1C Corsair. (U.S. Navy National Museum of Naval Aviation 1984.109.002.155)

U.S. Marine Corps Major Gregory J. Weissenberger of Marine Fighting Squadron 213 (VMF-213) boards a Vought F4U-1 Corsair (BuNo 02288) on Guadalcanal, in 1943. Weissenberger became Commanding Officer of VMF-213 on 13 April 1943 after Major Wade H. Britt was killed in a take off accident (F4U-1, BuNo 02316). He was relieved by Major James R. Anderson in August 1943. VMF-213 was operating from Guadalcanal from April to December 1943. (    
National Museum of the United States Navy LC-Lot-801-30)

F4U-1 of VF-17 from USS Bunker Hill (CV-17), 29 June 1943. (U.S. Navy)

Four U.S. Navy Vought F4U-1 Corsairs of Fighting Squadron 12 (VF-12) in flight on 26 May 1943. VF-12 was established on 9 January 1943 and converted to the Grumman F6F Hellcat before going to combat. (U.S. Navy National Naval Aviation Museum NNAM.1996.253.7142.034)

 

XF4U-1 BuNo 1443. (Vought)

XF4U-1 BuNo 1443. (Vought)

F4U-1A BuNo 18047, Long Beach, California. (U.S. Navy)

F4U-1A BuNo 18047, Long Beach, California. (U.S. Navy)

F4U-1A BuNo 18047, Long Beach, California. (U.S. Navy)

XF4U-1 BuNo 1443. (Vought)

F4U-1, NAS San Diego, 28 Feb 1945. (U.S. Navy)

F4U-1 Corsair with centerline fuel tank. (U.S. Navy)

F4U-1 Corsair, 2 Jan 1943. (U.S. Navy)

 The fighter strip at Torokina was hacked out of the Bougainville jungle. This December 1943 view shows a lineup of U.S. Marine Corps Vought F4U-1 Corsairs and a Douglas SBD Dauntless, which is completing its landing rollout past a grading machine still working to finish the new landing field. (USMC 74672)

Three of the leading "aces" of U.S. Navy Fighting Squadron 17 (VF-17) "Jolly Rogers" pose by a Vought F4U-1A Corsair fighter, after their unit left the central Solomons combat zone, 22 March 1944. They are (l to r): Lieutenant Commander Roger Richards Hedrick (VF-17 XO, credited with 9 "kills"): Lieutenant Commander John Thomas Blackburn (VF-17 CO, credited with 11 planes); Lieutenant junior grade Ira Cassius Kepford (credited with 16 planes and then the U.S. Navy's leading "ace"). (Naval History & Heritage Command 80-G-220347)

 The U.S. Navy aircraft carrier USS Enterprise (CV-6) in flames after the ship was hit by a kamikaze off Kyushu, 14 May 1945. The forward elevator is blown up by the blast. The photo was taken from USS Essex (CV-9). Vought F4U-1 Corsairs of Fighting Bombing Squadron 83 (VBF-83) are visible in the foreground. (U.S. Navy National Museum of Naval Aviation 1983.046.010.149)

 Vella Lavella airfield in the Solomons on 10 December 1943. Visible U.S. Marine Corps Vought F4U-1 Corsair aircraft of Marine fighter squadrons VMF-123 and VMF-124, Grumman F6F-3 Hellcats, a Douglas SBD Dauntless, and RNZAF Curtiss Kittyhawk Mk.IV (P-40F) on the primitive runway at Vella Lavella in the Solomon Islands, which was seized in the summer of 1943 and served as a base of operations to support landings by Allied forces in the Treasury Islands and at Cape Torokina, Bougainville. The swift advance of Allied forces in the South Pacific soon bypassed Vella Lavella and the airfield ceased operations in September 1944, less than a year after the first aircraft arrived. (U.S. Navy National Museum of Naval Aviation 1996.253.7152.012)

 U.S. Marine Corps Vought F4U-1 Corsair aircraft of Marine Fighting Squadron VMF-321 "Hells Angels", 4th Marine Air Wing, on Iwo Jima, 22 Mar 1945. (U.S. Navy National Museum of Naval Aviation 1996.253.7157.056)

A U.S. Navy Vought F4U-1 Corsair takes off from the aircraft carrier USS Hancock (CV-19), circa in September 1945. The ship's Captain, Daniel Vincent Gallery, is visible on the right. Note that the Corsair wears the geometric identification symbol for USS Hancock on the right wing and the identification letter "U" on the tail, which was ordered in July 1945. (U.S. Navy)

 A Vought test pilot with a U.S. Navy Vought F4U-1 Corsair (BuNo 02172), parked at the Vought plant in Stratford, Connecticut, in 1942. (U.S. Navy National Museum of Naval Aviation 2011.003.271.007)

 A U.S. Marine Corps Vought F4U-1 Corsair is launched from the aircraft carrier USS Bennington (CV-20), in 1945. Marine Fighting Squadron 112 (VMF-112) "Wolfpack" and VMF-123 "Eight Balls" were assigned to Carrier Air Group 82 (CVG-82) aboard the Bennington in 1945. Note Bennington's geometric identification symbol on the Corsair. (U.S. Navy)

A U.S. Marine Corps Vought F4U-1 Corsair of Marine Fighting Squadron 213 (VMF-213) Hell Hawks is warming up for fight from the flight deck of the escort carrier USS Copahee (ACV-12), on 29 March 1943. (U.S. Navy National Naval Aviation Museum NNAM.1996.253.7154.022)

A U.S. Marine Corps Vought F4U-1 Corsair on Barakoma Airfield, Vella Lavella, Solomon Islands, circa in late 1943. In the background are several Corsairs, two Douglas SBD Dauntless, a Grumman F6F-3 Hellcat with its right wing missing and a Lockheed PV-1 Ventura. Six Bell P-39 Airacobra seem to be parked in the right background. In 1943-1944 Marine Fighting Squadron 212 (VMF-212), VMF-214, VMF-215, VMF-221 and VMF-321 operated from Barakoma, VMF(N)-531 operating the PV-1 and VF-40 flying F6F. (NARA 179036556)

Construction of the new bomber landing strip at Bougainville, between 15 December 1943 and 19 December 1943. The view shows men laying mats. Five Vought F4U-1 Corsairs of Marine Fighting Squadron 216 (VMF-216) are visible in the background. Note: As nearby Piva North Airfield (Piva Yoke) opened and became the primary bomber strip and Piva South Airfield (Piva Uncle) opened as another fighter strip on 30 December 1943 the photo was probably taken at the Cape Torokina airfield, where the first F4Us of VMF-216 arrived on 10 December 1943. (Naval History & Heritage Command 80-G-K-382)

 A U.S. Navy Vought F4U-1A Corsair (BuNo 55995) of Fighting Squadron 17 (VF-17) "Jolly Rogers" in the Southwest Pacific, in flight over Bougainville. This plane was the second Corsair flown by ace Ira C. Kepford. The photo was possibly taken over Bougainville in early March 1944, at the end of VF-17's Solomons combat tour, although the photo is dated 15 April 1944. (Naval History & Heritage Command 80-G-217819)

 U.S. Navy Vought F4U-1A Corsairs of Fighter Squadron 17 (VF-17) "Jolly Rogers" in the Southwest Pacific, possibly over Bougainville in early March 1944. Plane no. 29 is BuNo 55995, flown by Lieutenant Junior Grade Ira C. Kepford, then the Navy's leading "Ace," with sixteen "kills." Pilot of plane no. 8 is thought to be Hal Jackson. Plane no. 3, flown by Jim Streig, has an odd "star and bar" insignia, perhaps with the red outline that was replaced with blue the previous summer. The photo is dated 15 April 1944, but was probably taken early in the previous month. (Naval History and Heritage Command 80-G-217817)

 The U.S. Navy Vought XF4U-1 Corsair prototype (BuNo 1443) in flight. (U.S. Navy National Museum of Naval Aviation 2011.003.272.003)

F4U-3B BuNo 49664. (U.S. Navy)

Goodyear F2G-2 Corsair.

 A U.S. Navy Goodyear XF2G-1 Corsair in 1944. FG-1s BuNo 12992, 13471, and 13472 were converted to serve as XF2G-1 prototypes. (U.S. Navy National Museum of Naval Aviation 1996.253.7135.007)

 A Goodyear F2G-1 Corsair BuNo 14691 in 1945. (U.S. Navy Naval Aviation News November 1945)

Goodyear XF2G-1 BuNo 14691. (Goodyear)

Goodyear XF2G-1 BuNo 14691. (Goodyear)

 A U.S. Navy Goodyear XF2G-1 Corsair (BuNo 14692) at the Naval Air Test Center Patuxent River, Maryland, on 21 July 1945. (Official U.S. Navy photo NH 87958 from the U.S. Navy Naval History and Heritage Command)

 A U.S. Navy Goodyear XF2G-1 Corsair (BuNo 14692) at the Naval Air Test Center Patuxent River, Maryland, on 21 July 1945. (Official U.S. Navy photo NH 87959 from the U.S. Navy Naval History and Heritage Command)

F4U-1A "29", pilot Ira Kepford. (Herbert Ringlstetter, www.aviaticus.com)

US Navy Vought F4U Corsair factory standard livery (circa 1943).

Corsairs in flight on West Coast, probably over Los Alamitos, California, March 1942. (Naval History & Heritage Command 80-G-425130)

 Corsair in flight over Norfolk, Virginia, July 1942. (Naval History & Heritage Command 80-G-425100)

Corsair is shown in flight, February 1943.  (Naval History & Heritage Command 80-G-62033)

Against a background of heavy smoke which belched from a fuel dump fire on Okinawa, the F4U-4 “Corsair” fighter stands in its revetment, 19 June 1945. (Naval History & Heritage Command 127-GW-524-125708)

 F4U “Corsairs” of the “Death Rattlers” Fighter Squadron, VMF-323, in various formations on a rocket strike against Japanese positions south of the front lines on Okinawa. The “Rattlers” were commanded by Major George A. Axtell, Jr, circa 1945. (Naval History & Heritage Command 127-GW-524-128521)

F4U loaded with rockets from Naval Ordnance Test Station, Inyokern, California, June 5, 1945. Hard on flight of first pair of rockets – another pair appears. (Naval History & Heritage Command 80-G-49318)

Rockets have attained paramount importance in World War II as probably the outstanding scientific contribution to the art of war-making since the advent of the plane and tank. Both Allied and Axis powers developed rocket type weapons. Comet-like in the wake of flame they throw off, another pair of self-propelled missiles spurt from the plane. Jun 5, 1945. (Naval History & Heritage Command 80-G-49319)

F4U loaded with rockets from Naval Ordnance Test Station, Inyokern, California, June 5, 1945. (Naval History & Heritage Command 80-G-49320)

F4U loaded with rockets from Naval Ordnance Test Station, Inyokern, California, June 5, 1945. (Naval History & Heritage Command  80-G-49321)