F4U (Family)

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Development

Origin

In 1938 the Navy wanted to find a design for a carrier-based fighter with more performance than the Brewster F2A and Grumman F4F. The design contract was given to Vought, based on their proposal, which featured a plane dependent on the Pratt and Whitney R-2800 engine. The design included an inverted gull wing shape. This was necessary because the engine required a large propeller, which needed a large ground clearance. This would require very long landing gear, except the inverted gull wing shape allowed shorter landing gear, while maintaining the necessary ground clearance. The prototype, named XF4U-1 was armed with 4 machine guns, two .50 caliber machine guns in the wings and 2 .30 caliber machine guns on the engine cowling. The XF4U-1 first flew on May 29, 1940, and became the first single engine plane to fly over 400 mph. Before Vought was allowed to produce the plane though, they had to increase its armament, as it was deemed insufficient based on data from Europe. Its armament was changed to six .50 machine guns, and it was ordered into production. A self-sealing fuel tank in the fuselage above the wings caused the cockpit to be moved aft as well. The Navy ordered 584 F4U-1's on April 2, 1941.

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Variants

XF4U-1
The prototype for the F4U-1. It had a Pratt and Whitney R-2800 engine.
F4U-1 (Corsair Mk I)
The first production F4U. It had the “bird cage” canopy and low seating position. It had a more powerful Pratt and Whitney R-2800-8 engine.
FG-1
F4U-1 built by Goodyear for the Marine Corps. They had wings that could not be folded.
F4U-1A (Corsair Mk II)
This is not an official designation, but was used post-war to differentiate late production F4U-1s from early production F4U-1s. Mid-to-late production Corsairs saw the canopy changed to a clear-view canopy with only 2 frames in order to increase field of vision, and also a new windscreen that was easier to see through. This allowed the rear-view windows to be removed from the design. The pilot’s seat was also raised, to allow better view over the long nose. This was the first design to incorporate the stall strip on the leading edge of the right wing and the improved landing gear oleo-struts. These changes allowed the Corsair to be used in carrier landings. F4U-1As later incorporated a new R-2800-8W water injected engine, which was more powerful. F4U-1As in FAA service were known as Corsair Mk II, and had 8 in clipped off their wings, in order to fit on the Royal Navy aircraft carriers.
FG-1A
F4U-1As built by Goodyear for the Marine Corps. They had wings that could not be folded.
F3A-1 (Corsair Mk III)
F4U-1 license-built by Brewster. Poor quality caused the contract to be terminated by the Navy. Known as the Corsair Mk III in FAA service. None of these Corsairs saw frontline service because of their production defects.
F4U-1B
F4U-1s modified for Fleet Air Arm usage. This designation was given post-war.
F4U-1D (Corsair Mk II)
An F4U-1 with an R-2800-8W water injected engine, which gave 250 hp more power. It could carry double the rockets of the F4U-1A, and as such had to have bomb pylons and rocket tabs bolted onto the plane, causing drag. Despite this, it still had a considerable range, as the ability to mount an additional belly drop tank. It had the “blown” canopy, with only a single piece.
FG-1D (Corsair Mk IV)
F4U-1D built by Goodyear. It had the wingtips clipped for FAA service.
F3A-1D (Corsair Mk III)
F4U-1D license-built by Brewster. Poor quality caused the contract to be terminated by the Navy. This version, although different than the F3A-1, was still known as the Corsair Mk III in FAA service. It had the wingtips clipped for FAA service.
F4U-1C
These were F4U-1Ds but had four 20 mm AN/M2 cannons, instead of six .50 in machine guns. Machine guns were preferred for aerial combat, but the 20 mm cannons were proven in a ground attack role.
F4U-1P
An F4U-1 but with photo reconnaissance equipment.
XF4U-2
A night fighter variant, with two auxiliary fuel tanks.
F4U-2
F4U-1s but with the outboard right machine gun removed and replaced with an Airborne Intercept radar on the outboard starboard wing. It was intended to be a night fighter.
XF4U-3
Experimental variant used to test different engines in the Corsair airframe.
FG-3
Airframes made by Brewster that were used for the XF4U-3 project.
XF4U-3B
Slight modifications were added to the XF4U-3.
XF4U-4
This variant incorporated a new engine and cowling.
F4U-4
This variant incorporated the new, more powerful, R-2800-18W dual-stage-supercharged engine. The power could be boosted by injecting an alcohol/water concentration to the engine. An air scoop was added to the nose of the plane, and the fuel tanks in the wings were removed. This version had a 4-bladed propeller, instead of a 3-bladed propeller. The windscreen was also changed to flat, bulletproof glass, to reduce distortion.
F4U-4B
A version of the F4U-4 modified for FAA use, but was never given to the FAA. Instead, it was used in US service.
F4U-4C
F4U-4s with four 20 mm AN/M2 cannons instead of six .50 in machine guns.
F4U-4E
Night fighter variant of the F4U-4 with an APS-4 search radar on the starboard wing tip. Many had four 20 mm AN/M2 cannons instead of six .50 in machine guns, but it was not standard.
F4U-4N
Night fighter variant of the F4U-4 with an APS-6 search radar on the starboard wing tip. Many had four 20 mm AN/M2 cannons instead of six .50 in machine guns, but it was not standard.
F4U-4K
Drone variant of the F4U-4.
F4U-4P
Photo reconnaissance variant of the F4U-4.
XF4U-5
Had a new engine cowling, among other modifications.
F4U-5
A modification of the F4U-4. It incorporated a new R-2800-32(E) engine, a modernized cockpit, all-metal wings, a completely retractable tail wheel, and other modifications.
F4U-5N
F4U-5 with a radar.
F4U-5NL
Variant of the -5 and -5N modified for operations in a winter environment. It had de-icing boots on the leading edges of the tail and wings.
F4U-5P
A long range photo reconnaissance variant of the -5.
F4U-6/AU-1
The F4U-6 was a variant designed for ground attack missions for the Marine Corps. It had extra armor for the fuel tank and pilot, and relocated the oil coolers. It also featured a simplified supercharger, in order to optimise it for low altitude flying. It could carry up to 8,200 lbs of bombs, much more than other variants. This caused its top speed to be much lower than other variants. It was later redesignated as the AU-1.
F4U-7
An AU-1 modified for use with the French Navy.
FG-1E
An FG-1 with radar equipment. Produced by Goodyear.
FG-1K
A drone variant of the FG-1.
FG-3
An FG-1D with a turbo supercharged engine.
FG-4
F4U-4 produced by Goodyear. Never delivered.
F2G-1
Goodyear modified F4U-1 with a Pratt and Whitney R-4360, Wasp Major 4-row 28-cylinder radial engine. It had manual-folding wings and a 14 ft propeller. Never entered service.
F2G-2
F2G-1 with hydraulically folding wings, a tailhook for carrier landings, and a 13 ft propeller. Never entered service.

Operators

Argentina F4U Corsair Operators Argentine Navy operated 26 F4U-5/5N/5NL Corsairs from 1956 to 1968

Brazil

Brazilian Navy operated 30 F4U-1D from 1950 to 1976

Canada

Royal Canadian Navy operated 130 F4U-1D from 1948 to 1960

Chile

Chilean Navy operated 30 F4U-1D and 20 F4U-4 from 1953 to 1978

El Salvador

Air Force of El Salvador operated 25 F4U/FG-1D from 1957 to 1976

France

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

Honduras

Honduran Air Force operated 19 from 1956 to 1979

Netherlands

Royal Netherlands Navy operated 35 F4U-1D from 1943 to 1956

New Zealand

Royal New Zealand Air Force operated 368 F4U-1 and 60 FG-1D from 1944 to 1949

United Kingdom

Royal Navy Fleet Air Arm operated 2,012 Corsairs of all types during World War 2, including 95 Corsair I (F4U-1), 510 Corsair II (F4U-1A), 430 Corsair III (F3A-1D), and 977 Corsair IV (FG-1D)

United States

United States Navy and Marine Corps operated Corsairs of all production variants from 1942 to 1953

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