Chance Vout F4U Corsair

31
Chance Vout F4U Corsair


History the creation of the carrier-based fighter "Corsair" dates back to 1938. Then the US Navy decided to replace its outdated fighters with new generation machines. Then several aviation firms. Among them was "Chance Vote". The chief designer of the company, engineer Rex Basel, unlike his competitors, relied on the most powerful engine for that time, the XR-2800. And although this promising engine was still "raw" and required fine-tuning, the Beisel project (V-166В) made a good impression on the customers, and in July 1938 a contract was signed with the Chance Vout company to build an experimental aircraft, designated XF4U- 1.



After a year and a half, the project of the new fighter was embodied in the metal. It was an all-metal monoplane with consoles, partially covered with canvas. Characteristic shape attached wing, executed on the type of "reverse gull". It was articulated at right angles to the fuselage of circular cross section. This reduced the aerodynamic interference between it and the fuselage; it did not require the installation of a complex-shaped foil, which was typical of other machines. Thanks to the W-shape of the wing, the landing gear was relatively small and compactly retracted into it.

The XR-2800-4 engine was immediately installed on the plane; its power at take-off was hp 1800, and at a combat altitude of 7 km, the 1460 hp Armament ХF4U-1 - two synchronized fuselage machine guns caliber 7,62 mm and two wing caliber 12,7 mm. It was assumed that the aircraft should take on board and 20 special 2,35-kilogram bombs to destroy enemy bombers in the air.

29 May 1940 Test Pilot Lyman Bullard for the first time raised the plane into the air. Flight tests of the car exceeded all expectations. Within a few days, XF4U-1 reached the speed of 651,7 km / h and became the fastest American military aircraft of that period.

In October, 1940, the aircraft passed for testing in the Navy. 3 March 1941 was signed a contract for its mass production. True, the military demanded to strengthen the armament of up to six large-caliber heavy-wing machine guns with general 2350 ammunition ammunition. This is done. Several have changed the location of the pilot's cabin. The aircraft received an improved engine R-2800-8, the power of which was brought to the HP 2000. In this form, the machine, designated F4U-1, went into the series. 25 June 1942, the first (serial number 02153) took off, and a week later, they began to equip the aircraft carrier Sangamon with new aircraft.



But the Americans still missed time. 7 December 1941 The Japanese, defeating the US naval base at Pearl Harbor, began active hostilities in the Pacific. US fighter "Wildcat" had quite difficult in battles with the new Japanese "Zero".

The delay in deliveries of the Corsairs, which the fleet had been waiting for for so long, allowed the Grumman company to launch the F6F Hellcat, which became the main deck fighter of the American fleet... The Hellcats shot down more than five thousand Japanese aircraft (75% of all air victories of the fleet's aviation), but this did not change the attitude of the military towards the Corsair. And although the Corsairs were needed in the theater of operations like air, the command of the US Navy still did not dare to throw pilots into battle who had not yet mastered the new vehicle properly. Only at the beginning of 1943, the first F4U-1 squadron arrived in the area of ​​about. Guadalcanal.

The command of the Navy expected to use the new "Corsairs" in the first place as a carrier-based interceptor fighter. But unsuccessful attempts to use the F4U-1 from aircraft carriers forced the US military to use fighter jets for the first time in the land forces of the marines. The first part of the "Corsairs" was the squadron VMF-124, organized by 7 in September 1942, on the basis of Kamp-Kern in California. The unit was trained on a new machine and 28 December 1942, she was recognized as combat-ready. The squadron was armed with an 22 fighter F4U-1.

February 12 The 1943 of the year VMF-124 was transferred to the island of Guadalcanal of the Solomon Islands archipelago. On the same day, the new fighters carried out their first combat sortie to escort PB4Y bombers who raided the ships of the Japanese fleet in Buangville. But on this day they did not have a chance to enter combat contact with Japanese aircraft. When performing a similar mission 14 February, aircraft from VMF-124 along with P-40 and P-38 were intercepted by fifty Japanese A6M Zero fighters. The debut for F4U-1 "Corsairs" was unsuccessful, the squadron lost two aircraft in this battle. The total American losses were: four P-38, two F-4U, one P-40 and one PB4Y "Liberator" with three Japanese fighters shot down.

During the next two months, the pilots of F4U-1 developed a special tactic that became standard in battles with the Japanese. Using the existing advantage of "Corsairs" in speed characteristics, the American pilots made the attack of the Japanese first. Noticing enemy planes, the American pilots quickly gained altitude, and dived at the enemy, destroying Japanese cars with machine-gun fire. After the attack, they carried out a way out of combat with a climb, occupying a new frontier for the next attack. Noticeably yielding to the Japanese “Zero” in maneuverability, F4U tried not to get involved in a close maneuver fight. In critical situations, the Corsair tried to break away from the pursuing enemy with a quick climb or dive. Information about the great potential of the new F4U-1 spread as the VMF-124 squadron increased the score of its victories, and more and more aviation units of the marines began to switch to "Corsairs".



Many pilots became aces, fighting on F4U. Much more difficult was the preparation for the use of a fighter on aircraft carriers. The first test take-offs and landings that took place on the Sangamon aircraft carrier in September-October 1942 of the year revealed many flaws in the Corsair design. So, sometimes the fighter suddenly, for no apparent reason, lost speed, fell on the right wing and entered the tailspin. The strong torque of the propeller at the start and landing caused the instability of the aircraft. The car literally chatted right and left. The usual technique of landing on the deck of an aircraft carrier was virtually impossible. The motor limited the pilot's view, and the drops of oil splashing from the engine onto the frontal glazing of the lantern made the visibility even worse. When landing, the pilot was forced to approach the aircraft carrier not in a straight line, but on a bend in order to be able to see the deck. Immediately at the moment of landing, the plane lowered its nose and hit the deck with the main wheels extremely hard. The fighter often jumped on the hard shock absorbers of the landing gear, "goat", which often led to damage to the aircraft.



In this situation, the leadership of the Navy could not use the "Corsairs" as deck fighters. Up until the advent of the F4U-1D modification, every takeoff and landing on an aircraft carrier was associated with a high risk. For confident piloting of the Corsair, the pilot needed to go through many hours of flight training. The number of F4U fighters lost for non-combat reasons far exceeded the combat losses (349 vehicles were shot down by anti-aircraft artillery, 232 for other combat reasons, 690 during non-combat sorties, and 164 were defeated during takeoffs and landings on aircraft carriers).

Since January, 1943, the company Sikorsky has joined the work on the improvement of the aircraft, united for a time with Chance Vout. Since February, Goodyear has begun production of F4U-1, and since April Brewster has begun production. The aircraft of these companies were designated FG-1 and F3А-1, respectively. At the same time, Chance Vout launched a large program to create a F4U-2 night-deck interceptor equipped with a radar and an F4U-3 high-altitude fighter with an R-2800-16С engine and a turbocharger that supported 2000 l power. with. to altitude 12 km.

Taking into account the operating experience of the Corsairs, they developed a version of the F4U-1А with a new lantern of the pilot's cabin, which replaced the machines of the Vout, Brewster and Goodyear vehicles of the U-1 modification.

Gradually, the Corsairs began to be used more and more in combat operations. Their good flight performance gave them superiority over enemy fighters. And even the famous “Hellcats”, possessing better maneuverability, were inferior to them in speed. Indeed, at sea level, the speed of the F4U-1А was 548 km / h, and at the height of 7 km - 636 km / h. For F4U-3 (also 1943 of the year of release), these figures were 521 and 605 km / h, respectively.

The ratio of victories in air battles with the Japanese was clearly on the side of the Corsairs. According to statistics, after each 30 sorties, the pilots of the Corsairs shot down the plane against the target. Among the pilots who fought on the "Corsairs" were their aces. For example, Major Boington scored 28 air victories. 26 downed aircraft was in the account of Captain Foss.

Fought on the "Corsairs" and the allies. More than two thousand Lend-Lease vehicles were transferred to the UK (95 - F4U-1, 510 - F4U-1А, 430 - FЗ-А ​​and 977 FG-1). There they received the designation "Corsair" I, II, III and IV, respectively. 424 aircraft was in service with the New Zealand Air Force.

During serial production, the Corsair continued to be improved. At the end of August, the 1943 was launched from the conveyors by the F4U-1С fighter, the armament of which consisted of four 20-mm cannons with 120 rounds of ammunition. In November, the F4U-1D fighter-bomber, capable of carrying bombs weighing up to 908 kg or missiles of caliber up to 127 mm (8 pcs.), Began to arrive in the US Navy. On these planes, the new R-2800-8W engines were installed with water-jet forcing. This allowed a short-term increase in engine power to the HP 2250. The rate of climb increased from 14,5 m / s to 15,8 m / s (almost like the F6F-3). Maximum speed at the height of 6500 m - up to 670-680 km / h.



From April 1944, the companies Brewster and Goodyear switched to the production of these machines (А3А-1D and FG1-D aircraft). In total, American factories launched 8,5 thousands of F4U-1 of all types, of which 4102 aircraft accounted for Chance Vout. 3808 machines released the company Goodyear and 735 - Brewster. In 1944, instead of the F4U-1, fighters of the U-4 modification began to leave the factory workshops. In fact, it was all the same "Corsair", but equipped with a more powerful 2450-powerful engine R-2800-18W and a new four-bladed propeller.

Thanks to an improved power plant, the combat capabilities of the machine have increased dramatically. Maximum speed increased to 683, km / h. The rate of climb reached 19,6 m / s and became even greater than the last version of Hellcat P6P-5, also released in 1944 g. For example, if Hellcat gained one height of 954 m, then Corsair 1190 m. At the same time, the F4U-4 flew 50-60 km / h faster. Now, over the sea "Corsar" was not equal. The US Navy ordered six thousand aircraft at once. However, until the end of the war managed to build only about two thousand. However, F4U-4 managed to make war. A special role of these high-speed fighters with long-range (which largely contributed to the presence of two additional outboard fuel tanks), played in battles with Japanese kamikazes, destroying them on the distant approaches to their ships. The Corsairs also operated successfully on ground targets - especially F4U-4В, armed with 20-mm cannons, bombs and missiles.



During the battles for the Japanese islands, the Corsairs received the nickname "Okinawa Angels" from the American marines.

After the end of the war, the serial production of the F4U-4 gradually began to turn off and in 1947 completely ceased (2356 machines built). In this case, part of the aircraft was released in the form of night interceptors, equipped with airborne radar installed in the fairing on the right wing. They had the designation F4U-4Е and F4U-4М.



But the story "Corsairs" is not over. Firm Goodyear independently continued work on the creation of the "Super Corsair". F2G-1 and F2G-2 aircraft with R-4360 "Wasp Major" engines with 3650 l power appeared. with. In combat mode, they had a speed of 724 km / h, rate of climb - 22,35 m / s (built 418 F2G-1 and 10 F2G-2).



Chance Vout from 1946 to 1951 Also released 568 machines modifications F4U-5, of which 315 - series 5N and 5NL with airborne radar. The maximum flight speed of the F4U-5 reached 724 km / h, although some pilots claimed they were flying much larger.

In 1950, the F4U-4 and U-5 fighters were sent to Korea. There 82% of all strikes inflicted by deck planes on the enemy, accounted for their share. True, in Korea, they, as a rule, had to act on ground targets, since they could no longer fight the jet MiG-15.

In view of the fighting in Korea, in 1952, the production of an improved attack aircraft was launched, receiving in the fleet aviation a new designation AU-1 (F4U-6). The plane was armed with four 20-mm cannons, it could carry 10 missiles or six 227-kg bombs (built 110 aircraft).



In the same 1952, the aircraft was produced and modifications F4U-7, which absorbed all the best achievements of piston aircraft. These planes served the Americans up to the 1957 year, while the French were in service with the 1964. In some countries of the "third" world (Argentina, El Salvador, and others.) "Corsairs" lasted even longer. So, Salvadorans used them during the fast-moving “football” war of the 1971.

In general, the Corsair took the same place among the fighter planes of the Second World War as the Mustang fighter among ground fighters.



Sources:
Ivanov S. F4U Corsair // War in the air. No.109. C. 2-3, 6,8-10, 43-45.
Kudishen I. Norovisty "Corsair" // Aviation and Cosmonautics. 1997. No.1. C. 30-33, 36.
Bakursky V. Angels of Okinawa // Wings of the Motherland. 1992. No.6. C.25-27.
Chechin A., Okolelov N. F4U Сorsair: ten years in the series // Model Designer. 2013. No.6. C. 21-26.
Haruk A. Fighters of the Second World War. M .: Yauza-Press, 2012. C. 273-278.
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  1. +9
    17 June 2015 05: 59
    Great article! To the author +, hi This is one of my favorite American 2 MV aircraft. The only thing would be very great if we painted his historical battles in more detail.
    1. +3
      17 June 2015 10: 51
      [quote = NOMADE] if he would have described his historical battles in more detail. http://www.nauka-tehnika.com.ua/nt/article/istrebitel-f4u-corsair-chast-2
      1. +2
        17 June 2015 15: 01
        Thanks for the link!)
    2. +1
      17 June 2015 19: 11
      http://www.airwar.ru/history/av2ww/allies/f4u-1/f4u-1.html - достаточно интересное описание боевого дебюта Чэнс-Воут F4U-1 "Корсар" из эскадрильи VMF-124 корпуса морской пехоты США - первого подразделения авиации КМП США, оснащенного истребителя данного типа.
      The squadron was commanded by Major William I. Guise. With twice the range of F4F fighters, the Corsairs significantly extended the range of the Cactus Air Force. The Corsairs were able to accompany heavy bombers of the US Air Force on long-distance raids on Japanese airfields located in the central and northern parts of the Solomon. The first group of pilots to arrive on Guadalcanal with Squadron VMF-124 included Lieutenant Kenneth A. Welch, the first ace to win the honorary title flying the Corsair. His recollections of the combat debut of the new fighter form the basis of the article.
  2. +6
    17 June 2015 08: 01
    I spat it out .. specifically, in the case, the maximum information ..
    1. -2
      18 June 2015 12: 13
      Oh, why, then, given the F-6 fighter, its generally higher performance characteristics (at the time of the organization of production), the Americans, like fools with a written bag, "rushed" with the refinement of the Corsair. In general, in my opinion, it is extremely populist "The path to glory" was chosen by the author - to pull with the world on a thread, about a famous car, so this is, briefly. And the minimum work and the rating of the article are provided. "Corsair" is unique in that it was perhaps the only realization of the dream of many, brought to an operational state military theorists - a single-engine tactical strike aircraft, which, after bombing / attacking, could conduct a full-fledged air battle. For example, in our country, this topic was dealt with by Sukhoi (the Su-6 completely lost its versatility, received an arrow and turned into an attack aircraft) and Kochergin (his OBP- 5 never received the engine of the required power) And the main condition for the success of the Americans was not the engine (it was later replaced with an even more powerful one), but the newest (at that time) magnesium alloys that had a significant amount of flax strength (they were also used by Boeing when creating the B-29).
      1. 0
        18 June 2015 14: 51
        And the unique traction characteristics of the propeller, its high efficiency were achieved both due to the size and the provision of the most favorable operating modes. However, the propeller also gave rise to the main disadvantage of the machine - a significant gyroscopic moment. In the fight against it, the methods known at that time could not be applied. completely geometry, the dimensions of the machine were significantly limited by the dimensions of the ship's elevator. The solution was proposed by Sikorsky, it was his company who developed the automatic underwing turbulators (below their work is described by MOTOSTRELOK). I will add only that they were located symmetrically and also performed anti-rotary functions. All measures applied by Sikorsky to improve the VHF were implemented on the modification "D", it was with her that the full-fledged deck operation of the vehicle in the US Navy began. All previous modifications were considered dangerous on landing. I am more inclined to doubt the qualifications of American decks. After all, the British flew from the deck on the MK1 Corsairs , despite the fact that the decks of British aircraft carriers are smaller than American. And the British weather conditions are more severe.
      2. 0
        18 June 2015 14: 52
        "To conduct a full-fledged air battle" - you probably got excited ... This log after the attack was able to quickly hit the road, that's for sure ... There are big doubts about the "air battle" ... Il 2 and he maneuvered better ...

        By the way, Sukhoi never considered the Su-6 as a vehicle capable of maneuverable air combat ... I'm afraid you confused it with the Kocheriginsky "OPB" ...
  3. +3
    17 June 2015 08: 03
    By the way, the plane was quite large in size. Slightly smaller than Thunderbolt. The Americans did not get small fighters then.
  4. +1
    17 June 2015 08: 36
    I haven’t read anywhere that having Hellcat the military needed a corsair like air. The plane is rather unsuccessful as a deck, which you yourself described. In addition, due to the powerful moment of the propeller, a solid load was placed in the wing console, reducing the combat load and creating an airplane instability along the roll due to the displacement of the center of mass in the side of this load from the longitudinal axis of the aircraft, so piloting such an aircraft delivered a lot of inconvenience to the pilot , and the inexperienced often cost even a life outside the battle.
    1. +4
      17 June 2015 13: 32
      So after all, the same R-2800 engine stood on Hellcat. Did its propeller not create a moment?
      In general, it’s strange - Korsar is an unsuccessful deck, but managed to fight in Korea, in contrast to a successful helleket
      1. +2
        17 June 2015 15: 14
        + agree with you
        the mention of problems with the centrifugal force of the propeller / engine, with a similar engine / propeller on other aircraft, was always surprising.
        on the topic, like, this aircraft in races in the states with a shortened wing and an engine (modern) with an engine of over 5000 hp is one of the record holders among piston aircraft at a speed of about 800 km / h at an altitude of about 500 meters (where the competition is).
        I could be wrong, but this plane is very impressive!
        1. +1
          18 June 2015 02: 45
          The engines were the same, the propellers were not. In general, propeller-driven installations, based on one engine, were radically different in control principles, degree of automation. On Helkete, the propeller pitch was constantly changing, adjusting to the thrust characteristic of the engine. That caused some "thoughtfulness" of the aircraft when the throttle was moving abruptly. On the "Corsair" this method was used only in cruising modes. On takeoff / landing, combat modes (there were several of them), the whole "dance" went from the optimal pitch and speed of rotation of the propeller, and the engine had to provide them. The last method is technically more difficult to implement, requires the use of complex regulators and, in general, a higher level of technology in the manufacture of all elements of the HMG. At the same time, it provides a more complete and, most importantly, almost instantaneous transformation of engine power into "thrust" created by the propeller.
  5. avt
    +3
    17 June 2015 09: 00
    Mmdaaa ...... Two decks of the Second World War personally please the eye for me and this is not 0 Japanese, but this "clumsy" but such a tightly knocked down unit and "Wild Cat" with its cool landing gear retraction system, which, Again, in my perception, this outright, outplayed the "barrel" - "Buffalo".
    Quote: qwert
    The Americans did not get small fighters then.

    No. It turned out - the same "Wild cat", you do not look at the dimensions, but at the tasks that the shipmen perform and what is needed for this, well, do not compare them with the Yaks and messers.
  6. +6
    17 June 2015 09: 52
    we need more such articles !!! good
  7. +1
    17 June 2015 10: 52
    Good article again. Thank you.
    Isn’t it time to think about the book? Or to open your own resource where all the articles would be in one clip?
    1. +2
      17 June 2015 14: 47
      No no, by no means. Otherwise, they will go crazy on the Ukrainian topic. smile Thanks for the interesting articles.
  8. +8
    17 June 2015 11: 02
    I personally have a strange feeling from American cars of that time ... For the most part, this is a "log with a motor" ... A clear illustration of the fact that if you attach a powerful enough engine and the fence will take off ... The engines there are certainly great, but everything else ... I suspect that what helped the amers out was that in the end they got an overwhelming advantage in high-speed data - a classic boom-zoom ... Fell hit, left ... If Zero had slightly more powerful engines, it would be the same as with a "flying bottle sake "... And imagine this sobbing on the fronts of Europe ...
    1. +2
      17 June 2015 15: 21
      you compared it well with the flying Log;) But, if you approach it like that, then Mustang is the same .. Different schools, different access to materials, different access to ICE, different access to tactics, different culture of production, and much more .. ..
      From here and different planes ..
      Judging by the results of the Mustang missions in Europe, the results on the European front, for this "Log", would not be bad;))
      1. +4
        17 June 2015 15: 39
        Well, the Mustang still does not look like a log ... the laminar profile of the wing, excellent aerodynamics and maneuverability very decent at the working height. Those. there was still no such excess. Yes, and Mustang became famous with the British and not the American engine ... With in-line engines in the USA then, too, not everything was smooth.
        1. +1
          17 June 2015 16: 59
          As for the laminar wing and success with the Merlin engine, I agree with you .. The laminar wing was an advanced solution at that time. But, despite his size, I think (due to his "reservation", engine, radio equipment, weapons, quality and structural strength) he would be a good fighter. Perhaps, by the totality of these properties, he was in service with the "partners" for a long time.
        2. +1
          17 June 2015 17: 11
          .... and very decent maneuverability at a working height ....

          .... Mustang is a high-altitude aircraft ... He could demonstrate his maneuverability above 5 km .... And in Europe, air battles were mainly at altitudes of 2-3 km ... And there he was "iron" (something type LaGG-3) .... It was created (like most amerovsky fighters) as an escort fighter ... hi.... Yes .... The laminar wing gives an advantage on cruising modes (we fly long and far lol ), in maneuvering combat at medium altitudes, there is little sense in it .... Yes
          1. Alf
            +1
            17 June 2015 22: 52
            Quote: aleks 62
            And in Europe, air battles were mainly at altitudes of 2-3 km ...

            Amendment. Not in Europe, on the Eastern Front. Over Western Europe fought on 6-8 thousand.
    2. 0
      17 June 2015 19: 37
      Quote: Taoist
      For the most part it is a "log with a motor".

      If my memory serves me right, then that's exactly what Yakovlev spoke about American planes (fighter jets).
      In the memoirs of one Il-2 pilot there was such an episode. One link of the Il-2 in May 45 got lost and settled in Czechoslovakia at an airfield controlled by the Americans. So that's it. This pilot was then already almost a deputy. shelf. And he was sent to return the lost. When they sat down, the Americans gave them a tour of the airfield. Well, apparently with the aim of showing their power. Among other things, they were shown Thunderbolt fighters. So that's it. When our people saw them, everyone had a question: "HOW can you fight with Messers on such a fighter?" And they called it to themselves: "a fast flying barrel of gasoline."
      I welcome you Alexey! hi
      1. +7
        17 June 2015 21: 25
        Well, it was de facto ... as such, the Americans almost did not conduct air battles.

        “At high altitudes, no Luftwaffe fighter could match the P-47, but at low and medium altitudes, the P-47 clearly lacked maneuverability and rate of climb. However, the P-47 could easily withdraw from the battle at any moment with a steep dive. not a single enemy aircraft could catch up with it. Among the pilots of the 4th group there was a strong opinion about the inability of the P-47 to air combat with German fighters. " (from)
        Those. the only tactic available to them was hit and fuck.
        1. +1
          18 June 2015 10: 29
          Quote: Taoist
          Among the pilots of the 4th group there was a firm opinion about the inability of the P-47 to air combat with German fighters. "(C)

          After tests of the P-47 in the USSR, he was given such a characteristic. The P-47 is a good light bomber, attack aircraft, high-altitude interceptor, anything but a fighter.
          1. +1
            18 June 2015 12: 20
            I also heard a saying about Thunderbolt - "A good plane for flying in a straight line" (something like that) hi
            1. +1
              18 June 2015 20: 13
              There was another option - "What should the Thunderbolt pilot do if he is attacked by an enemy fighter? - Shrink into the armored back and wait for the enemy to run out of ammunition!"
  9. +1
    17 June 2015 11: 47
    It was a good plane for its time.
  10. +3
    17 June 2015 23: 24
    The article is somewhat non-reflective of the meaning of the events: slipping about the creation, just a little bit about the design and a little about the modifications and the military application, well, etc. Think about the numbers of years. The story of Corsair began (attention!), In 1938, when the US Navy announced a competition for a new generation of carrier-based fighter. The firms Bell, Scrocket and Chance Boat participated. I will not write about the competition, the main thing here is to understand what it is like in American. In order to sell your product, you must stun the customer with such characteristics that he would be behind your car with both hands. Engineers of C.-B. also went along this path. They tried to put a maximum of new ideas and technical solutions into their aircraft. Often not tested. AS A RESULT, THE NEW MACHINE REPRESENTED UNRELIABLE AND EVEN DANGEROUS AIRCRAFT. AND THESE DECISIONS MORTGED OR RIGHT STATED BY THE DESIGNERS HAVE A POSITIVE INFLUENCE ON THE CUSTOMER. So the plane passed the mock commission in February 1939. After another 4 months, the prototype was ready and then the first bummer, Pratt-Whitney delayed the delivery of the engine, the development of which was not yet completed. finally, in the middle of spring 1940, the motor was received and on May 29, the pilot Laimen Buelard made a half-hour flight on it. Further shortcomings rained down from the cornucopia, especially in the control system and in the engine. June 12, 1940. during climb on an airplane driven by Boon Guyton, he overheated and jammed the engine. The pilot managed to put Corsair on the golf course, but not entirely successfully. The car at a speed of 120km / h crashed into the fence and cotered, breaking off the rotor blades, vertical tail, and the stabilizer. The engine mount was crumpled, the fuselage was badly broken, but the pilot survived. At first they decided to write off the plane, which meant a delay in testing, or even a complete rejection of them. Technologists of the Stratford plant saved the situation, after a detailed inspection, they said that the aircraft can be repaired. After three and a half months, the Corsair with the new more powerful R-2000-8 continued testing. In their course, a number of shortcomings were identified, and some failed to be eliminated at the first stage. In particular, the aircraft had the tendency mentioned above to fall on the left wing, at speeds close to the minimum. In addition, the alignment was too much in front, as a result of which it was necessary to keep the negative pitch angle on the landing glide path and, accordingly, increased speed due to the small angle of attack of the wing. Correspondingly, touching the runway at high speed often led to bonding (which subsequently happened more than once, more than fifty pilots died and crippled). The corkscrew characteristics left much to be desired, during the dive test, the trim tabs broke, the linen sheathing of the wing consoles and control surfaces came off. Armament recognized as weak. But at the same time, the speed turned out to be 650 km / h higher by 87 km / h than in those tasks, and the rate of climb was 22 m / s, which is also a rather high value.
  11. +3
    17 June 2015 23: 24
    According to the test results, the aircraft underwent a significant alteration, primarily to place weapons in the wing, tanks were removed from the latter. To maintain the range behind the engine, a 900-liter protected tank was placed, the cabin had to be moved back almost a meter, which led to the center of mass moving even further forward and to even worse viewing. To partially solve the last problem, we changed the design of the binding of the lantern and installed ears from plexiglass, like the P-40. The aircraft with the above changes and a 1970-horsepower R-2800-8 engine received the name F4U-1. And finally, on June 3, 1941 (74 years ago), the Navy signed a contract with the company for the supply of 580 aircraft. The first aircraft for military tests came off the assembly line on June 28, 1942. Official transfer to the fleet July 31, 1942 According to the results of military tests, again several dozen changes and the complete unsuitability of deck-based for average pilots. Finally, in September 1942, Corsairs appeared at the Marines. Here is a 4-year path from 1938 to 1942. Further there were still changes, well, this is written in the article. Here it is curious how they coped with felling at low speeds. On the right wing, in the area of ​​machine-gun ports, a tear-metal corner 152 mm long was installed. At the beginning of felling on the left wing, it caused the flow to stall on the right, which led to the alignment of the machine.
    More on the tactics of the battle, since they fought on the Corsairs, so they fought on the Wildcats. An American pilot on a Wildcat in a battle against Zero of the first modifications had to rely on the good acceleration characteristics of his aircraft on a dive, as well as some superiority in rate of climb. Having gained speed in a gentle dive, he could make an energetic immelman and attack a Japanese plane in the forehead. Here one more advantage of Wildket was affected - his weapons had sufficient power, accuracy and rate of fire, which would destroy Zero in a half-second salvo. Well, in Corsair you could do it all easier. Well, so briefly I had to add
    1. +2
      18 June 2015 01: 34
      Thank you! hi Interesting! good
    2. The comment was deleted.

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