Carrier-based fighter Chance-Vout F4U "Corsair". F4U Corsair - ten years of the Corsair carrier-based fighter series

The first years of the Vietnam War showed that the US carrier-based aviation did not have an aircraft capable of effectively carrying out missions related to striking ground targets and supporting troops. The A-4 Skyhawk attack aircraft, which was in service for more than a decade, was distinguished by its small range and low combat load; the losses of vehicles of this type turned out to be too great. In 1963, a competition was announced to create (in as soon as possible) a new carrier-based attack aircraft under the VAL program: a light attack aircraft. It was planned to be put into service in 1967. The results of the nonnurse were announced in 1964; The winner was LTV. Her project was recognized as the most suitable, including in terms of the timing of the design and construction of prototypes. The time reduction was achieved by using the F-8 Crusader fighter as a prototype. However, we had to do a lot of work, turning this rather large vehicle into a compact attack aircraft. The length of the aircraft was reduced by eliminating the engine afterburner, and the height was reduced by cutting off the tip of the fin. The take-off weight of the aircraft decreased after abandoning the mechanism for changing the angle of the wing, four guns (only two were left) and the retractable NUR launcher. The new reinforced and sloping wing made it possible to place six pylons on it for mounting weapons (there were only two on the F-8). Two hardpoints were left along the fuselage booms, retaining the ability to carry air-to-air missiles on them.

For the attack aircraft, they chose the latest by-pass turbojet engine TF-30 at that time, or more precisely, its non-afterburning modification TF30-P-6. The use of a power plant of this type guaranteed minimum consumption fuel. The pilot was covered with aluminum alloy armor on the bottom and a steel sheet on the front.

The contract for the construction of seven prototypes of the attack aircraft was signed in March 1964; The new aircraft was given the designation A-7A “Corsair-2”. The first of them took off on September 27, 1965. A few days after this, LTV received an order for 140 production vehicles. In parallel with flight tests, serial production began. A year later, the first two squadrons were formed - VA-147 and VA-1 22. After training the flight and technical personnel, VA-147 was relocated to the aircraft carrier Ranger, and on December 4, 1967, the aircraft of this unit made their first combat missions in Vietnam.

Combat use experience has shown high efficiency new aircraft, but at the same time revealed some shortcomings. A-7 pilots tried to carry out bombing either from level flight or from a gentle pinion, avoiding flying at altitudes below 1500 m, where they could suffer from fire from small-caliber anti-aircraft weapons. Most often, damage to the power plant and fuel system was noted. A hidden feature of the engine also revealed itself: as the speed of the aircraft increased, its thrust greatly decreased. So, at a speed of 860 km/h it is only 3200 kg, which is almost 2000 kg less than the static indicator. The low thrust-to-weight ratio of the aircraft had a negative impact on fuel consumption and climb rate - at sea level it was only 29 m/s. When taking off from the deck, the weight of the attack aircraft was limited to 14,700 ng. Its speed was also considered insufficient, especially since when performing an anti-aircraft maneuver it dropped from 920 to 550 nm/h. And then I had to remember about the afterburner intention. It could increase the thrust-to-weight ratio and allow achieving sound speed. Starting from the 199th aircraft, it was equipped with a TF30-P-8 engine with a shortened afterburner, which increased thrust by 30%. The new version of the attack aircraft was given the designation A-7B. Thanks to improved equipment, he could use Walleye guided bombs and Maverin missiles. The rate of climb increased to 38 m/s, the ceiling increased by 1000 m. However, the flight range decreased by 100 km.

Almost from the first days of the existence of the Corsair-2 aircraft, the Air Force became interested in it. The appearance of such a machine would make it possible to partially relieve the crews of F-4 aircraft, using Phantoms for more important missions, and replace the worthless fighter-bombers of the “hundredth series” (F-100,105). Testing of the prototype A-7 (second copy) in the interests of the Air Force began in 1966. At one of the training grounds, a comparative assessment of the Corsair and Phantom was carried out when they carried out strike operations. The attack aircraft outperformed the fighter-bomber in most respects, but the shortcomings of the A-7A required its further modernization. At the end of 1968, the Air Force accepted it into service (with improved armor and a new Spey-25 engine from Rolls-Royce - American designation TF41). The new modification for the Air Force was designated A-7D, and for the Navy A-7E. The power plant of these aircraft was covered with ceramic armor.

The first flight of the A-7E took place on November 25, 1968. In the summer of 1969, the first production aircraft were included in the VA-1 22 squadron. Since 1978, the aircraft began to be equipped with a FLIR system on the right inner pylon. The Corsair could also be used as a tanker, transferring fuel from external tanks. There was also a training modification TA-7S (60 aircraft). Serial production of the A-7E continued until 1981. Aircraft of the A-7D type were in service with the Air Force until the advent of the more powerful A-10 Thunderbolt 2 attack aircraft, and then were transferred to the Air National Guard.

In 1987, LTV proposed an improved model of the aircraft under the designation A-7+ (Plas). The turbojet engine from the F-15 fighter gave the attack aircraft supersonic speed. In the fuselage extended by 1.36 m they placed modern equipment. Flight testing began in 1989; the new designation of the aircraft is YA-7F. The vehicle could fly at night, skirting terrain at an altitude of 60 m. The company proposed to the fleet to upgrade all carrier-based attack aircraft to the A-7F variant, but due to the adoption of F/A-18A fighter-attack aircraft, it was refused. Since 1990, no work has been carried out on the YA-7F aircraft program.

The A-7E Corsair-2 was withdrawn from service after the end of hostilities in the Persian Gulf region, where the attack aircraft had performed well. According to official reports, there were no casualties among them. A total of 1,545 A-7 aircraft were produced.

It should be noted that the Navy command could not forget the good old Skyraider. Even the light jet Skyhawks were unable to compete with the A-1, which could “hang” in a holding area for two hours with bombs and missiles weighing 2,000 kg or “take out” half a dozen wounded Marines from the battlefield. Assuming in advance that the new Corsair would not be able to perform such “miracles,” simultaneously with the VAL program, the fleet began work on a special aircraft that would be as close as possible in its combat capabilities to the A-1 attack aircraft. The code name for this aircraft is COIN - COunter INsurgensu aircraft, or counter-insurgency aircraft. The development of such a machine since 1963 involved 22 American companies. In 1964, under pressure from other branches of the military, the Navy chose the winners. It turned out to be the North American company with the NA-300 aircraft. It made its first flight in 1964. According to its capabilities, the NA-300 is capable of: taking off from aircraft carriers or front-line unpaved airfields, providing direct support to troops, reconnaissance, target designation, escorting helicopters and transporting cargo. Serial production of the “anti-guerrilla” aircraft began in 1967 under the designation OV-10A “Bronco”. The vehicle, made according to a two-beam design, had two turboprop engines and developed a speed of 452 km/h, was armed with four 12.7 mm machine guns and various weapons on 7 hardpoints ( total weight load 1630 kg). The OV-10 was adopted by the US Navy and Air Force and was later modernized several times. A total of 353 aircraft of seven modifications were produced. The Bronco never became a deck car. Supplied to the Air Forces of Thailand, Indonesia, Venezuela and Germany. In Vietnam, naval Bronco aircraft were engaged in blocking shipping in the Mekong Delta; They have many sunk junks to their credit.

DESIGN DESCRIPTION

The A-7 aircraft is a classic monoplane with a high-swept wing (35°) and a single-fin tail. The wing is equipped with deflectable tips, flaps and ailerons. To control roll, spoilers are used in conjunction with ailerons. The aircraft control system is hydraulic, with spaced wiring and triple redundancy. When placing the aircraft in the hangar of an aircraft carrier, the wing consoles are folded.

The TF41 engine is located in the rear fuselage; it is covered with ceramic armor on the bottom and sides, protecting it from small arms fire. The air intake is unregulated. The fuel is placed in wing and fuselage protected tanks.
The aircraft's landing gear is three-post. The main struts retract forward into the lower part of the fuselage. The front stand with two wheels retracts back.
An ejection seat is installed in the armored cabin. The movable part of the pilot's cockpit canopy tilts back. The aircraft's equipment consists of a surveillance and navigation radar, an on-board computer and an automatic landing system on an aircraft carrier. The equipment units are located in the middle part of the fuselage at the chest level of the operating personnel. The ARG-126 airborne surveillance radar can detect targets on the ground and in the air. There is a station for active jamming of enemy radar equipment.

AIRPLANE WEAPONS

The A-7A, -7B attack aircraft were equipped with two single-barrel 20-mm Mk.12 cannons. The A-7E has one 20-mm six-barreled Vulcan cannon and 500 rounds for it in a drum for beltless ammunition supply (the spent cartridges remain on board). Six underwing hardpoints can accommodate conventional, nuclear bombs and cluster weapons. The aircraft is equipped with guided missiles and bombs: Maverick, Bullpup, Harpoon, UAB "Wallay", UAB of the GBU series. On the sides of the fuselage there are two pylons for the suspension of the Sidewinder missile.

OPTIONS FOR COMBAT LOAD SUSPENSION ON THE CORSAIR ATTACK AIRCRAFT

Long way to perfection

Before laying down the first production aircraft, it was necessary to take into account all the military’s comments regarding defects. To solve problems with alignment and survivability, the wing tanks were eliminated and instead a single large 237 gallon (897 L) tank was placed at the center of gravity, the exhaust of fuel from which did not change the alignment. The cockpit had to be moved back 813 mm, and the fuselage as a whole was lengthened by 430 mm. The pilot's seat and main components were covered with armor with a total weight of 150 pounds (68 kg). One and a half inch (38 mm) armored glass was placed between the pilot's seat and the windshield of the canopy. To somewhat improve visibility, additional transparent sections were installed behind the pilot’s head, like on P-40 fighters. All weapons were now located in the wing. On the first 20 production vehicles it consisted of four 12.7 mm M2 machine guns; starting with the 21st vehicle it consisted of six machine guns, which was a kind of “standard” for American fighters of World War II. Also, to improve the roll rate, the aileron span was increased.

Serial F4U-1 in the air

First serialF4U-1(factory No. 02153) took off on June 25, 1942. In factory tests, the aircraft showed a maximum speed of 395 mph (635.7 km/h) at an altitude of 22,800 feet (6,949 m) and reached a ceiling of 38,400 feet (11,704 m). The plane was officially handed over to the sailors on August 15, 1942. The trial operation of the first "Corsairs" from the deck of the aircraft carrier CVE-26 Sangamon revealed a whole bunch of problems - the powerful reaction torque caused by the huge propeller led to the fact that when landing the plane fell onto the left plane, and touching only one pillar of the deck began to "goat", slipping arrester cables. The cockpit canopy provided far from the best visibility, for which it received the humiliating nickname “Birdcage”. In addition to this, drops of engine oil fell on it from the engine compartment whenengine cooling flaps completely opened

We had to urgently carry out a set of improvements. The last problem was dealt with very simply - the upper flaps of the cooling “skirt” were fixed in the closed position. We had to tinker more with chassis damping and reaction torque. The keel had to be turned two degrees to the left, and on the right console, next to the machine gun ports, a six-inch long aluminum corner was installed - a “breaker”, which reduced the lift of the right console and thus reduced the reaction torque.

The so-called “tearer” is surrounded by a frame.

The same, but on the plane of the later F4U-5NL

To eliminate problems with landing, the energy intensity of the shock absorbers of the main landing gear was increased, the tail support was lengthened by six inches (150 mm), and the release angle of the landing hook was reduced from 75 degrees to 60. All these improvements were implemented directly during production, and were developed for already produced vehicles bulletins for revision directly in combat units. Also, the aircraft was equipped with two additional unprotected fuel tanks in the wing sock of 62 gallons (235 l) each for ferry flights at maximum range.

But despite all its “childhood illnesses,” the new fighter turned out to be in great demand, and in addition to production at the main Vought-Sikorsky plant in Stratsford (Connecticut), Brewster and Goodyear were involved in the work. "Brewster" produced the base model of the "Corsair" under the designation F3A-1 from April 26, 1943. "Goodyear" built this aircraft under the designation FG-1, and began production in 1943, the first aircraft took off on February 25. It is worth separately noting that Goodyear fighters were built without a wing folding mechanism, and for this reason they were primarily used for the needs of the USMC.

The next point in the Corsairs' fine-tuning program was the unsatisfactory view from the cockpit. With the 758th production machine, a new transparent sliding part of the cockpit of a convex shape, reminiscent of the “bubble” of Spitfars, appeared on airplanes. The new canopy was made without binding and provided significantly better visibility. Moreover, to improve visibility, the cabin was raised by 230 mm. The new modification was called F4U-1A, Goodyear produced these aircraft under the designation FG-1A, and Brewster - under the designation F3A-1A. During the production process, the F4U-1A was further developed. The first wave was the introduction of a ventral mount for a bomb with a caliber of up to 1,000 pounds (454 kg) or an external fuel tank (PTB) with a volume of 178 gallons (674 liters). This made it possible to increase the ferry range to 1,500 miles (2,400 km). A little later, a new engine began to be installed on the F4U-1A - R-2800-8W with a take-off power of 2,250 hp. and a water-methanol mixture injection system, for which a 10-gallon (39 l) tank was placed on board. Thanks to this, it was possible to increase the maximum speed in emergency mode to 650 km/h.

The main difference of the F4U-1A was the new cockpit canopy with better visibility

This modification also tested the JATO (Jet-Assisted Take-Off) booster system for takeoff from the deck of an aircraft carrier without using a catapult. The experiments turned out to be successful, although the system further development I didn't receive it.

Taking off using the JATO system

In April 1944, the attack version of the Corsair appeared in the army -F4U-1D,version produced by Goodyear -FG-1D, produced by Brewster - F3A-1D, it is worth noting that after the completion of the release of this modification, the company no longer took part in the production of Corsairs . The aircraft was equipped with an R-2800-8W engine and a new propeller with a diameter of 158.5 inches (4.025 m). Under the center section, two pylons were installed for bombs with a caliber of up to 1,000 pounds (454 kg) or two anti-tank tanks with a volume of up to 154 gallons (583 l). Due to this, the wing tanks were abolished.

An F4U-1D from VMF-114 squadron taxis at Peleliu airfield, September 1944.

During the development process, first hardpoints appeared on the wing for eight unguided 5-inch HVAR rockets, and since then the center wing pylons have been adapted to suspend heavy 11.75-inch (298 mm) Tiny Tim unguided rockets.

Strike F4U-1D with purely missile armament - eight 5" HVAR and two 11.75" Tiny Tim

These heavy rockets deserve a short story. They were developed to effectively destroy armored targets without entering the range of barrage fire from small-caliber anti-aircraft guns. Such a strange choice of caliber (11.75 inches) can be explained simply - a 500-pound (227 kg) semi-armor-piercing bomb was chosen as the warhead. The weapons turned out to be very effective; it is difficult to find an American attack aircraft from the end of World War II that did not use them.

Footage of a Tiny Tim missile hitting an oblique plane
3-inch armor plate

Simultaneously with the F4U-1D, development of the F4U-1 variant with more powerful weapons began. Instead of six M2 .50-caliber machine guns, the aircraft was equipped with four 20-mm cannons with 220 rounds of ammunition per barrel. The experimental version (production number 50277) flew already in August 1943. However, the development of the M2 guns (the American licensed version of the British Hispano Mk.II) was delayed, and production F4U-1C hit only a year later - in the summer of 1944. Due to the increased weight, it was decided not to equip the aircraft with bomb racks and missile pylons.

The F4U-1C was heavier than its machine-gun "brothers", but had very powerful weapons

There was also a reconnaissance version of the F4U-1D - F4U-1P, in which a Fairchild K-21 camera was installed in the cockpit compartment. The aircraft were used for photographic monitoring of the results of attacks on ground targets, operated in the same group with attack aircraft and carried a full set of on-board weapons.

Another option worth mentioning was F4U-1 WM, which owes its name to the Pratt & Whitney R-4360-4 Wasp Major motor. It was a very difficult engine. The four-row 28-cylinder star initially developed a power of 2,650 hp, and later was able to achieve 3,000 hp. The engine began to be created back in 1940. Its design was unique - to ensure normal cooling each of the “stars” was shifted along an angle, forming a helical line. However, the real problem was the development of an ignition system with seven magnetos, driven by a system of bevel gears with a hydraulic coupling, which made it possible to change the ignition timing. The first test engine was ready at the end of April 1941. From this moment on, a multi-year epic began to fine-tune this engine.

Twenty-eight cylinder monster R-4360 in all its glory

"Wasp Major" turned out to be extremely rich in unprecedented defects. For example, when starting a cold engine, the pistons could easily burst. A lot of problems were caused by carbon deposits on the valve stems and springs. It took a long time to select and develop types of oil suitable for this engine and new variety fuels with fewer additives to maintain thermal conditions. The experimental F4U-1 WM first flew on September 12, 1943. The aircraft showed promising results, but problems with the power plant greatly delayed its development and the project was shelved. They returned to it a little later, but more on that below.

The chick is growing. left - F4U-1WM, right - regular FG-1

In January 1942, work on the development of a night fighter based on the Corsair was coming to an end - this version received the designationF4U-2(sometimes referred to asF4U-2N). The development of options began at the prototype testing stage and the XF4U-1 was actively used for selection optimal shape radome of the AIA-1 radar antenna, located on the right plane. The station blocks themselves were located in the behind-the-cockpit compartment.

F4U-2 night interceptors prepare to take off from the deck of the CV-11 Intrepid aircraft carrier

In the final version, one machine gun had to be removed from the right wing, thus reducing the armament to five machine guns. It is worth noting the perfection of the radar of this aircraft. Weighing 110 kg, it had a radiation power of up to 40 kW and could detect a typical “fighter” target flying at an altitude of 10,000 feet (3,048 m) at a distance of up to 22,490 feet (6,855 m); it detected a “bomber” at the same altitude with 23,990 feet (7,312 m). The radar could detect a surface target of the "cruiser" type at a distance of up to 30 miles (48 km). The radiation angle in terrain survey mode was 120 degrees, and in rangefinder mode it was reduced to 10. All information from the radar was displayed on a three-inch (76 mm) round display in the cockpit. Also, for strike missions, the aircraft could carry either two 250-pound (113 kg) bombs or one 1,000-pound (454 kg) bomb.

Due to the company's workload, this model was not produced. 32 aircraft were converted from F4U-1 at the Naval Aircraft Factory, two more were the result of the work of front-line workshops.

In March 1942, the company took on a new, high-altitude, high-speed modification of the Corsair under the internal designation VS-331, which required a ceiling of up to 40,000 feet (more than 12,000 m). For this purpose, three production aircraft were allocated.

The first aircraft, F4U-1 (production number 17516), received a new power plant from the XR-2800-16C engine with a two-stage compressor designed by Rudolph Birmann, capable of developing a power of 2,000 hp at an altitude of 25,000 feet (7,620 m). To improve traction characteristics, the aircraft was equipped with a four-bladed Hamilton Standard propeller type 6501 A-0 with a diameter of 158 inches (4.01 m). The compressor air intake was placed under the nose of the fuselage, and the hooks used to connect the aircraft to the carrier catapult had to be removed. A distinctive external feature of the car was the old type of “Birdcage” lantern, which received the name XF4U-3A, she began flying on April 16 or 22, 1944.

Experienced XF4U-3A, the air intake of the compressor is clearly visible

The second aircraft, F4U-1A (production number 49664), due to problems with the XR-2800-16C, received an R-2800-14W engine, equipped with a water-methanol mixture injection system and with the same turbocharger and propeller as the “senior” Brother". The new power plant supported WEP (War Emergency Power) mode at 2,800 hp. at altitudes up to 38,200 feet (8,595 m). The plane was designated as XF4U-3B. It took off for the first time on September 20, 1944.

The second experimental "troika" - high-altitude XF4U-3B

The third aircraft, F4U-1 (serial number 02157) converted under the XF4U-3 program into a machine with the designation XF4U-3C, no luck, it was crashed even before the test program began.

In general, the tests showed a significant increase in the speed and altitude of aircraft with a deterioration in horizontal maneuverability characteristics. In the end, they decided to refrain from production and deliveries to combat units, but in 1944, Goodyear, based at the Naval Production Center in Jonesville, equipped several FG-1D compressors. Aircraft under the designation FG-3 until 1949 they were used for various test flights.

In the second half of 1943, the Vought company began working on a project to radically modernize the Corsairs, which received the unofficial designation “Ultimate Corsair”. The key difference was the improved power plant, consisting of an R-2800-18W engine with a power of 2,100 hp. (in WEP mode with injection of a water-methanol mixture it reached 2,450 hp) and a new four-blade propeller. The local aerodynamics of the aircraft’s nose were also reworked, the carburetor air intake was placed under the engine, which became the main external difference between the “four” and the other variants of the “Corsair”. The radio equipment of the aircraft was improved, and the pilot's seat was made foldable for more convenient maintenance. The floor in the cockpit was raised, now the pilot was in his seat in a semi-recumbent position, which softened the effect of overload on the body. The armor mass was increased to 200 pounds (89 kg), and to eliminate optical distortions, the canopy was made from flat armored glass plates. The aircraft was perfectly suited for strike missions - the mass of the outboard weapons reached 4,000 pounds (1,800 kg). Later, the Corsairs were adapted to use the Bat glide bomb with active radar guidance. One such bomb could be placed on the ventral mount of the F4U-4 and hit targets at a distance of up to 23 miles (37 km). The high-explosive warhead weighing 1,000 pounds (454 kg) caused heavy damage to anyone warship, and this bomb was removed from service only in 1953.

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Experienced F4U-4X in flight.

Two prototypes were built for testing - F4U-4XA And F4U-4XB, the first of them took off on April 19, 1944. Tests showed a significant increase in performance characteristics - maximum speed reached 250 mph (724 km/h) at an altitude of 26,200 ft (7,986 m), climb rate reached 4,000 ft/min (1,219 m/min), and the ceiling increased to 41,500 ft (12,649 m). Even before testing began, on January 25, 1944, the military placed an order for 1,414 production fighters F4U-4, later ordered another 2,371 aircraft from Goodyear, which were to be produced under the designation FG-4, but due to the end of the war the contract was canceled.

An F4U-4 takes off from the deck of the aircraft carrier CVA-21 Boxer, 1953.

Experimental machines were later used to test new technologies - for example, a new coaxial propeller from Aeroproducts was tested on the F4U-4XA. It completely eliminated problems with reactive torque, but turned out to be overly complex for mass production. End fuel tanks were tested on the F4U-4XB, but due to a drop in the roll rate, it was not possible to interest the Navy in a full-scale order.

F4U-4 armed with Bat glide bomb

F4U-4 fighters were armed as standard with six M2 heavy machine guns. By the end of the war, this was no longer enough and for this reason a version was developed with more powerful front-line armament, consisting of four M3 cannons with 924 rounds of ammunition, instead of machine guns. Initially, the version for the American Navy and Marine Corps received the designation F4U-4C, for the British - F4U-4B, however, the British withdrew their order, and all the F4U-4Bs built for the British ended up in the USA. At the same time, the F4U-4C was renamed F4U-4B to simplify logistics. Later vehicles (produced starting from August 16, 1946) were equipped with R-2800-42W engines with a rated power of 2,300 hp. (WEP - 3.000 hp). A total of 297 such aircraft were produced.

F4U-4B with all its weapons - two 1,000 lb bombs. six 250 pound bombs,
eight 5-inch HVAR rockets, 924 20 mm cannon rounds

It is worth mentioning separately some non-serial variants of the F4U-4. First of all - about night fighters F4U-4E And F4U-4N. The first was developed on the basis of the cannon F4U-4B and equipped with the AN/APS-4 radar and did not move beyond the project. The second was converted from a serial F4U-4B (serial number 97361) and equipped with an AN/APS-6 radar, but did not go into production. However, all the data obtained on its operation were used in the development of the night version of the next generation of Corsairs. The only F4U-4N was dismantled for scrap in March 1948.

Experienced night fighter F4U-4N

In addition, 11 production F4U-4Bs were converted into reconnaissance aircraft.F4U-4P. Having retained their forward and external weapons for combat, the vehicles now have the ability to place Fairchild K-17, K-18 cameras in the cockpit compartment. F-56, K-21 and Kodak K-24. The planes had three windows for filming, one in the floor and two inclined on the sides of the fuselage.

Reconnaissance F4U-4P from VF-54, damaged after stopping at the Davis Barrier during
landing on the aircraft carrier CV-47 Phillipine Sea. Pay attention to the clearly visible
rectangular camera window on the side identification sign

The new version of the "Corsairs" appeared after the war and absorbed all the lessons learned from it. It was a model F4U-5. The aircraft were equipped with a new engine - R-2800-32W with a two-stage compressor and a propeller with a diameter of 159.5 inches (4.051 mm). Rated power - 2,450 hp, maximum - 2,760 hp. The new propulsion system required an even longer hood, but to improve visibility, the entire nose section was tilted down 2.75 degrees. The nose air intakes have been redesigned. Instead of one bottom one, they made two side ones of smaller area. The propulsion system control system was fully automated, freeing the pilot’s attention from monitoring the temperature of the engine, oil, pipe compressor mode and other data. The covering of all control surfaces has become aluminum, and not fabric, as on older versions, and spring servo compensators have appeared in the control channels, reducing the load on the control stick when flying at high speeds. The course armament, as on the F4U-4B, consisted of four 20-mm M3 cannons, but the designers took into account the experience of combat operation of the F4U-1C and the weapons compartment received electrical heating to increase the altitude limit for the use of weapons.

Experimental aircraft XF4U-5, “cheeks” have not yet appeared on the aircraft

Experienced XF4U-5s began rebuilding from three production F4U-4s after receiving a letter of intent from the Navy to receive upgraded Corsairs.February 6, 1946. Already on April 4 of the same year, flights of the prototype of the new modification began. The tests were marred by tragedy - on July 8, 1946, the pilot who took the first XF4U-5 into the air, Dick Burroughs, died due to a sudden engine stop. Despite the disaster, Vought received an order for 223 fighters. The first production F4U-5 took flight on May 12, 1947.

Serial F4U-5, the “cheeks” of the compressor air intakes are visible on the sides of the hood

The night fighter entered serial production in May 1949. F4U-5N. The aircraft received excellent equipment for its time. The first versions had the improved AN/APS-6 radar, and later the more advanced AN/APS-19 (A). In addition, the aircraft was equipped with an AN/APN-1 radio altimeter, an AN/APX-6 friend-or-foe identification system, a Mk.20 universal sight and an R-1 autopilot, which stabilized the aircraft’s position in space when turned on. In order not to blind the pilot with flashes from the engine pipes and shots, the exhaust pipes were covered with additional plates, and flame arresters were installed on the guns. Like the basic F4U-5, the aircraft had an impressive strike potential - a bomb with a caliber of up to 2,000 pounds (908 kg) could be hung on the ventral pylon, a pair of bombs with a caliber of up to 1,000 pounds (454 kg) and/or NARs could be placed under the wing, in total The aircraft could carry up to 5,000 (2,270 kg) pounds of bombs and missiles. It is also worth noting that during the Korean War, the Kosar modifications F4U-4 and F4U-5 received new missiles - 5.5-inch anti-tank RAM with a cumulative warhead. They were hung on the same pylons as the old HVARs.

Night fighter F4U-5N, the radar antenna radome is located on the right console

A polar version of the fighter was also developed on the basis of the "five" F4U-5NL and scout F4U-5P. "Polarnik" was created as an all-weather interceptor. The edges of the wing and tail were equipped with pneumatic deicers, and the propeller and windshield were equipped with an ethylene glycol mixture system that prevented freezing. 72 of these aircraft were built, and another 29 were converted from F4U-5N. The scout was in many ways similar to the F4U-4P. The same three windows in the rear part of the fuselage, almost the same assortment of cameras. An innovation was the S-75 camera, which can rotate in its installation. To use its capabilities, aircraft were equipped with remote control systems for camera rotation. 30 cars were produced.

The latest modification of the Corsair created for the US Marine Corps was the attack aircraft AU-1. The prototype was obtained by converting the serial F4U-5N (serial number 124665) into an aircraft designated XF4U-6, but the name had to be changed in accordance with changes in the designation system for American combat aircraft from 1947. The vehicle was named XAU-1 and took off for the first time on January 31, 1952.

New attack aircraft AU-1 in flight

The attack aircraft received an R-2800-83W engine with a single-stage compressor producing 2,800 hp. The single-stage compressor did not need two air intakes on the sides of the hood and they were eliminated. In return, the car received expanded impact capabilities. To the existing armor protection, another 25 armor plates were added to cover the power plant, fuel tank and pilot. Under the wing there were now ten hardpoints for missiles and small-caliber (100 and 250 pounds, 45 and 113 kg, respectively) bombs. and 500 lb (227 kg) bombs could be suspended from the central and outer pylons of each half-wing. Heavy bombs and rockets were placed on center section pylons. The changes also affected the firing system from forward weapons. On previous Corsairs it was only possible to fire in a full salvo from all guns; on the attack aircraft it became possible to both fire in a full salvo and fire from a pair of cannons, increasing the duration of fire at the cost of reducing the density of fire. From February 7 to October 10, 1952, the industry delivered 110 AU-1 attack aircraft.

The last chronological version of the Corsair was F4U-7. It was a plane for the resurgent French Navy (Aeronavale). The vehicle was a mixture of F4U-4B and AU-1. From the first, it inherited a shorter fuselage with one air intake under the hood, and from the second, a wing with an increased number of weapons suspension points. An R-2800-43W engine with a power of 2,300 hp was installed on the plane. The cockpit was slightly redesigned, raising it and increasing the garrot, which had a positive effect on the view. The range of suspended weapons corresponded to the AU-1, but the “national” feature of the new aircraft was the ability to carry four SS-11 air-to-surface missiles. France ordered 94 aircraft, which were produced from the summer of 1952 until January 31, 1953, when the last aircraft was delivered to the customer.

F4U-7 built for France for attacks on ground targets could
carry four SS-11 guided missiles

We cannot do without continuing the story with the F4U-1 WM. On March 22, 1944, Goodyear signed a contract for the development and production of a high-speed kamikaze interceptor. The plane had to have excellent speed, high acceleration dynamics and climb rate. The variant for the Marine Corps with a non-folding wing received the designationF2G-1, for the Navy - F2G-2, in general, a new modification got a nickname"Super Corsair". According to initial plans, production vehicles were to be delivered in March 1945. The company was given the experimental F4U-1 WM, but problems with the engine, which was still extremely unreliable, delayed the flight of the first XF2G-1 prototype, converted from the production FG-1 (serial number 13471). Ground tests began on May 31, 1944, and the plane took off only on August 26. Alas, the initial redesign of the regular Corsair was not very successful. Goodyear chief pilot Donald Armstrong, at high power, noted extremely weak directional stability, and again began to be annoyed by the reaction torque from the powerful power plant.

Experienced XF2G-1

Pre-production XF2G-1 (No. 14692) with an enlarged keel and a teardrop-shaped canopy

The second experimental XF2G-1, also a convertible from the regular FG-1 (serial number 13472), was used to test various forms of the hood and air intakes to improve local aerodynamics. Next came the pre-production vehicles, which began to be equipped with teardrop-shaped canopies from the P-47D (the so-called “bubbletop”) with serial numbers from 14691 to 14695. Starting from the second, they were equipped with an improved vertical tail - the keel height was increased by 12 inches (304.8 mm) and installed an additional rudder section. which in landing mode (when the landing flaps were turned on) deviated to the right by 12.5 degrees and compensated for the effect of torque at the most critical moment of the flight (landing).

F2G-1 preserved to this day in the Museum of Aviation, the town of Takwilla, in the vicinity of Seattle

The tests dragged on, the first production F2G-1 was rolled out of the assembly shop only on July 15, 1945, and the military was already completely unenthusiastic about this aircraft - a frankly crude car and an even cruder engine, the war with Japan was about to end, kamikazes were already extremely rare They use truly dangerous Okas. Moreover, in case the war continued, much more credible F8F "Bearcat" fighters were already being produced, which were ready to soon appear at the front. Therefore, the contract for “Super Corsairs” was first reduced to 63 vehicles, and then it was completely canceled. In fact, the Goodyear company managed to produce five F2G-1 and five F2G-2.

British Corsair.Mk.II on the lift of the escort aircraft carrier HMS Khedive (D62), 1945. Please note
pay attention to the angle at which the shortened wing consoles are folded

Finally, I’ll tell you about the “Corsairs” transferred under the Lend-Lease program to England, because they were designated separately and were often seriously different from the cars built for America. The first aircraft transferred to the Royal Navy were 95 Corsair.Mk.I, at Vought they were designated as F4U-1B. Since version Corsair.Mk.II(version F4U-1A for Great Britain) there were serious differences in the design - in order for the aircraft to fit better in the less spacious hangars of British aircraft carriers, the wing span was reduced by 14 inches (355.6 mm). Vought supplied the British with 510 of these aircraft. The next version for the Royal Navy was Corsair.Mk.III- 430 Brewster F3A-1D aircraft, the last batch of aircraft were 977 FG-1D, which in England received the designation Corsair.Mk.IV.

In total, over 11 years (!) of production, 12,571 Corsair-type aircraft were built. In the next part I will begin to reveal the history of the operation and combat use of this extraordinary vehicle, and I am not sure that I will fit it into one part. At the end of this part there will be a summary table with the characteristics of the “Corsairs” of various modifications.

In early 1938, the Chance Vought design team, led by Rex Beisel, began designing a high-speed, high-altitude carrier-based fighter for the US Navy. One of the mandatory conditions put forward by the customer was the ability of the new aircraft to reach a speed of at least 350 miles per hour (563 km/h) at an altitude of 6000 meters.

By January 1939, the project was completed, and a full-size wooden model of the fighter, designated XF4U-1 (the letter “X” in the index indicates that this machine is a prototype), was presented to customers. The aircraft made a very favorable impression on the military, and the manufacturing company received an order to create a prototype. By tradition, the aircraft was given not only an index, but also a name - Corsair.

The XF4U-1 was an all-metal monoplane powered by an 18-cylinder, twin-row Pratt-Whitney XR-2800-2 Double Wasp radial engine producing 1,800 hp. With. This engine allowed the Corsair to reach speeds of up to 400 mph (643 km/h) in level flight. In 1939, this result was unsurpassed.

The appearance of the fighter was very characteristic due to unusual design wings They had a W-shaped break at the base, called a “reverse gull”. Thanks to this kink, the distance from the propeller axis to the ground increased significantly, and it was possible to equip the fighter with a propeller with a large blade span. In particular, the XF4U-1 was equipped with a three-blade Hamilton Standard with a diameter of 4064 mm (the largest three-blade propeller ever used on a single-engine aircraft), and despite this, the landing gear did not have to be made too long. In addition, R. Beisel liked the results of blowing an aircraft with a W-shaped wing in a wind tunnel.

Having received an order to build a prototype, Chance Vought immediately began translating its brainchild into metal. Beisel decided to equip the prototype with two 7.62 mm machine guns with synchronizer located above the engine, and two more 12.7 mm machine guns located in the wing consoles. The project with the installation of a pair of 12.7 mm machine guns in the bow could not be implemented due to the very tight layout of the engine compartment. In addition to machine guns, the fighter had to carry two dozen light 2.4 kg bombs in the wing compartments. Oddly enough, the bombs were intended to combat enemy bombers moving in tight formation. In the 1930s, there was a rather controversial tactical idea: if “bombers” are coming in a large mass, then it is better not to try to break through the dense fire of defensive turrets in a fighter, but to pass over the bombers at a high altitude and drop a lot of small bombs on them, which will explode at at a given altitude and, possibly, will destroy some of the bombers.

To build an aircraft with ideal aerodynamics, a newly developed spot welding method was used during assembly. Thanks to this, it was possible to reduce the weight of the airframe and make it smoother. The covering of the outer parts of the wing consoles, and all control surfaces were made of canvas.

The XF4U-1's first flight took place on May 29, 1940, at Bridgeport Municipal Airfield in Connecticut. Tests showed that Chance Vought created a really good aircraft, but before putting it into mass production, it was necessary to eliminate the identified shortcomings: the cockpit canopy was too low, which made it difficult for the pilot to see, the tendency for the aircraft to fall onto the left wing during approach, “goat” during landing , poor performance of the fuel supply system and engine overheating.

Elimination of deficiencies occurred simultaneously with new test flights, during one of which the prototype received severe damage while making an emergency landing. However, Beisel’s plane turned out to be durable, so it was possible to repair it quite quickly.

In October 1940, after the next round of tests, the Navy issued an order for mass production of the Corsair fighter. The initial order included 584 aircraft of this type, and no one imagined that ultimately 12.5 thousand of these aircraft would be built over the entire history of the F4U.

The first modification of the serial “Corsair” received, in comparison with the prototype, quite a lot of design changes. The cockpit was moved back 0.8 meters, and a protected fuel tank was installed in front of it. The cabin and oil tank were armored. And, most importantly, the plane was equipped with a new Pratt-Whitney 2800-8 engine, which had a power of 2000 hp. With. The canopy has become more spacious, and additional glazing has been installed in the canopy behind the cabin to improve rearward visibility. A bomb holder was installed under each wing of the aircraft. In general, the designers made about a hundred changes to the design of the F4U-1, so the difference between the early and late production aircraft was quite significant.

The 7.62 machine guns were considered insufficiently powerful, so the tanks were removed from the wings of the fighter, and instead, three 12.7 mm machine guns were installed in each wing. With such firepower, the Corsair could deal with almost any enemy fighter. There was also a modification of the F4U-1C, in which the machine guns in the wings were replaced by 4 20-mm cannons.

Unfortunately for sailors, the practice of using the Corsairs of the first modification has shown that they are of little use for use from aircraft carriers due to the still unresolved problem with the fighter falling onto the left wing and bouncing off the runway when landing. Therefore, instead of the fleet, aircraft entered service with the Marine Corps and were used from ground airfields.

Only one aviation squadron American Navy used them - VF-17 "Jolly Rogers" by Tom Blackburn. But the Rogers were also based on land, and not on a ship - although on November 8, 1943, during a combat mission, having used up all their fuel while covering the aircraft carriers, the fighters of this unit were forced to land on the deck. All aircraft landed safely, and this forced the naval command to consider the option of wider use of the F4U from aircraft carriers. Moreover, the British Navy, which received aircraft of this type in large quantities, quite successfully used them as carrier-based fighters. Externally, the “British” F4Us were distinguished by their wingtips trimmed by 0.18 meters. This was necessary so that the vehicles would fit in height into the lower hangars of British aircraft carriers.

In November 1941, based on the F4U-1, 34 (according to other sources, 32) F4U-2 night fighters were created. Only three squadrons were armed with them, and the aircraft were used both from aircraft carriers and from ground airfields. Experimental work was carried out on a “high-altitude” version of the fighter, designated XF4U-3 and equipped with a more powerful engine, but this project did not go beyond the creation of a prototype.

Corsair F4U-4 became the next “mass” production car. More than 2,000 “fours” were built in various modifications. Test flights of this fighter were carried out from the end of September 1944, and its official adoption occurred a month later.

The F4U-4 featured a more powerful engine that allowed it to reach speeds of up to 724 km/h, external fuel tanks that provided a flight range of about 1,600 kilometers, and a new four-bladed propeller. The plane was armed with six 12.7 mm machine guns. The fighter was equipped with missile launchers and suspensions for bomb weapons. The design of the cockpit canopy has also been redesigned and improved.

In the F4U-4B modification, instead of machine guns, the fighter was equipped with 4 wing-mounted 20 mm caliber aircraft cannons, as on the previously mentioned F4U-1C. During the Korean War, a Corsair of this modification, which was controlled by Captain Jesse Folmer, was shot down jet fighter MiG-15.

A night version of the F4U-4N, and a photo reconnaissance aircraft F4U-4P with a camera in the rear fuselage were produced. The F4U-4 aircraft were not only in service with American aviation units - these fighters were also sold to the air forces of El Salvador and Honduras. In the USA they were withdrawn from service in 1956-1957.

The F4U-5 modification had an even more powerful engine, high speed and a flight range of up to 1,750 km. Additional fuel tanks, bombs or napalm containers could be suspended on two underwing pylons. The aircraft was equipped with an automatic flap extension system and a cockpit with a higher canopy. The wing consoles and control surfaces, which previously had fabric covering, were now made of metal. In addition, the “fifth” modification had a number of design changes. Based on the F4U-5, they were also produced in small quantities night fighters and photo reconnaissance aircraft.

The last modification of the Corsair, which was developed for the United States, was the F4U-6, also known as AU-1. This version of the aircraft was intended to carry out assault strikes against the enemy. It was equipped with 10 units for hanging bombs or missiles under the wings, as well as three under the fuselage. Fuel tanks or napalm tanks could also be mounted on the suspensions. The plane had four 20 mm cannons in the wings.

And finally, mention should be made of the F4U-7 modification, produced specifically for the French Air Force. In terms of their armament, they were similar to the AU-1, but were equipped with less powerful engines that allowed them to reach speeds of no more than 706 km/h. The planes fought in Indochina, Algeria and Suez. They were in service with France until 1964.

Chance Vought F4U “Corsair” was an aircraft that demonstrated that unusual engineering solutions could be effective, and thanks to its powerful engine, weapons and robust design, it became a reliable and effective fighting machine that proved itself in battles with the Japanese Air Force.


Release of a prefabricated model by the company FROG, which was initially planned in a rich configuration with a motor and an air suspension, coincided with the beginning of economic difficulties in the UK, and therefore these plans were not destined to come true and the “Corsair” went on sale in a bag equipped with a simple cardboard petal. Despite the fact that sales were successful and a few years later the model began to be sold in a full box, the bankruptcy of the parent company “Rovex” put an end to the British production period.

The resumption of production took place in 1978, after the molds were sent to the USSR to the Tashigrushka factory in Tashkent, where the model was produced for about 15 more years, each year losing more and more in the quality of castings and printing...


In preparing the article, we used materials provided to us A.Alov And S.Prosvirnin, as well as from an online auction eBay.

• In February 1938, the U.S. The Navy Bureau of Aeronautics issued two specifications - for a twin-engine and a single-engine naval fighter. For a single-engine vehicle, it was necessary to obtain the maximum possible speed of horizontal flight (but not less than 500 km/h), a landing speed of no more than 70 miles/hour (112 km/h) and a flight range of 1000 miles (1609 km). The armament was supposed to include four 7.62 mm machine guns or three of the same machine guns, but taking into account the possibility of adding “barrels”. In addition, under the wing it was necessary to provide for the suspension of anti-aircraft bombs - a newfangled weapon at that time, which did not justify itself in any way.

  Despite the failure with the previous V-141 fighter, created according to USAAC specifications, the company Vought-Sikorsky I decided to try my hand again. Moreover, there was much more experience in creating naval aircraft, and biplanes of the “Corsair” series were in service various countries until the end of the Second World War. The design department, headed by chief engineer Rex Biesel, took on the work and proposed a unique design for its time for an all-metal monoplane with a low wing and single-fin tail.
  

  The aircraft was immediately designed for the promising 18-cylinder Pratt & Whitney XR-2800-4 “Double Wasp” engine with a power of 1805 hp. with a double-row “star” and a variable pitch propeller with a diameter of 4.04 meters. In this regard, it was necessary to solve the problem of acceptable ground clearance and chassis.

  Traditional methods (reducing the diameter of the propeller or lengthening the main struts) were clearly not suitable for this, so an original decision was made to use “reverse gull” wing shapes. Thanks to this, it was possible to compactly place the landing gear niches in the wing bend, and the struts (which turned 90° when retracted) turned out to be quite compact. In addition to everything, the fairings in the root part of the wing, characteristic of “regular” aircraft, have become unnecessary. The design of the aircraft was designed for very high overloads, and the skin was especially thick, which was secured using new technology spot welding. However, behind the main spar the skin was of canvas, as was the skin of the control surfaces. To store the aircraft in the hangars of aircraft carriers, the wing consoles were folded up above the pilot's cabin. Landing on the deck was ensured by a landing hook attached to the strut of the retractable tail wheel.

  The main armament consisted of two 7.62 mm Browning M2 machine guns with synchronizers above the engine cowling and two 12.7 mm Browning M1 machine guns in the wing. Each wing console also had a small bomb bay to accommodate 20 small bombs, which were aimed for release through a small glass window in the fuselage floor.
  

  Contract for the construction of the first prototype under the designation XF4U-1(BuNo.1443) was signed in June 1938, and a full-size mock-up was presented to the naval commission in February 1939. Despite its enormous size and unusual appearance, the aircraft received approval from the US Navy leadership and, after making some changes, its assembly began. The first flight of the XF4U-1 took place on May 29, 1940, under the control of Lyman A. Bullard, Jr., and almost ended in an accident due to sudden flutter. However, thanks to timely modifications, the opinion of naval pilots about the XF4U-1 remained quite high, and on October 1, this aircraft became the first among naval fighters to exceed the speed limit of 400 miles per hour (643.7 km per hour) - this occurred during a flight from Statford to Hartford, when the prototype was able to accelerate to 405 mph (652 km/h). But tests to achieve maximum speed almost ended in disaster. On one flight, the XF4U-1 reached an indicated speed of 550 mph (885 km/h, which raises some doubts), which led to damage to the control surfaces, and on another flight, the engine jammed.

  A new series of improvements delayed the entry of the aircraft into mass production, especially since not the most joyful news came from Europe. As the experience of air combat has shown, two synchronized machine guns of 7.62 mm caliber and two wing-mounted 12.7 mm machine guns will clearly not be enough, so in November 1940 a requirement was put forward to strengthen the armament by installing three 12.7 mm machine guns in each wing consoles. Formally, the US Navy accepted the modified prototype for testing only in February 1941, and on March 3, the company received a proposal about its intentions to begin mass production of the fighter under the designation F4U-1, retaining the name “Corsair” (it was officially adopted on June 30), which was assigned to all Vought naval aircraft since the late 1920s. The contract for the supply of 584 fighters was received on April 2, 1941.

  F4U-1– the first serial modification, deliveries of which began on June 24, 1942. The fighters were equipped with R-2800-8 “Double Wasp” engines, armor with a total weight of 68 kg and 38 mm armored glass. Compared to the prototype, the aileron span was increased, the bomb bays and the transparent panel in the floor were eliminated, and the cockpit was moved back 810 mm. In addition, the powerplant was complemented by jet exhaust pipes and efficient air intakes in the leading edge of the wing for the carburetor and oil coolers. For the US Marine Corps, a version without deck equipment and a folding wing was developed, which was produced by the company Goodyear under the designation FG-1.

  F4U-1A– this designation was not official and was used only in the post-war period to separate various series fighters. Despite all its advantages, the F4U-1 had the disadvantage of insufficient visibility from the cockpit. To do this, the glazing on the gargot was removed, and instead of the usual lantern, a new, convex shape was installed. The aircraft received a main 897-liter tank and two additional tanks of 235 liters in each wing, which were not protected. An additional tank suspension was also provided, which increased the flight range to 2400 km. The fighter version produced by Goodyear was designated FG-1A.

  F4U-1B- unofficial post-war designation for a modification intended for supply to the FAA.

  F4U-1C– the fighter prototype was built in August 1943 on the basis of the serial F4U-1. Distinctive feature was the installation of four 20-mm cannons in the wing instead of machine guns. During July-November 1944, 200 aircraft were assembled.

  F4U-1D- a modification of the fighter-attack aircraft, produced in parallel with the F4U-1C, but equipped with a more powerful R-2800-8W engine (2250 hp) with direct water injection and pylons under the center section for two 606-liter drop-shaped outboard tanks or two 454 kg bombs. The main armament consisted of six 12.7 mm machine guns. The maximum speed increased from 671 to 684 km/h.

  F4U-1P– a variant of a photo reconnaissance aircraft based on the serial F4U-1 fighter.

  XF4U-2– experimental version, equipped with two additional fuel tanks.

  F4U-2- a modification of the night fighter-bomber, equipped with five 12.7 mm machine guns and a radar under the wing. Since Chance Vought was overloaded promising works on the modernization of the fighter, the modification of serial F4U-1 was carried out Naval Aircraft Factory, which managed to remake 32 aircraft. Most of them were sent to VF(N)-101 (the aircraft carrier Enterprise), VF(N)-75 in the Solomon Islands and VMF(N)-532 on Tarawa Island.

  XF4U-3– an experimental version used to install various engines. Several aircraft were built, including by Goodyear (FG-3). The single XF4U-3B was the prototype for a series of fighter aircraft designed by the FAA.

  F4U-3- a small batch of high-altitude fighters equipped with an XR-2800-16 engine with a turbocharger fed from a large ventral air intake.

  F4U-4– a modification of the fighter with an R-2800-18W engine, a four-blade propeller and a two-stage turbocharger. The unprotected wing tanks were removed. The carburetor air intake was moved from the leading edge of the wing under the engine, which was surrounded by a ring of exhaust pipes. After modifications, the maximum speed was 721 km/h, and the climb rate increased from 884 to 1180 m/min.

  F4U-4X– two aircraft (BuNos.49763 and 50301) with wingtip tanks and coaxial three-blade propellers from Aeroproducts.

  F4U-4B– designation for F4U-4 intended for FAA (actually not delivered).

  F4U-4C– designation for 300 F4U-4 equipped with four 20 mm AN/M2 cannons.

  F4U-4E– modifications with an APS-4 radar under the wing and four 20-mm M2 cannons, production was launched in the second half of 1945.

  F4U-4N– modifications with an APS-6 radar under the wing and four 20-mm M2 cannons, produced in parallel with the F4U-4E.

  F4U-4K- an experimental aircraft in the version of an unmanned target.

  F4U-4P– a photo reconnaissance version similar to the F4U-1P.

  XF4U-5– experimental version with a modified hood fairing and a number of other changes.

  F4U-5– a modification based on the F4U-4 with an all-metal wing, a Pratt & Whitney R-2800-32(E) engine and a two-speed supercharger, which made it possible to develop a power of 2850 hp. The cockpit and engine cooling system were also modernized. The F4U-5 made its first flight on December 21, 1945, and a total of 223 aircraft were built.

  F4U-5N– modification of a night fighter with a radar. 214 aircraft were built.

  F4U-5NL– a modification of a night fighter with a radar and an anti-icing system, designed for operations in low temperature conditions. A total of 101 aircraft were built, including 29 modified F4U-5Ns.

  F4U-5P– long-range photo reconnaissance variant. 30 aircraft were built.

  F4U-6– fighter-attack variant for the U.S. Marine Corps. The aircraft was equipped with additional armor and hardpoints, and the oil coolers were moved to the left side to reduce the possibility of damage from ground fire. The F4U-6 aircraft were put into service in 1952, participated in the final stages of the Korean War and were decommissioned in 1957 under the designation AU-1.
  

  Goodyear contributed to the development of the Corsair design. Having gained experience in the construction of licensed F4U-1 of various versions, the engineers of this company developed a project for a radical modernization of the fighter, which included not only the installation of a more powerful engine and “cosmetic” changes. The first option, designated F2G-1 was equipped with a 28-cylinder, 4-row Pratt & Whitney R-4360 “Wasp Major” engine, a manually folded wing and a propeller with a diameter of 4.3 meters. The fuselage received a lowered gargot and a teardrop-shaped canopy. Option F2G-2 received a hydraulic wing folding system, a propeller with a diameter of 4.0 meters and a landing hook. These fighters were also known by the unofficial designation "Super Corsair".

  The prototypes were successfully tested, but when the work was fully completed and the F2G was prepared for mass production, the 2nd World War has already ended. There was very little interest in Goodyear fighters from the US Navy (production F4Us were enough), so after the war only 10 aircraft were assembled, some of which were subsequently used in air racing. In particular, the Thompson Trophy was won at F2G in 1947 and 1949.
  

  Things were much worse for the Brewster company, whose enterprise launched production of these aircraft as part of the expansion of F4U-1 production. However, the lack of industrial equipment and frankly poor build quality led to several accidents and none of the 735 F3A-1 was not sent to the front. At the same time, Chance Vought assembled 3,803 aircraft, and Goodyear assembled 4,102 aircraft.
  

  The results of the battles in the Pacific Ocean were truly impressive for the Corsair squadrons. In total, 64,051 combat missions were carried out, 2,140 enemy aircraft were shot down and only 189 of our own were lost. The last figure is highly questionable, since at the end of the war the Americans did not hesitate to overestimate the number of their own victories, and at the same time underestimate their own losses. In fact, we can only talk about 189 irretrievably lost aircraft, not taking into account those damaged and written off as a result of accidents and catastrophes.
  

  As part of Lend-Lease, the UK received the 2012 Corsair of several modifications: 95 Corsair Mk.I(F4U-1), 510 “Corsair” Mk.II(F4U-1A), 430 “Corsair” Mk.III(F3A-1D) and 977 Corsair Mk.IV(FG-1D). These aircraft became part of the FAA (fleet aviation) and primarily operated over the Atlantic, Pacific and Southeast Asia. The most famous operation involving the F4U was the attack on the German battleship Tirpitz in 1943-1944. There was no great effect from these raids, although losses among fighters were minimal. The last F4Us were retired by the FAA in the late 1940s.

  A relatively large number of Corsairs were provided to the New Zealand Air Force (RNZAF). During 1944-1945, the New Zealanders received 368 F4U-1 and 60 FG-1D, which were distributed between 13 divisions (from No.14 to No.26 Squadron). The service of these fighters continued until 1949.

  Export deliveries began in large quantities only after 1952, when earlier F4U variants began to be gradually withdrawn from service. The F4U-7 modification was developed especially for France, which was a slightly updated version of the F4U-6. A total of 25 AU-1s and 94 F4U-7s were delivered to Aeronavale and served with Flotillas 12F, 14F, 15F and 17F between 1954 and 1964.
  

  A small number of Corsair fighters were purchased by Argentina, whose naval command dreamed of acquiring an aircraft carrier. As a “preliminary measure” in 1956, a contract was issued for the supply of 26 F4U-5/5N/5NL, included in the Comando de Aviacion Naval Argentina (Argentine naval aviation).
  

  The last time F4Us were used in combat was in 1970 during the so-called “football war” between Honduras and El Salvador. Previously, these countries received F4U as part of the US assistance program to Latin American countries. Thus, by this time, the El Salvadoran Air Force had 37 combat aircraft, including 5 FG-1Ds and several F4U-5Ns, which were used as sources of spare parts - all of these aircraft were received in 1957. At the same time, in 1956-1961. The Honduran Air Force received 20 F4U-4 and F4U-5N fighters (without radars). During July 16, 1970, several air battles took place, where Honduran pilots emerged victorious, shooting down one FG-1D and damaging one F-51D.
  

  To date, at least 45 Corsair fighters of various modifications have survived, some of which are in flight condition.

  

  

  

  

  

  

  

  

  

  

  F4U Corsair fighter on the deck of an aircraft carrier

  
  
  

• Work on the mold for the Vought F4U “Corsair” fighter began at a time when the company Rovex Industries Limited, which included International Model Aircraft (IMA), was at the top of the plastic model business. During 1968-1970. Sales were so good that the company's management decided to end production of the models of the earliest development, with the exception of “bestsellers” like the Fairey “Gannet”. In parallel, the process of developing molds for new models was launched, among which were “Corsair”, “Hellcat”, “Buccaneer” and others.
  

  The first edition of the famous “deck book” should have turned out to be very remarkable. Model with index F255 And Yellow Series in the FROG catalog they planned to immediately make it in a unique version, which combined the Spin-a-Prop option with a special holder under the trade name Fly-Hi. This device was a “slingshot”, from which a thin nylon cord was stretched to the wing tips and two points on the fuselage. That is, in combination with a rotating propeller, the “floating in the air” model would look extremely impressive! The paint scheme and decals suggested options for the FAA and RNZAF.

  Fly-Hi user tests were successfully completed in 1971, but a sudden crisis completely destroyed plans for the production of the F255. The box, stand and motor for rotating the propeller had to be abandoned...
  

  The year 1972 ushered in the era of total economy. It was then that a model under the box name entered the market “Chance Vought Corsair”(without indicating a specific modification) and index F243F, which meant “petal” packaging type J2. In the FROG catalog, instead of Yellow Series, it ended up in Black Series. The paint scheme and decals have not been changed. Box art depicted a fighter jet with tail number 135 on the deck of an aircraft carrier.

  For some unknown reason, the box name changed to , which confused many buyers. In fact, the name “Corsair IV” referred to the modification FG-1D, which was produced by Goodyear and was almost a complete analogue of the F4U-1D. But the F4U-6 modification was developed specifically as a fighter-attack aircraft for the Corps Marine Corps Never supplied to the USA or the countries of the British Commonwealth.

  However, despite the unfortunate mistake in the name, the model turned out to be very successful and, even in the presence of intense competition from Airfix (which released its F4U-1D back in 1964), for 1972-1974. sold 100,000 copies.
  

  The next edition was published in 1974-1976. The economical “petal” still gave way to packaging like H1 with boxed title “Corsair IV F4U-6 Naval Fighter” and a completely new box art, which depicted the same plane, but in a group raid on Japanese positions. In the FROG catalogue, the model has moved to a more prestigious Red Series, and the index changed to F425. A total of 35,000 more copies were produced.
  

  Final UK edition 1976-1977 The only difference was the box type H2 and the newly introduced index F243. Additionally, in the FROG catalogue, the model has been downgraded to Blue Series. In other words, no major changes were made at the final stage of production. After producing another 15,000 copies, the mold was sent to Soviet Union, since back in 1975 it was included in the corresponding list approved within the framework of Soviet-British cooperation.

  

  

  

  

  

  

  

  

  

  "Chance Vought Corsair" (F243F) - economical "petal" FROG type J2, Black Series, 1972-1974.

  
  
  

• The British sent the best molds last - this is understandable, because sales of models with indexes F425\F243 were by no means low. The equipment arrived in the USSR in 1978 and first went to TsKTBI, where they made a test series of castings from black plastic. In the export version, the model received a standard blue box, which had the correct name on the top “Corsair IV-Naval Fighter”, but on the bottom there was an inscription “F4U-6 Corsair IV”. At the same time, the designations on the paint schemes were again correct (“Corsair” IV and F4U-1D, respectively). In the catalog Novo Toys Limited the model received an index 78053 , the first two digits of which indicated the year, and the last two - the serial number in the continuous numbering system.
  

  Production of “Corsair” was launched at the factory “Tashitoy” in Tashkent (UzSSR). During 1979-1980. 115,000 sets were delivered under the British contract, making this model one of the most successful sellers. The idyll ended at the end of 1980, when Novo Toys Limited was liquidated together with the Rovex company. The remains of the printing press were transferred to the Soviet side in 1981.
  

  Meanwhile, the mold on the “Corsair” was used in Tashkent simply mercilessly, and the model managed to change the type of packaging at least twice. If in the first version of the 1978 sample it was a full-fledged box with a red border, then in the early 1980s. it was replaced by cardboard “inserts”, which were nothing more than the upper and lower parts of that same box.

  In addition, during the same period, massive flash appeared, and by the end of production, underfilling and sink marks simply became the norm. The glazing mold and another section containing the engine and wheels were especially badly damaged. For domestic market a box was made, on the front side of which the exaggerated “Frog” design was preserved, and on the lower part only one scheme for applying identification marks was left. Tashkent models were never supplied with decals, but instead, British cockades were printed directly on the instructions. By the way, the Soviet boxed model name sounded like “Carborne fighter Corsair-IV Index 243”, which was very unusual, considering required condition depersonalization of “capitalist” aircraft.
  

  Interesting fact!

  Ever since the existence of the USSR, many modelers have formed the opinion that “all foreign castings were of excellent quality, but ours were completely stripped and underfilled”! In fact, not only our beloved FROG, but also its subsidiaries were seriously guilty of such shortcomings - to be convinced of this, just look at the “Vickers Vimy” sprues from “Air Lines”, where the quality of casting of the main parts left much to be desired. French “Tri-ang”, during 1964-1966. having almost all the early molds, it also could not always boast of excellent quality. And at the end of its existence, FROG no longer paid so much attention to the state of production equipment, so the same “Corsair IV F4U-6 Naval Fighter” (F243) in the last issues of 1976-1977. also had a very noticeable flash on the sprues. Before being sent to the Soviet Union, the molds were cleaned, but this cosmetic repair did not last long...

  The production of this model at Tashigrushka continued until 1992. After the collapse of the USSR, control over the molds completely disappeared and the company's management sold the Corsair to a private individual. The production of the model in Tashkent was continued, but at another enterprise, without instructions and boxes. By this time, the mold for the only transparent part was “killed” so much that during casting there was a large underfill on one side - as a result, it was impossible to use the lantern for its intended purpose. In the post-Soviet space, the latest Corsair was often sold in ordinary plastic bags, but “mixes” of Tashkent castings and Novo printing were not uncommon. The last batch dates back to 1996, but the time is indicated approximately, since no exact information about production in Tashkent has yet been found. According to rumors, in the late 1990s. the mold was resold again and sent to Russia, but it never reached production...

  

  

  

  

  

  

  

  

  

  

  

  

  

  

  

  

The rivalry between the Navy and the US Air Force determined not the unification, but the division of efforts to create new aircraft. Historically, they had their own fighters, bombers, and attack aircraft. One of the rare exceptions to this rule was the A-7 Corsair light attack aircraft, created for the Navy, but also serving in Air Force units.

In the early 1960s, the US Navy's carrier-based aircraft were armed with the magnificent A-4 Skyhawk light attack aircraft, but progress at that time was truly lightning fast, and the fleet leadership began to think about a replacement. Among the requirements for the successor was a reduction in development and testing costs by maximizing the use of existing aircraft. The winner of this competition was the Vought project, based on the well-developed F-8 Crusader carrier-based fighter that has earned an excellent reputation. However, the new aircraft retained only similarities in layout and appearance, while almost all parts and components were redesigned to a greater or lesser extent.

FIRST OPTIONS A-7

And yet, the approach to reworking the mastered design turned out to be absolutely correct - a new attack aircraft was created in the shortest possible time. TTTs were published in 1963, the project was approved in February 1964, and on September 26, 1965 the prototype took its first flight. While the fighter's ancestor had a turbofan engine with an afterburner, the new A-7 valued range over speed, and was one of the first to be equipped with the Pratt-Whitney TR30 turbofan engine, which was later used by such notable aircraft as the F-111 and F-14.

New engines with reduced fuel consumption significantly increased range, but even greater changes occurred in sighting and navigation equipment. By the standards of the mid-1960s, the A-7 was a machine with revolutionary avionics - with data projection on the windshield, an aiming system that allowed bombs to be dropped with high accuracy at a greater distance from the target than before, with a convenient “live” map and automatic system landing on deck!

The first versions of the aircraft A-7A (199 units produced) and A-7B (196 units) differed only in equipment details and a slightly more powerful engine on the latter.

MODIFICATIONS FOR TROOPS SUPPORT

Soon the A-7s found themselves at hot air bases in Southeast Asia, and it was discovered that the engine power at elevated temperatures was completely insufficient. And although according to the performance characteristics the aircraft could lift about 6800 kg of combat load, in reality the A-7 could only carry about 5000 kg. When launching from an aircraft carrier's catapult, the situation was little better. The Corsair clearly lacked power. And a way out of this situation was found thanks to the Air Force.

Soon after the start of the Vietnam War, it was discovered that the supersonic fighter-bombers so beloved by the leadership were too fast and clumsy to support troops on the battlefield. But the very outdated A-1 piston attack aircraft was, on the contrary, too slow and vulnerable. The Air Force needed a new aircraft - with a large combat load, good review and maneuverability, high speed on the route and low during the attack. And despite all the attempts of the Air Force to start creating an aircraft from scratch, they had to be content with modernizing already existing models, of which the A-7 turned out to be the most suitable.

First of all, Air Force pilots demanded a significant increase in engine thrust. Then replace the two 20-mm cannons with the now familiar 6-barreled Vulcan. Naturally, the equipment was also slightly changed (navigation radar and terrain following radar). New engine The AllisonTR41 was a British Rolls-Royce Spey produced under license with a thrust of about 6800 kgf, almost a ton more than the TF30. On September 26, 1968, a new version, designated A-7D, made its first flight. In 1970, these vehicles began to enter service with the USAF (459 were produced in total), and in 1972 they went to war. The noticeable improvement in the combat qualities of the A-7D did not go unnoticed by naval aviators. They decided to make a similar version, in addition to changing the engine, again slightly changing the nomenclature of the flight navigation system. The first 67 vehicles were produced with new equipment and an old engine; they were designated A-7C. A full-fledged analogue of the Air Force version became the most widespread (529 units) and received the designation A-7E. In addition to combat ones, two-seat versions - TA-7S (Navy), A-7K (Air Force) and EA-7L (for imitation Soviet funds EW).

IN BATTLES AND IN EVERYDAY SERVICE

The fate of the “corsairs” in the Air Force and the Navy developed differently. If the Air Force was burdened by an alien (as they considered) machine and began to write off its A-7Ds to the National Guard units already in 1974, and in the next 10 years completely replaced them with completely different A-10 concepts, then the carrier-based A-7s all served successfully 1970s and 1980s. During this time, they managed to take part in the invasion of Grenada (1983), a month later - in an operation off the coast of Lebanon, and in March-April 1986 - in attacks on Libya.

By the early 1990s, the A-7 remained in service with only two fleet squadrons, they participated in Operations Desert Shield and Desert Storm. In May 1991, the Navy parted with its last Corsairs, and two years later the A-7Ds were retired from service with the National Guard. Several foreign buyers decided to purchase the A-7: the first of these was the Greek Air Force in 1975, which received 60 combat A-7N and 5 combat trainer TA-7N; in 1992, another 36 A-7Es arrived. In 1981, the Portuguese Air Force became the owner of the A-7R (50 units in total), and in 1995, the Thai Navy received 18 aircraft. At the moment, only Greek and Thai “corsairs” continue to serve.

TACTICAL AND TECHNICAL CHARACTERISTICS OF A-7E

• Type: carrier-based attack aircraft
• Engine: Allison TF41-A-2 turbofan, 66.7 kN thrust
• Dimensions, m:
  length: 14.06
  height: 4.9
  wingspan: 11.8
• Weight, kg:
  empty: 8676
  maximum takeoff: 19,050
• Specifications:
  maximum speed, km/h: 1102
  ceiling, m: 14 700
  range, km: 1981
• Weapons:
  — 20-mm 6-barreled gun M61 “Vulcan” (1030 rounds)
  — 2 air-to-air missiles AIM-9 “Sidewinder” on the fuselage pylons
  — up to 6800 kg of combat load on 6 underwing hardpoints (bombs, CABs, missiles, NAR)

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• 
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