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Type: Single Seat Land or Carrier Based Fighter / Fighter Bomber (USA, 1944)
Manufacturer: Chance-Vought Division of the United Aircraft Corporation. Also built by Brewster
and Goodyear
Powerplant: One 2,450 hp (1827 kw) Pratt & Whitney R-2800-18W Double Wasp radial piston
engine with water-methanol injectione
Performance: Maximum speed 446 mph (718 km/h) at 26,200 ft (7985 m); service ceiling 41,500
ft (12650 m).
Range: (normal) 1,005 miles (1617 km) or (extended) 1,560 miles (2511 km) with 160 gallon drop
tank.
Weight: Empty 9,205 lbs (4175 kg) with a maximum take-off weight of 14,670 lbs (6654 kg).
Dimensions: Span 40 ft 11 in (12.47 m); length 33 ft 8 in (10.26 m); height 14 ft 9 in (4.50 m);
wing area 314 sq ft (29.17 sq m).
Armament: (F4U-4) Six 12.7 mm (0.50 in) Browning MG 53-2 machine guns (each with 390
rounds) plus two 1,000 lbs (454 kg) bombs or eight 5 in (127 mm) rocket projectiles. ('C' Version
all models) usually consisted of four 20 mm cannon
US Marine Corps CVE-88
Korea, march 1952
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Chance Vought F4U-4 „Corcair”
In February 1938, the US Navy Bureau of Aeronautics published a
requests for proposals (RFP) for both a twin-engined and a single-engined
fighter. For the single-engined fighter the Navy requested the maximum
obtainable speed, and a stalling speed not higher than 113km/h (70mph). A
range of 1610km (1000 miles) was specified. The fighter had to carry four
guns, or three with increased ammunition. Provision had to be made for anti-
aircraft bombs to be carried in the wing. These small bombs would, according
to thinking in the 1930s, be dropped on enemy aircraft formations.
An unusual element of the RFP was that the Navy vowed to consider
designs with liquid-cooled engines, in contradiction with a policy settled in
1927 that required air-cooled engines for shipboard aircraft. From the
viewpoint of naval aviators, liquid cooling systems had serious disadvantages:
They were heavier, more vulnerable, and more difficult to maintain. But in the
late 1930s, there was a growing conviction in international aviation circles,
that radial engines presented a too high drag penalty. Liquid-cooled engines
with their smaller frontal area could be installed in a more streamlined
fuselage. Hence the option to accept a fighter built for such an engine, in
practice the Allison V-1710.
This engine was indeed chosen by Bell for their entry in the competition:
The Bell Model 5 Airabonita, virtually a P-39 Airacobra with tailwheel
landing gear, a slightly larger wing, and a stronger structure. As in the P-39, the
engine was placed amidships, over the wing. The pilot sat in front of the
engine, with a long extension shaft passing between his legs to drive the
propeller up front. A 23 mm Madsen cannon (or a 0.50 in machine gun) and
two 7.62 mm (0.30 in) machine guns were installed in the nose, the cannon
firing through the hollow propeller hub.
There was more choice in radial engines: The older Pratt & Whitney R-
1830, and the new the Wright R-2600 and Pratt & Whitney R-2800. These air-
cooled radial engines had a larger frontal area than the V-1710, and thus
generated more drag. For the R-2600 and R-2800 this was compensated for by
their power: While the V-1710 was hoped to deliver about 1,150 hp (858 kW),
the R-2800 was expected to generate 2,000 hp (1492 kW) and more, and the R-
2600 1500hp. Radial engines were chosen by Brewster, Grumman, Vought
and Curtiss. Grumman proposed a development of the F4F Wildcat, that
would be powered by the R-2600 engine. Brewster, manufacturer of the F2A
Buffalo that had been the US Navy's first monoplane fighter, offered designs
with the R-2600 or R-2800. Curtiss proposed developments of the P-36
Mohawk, powered by either the R-2600 or the older R-1830 engine.
In April 1938, Vought proposed its two designs to the US Navy. One,
called V-166A by Vought and "Vought A" by the USN, was powered by the R-
1830. The other, the V-166B or "Vought B", was designed around the new
Pratt & Whitney R-2800 Double Wasp radial engine. This was an 18-cylinder,
two-row air-cooled radial. This engine would later also be installed in the
competing Grumman F6F Hellcat and in the Republic P-47 Thunderbolt for
the USAAF, but the new Vought fighter was the first to use this engine. The R-
2800 later acquired a reputation as a powerful and very reliable engine. But it
was also very bulky, and aircraft powered by it tended to be big.
In May 1938, the Bureau of Aeronautics evaluated the proposals. The
"Vought B" was deemed to be the best one, with a merit figure of 86.4 on a
scale from 0 to 100. Hence on 11 June, a contract was given for development of
the Vought V-166B, the fighter that would become famous as the F4U Corsair.
The evaluation committee also recommended that the "Brewster A"
proposal, rated third best, should be developed because of its alternative R-
2600 engine. Because of the managament difficulties of Brewster, this never
happened. Grumman received a contract to develop to F4F-3 version of the
Wildcat, and won the simultaneous competition for a twin-engined fighter
with F5F Skyrocket. Their R-2600 engined fighter was rejected, but in June
1941 the Navy would nevertheless order two prototypes of the F6F Hellcat,
which switched to the R-2800 during development. The Navy was also
sufficiently intrigued by the Bell proposal to order a prototype, named the
XFL-1. But the Bell fighter, ranked sixth of the competitors, was obviously
not destined to enter production, and Bell was very reluctant to invest time and
money in its development. The history of the Airabonita would be an unhappy
one.
Early testing encountered a serious setback when project pilot Boone T.
Guyton ran out of fuel during the fifth test flight and made an emergency
landing on a golf course. The XF4U-1 was badly damaged, but not beyond
repair, and Chance Vought rebuilt it.
On 1 October the XF4U-1 made a flight for Stratford to Hartford with an
average ground speed of 404 mph (650 km/h). It was then the first US fighter
to fly faster than 400 mph. The XF4U-1 also had an excellent rate of climb. On
the other hand, the testing of the XF4U-1 revealed that some of the
requirements of the US Navy would have to be rewritten. In full-power dive
tests speeds of up to 549 mph (885 km/h) were achieved, but not without
damage to the control surfaces and access panels, and in one case, an engine
failure. The spin recovery standards also had to be relaxed, as recovery from
the required ten-turn spin proved impossible without recourse to an anti-spin
chute.
Much time was spent trying to improve the handling of the XF4U-1.
Numerous changes were made to the ailerons, with success, as these were later
known to be very effective. However, the low-speed handling characteristics
left much to be desired. The F4U had a troubling tendency to drop a wing when
it stalled. And this was a critical factor for a shipboard fighter, which would
have to make dangerous deck landings
F4U-4
The first F4U-4 was delivered to the US Navy on 31 October
1944. The F4U-4 was powered by C-series Double Wasp
engine. The installed model was the R-2800-18W, later
replaced by the R-2800-42W. It had a war emergency power of
2,760 hp (2058 kW). A four-bladed propeller replaced the
three-bladed one of the F4U-1. A chin scoop was added to the
underside of the engine cowling. The F4U-4 could reach a speed
of 450 mph (726 km/h). During the F4U-4 production, the
cockpit was redesigned again. It now incorporated a flat, bullet-
proof windscreen, a revised canopy, an armoured seat, and an
improved instrument panel.
Production included 2050 F4U-4s with six 12.7 mm (0.50 in)
machine guns, 297 F4U-4Bs or F4U-4Cs with four 20 mm
cannon, a single F4U-4N nightfighter conversion and nine F4U-
4P reconnaissance modifications. The last one was delivered in
August 1947. Plans to produce the F4U-4 by Goodyear as the
FG-4 were abandoned.
F4U-4C
: armed with for 20 mm cannon instead of the standard
armament of six 12.7 mm (0.50 in) machine guns.
F4U-4E:
night fighter version with AN/APS-4 AI radar.
F4U-4N:
night fighter version with AN/APS-5 or AN/APS-6
AI radar.
F4U-4P:
photo reconnaissance varant.
The F4U-4 arrived late in WWII, and served only during the
last four months of the conflict. The war of the F4U-4 was the
Korean war. Here the type served mainly as a fighter-bomber,
but nevertheless one pilot, Capt. J. Folmar of VMA-312, was
credited with shooting down a MiG-15.
In June 1938 the USN signed a contract for a prototype, the XF4U-1,
BuNo 1443. After mock-up inspection in February 1939 construction of the
XF4U-1 went ahead quickly. First flight of the XF4U-1 was made on 29 May
1940, by Lyman A. Bullard Jr. The XF4U-1 was powered by a XR-2800-4
engine, rated at 1805hp. The first flight was not uneventful. A hurried landing
was made when the elevator trim tabs failed because of flutter.
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Type: Single Seat Land or Carrier Based Fighter / Fighter Bomber (USA, 1944)
Manufacturer: Chance-Vought Division of the United Aircraft Corporation. Also built by Brewster
and Goodyear
Powerplant: One 2,450 hp (1827 kw) Pratt & Whitney R-2800-18W Double Wasp radial piston
engine with water-methanol injectione
Performance: Maximum speed 446 mph (718 km/h) at 26,200 ft (7985 m); service ceiling 41,500
ft (12650 m).
Range: (normal) 1,005 miles (1617 km) or (extended) 1,560 miles (2511 km) with 160 gallon drop
tank.
Weight: Empty 9,205 lbs (4175 kg) with a maximum take-off weight of 14,670 lbs (6654 kg).
Dimensions: Span 40 ft 11 in (12.47 m); length 33 ft 8 in (10.26 m); height 14 ft 9 in (4.50 m);
wing area 314 sq ft (29.17 sq m).
Armament: (F4U-4) Six 12.7 mm (0.50 in) Browning MG 53-2 machine guns (each with 390
rounds) plus two 1,000 lbs (454 kg) bombs or eight 5 in (127 mm) rocket projectiles. ('C' Version
all models) usually consisted of four 20 mm cannon
US Marine Corps CVE-88
Korea, march 1952
28
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6A
6
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4
2
6a
8
10+
II
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5
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x 4.
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C
x 2.
21A
D
E
F
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x1
Part of wire 0,5 mm
21B
27
12+13+14
11
29
III
20
20
14
20
15
18a,b
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P
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14a
R
R
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R
14
15
R
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12
R
13
R
L
B
13a
14a
D
L
A
L
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B
L
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L
12
L
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L
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L
Chance Vought F4U-4 „Corcair”
In February 1938, the US Navy Bureau of Aeronautics published a
requests for proposals (RFP) for both a twin-engined and a single-engined
fighter. For the single-engined fighter the Navy requested the maximum
obtainable speed, and a stalling speed not higher than 113km/h (70mph). A
range of 1610km (1000 miles) was specified. The fighter had to carry four
guns, or three with increased ammunition. Provision had to be made for anti-
aircraft bombs to be carried in the wing. These small bombs would, according
to thinking in the 1930s, be dropped on enemy aircraft formations.
An unusual element of the RFP was that the Navy vowed to consider
designs with liquid-cooled engines, in contradiction with a policy settled in
1927 that required air-cooled engines for shipboard aircraft. From the
viewpoint of naval aviators, liquid cooling systems had serious disadvantages:
They were heavier, more vulnerable, and more difficult to maintain. But in the
late 1930s, there was a growing conviction in international aviation circles,
that radial engines presented a too high drag penalty. Liquid-cooled engines
with their smaller frontal area could be installed in a more streamlined
fuselage. Hence the option to accept a fighter built for such an engine, in
practice the Allison V-1710.
This engine was indeed chosen by Bell for their entry in the competition:
The Bell Model 5 Airabonita, virtually a P-39 Airacobra with tailwheel
landing gear, a slightly larger wing, and a stronger structure. As in the P-39, the
engine was placed amidships, over the wing. The pilot sat in front of the
engine, with a long extension shaft passing between his legs to drive the
propeller up front. A 23 mm Madsen cannon (or a 0.50 in machine gun) and
two 7.62 mm (0.30 in) machine guns were installed in the nose, the cannon
firing through the hollow propeller hub.
There was more choice in radial engines: The older Pratt & Whitney R-
1830, and the new the Wright R-2600 and Pratt & Whitney R-2800. These air-
cooled radial engines had a larger frontal area than the V-1710, and thus
generated more drag. For the R-2600 and R-2800 this was compensated for by
their power: While the V-1710 was hoped to deliver about 1,150 hp (858 kW),
the R-2800 was expected to generate 2,000 hp (1492 kW) and more, and the R-
2600 1500hp. Radial engines were chosen by Brewster, Grumman, Vought
and Curtiss. Grumman proposed a development of the F4F Wildcat, that
would be powered by the R-2600 engine. Brewster, manufacturer of the F2A
Buffalo that had been the US Navy's first monoplane fighter, offered designs
with the R-2600 or R-2800. Curtiss proposed developments of the P-36
Mohawk, powered by either the R-2600 or the older R-1830 engine.
In April 1938, Vought proposed its two designs to the US Navy. One,
called V-166A by Vought and "Vought A" by the USN, was powered by the R-
1830. The other, the V-166B or "Vought B", was designed around the new
Pratt & Whitney R-2800 Double Wasp radial engine. This was an 18-cylinder,
two-row air-cooled radial. This engine would later also be installed in the
competing Grumman F6F Hellcat and in the Republic P-47 Thunderbolt for
the USAAF, but the new Vought fighter was the first to use this engine. The R-
2800 later acquired a reputation as a powerful and very reliable engine. But it
was also very bulky, and aircraft powered by it tended to be big.
In May 1938, the Bureau of Aeronautics evaluated the proposals. The
"Vought B" was deemed to be the best one, with a merit figure of 86.4 on a
scale from 0 to 100. Hence on 11 June, a contract was given for development of
the Vought V-166B, the fighter that would become famous as the F4U Corsair.
The evaluation committee also recommended that the "Brewster A"
proposal, rated third best, should be developed because of its alternative R-
2600 engine. Because of the managament difficulties of Brewster, this never
happened. Grumman received a contract to develop to F4F-3 version of the
Wildcat, and won the simultaneous competition for a twin-engined fighter
with F5F Skyrocket. Their R-2600 engined fighter was rejected, but in June
1941 the Navy would nevertheless order two prototypes of the F6F Hellcat,
which switched to the R-2800 during development. The Navy was also
sufficiently intrigued by the Bell proposal to order a prototype, named the
XFL-1. But the Bell fighter, ranked sixth of the competitors, was obviously
not destined to enter production, and Bell was very reluctant to invest time and
money in its development. The history of the Airabonita would be an unhappy
one.
Early testing encountered a serious setback when project pilot Boone T.
Guyton ran out of fuel during the fifth test flight and made an emergency
landing on a golf course. The XF4U-1 was badly damaged, but not beyond
repair, and Chance Vought rebuilt it.
On 1 October the XF4U-1 made a flight for Stratford to Hartford with an
average ground speed of 404 mph (650 km/h). It was then the first US fighter
to fly faster than 400 mph. The XF4U-1 also had an excellent rate of climb. On
the other hand, the testing of the XF4U-1 revealed that some of the
requirements of the US Navy would have to be rewritten. In full-power dive
tests speeds of up to 549 mph (885 km/h) were achieved, but not without
damage to the control surfaces and access panels, and in one case, an engine
failure. The spin recovery standards also had to be relaxed, as recovery from
the required ten-turn spin proved impossible without recourse to an anti-spin
chute.
Much time was spent trying to improve the handling of the XF4U-1.
Numerous changes were made to the ailerons, with success, as these were later
known to be very effective. However, the low-speed handling characteristics
left much to be desired. The F4U had a troubling tendency to drop a wing when
it stalled. And this was a critical factor for a shipboard fighter, which would
have to make dangerous deck landings
F4U-4
The first F4U-4 was delivered to the US Navy on 31 October
1944. The F4U-4 was powered by C-series Double Wasp
engine. The installed model was the R-2800-18W, later
replaced by the R-2800-42W. It had a war emergency power of
2,760 hp (2058 kW). A four-bladed propeller replaced the
three-bladed one of the F4U-1. A chin scoop was added to the
underside of the engine cowling. The F4U-4 could reach a speed
of 450 mph (726 km/h). During the F4U-4 production, the
cockpit was redesigned again. It now incorporated a flat, bullet-
proof windscreen, a revised canopy, an armoured seat, and an
improved instrument panel.
Production included 2050 F4U-4s with six 12.7 mm (0.50 in)
machine guns, 297 F4U-4Bs or F4U-4Cs with four 20 mm
cannon, a single F4U-4N nightfighter conversion and nine F4U-
4P reconnaissance modifications. The last one was delivered in
August 1947. Plans to produce the F4U-4 by Goodyear as the
FG-4 were abandoned.
F4U-4C
: armed with for 20 mm cannon instead of the standard
armament of six 12.7 mm (0.50 in) machine guns.
F4U-4E:
night fighter version with AN/APS-4 AI radar.
F4U-4N:
night fighter version with AN/APS-5 or AN/APS-6
AI radar.
F4U-4P:
photo reconnaissance varant.
The F4U-4 arrived late in WWII, and served only during the
last four months of the conflict. The war of the F4U-4 was the
Korean war. Here the type served mainly as a fighter-bomber,
but nevertheless one pilot, Capt. J. Folmar of VMA-312, was
credited with shooting down a MiG-15.
In June 1938 the USN signed a contract for a prototype, the XF4U-1,
BuNo 1443. After mock-up inspection in February 1939 construction of the
XF4U-1 went ahead quickly. First flight of the XF4U-1 was made on 29 May
1940, by Lyman A. Bullard Jr. The XF4U-1 was powered by a XR-2800-4
engine, rated at 1805hp. The first flight was not uneventful. A hurried landing
was made when the elevator trim tabs failed because of flutter.
[ Pobierz całość w formacie PDF ]