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L'aereo - Corsair F4U-1D

Modellismo > Aerei > Corsair F4U-1D
Chance Vought F4U-1D Corsair
Pilota dell'aereo riprodotto: Lt. Commander Roger Hedrick
Nazionalità: Stati Uniti
Armata: United States Navy
Squadriglia: II Fighter Squadron 84 (ovvero VF-84)
Anno: Febbraio 1945

Il pilota, Roger Hedrick



Quando lo ho costruito: Aprile 2020

La portaerei dove operava: USS Bunker Hill



 






Treatro delle operazioni nel Febbraio 1945: invasione di Iwo Jima



 






Costruttore: Tamiya
Data del Kit: 2000
Item: 52
Scala: 1/72



Chance Vought F4U Corsair

Il Chance Vought F4U Corsair era un caccia statunitense prodotto dalla Chance Vought Corporation (azienda divenuta successivamente della United Aircraft Corporation). Venne impiegato soprattutto nella seconda guerra mondiale e durante la guerra di Corea. Fu il miglior caccia imbarcato su portaerei della seconda guerra mondiale, ma si dimostrò straordinariamente efficace anche con base a terra ed imbattibile nell'attacco al suolo, per molti aspetti superiore perfino al P-51 Mustang. Nonostante le sue qualità, passò metà della sua carriera operativa su basi a terra, in quanto, inizialmente, la marina americana lo considerava inadatto all'impiego su portaerei. Nondimeno, registrò una quantità di vittorie aeree straordinaria. Soltanto nel teatro del Pacifico, gli F4U rivendicarono l'abbattimento di 2 140 aerei giapponesi, a fronte della perdita di 189 Corsair, un rapporto abbattimenti/perdite mai più eguagliato nella storia.

La sua produzione durò per dieci anni, fino al dicembre 1952, facendo del Corsair l'aereo americano rimasto più a lungo in produzione, fino all'apparizione del McDonnell Douglas F-4 Phantom II.  Ne furono prodotti 12 571 esemplari. E gli ultimi restarono in servizio fino al 1965.

Storia del progetto
La moderna struttura del "Corsair" fu progettata da Rex B. Beisel ed i suoi collaboratori, dopo una lenta evoluzione della formula sviluppata dalla Vought durante un periodo di studio a modelli intermedi, di cui l'antenato fu il Northrop N3A, a sua volta derivato da altri modelli sperimentali. Il progetto venne acquistato dalla Vought che ne trasse il V.141, presentato senza successo al concorso per sostituire il Boeing P-26. Dopo il progetto destinato all'esportazione denominato V.143 e acquistato dal governo giapponese, un'ulteriore rielaborazione era costituita dal V.166, con motori potenziati per rispondere al requisito dell'US Navy del 1938 per un nuovo caccia imbarcato. Sconfitto il rivale Grumman XF5F Skyrocket e il Bell P-39 Airacobra, il Corsair venne ordinato per la produzione nel giugno 1938, il simulacro in legno venne prodotto l'anno dopo e il prototipo decollò per la prima volta nel maggio 1940. La macchina venne ordinata per la produzione solo un anno dopo, mentre le macchine di serie uscirono effettivamente a partire dal giugno 1942 e furono impiegate nelle squadriglie della U.S. Navy e quelle dell'U.S. Marine Corps; alla fine del 1942, la portaerei USS Saratoga ricevette per prima i "Corsair" sul ponte di volo.

Tecnica
Il Corsair non era particolarmente innovativo nella struttura della fusoliera, anche se ricorreva a soluzioni avanzate come il carrello totalmente retrattile e i rivetti sostituiti da punti di saldatura. Il motore, con i suoi 2.000 CV, necessitava di un'elica di grande diametro a causa del fatto che era ancora tripala nei primi modelli. Anche per questo il Corsair aveva l'ala dalla struttura caratteristica a "W", per consentire al carrello di non essere troppo lungo dando problemi di sistemazione alare. L'ala comunque riusciva a ridurre la resistenza aerodinamica complessiva e aveva nel suo bordo anteriore, vicino alla fusoliera, i radiatori annegati per il raffreddamento dell'olio. La struttura era a cassone ripiegabile verso l'alto, soluzione moderna applicata poi a quasi tutti gli aerei imbarcati successivi.

Impiego operativo
Entro il 1942, l'US Navy ottenne 178 aerei, ma aspettò fino all'aprile 1944 prima di renderli operativi a bordo delle portaerei americane. Il Corsair, quindi, entrò in combattimento prima con i reparti dei Marines basati a terra. Il caccia della Vought ebbe il suo battesimo del fuoco il 13 febbraio 1943, a Guadalcanal. Leggero e aerodinamico, riusciva a superare il Grumman F6F Hellcat in velocità in ogni condizione, era molto superiore al Seafire (anche se non in maneggevolezza a bassa velocità) e poteva contare su di una struttura robusta e adatta all'impiego navale. Contro lo Zero, il Corsair doveva combattere sfruttando le manovre ad alta velocità senza lasciarsi coinvolgere nei duelli manovrati. Il suo carico alare era maggiore di quello dell'Hellcat e dello Zero, pur essendo assai snello e leggero rispetto al primo dei due. Il Corsair venne interdetto inizialmente dal volo sulle pur ampie portaerei USA per lungo tempo, mentre gli inglesi poterono schierarlo sulle loro ben più piccole navi già nel 1943. La Royal Navy ricevette un gran numero di queste macchine, oltre 1 000.
Gli statunitensi lo usarono come aereo destinato a reparti navali basati a terra, ovvero prevalentemente delle squadriglie dei Marines, le quali tra il 1943 e il 1945 si batterono in condizioni durissime contro nemici agguerriti a terra, in mare e in cielo. Il Corsair era uno dei primi cacciabombardieri multiruolo e come tale operò nella fase finale della guerra. Il suo impiego fece nascere leggende come "Pappy" Boyngton, l'asso dei Marines, ex-alcolizzato, comandante del VMF-214 Black Sheeps, poi autore del libro autobiografico "Baa Baa Black Sheep" (tradotto in italiano come L'asso della bottiglia). In una battaglia un pilota di Corsair si buttò ripetutamente su di una formazione di Zero dichiarando l'abbattimento di 4 aerei nemici, prima di essere abbattuto anch'esso. I Corsair distrussero complessivamente circa 2.130 aerei nemici contro 189 perdite per azione nemica, un rapporto di ben 11 a uno. I Corsair distrutti dall'antiaerea furono circa 350, mentre quelli persi per incidenti furono non meno che quelli perduti per azione nemica, oltre 500 macchine (aveva problemi cronici di resistenza strutturale oltre i 700 km/h). Il Corsair aveva invece un carattere difficile, e una delle raccomandazioni, quella di non portarlo a cadere in vite, venne dimostrata da un terribile incidente in cui l'aereo venne coinvolto nel dopoguerra: il pilota riuscì a lanciarsi, ma l'F4U anziché cadere si rimise da solo in volo orizzontale e tornò letteralmente verso la base, generando panico e cadendo sulla pista, dove ferì alcune persone. Anche quell'episodio dimostrò che non bisognava far cadere in vite questo aereo.
Negli anni del dopoguerra il Corsair, ormai migliorato da ben 350 modifiche principali e 2.000 minori (mentre l'Hellcat quasi non ebbe cambiamenti tra il prototipo e le macchine di serie), rimase a lungo in linea, mentre i piloti ormai erano abituati alle sue bizzarrie. Usato in Corea e dai francesi addirittura nella guerra del 1956, questa macchina, ancora oggi ben apprezzata dai collezionisti, ha fatto dimenticare l'Hellcat ed è andata ad equipaggiare le aviazioni di praticamente tutte le nazioni dell'America latina in un congruo numero di macchine fino alla fine degli anni sessanta. Assieme al North American P-51 Mustang, che sconfisse dopo un'appassionante sfida per il ruolo di caccia navale di nuova generazione, e all'inglese Sea Fury, questo aereo è divenuto un classico delle corse aeree e degli aerei storici della seconda guerra mondiale.

Versioni
  • XF4U: prototipo armato con 3 mitragliatrici da 12,7 mm, una nel muso e due nelle ali, oltre ad una nel muso da 7,62, serbatoi integrali e pesi tra i 3.404 e i 4244 chili.
  • F4U-1: primo modello di serie, fusoliera allungata, 4 mitragliatrici calibro 12,7 mm e 70 chili di armature, motore da 2.000 CV (il precedente era da 1.800), 798 prodotti, primo volo 25 giugno 1942. Altre macchine vennero prodotte dalla Goodyear e dalla Brewster.
  • F4U-1A: 2.030 esemplari prodotti, 510 alla Royal Navy con varie migliorie, come il tettuccio innalzato e un motore ad un certo punto della produzione leggermente potenziato.
  • F4U-1C: 200 macchine armate con 4 cannoni calibro 20 mm.
  • F4U-1D: poteva essere dotato di serbatoio ausiliario da 730 litri e due bombe da 907 kg, oppure otto razzi.
  • F4U-2: variante caccia notturno, alcuni esemplari prodotti con il radar sistemato in un'ala.
  • F4U-3: variante progettata per le alte quote; continui problemi ne impedirono l'entrata in servizio in quantità apprezzabili.
  • F4U-4: fu la versione finale del periodo bellico. Equipaggiata con un motore da 2450 HP, fu impiegata in pochi esemplari, poco prima della fine della guerra contro il Giappone. Tuttavia venne costruita in 2.356 unità.
  • F4U-5: con motore ed armamento potenziati, venne prodotta in 509 unità.
  • F4U-N: variante dotata di radar APS-4 oppure APS-6 posto in un pod alare per l'intercettazione notturna.
  • AU-1: versione caccia-bombardiere, impiegata in Corea, poteva trasportare un carico di 1.814 kg ad una velocità che di rado superava i 385 km/h. Aveva un peso a pieno carico di 8.800 kg circa. Ne furono prodotti 110 esemplari.
  • F4U-7: fu la versione prodotta per i francesi che intendevano impiegarla in Indocina. Venne prodotta in 94 esemplari.

La società Brewster produsse 735 esemplari dell'F3A, la Goodyear, invece, ne produsse 4.008 della versione FG.



Utilizzatori
Argentina: Aviación Naval
El Salvador: Fuerza Aérea Salvadoreña
Francia: Aéronautique navale (163: 94 F4-U7 e 69 AU-1)
Flottille 12F
Flottille 14F
Flottille 15F
Flottille 17F
Honduras: Fuerza Aérea Hondureña
Nuova Zelanda: Royal New Zealand Air Force
No. 14 Squadron RNZAF
No. 15 Squadron RNZAF
No. 16 Squadron RNZAF
No. 17 Squadron RNZAF
No. 18 Squadron RNZAF
Regno Unito: Royal Navy Fleet Air Arm
Stati Uniti: United States Navy - United States Marine Corps

Fonte: Wikipedia
Chance Vought F4U Corsair

The Vought F4U Corsair is an American fighter aircraft that saw service primarily in World War II and the Korean War.
Designed and initially manufactured by Chance Vought, the Corsair was soon in great demand; additional production contracts were given to Goodyear, whose Corsairs were designated FG, and Brewster, designated F3A.
The Corsair was designed and operated as a carrier-based aircraft, and entered service in large numbers with the U.S. Navy in late 1944 and early 1945. It quickly became one of the most capable carrier-based fighter-bombers of World War II. Some Japanese pilots regarded it as the most formidable American fighter of World War II and its naval aviators achieved an 11:1 kill ratio. Early problems with carrier landings and logistics led to it being eclipsed as the dominant carrier-based fighter by the Grumman F6F Hellcat, powered by the same Double Wasp engine first flown on the Corsair's first prototype in 1940. Instead, the Corsair's early deployment was to land-based squadrons of the U.S. Marines and U.S. Navy.
The Corsair served almost exclusively as a fighter-bomber throughout the Korean War and during the French colonial wars in Indochina and Algeria. In addition to its use by the U.S. and British, the Corsair was also used by the Royal New Zealand Air Force, French Naval Aviation, and other air forces until the 1960s.
From the first prototype delivery to the U.S. Navy in 1940, to final delivery in 1953 to the French, 12,571 F4U Corsairs were manufactured in 16 separate models. Its 1942–53 production run was the longest of any U.S. piston-engined fighter

Development

In February 1938 the U.S. Navy Bureau of Aeronautics published two requests for proposal for twin-engined and single-engined fighters. For the single-engined fighter the Navy requested the maximum obtainable speed, and a stalling speed not higher than 70 miles per hour (110 km/h). A range of 1,000 miles (1,600 km) was specified. The fighter had to carry four guns, or three with increased ammunition. Provision had to be made for 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.

In June 1938, the U.S. Navy signed a contract with Vought for a prototype bearing the factory designation V-166B, the XF4U-1, BuNo 1443. The Corsair design team was led by Rex Beisel. After mock-up inspection in February 1939, construction of the XF4U-1 powered by an XR-2800-4 prototype of the Pratt & Whitney R-2800 Double Wasp twin-row, 18-cylinder radial engine, rated at 1,805 hp (1,346 kW) went ahead quickly, as the very first airframe ever designed from the start to have a Double Wasp engine fitted for flight. When the prototype was completed it had the biggest and most powerful engine, largest propeller, and probably the largest wing on any naval fighter to date. The first flight of the XF4U-1 was made on 29 May 1940, with Lyman A. Bullard, Jr. at the controls. The maiden flight proceeded normally until a hurried landing was made when the elevator trim tabs failed because of flutter.
On 1 October 1940, the XF4U-1 became the first single-engine U.S. fighter to fly faster than 400 mph (640 km/h) by flying at an average ground speed of 405 miles per hour (652 km/h) from Stratford to Hartford. The USAAC's twin engine Lockheed P-38 Lightning had flown over 400 mph in January–February 1939. The XF4U-1 also had an excellent rate of climb but testing revealed that some requirements would have to be rewritten. In full-power dive tests, speeds of up to 550 miles per hour (890 km/h) were achieved, but not without damage to the control surfaces and access panels and, in one case, an engine failure. The spin recovery standards also had to be relaxed as recovery from the required two-turn spin proved impossible without resorting to an anti-spin chute. The problems clearly meant delays in getting the design into production.

Reports coming back from the war in Europe indicated that an armament of two .30 in (7.62 mm) synchronized engine cowling-mount machine guns, and two .50 in (12.7 mm) machine guns (one in each outer wing panel) was insufficient. The U.S. Navy's November 1940 production proposals specified heavier armament. The increased armament comprised three .50 caliber machine guns mounted in each wing panel. This improvement greatly increased the ability of the Corsair to shoot down enemy aircraft.
Formal U.S. Navy acceptance trials for the XF4U-1 began in February 1941. The Navy entered into a letter of intent on 3 March 1941, received Vought's production proposal on 2 April, and awarded Vought a contract for 584 F4U-1 fighters, which were given the name "Corsair" — inherited from the firm's late-1920s Vought O2U naval biplane scout which first bore the name — on 30 June of the same year. The first production F4U-1 performed its initial flight a year later, on 24 June 1942. It was a remarkable achievement for Vought; compared to land-based counterparts, carrier aircraft are "overbuilt" and heavier, to withstand the extreme stress of deck landings.

Design

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

Landing gear and wings
To accommodate a folding wing the designers considered retracting the main landing gear rearward but, for the chord of wing that was chosen, it was difficult to make the landing gear struts long enough to provide ground clearance for the large propeller. Their solution was an inverted gull wing, which considerably shortened the required length of the struts. The anhedral of the wing's center-section also permitted the wing and fuselage to meet at the optimum angle for minimizing drag, without using wing root fairings. The bent wing, however, was heavier and more difficult to construct, offsetting these benefits.
The Corsair's aerodynamics were an advance over those of contemporary naval fighters. The F4U was the first U.S. Navy aircraft to feature landing gear that retracted into a fully enclosed wheel well. The landing gear oleo struts—each with its own strut door enclosing it when retracted—rotated through 90° during retraction, with the wheel atop the lower end of the strut when retracted. A pair of rectangular doors enclosed each wheel well, leaving a streamlined wing. This swiveling, aft-retracting landing gear design was common to the Curtiss P-40 (and its predecessor, the P-36), as adopted for the F4U Corsair's main gear and its erstwhile Pacific War counterpart, the Grumman F6F Hellcat. The oil coolers were mounted in the heavily anhedraled center-section of the wings, alongside the supercharger air intakes, and used openings in the leading edges of the wings, rather than protruding scoops. The large fuselage panels were made of aluminum and were attached to the frames with the newly developed technique of spot welding, thus mostly eliminating the use of rivets. While employing this new technology, the Corsair was also the last American-produced fighter aircraft to feature fabric as the skinning for the top and bottom of each outer wing, aft of the main spar and armament bays, and for the ailerons, elevators, and rudder. The elevators were also constructed from plywood. The Corsair, even with its streamlining and high speed abilities, could fly slowly enough for carrier landings with full flap deployment of 60°.

Technical issues
In part because of its advances in technology and a top speed greater than existing Navy aircraft, numerous technical problems had to be solved before the Corsair entered service. Carrier suitability was a major development issue, prompting changes to the main landing gear, tail wheel, and tailhook. Early F4U-1s had difficulty recovering from developed spins, since the inverted gull wing's shape interfered with elevator authority. It was also found that the Corsair's right wing could stall and drop rapidly and without warning during slow carrier landings. In addition, if the throttle were suddenly advanced (for example, during an aborted landing) the left wing could stall and drop so quickly that the fighter could flip over with the rapid increase in power. These potentially lethal characteristics were later solved through the addition of a small, 6 in (150 mm)-long stall strip to the leading edge of the outer right wing, just outboard of the gun ports. This allowed the right wing to stall at the same time as the left.
Other problems were encountered during early carrier trials. The combination of an aft cockpit and the Corsair's long nose made landings hazardous for newly trained pilots. During landing approaches, it was found that oil from the opened hydraulically-powered cowl flaps could spatter onto the windscreen, severely reducing visibility, and the undercarriage oleo struts had bad rebound characteristics on landing, allowing the aircraft to bounce down the carrier deck. The first problem was solved by locking the top cowl flaps in front of the windscreen down permanently, then replacing them with a fixed panel. The undercarriage bounce took more time to solve, but eventually a "bleed valve" incorporated in the legs allowed the hydraulic pressure to be released gradually as the aircraft landed. The Corsair was not considered fit for carrier use until the wing stall problems and the deck bounce could be solved.
Meanwhile, the more docile and simpler-to-build F6F Hellcat had begun entering service in its intended carrier-based use. The Navy wanted to standardize on one type of carrier fighter, and the Hellcat, while slower than the Corsair, was considered simpler to land on a carrier by an inexperienced pilot and proved to be successful almost immediately after introduction. The Navy's decision to choose the Hellcat meant that the Corsair was released to the U.S. Marine Corps. With no initial requirement for carrier landings, the Marine Corps deployed the Corsair to devastating effect from land bases. Corsair deployment aboard U.S. carriers was delayed until late 1944, by which time the last of the carrier landing problems, relating to the Corsair's long nose, had been tackled by the British.

Design modifications
Production F4U-1s featured several major modifications from the XF4U-1. A change of armament to six wing-mounted .50 in (12.7 mm) M2 Browning machine guns (three in each outer wing panel) and their ammunition (400 rounds for the inner pair, 375 rounds for the outer) meant that the location of the wing fuel tanks had to be changed. In order to keep the fuel tank close to the center of gravity, the only available position was in the forward fuselage, ahead of the cockpit. Later on, different variants of the F4U were given different armaments. While most Corsair variants had the standard armament of six .50 caliber M2 Browning machine guns, some models (like the F4U-1C) were equipped with four 20 millimeter M2 cannons for its main weapon. While these cannons were more powerful than the standard machine guns, they were not favored over the standard loadout. Only 200 models of this particular Corsair model were produced, out of the total 12,571. Other variants were capable of carrying mission specific weapons such as rockets and bombs. The F4U was able to carry up to a total of eight rockets, or four under each wing. It was able to carry up to four thousand pounds of explosive ordnance. This helped the Corsair take on a fighter bomber role, giving it a more versatile role as a ground support aircraft as well as a fighter. 12 12 Accordingly, as a 237 gal (897 l) self-sealing fuel tank replaced the fuselage mounted armament, the cockpit had to be moved back by 32 in (810 mm) and the fuselage lengthened. In addition, 150 lb of armor plate was installed, along with a 1.5 in (38 mm) bullet-proof windscreen which was set internally, behind the curved Plexiglas windscreen. The canopy could be jettisoned in an emergency, and half-elliptical planform transparent panels, much like those of certain models of the Curtiss P-40, were inset into the sides of the fuselage's turtledeck structure behind the pilot's headrest, providing the pilot with a limited rear view over his shoulders. A rectangular Plexiglas panel was inset into the lower center section to allow the pilot to see directly beneath the aircraft and assist with deck landings. The engine used was the more powerful R-2800-8 (B series) Double Wasp which produced 2,000 hp (1,491 kW). On the wings the flaps were changed to a NACA slotted type and the ailerons were increased in span to increase the roll rate, with a consequent reduction in flap span. IFF transponder equipment was fitted in the rear fuselage. These changes increased the Corsair's weight by several hundred pounds.

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


Variants
During World War II, Corsair production expanded beyond Vought to include Brewster and Goodyear models. Allied forces flying the aircraft in World War II included the Fleet Air Arm and the Royal New Zealand Air Force. Eventually, more than 12,500 F4Us would be built, comprising 16 separate variants.

F4U-1D (called Corsair Mk II by the Fleet Air Arm)
This variant was introduced in April 1944, and was built in parallel with the F4U-1C. It had the new R-2800-8W Double Wasp engine equipped with water injection. This change gave the aircraft up to 250 hp (190 kW) more power, which, in turn, increased performance. Speed was increased from 417 mph (671 km/h) to 425 mph (684 km/h). Due to the U.S. Navy's need for fighter-bombers, it had a payload of rockets (double the -1A's) carried on permanent launching rails, as well as twin pylons for bombs or drop tanks. These modifications caused extra drag, but the additional fuel carried by the two drop tanks would still allow the aircraft to fly relatively long missions despite heavy, un-aerodynamic loads. A single piece "blown" clear-view canopy was adopted as standard equipment for the -1D model, and all later F4U production aircraft. 150 F4U-1D were delivered to the Fleet Air Arm.


Operators
Argentina: Argentine Navy. Argentine Naval Aviation operated 26 F4U-5/5N/5NL Corsairs from 1956 to 1968 from ARA Independencia
Canada: Royal Canadian Navy operated 130 F4U-1D from 1948 to 1960
Chile: Chilean Navy operated 30 F4U-1D and 20 F4U-4 from 1953 to 1978
El Salvador: Air Force of El Salvador operated 25 F4U/FG-1D from 1957 to 1976[
France: French Navy operated 69 AU-1 and 94 F4U-7 from 1954 to 1964. Aeronavale / French Aéronavale 12.F Flotilla / French Aéronavale 14.F Flotilla / French Aéronavale 15.F Flotilla / French Aéronavale 17.F Flotilla
Honduras: Honduran Air Force operated 19 from 1956 to 1979
Netherlands: Royal Netherlands Navy operated 35 F4U-1D from 1943 to 1956
New Zealand: Royal New Zealand Air Force operated 368 F4U-1 and 60 FG-1D from 1944 to 1949
    • No. 14 Squadron RNZAF
    • No. 15 Squadron RNZAF
    • No. 16 Squadron RNZAF
    • No. 17 Squadron RNZAF
    • No. 18 Squadron RNZAF
    • No. 19 Squadron RNZAF
    • No. 20 Squadron RNZAF
    • No. 21 Squadron RNZAF
    • No. 22 Squadron RNZAF
    • No. 23 Squadron RNZAF
    • No. 24 Squadron RNZAF
    • No. 25 Squadron RNZAF
    • No. 26 Squadron RNZAF
Peru: Peruvian Navy operated 15 F4U-4 from 1953 to 1970
United Kingdom: Royal Navy Fleet Air Arm operated 2,012 Corsairs of all types during World War 2, including 95 Corsair I (F4U-1), 510 Corsair II (F4U-1A), 430 Corsair III (F3A-1D), and 977 Corsair IV (FG-1D)
    • Fleet Air Arm
United States:  United States Navy - United States Marine Corps
Uruguay: National Navy of Uruguay operated 25 F4U-1D from 1954 to 1975

Source: Wikipedia
 
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