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To guarantee only the most desirable F4U-4 Corsair aircraft model we spend alot of time researching the original aircraft using pictures and blueprints when possible. The finest kiln dried mahogany is used so it will not warp or split and will be enjoyed by generations to come. Our artisans possess many years of expertise designing and making model aircraft.
After carving the fuselage and adding the details the model aircraft is then primed and sanded for ideal uptake of finish in addition to the additional particulars.
The call signs and squadron information is hand painted on the finished plane model. The model is then crystal-clear coated to shield it for countless years to come. Your friends and family can easily enjoy this model plane for many, many years.
Purchasing one of these Museum quality reproductions from us is actually as easy as completing our secure online form and within days you will receive your purchase in hand. All our airplane models are shipped insured. Safely and securely packaged to make the voyage to you, the new owners of this extremely collectible airplane model.
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War.The F4U incorporated the largest engine available at the time, the 2,000 hp (1,490 kW) 18-cylinder Pratt & Whitney R-2800 Double Wasp radial. To extract as much power as possible, a relatively large, 13 feet 4 inches (4.1 m) Hamilton Standard Hydromatic three-blade propeller was used. To accommodate a folding wing, the designers considered retracting the main landing gear rearward, but for the chord of wing selected, it was difficult to fit undercarriage struts long enough to provide sufficient clearance for the large propeller. Their solution was an inverted gull wing, a similar layout to the one used by Germany's Junkers Ju 87 dive bomber, considerably shortening the length of the main gear legs. The anhedral of the wing's center-section also permitted the wing and fuselage to meet at the optimum angle for minimizing drag, without the need for wing root fairings. Offsetting these benefits, the bent wing was more difficult to construct and weighed more than a straight one.
The Corsair's aerodynamics were an advance over those of contemporary naval fighters. The F4U was the first U.S. Navy airplane to feature landing gear that retracted fully, in a similar manner to that of the Curtiss P-40 in that the oleo struts rotated through 90° during retraction, with the wheel atop the lower end of the strut; a pair of rectangular doors completely enclosed the wheel wells, leaving a completely streamlined wing. The oil coolers were mounted in the center-section of the wings, alongside of 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 magnesium 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. In addition, the elevators were constructed from plywood. Even with its streamlining and high speed abilities, with full flap deployment of 60°, the Corsair could fly slowly enough for carrier landings.
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 would enter 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 starboard 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 port 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 starboard wing, just inboard of the gun ports. This allowed the starboard wing to stall at the same time as the port.
An early F4U-1 showing the "birdcage" canopy with rearwards production cockpit location. Compare with the XF4U-1.
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 hydraulic cowl flaps could spatter onto the windscreen, badly reducing visibility, and the undercarriage oleo struts had bad rebound characteristics on landing, allowing the aircraft to bounce out of control down the carrier deck. The first problem was solved by locking the top cowl flap down permanently, then replacing it 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. Corsair deployment aboard U.S. carriers was delayed until late 1944.
Production F4U-1s featured several major modifications compared with 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 rpg for the inner pair, 375 rpg 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. Accordingly 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 an 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 curved transparent panels, providing the pilot with a limited rear view over his shoulders, were inset into the fuselage, behind the pilot's headrest. 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.[N 2] 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. All in all these changes increased the Corsair's weight by several hundred pounds