Planes Corsair

[Nicandro Aaronson]

TheF4U-Corsair is a special electric propeller plane. Unlike all other special planes, parts for the Corsair cannot be obtained through Global Events, ads, Lost and Found, etc. It can only be obtained by purchasing VIP, and to reinforce that, parts for the Corsair cannot be traded. It has 2 capacity, and comes in a C-variant only. Because it is electric, the Corsair has 0 flight costs. Normally this would also mean it has half the range of its non-electric counterpart, but the Corsair is the first of its kind to not have a fuel-burning counterpart. With the high range and speed combined with no flight costs, its easy to find great uses for the Corsair. It is especially helpful early-game, as it can extract the most value out of the two jobs it carries as quickly as possible. It can also be helpful for bux farming, as it could be used as a cheap alternative to the Starship, both with normal flights and boosting. While it can be seen as overpowered and pay to win, the fact that each player can only have 1 Corsair helps to keep it somewhat balanced.

The F4U Corsair flunked its initial carrier landing trials and, rejected by the Navy, went to war as a land-based fighter with the Marine Corps. Yet, by the end of World War II Corsairs were flying from most U.S. and several British fleet carriers as well as from the small escort carriers.

The prototype XF4U-1 first flew on 29 May 1940 and by the end of the year it had attained a speed of 404 miles per hour, faster than any U.S. fighter then in the air. Deliveries of the F4U to Navy squadrons began in October 1942. Because of poor cockpit visibility and other problems it failed initial carrier trials.

Rejected by the Navy for carrier service, most war-built Corsairs went to the Marine Corps for land use. The first U.S. Corsairs to enter combat belonged to Marine Fighter Squadron (VMF) 124, which arrived at Henderson Field on Guadalcanal in the Solomons in February 1943. These F4U-ls had their first battle with Japanese aircraft on the 13th, while escorting Navy PB4Y-ls (i.e., B-24 Liberators) on a bombing mission against Bougainville. The first U.S. Navy squadron to fly the F4U in combat was Fighter Squadron (VF) 17, which arrived in the Solomons in September 1943.

In response to the Japanese kamikaze threat, in late December 1944, Marine F4U squadrons were assigned to U.S. Navy fast carriers to increase rapidly their defensive fighter strength. Although initially there were many problems and aircraft losses, the Corsair was aboard U.S. carriers to stay. Marine and Navy F4Us flew from the larger carriers, while the Marines formed several air groups that included F4Us to fly from escort carriers to provide close air support and combat air patrol.

More than 11,500 Corsairs had been completed when the war ended in August 1945. Vought produced most of them, although Brewster built identical models as the F3A-1, as did Goodyear (FG-1). Production was continued after the war.

Also during the Korean War, Marine pilots flying F4Us from the light carrier Bataan (CVL-29) downed three Yaks, and a Marine Corsair from the Sicily (CVE-118) shot down a MiG-15. A Navy F4U from the Valley Forge shot down a Soviet Tu-2 approaching a carrier task force in the Yellow Sea.

When the Korean War ended in July 1953 the French were locked in another conflict against the communists in Indochina. The following year the U.S. Navy delivered 25 AU-1 (formerly F4U-7) models designed for low-level attack. These planes had four 20-mm cannons and could carry four 1,000-pound bombs.

Corsairs also flew with French roundels in the Suez conflict of 1956. The carriers Arromanches and La Fayette (the former USS Langley [CVL-27]) both had F4U-7 squadrons aboard during their attacks on Egyptian positions.

Corsair production continued in the United States until January 1953. The Corsair thus was the last piston-engine fighter built in the United States and had one of the longest production runs of any U.S. combat aircraft. Production totaled 15,056 aircraft, including 2,486 that went directly to other countries. Corsairs also were transferred to other countries after U.S. service.

Norman Polmar is an analyst, consultant, and author, specializing in naval, aviation, and technology subjects. He has been a consultant or advisor on naval issues to three Senators, the Speaker of the House of Representatives, and three Secretaries of the Navy as well as to the director of the Los Alamos national laboratory, and to the leadership of the U.S., Australian, Chinese, and Israeli Navies. He has written or coauthored more than 50 published books.

I don't think you should be scissoring with an F4U, you should be trying to yoyo high or low. I'm new to 109's but that's what I've gathered as I'm trying to learn. Not to fault you but I'm not really surprised by what I saw in the vid. If I get in that kind of situation and can maintain my presence of mind, I try to either climb or dive into a vertical turn to gain speed or potential energy. In your video it looked like you had already lost a lot of energy. As i watched I thought it might have been best to continue the slight dive after that first yoyo and try to climb away. 109's are great at climbing but shouldn't get into low altitude turning matches. Turning is what the few I've ever been able to shoot down did when I was in a Spitfire or something comparable and the F4U is much better that a Spit 1 or 2.

I'm new to 109's but that's what I've gathered as I'm trying to learn. Not to fault you but I'm not really surprised by what I saw in the vid. If I get in that kind of situation and can maintain my presence of mind, I try to either climb or dive into a vertical turn to gain speed or potential energy.

both of these tactics would be suicide. climbing ,with the corsair already close and with a speed advantage,will kill your speed and give him an easy shoot at a motionless target. the corsiar is also much heavier and will outdive the 109. In your video it looked like you had already lost a lot of energy. As i watched I thought it might have been best to continue the slight dive after that first yoyo and try to climb away.

but a 109 can roll faster and initiate the turn sooner, building angle to target. when the spit finally rolls into the turn. the 109 can simply roll back, slowing his forward movment and creat a "flat" scissors. at low speeds the 109's slats will keep the 109 from stalling in high load, high AOA rolls. The spit would simply stall in these maneuvers so will stall, fly out in front of the 109, or forced the break to the outside, and just giving away his 6 to the messersmitt.

He was much faster then you and US planes usually turn much better at higher speeds. You were slow and with low energy which affected your turn,you just came out from vertical move, losing energy, see how slow your turn at first (0:56-1:03), after that you pick up some speed and your plane starts turning sharper, but its too late already.

Not really bothered with those turn stats, but I read or heard somewhere that it's not how many seconds per 360 turn, but how many degrees per second. So a plane with 20sec turn stat would outturn one with a 15sec turn stat. Not sure about it though so don't put much stock in it.

Thank you very much for the corrections in terms and tactics. I really do appreciate it when better pilots tell me things like this. It shows me where I've gotten concepts right or wrong and when certain maneuvers should or shouldn't be applied. I will try to take this to heart and practice doing things the right way.

Turn with rudder, elevate during the turn, pull stick and you'll get outside his tight turn, then roll inside and you have him again. Pulling those horizontal G drags are a no go, plus you flying a plane that its forte is the high or low rolls to counter any corner turn opponents.

During World War II, it was my honor to fly F4U Corsairs with the Marine Corps (VMF 222, MAG-14) in the vicinity of the Solomon, Philippine, and Ryukyu islands, from Yontan Airfield on Okinawa. One day in 1945, when I was on combat air patrol with my wingman over Buckner Bay off the southern coast of Okinawa, one of our carriers, the USS Franklin, took a direct hit from a kamikaze. Then a second unidentified aircraft was reported entering the area. A few minutes later, I spotted a Zero flying very low over the water.

As I pulled the stick back to regain altitude, I felt two thuds, and realized I had been hit by friendly fire from our own naval anti-aircraft guns. The Corsair was like a seasoned prizefighter who could take punches on the chin and refuse to go down. On many of our fighter sweeps and low-level bombing runs, our airplanes would get hit repeatedly by Japanese anti-aircraft fire, but somehow always get us back to our bases. But this time I knew I was in serious trouble.

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