Here are some images of Trumpeter's 1/32 scale Chance Vought F4U 1D Corsair.
From Wikipedia"
The Chance Vought F4U Corsair was a carrier-capable fighter aircraft that saw service primarily in World War II and the Korean War. Demand for the aircraft soon overwhelmed Vought's manufacturing capability, resulting in production by Goodyear and Brewster: Goodyear-built Corsairs were designated FG and Brewster-built aircraft F3A.
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 by
Vought, in 16 separate models, in the longest production run of any piston-engined fighter in U.S. history (1942–53).
The Corsair served in the U.S. Navy, U.S. Marines, Fleet Air Arm and the Royal New Zealand Air Force, as well as the French Navy Aéronavale
and other, smaller, air forces until the 1960s. It quickly became the
most capable carrier-based fighter-bomber of World War II. Some Japanese
pilots regarded it as the most formidable American fighter of World War
II, and the U.S. Navy counted an 11:1 kill ratio with the F4U Corsair.
As well as being an outstanding fighter, the Corsair proved to be an
excellent fighter-bomber, serving almost exclusively in the latter role
throughout the Korean War and during the French colonial wars in Indochina and Algeria.
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, the XF4U-1, BuNo 1443. The Corsair design team was headed up
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 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 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, the XF4U-1 became the first single-engine U.S. fighter
to fly faster than 400 mph (640 km/h) by setting an average ground speed
of 405 miles per hour (652 km/h) during a flight from Stratford to Hartford.The 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 type into production.
Reports coming back from the war in Europe indicated that an armament
of two .30 in (7.62 mm) (mounted in engine cowling) 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 consisted of three .50 caliber machine guns
mounted in each wing. This improvement greatly increased the ability of
the Corsair to effectively 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.
F4U-1D (Corsair Mk IV): Built in parallel with the
F4U-1C, but was introduced in April 1944. It had the new -8W
water-injection engine. 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, as well as twin-rack plumbing for an additional belly drop tank.
However, these modifications necessitated the need for rocket tabs
(attached to fully metal-plated underwing surfaces) and bomb pylons to
be bolted on the fighter, causing extra drag. The extra fuel carried by
the two drop tanks would still allow the aircraft to fly relatively long
missions despite the 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. Additional production was
carried out by Goodyear (FG-1D) and Brewster (F3A-1D). In
Fleet Air Arm service, the latter was known as the Corsair III, and both
had their wingtips clipped - 8 inches (203 mm) per wing - to allow
storage in the lower hangars of British carriers.
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