F4u-2(N) CORSAIR Night Fighter
History
In late 1941 , before the Japanese attack on Pearl Harbor, and some seven month before the first production F4U-1 made its initial flight, the Navy expressed an interest in the development of a night fighter version of the Corsair. Standard nightfighter radars of WWII were too large, heavy and complicated to be installed in single-engine, single-seat fighters. But the availability of a small radar with a limited capacity could made it possible to develop a nightfighter which would provide a degree of air cover during night operations . Although radar was still in its infancy, sets were under development that could be fitted in fighters and used for aerial intercepts at night. On the other hand , offensive systems were already being deployed that would increase the nighttime threat of reconnaissance and attack by enemy aircraft.
The initial Engineering design of the F4U-2 was complete at the time of the Japanese attack on Pearl Harbor. A mock up was complete and ready for review on January 28, 1942. Shortly after making its initial flight, the first production F4U-1, BuNo. 02153, was modified to become the XF4U-2 prototype. Once the war began, the production of conventional fighters was so urgent that the Navy did not want to commit an assembly line exclusively to night fighters . Because Vought was heavily committed to meet schedules on other programs, arrangements were made with the Naval Aircraft Factory at Philadelphia to convert production F4U-l’s to the F4U-2 configuration. A total of 34 F4U-1’s were converted to F4U-2’s. 32 conversions were made at the Naval Aircraft Factory and 2 were made in the field by VMF(N)-532 on Rio Island, Kwajalein Atoll. and these two were the only ones converted from the F4U-1A.
The original radar was the AIA installation, developed from the Massachusetts Institute of Technology under Project Roger. It had a range of 6km against aircraft. For single-seat fighters a easy-to-use scope had to be developed. This took the form of a small circular scope on the instrument panel that showed two blips for the target. The first blip indicated the direction and distance of the target, and the position of the second blip relative to the first one was an indication of the relative height of the target.
Converting the F4U-1 into the F4U-2 night fighter involved the addition of this AIA radar antenna inside of a dome and fairing on the leading edge of the right wing. The small radar was added on the starboard wing, on the wing leading edge close to the wing tip. To compensate for the weight one of the wing guns was removed, and ammunition reduced. As the F4U-2 was intended for night operations, flame dampers were fitted to the exhaust stacks and the original short tail landing gear strut was replaced with the one used on F4U-1 as beginning with BuNo. 50080. A radio altimeter and an autopilot were also installed. The pilot viewed the returns from the radar on a small scope mounted in the middle of the instrument panel. Lighting was modified, and other changes were made inside the cockpit to optimize it for night flying. A radio altimeter system and a radar beacon transponder were instalIed, and the standard high frequency radio was replaced with a VHF set. This eliminated the need for either of the two antenna masts usually seen on other Corsair variants. The additional electrical equipment required a more powerful generator , and to provide cooling air for it, a small scoop was instalIed on the right si de of the forward fuselage.
The F4U-2 equipped VMF(N)-532, VF(N)-75 and VF(N)-101. VF(N)-75 became the first night fighter squadron in the Navy when it was commissioned on April 1, 1943. Af ter training, the unit departed for the Pacific and flew its first mission on October 2, 1943. Over the next few weeks, the squadron continued to develop its night fighting tactics, early operations of VF(N)-75 in New Georgia revealed considerable problems with the operating procedures, but on the night of 1 November Lt. O’Neill shot down a G4M bomber. The tactics finally developed let the F4U-2 climb towards its target from astern. This also helped to decelerate the fighter enough, to prevent it from overshooting its target.
VF(N)-101 was created by splitting of part of VF(N)-75. VF(N)-101 was the second and only other Navy squadron equipped with the F4U-2, it was the first carrier-based nightfighter unit of the USN. This was in January 1944, and made the unit the first carrier-based Corsair squadron. A limited number of night operations was flown, because of reluctance to take the risk. Nevertheless, no accidents occurred, which helped to clear the Corsair for carrier operations. During the war, it operated from the USS ENTERPRISE, CV-6, and the USS ESSEX, CV-9. To help reduce visibility at night, VF(N)- 101 applied black paint over the Intermediate Blue on the fuselage sides of their F4U-2s. they left the Intermediate Blue on the vertical tails and under the outer wing panels unchanged.
The only Marine night fighter squadron to use the F4U- 2 was VMF(N)-532 commanded by Major Everette H. Vaughn. VMF(N)-532 used their F4U-2 for night intercepts of Japanese aircraft, they also made night bombing and attacks against enemy ground targets.
The F4U-2 served the Navy and Marines until late 1944.
F4U-1A at VMF (N)-532 base on Roi Island sometime in mid-1944. It was one of two F4U-1As received from VMF (N)-532 and field modified to F4U-2A standards
Radar
The original radar was the AIA facility, developed by the Massachusetts Institute of Technology under Project Roger. It had a range of 6 km against aircraft. For single position fighters a handy field had to be developed. This took the form of a small circular field on the instrument panel that showed two adjustments for the target. The first hit indicated the direction and distance of the target, and the position of the second hit relative to the first was an indication of the relative height of the target.
The conversion of the F4U-1 to the F4U-2 night fighter involved adding this AIA radar antenna inside a canopy and digging into the starboard wingtip. The small radar was added to the right wing, at the tip of the wing near the wing tip. To compensate for the weight, one of the wing flaps was removed and the ammunition was reduced. As the F4U-2 was intended for night operations, flame suppressors were fitted to the exhaust stacks and the original landing gear arm was replaced with that used on the F4U-1 starting with BuNo. 50080. Radio altimeter and autopilot also installed. The pilot viewed the radar returns on a small field located in the middle of the instrument panel. The lighting was modified and other changes were made inside the cockpit to optimize it for night flying. A radio altimeter system and radio transponder were installed and the normal high frequency radio was replaced with a VHF set. This eliminated the need for either of the two antennas commonly seen on other Corsair variants. The additional electrical equipment required a more powerful generator and to provide cooling air for it, a small scoop was placed to the right of the forward fuselage.We notice that there is a notch on the underside. For the Radar accessories, as well as that the end is longer on the wing. Compared to the wooden dummy.
Cockpit:
The radar artificial horizon is visible, it was incorporated into a Sperry autopilot installation, we see the wooden cabin mock-up, for the F4u-2 As for the cockpit, a three-inch diameter radar field was added in the middle of the instrument panel, just below the armory, which was the original with integrated reflector glass, and the bullet-proof plate glass between the windshield and the gun was removed for improved visibility. If you look closely, you’ll see that the tempered glass has been removed. This helped, as it improved visibility at night, but made her careful attacks much more dangerous in the light of the tail gunners on the Japanese G4M “Betty” bombers.
Antenna
The antenna mast was dedicated behind the cockpit and a rod was installed in its place. VHF radio. An IFF whip antenna was mounted on the abdomen behind the lower vision window. The radar altimeter required two identical antennas in the belly. The photos, which show us the existence of a third one, are different.
The installation of the altimeter radar antenna is one of the more confusing configuration details, as these were at least originally located in front of and behind the lower vision window as seen on the underside of the fuselage.
Paint scheme
The few photographs taken of these planes were taken from oblique angles with black and white film, mostly from the island of the carriers INTREPID and ENTERPRISE, looking down. My best guess is that the VF(N)-101 planes either had the very high blend pattern where the Non Spec Sea Blue blends very widely with the Intermediate Blue, or the intermediate blue sides were painted, possibly semi-gloss sea blue, or Fresh Non Spec Sea Blue. There is definitely a change in color between the sides of the fuselage and the “spine” of the fuselage, and people have different opinions on what might cause it. Semi Gloss Sea Blue is actually a darker shade than Non Spec Sea Blue and Navy BuAer specifications require most of the upper wing surfaces to be painted this color (F4U, F6F, SB2C, TBM, etc. .). It stands to reason that carrier maintenance units had stocks of this color available.
One thing that is certain is that the Darker Sea Blue extends well down the sides of the fuselage and the intervening blue area on the sides of the forward fuselage and engine cover is very narrow, but it is there. My personal opinion is that the sides of the fuselage were repainted in some shade of Sea Blue, and certainly not black as some researchers and writers have suggested.
This topic is somewhat controversial. The Navy’s F4U-2s were not as well documented as the ground-based Marines. Over the years there have been disputes over the color of the fuselage sides. After asking Bob about it, I believe the fuselage was repainted in one of two ways:
1) The sides of the fuselage were overpainted with semi-gloss sea blue (which is a darker color than Non Spec Sea Blue) or a fresh batch of Non Spec Sea Blue that hadn’t yet started to ‘chalk’ from sun exposure.
2) If the plane was repainted in the depot level 4-ton scheme (like NAS Norfolk, Philadelphia or San Diego), the Non Spec Sea Blue extended very low on the sides of the fuselage with minimal Intermediate Blue transition.
As the Birdcage Corsairs go, there are plenty of other noteworthy tidbits…
1) The plane appears to have had the upper cowling modification installed very late in the game as it has not yet been painted. Also, the common problem of leaking fuel tank is obvious and Squadron engineers thought a few more pieces of tape would be useful, resulting in a Hyper-Dodecahedron type tape treatment on the fuel tank cover.
2) Unlike Marine aircraft, these planes were not fitted with MK XLI bomb mounts under each wing.
3) The radio antenna installation was greatly simplified compared to the antenna installations we are used to seeing on Corsairs. A single antenna cable attached to the forward end of the right horizontal stabilizer ran up to the rubber tensioner and then down to the ceramic insulator mounted on the fuselage just aft of the canopy. There are radar altimeter antennas fitted to the fuselage keel as well as a transponder antenna (not visible). A single whip antenna on the spine of the fuselage completes the antenna configuration.
4) If you look closely, you will see that the tempered glass has been removed. This was somewhat of a mixed blessing, as it improved visibility at night, but made close attacks much more difficult in the light of the tail gunners on the Japanese G4M ‘Betty’ bombers.
5) The canopy appears to have been retrofitted with an additional armor plate (The unlisted ‘Part E23’ in the Tamiya kit).
6) The inner right wing root shows an unusual degree of exposed, bare metal. It is not at all unusual to see this, as many access doors were located on the upper right side of the Corsair’s fuselage. This is an extreme case.
7) Finally, although it is a Birdcage Corsair, the airplane has been fitted with the taller tailwheel spar, no doubt to improve visibility over the nose. The Corsair went through a prolonged evolution of the skywheel assembly in an effort to improve visibility over the nose and reduce the tendency to “wobble” on landing due to gyroscopic drift.
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