TAMING THE F4U corsair

Flight Journal, Oct 2004 by Tillman, Barrett

Eventually, an alert crewman noticed something unusual. "The F4U's arresting-hook point, for reasons known only to the Naval Aircraft Factory, had a cross-section like an ax blade," Blackburn recalled. "Combined with the unseasoned and unweathered soft fir of the Bunker Hill's deck, the hook dug in and cut a furrow-something it had not done on Charger's use-toughened planking."

Investigation showed that if the hook maintained contact with the deck, the point snagged on the steel transverse drain channel and snapped off. The fighter's inertia remained unimpeded and kept its inevitable rendezvous with the barrier. Nobody had noticed the missing hook points in any of the ensuing excitement. The Bureau of Aeronautics was promptly informed, and improved hook points were provided. The problem was largely solved, though some instances of "hook skip" still arose when the tailhook bounced over the wire. Further investigation resulted in modifications to the "dash pot," the impact dampener on the hook. Vought's onboard delegate, Russell Clark, also kept the factory informed of the situation to speed corrections. Gradually, the Corsair was becoming a valid carrier airplane.

Near the end of the shakedown, yet another crisis arose. Capt. John Ballentine summoned Blackburn to his cabin. Vice Adm. Patrick Bellinger, Commander, Air Force, Atlantic Fleet (ComAirLant), was keenly aware of the F4U's teething problems and expressed concern that the bugs might not be squelched before deploying to combat. Against that contingency, the Bureau suggested re-equipping Fighting 17 with Hellcats. What did Bunker Hill think?

Blackburn, never a shrinking violet, stood by his Hogs. He knew that Clark and others had absorbed the hard-won lessons and were making production-line changes that would lead to the new and improved F4U-1A. The main landing-gear fix was already in; the tailwheel leg was being raised; the wing spoiler cured the nasty stall; the hook problems had been dealt with, as had numerous lesser glitches. The pilot's seat also was being raised to improve forward visibility, which resulted in the bubble canopy. The company crossed its heart and pledged to have 12 or more "One Abies" dockside when the ship returned to Norfolk in mid-August.

Even then, it was still a risk. Blackburn summarized the dilemma: convert to Hellcats with their proven reliability, or proceed with the Corsair and its generally superior performance. He concluded, "Skipper, I'm so convinced, and so are my pilots, that I recommend in the strongest terms that we go forward with the Corsair. The F4U is the better combat airplane."

Ballentine hardly paused to consider. He nodded decisively, stating that he would keep the Hogs. Blackburn was delighted. So were his piratical aviators.

In late September, a few days out of San Diego, Ballentine summoned Blackburn again. It was bad news. The message read, "Upon arrival at Pearl Harbor, VF-17 detached from Bunker Hill. Proceed by first available transportation to Espiritu Santo and report to Commander, South Pacific, for duty. VF-18 will replace."