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The company continued production until the end of the war and delivered 4,007 FG-1 series Corsairs, including sixty FG-1Ds to the RNZAF and 857 (400 FG-1 and FG-1A, and 457 FG-1D) to the Royal Navy as Corsair Mk IVs.

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The differences over the XF4U-1 were as follows: Six.50 in (12.7 mm) Browning ANM2 machine guns were fitted in the outer wing panels, displacing fuel tanks.

An enlarged 237 gal (897 l) fuel tank was fitted ahead of the cockpit, in place of the fuselage armament.

The fuselage was lengthened by 1 ft 5 in (0.43 m).

The more powerful R-2800-8 Double Wasp was fitted.

Curved transparent panels were incorporated into the fuselage behind the pilots headrest.

The span of the ailerons was increased while that of the flaps was decreased.

One 62 gal (234 l) auxiliary fuel cell (not a self-sealing type) was installed in each wing leading edge, just outboard of the guns.

Vought also built a single F4U-1 two-seat trainer; the Navy showed no interest.

F4U-1A (called Corsair Mk II by the Fleet Air Arm ): Mid-to-late production Corsairs incorporated a new, taller, wider canopy with only two frames very close to what the Malcolm hood did for British fighter aircraft along with a simplified windscreen; the new canopy design meant that the semi-elliptical turtledeck flank windows could be omitted.

The designation F4U-1A to differentiate these Corsairs from earlier birdcage variants was allowed to be used internally by manufacturers The pilots seat was raised 7 in (180 mm) which, combined with the new canopy and a 6-inch (152.4 mm) lengthening of the tailwheel strut, allowed the pilot better visibility over the long nose.

In addition to these changes, the bombing window under the cockpit was omitted.

F4U-1As were delivered to the Fleet Air Arm.

In British service, the aircraft type was modified with clipped wings (8 in (200 mm) was cut off each wingtip) for use on British aircraft carriers, although the Royal Navy had been successfully operating the Corsair Mk I since 1 June 1943 when No.

Squadron was commissioned and assigned to HMS Illustrious.

F4U-1s in many USMC squadrons had their arrester hooks removed.

Additionally, an experimental R-2800-8W engine with water injection was fitted on one of the late F4U-1As.

After satisfactory results, many F4U-1As were fitted with the new powerplant.

The aircraft carried 237 gal (897 l) in the main fuel tank, located in front of the cockpit, as well as an unarmored, non-self-sealing 62 gal (235 l) fuel tank in each wing.

This version of the Corsair was the first to be able to carry a drop tank under the center-section.

With drop tanks fitted, the fighter had a maximum ferry range of just over 1,500 mi (2,400 km).

F3A-1 and F3A-1D (called Corsair Mk III by the Fleet Air Arm ): This was the designation for Brewster-built F4U-1.

Labor troubles delayed production, and the Navy ordered the companys contract terminated; they folded soon after.

Poor quality wing fittings meant that these aircraft were red-lined for speed and prohibited from aerobatics after several lost their wings.None of the Brewster-built Corsairs reached front line units.

Brewster Corsairs (334 F3A-1 and 96 F3A-1D), more than half of Brewsters total production, were delivered to the Fleet Air Arm.

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FG-1A and FG-1D (called Corsair Mk IV by the Fleet Air Arm): This was the designation for Corsairs that were license built by Goodyear, to the same specifications as Voughts Corsairs.

The first Goodyear built FG-1 flew in February 1943 and Goodyear began delivery of FG-1 Corsairs in April 1943.

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