The Vought F4U was the best carrier based fighter of WW2. 12,571 aircraft were built and downed 2,140 enemy aircraft for the loss of only 189 Corsairs. It was developed early in 1938 for the US Navy. The designer, Tex Beisel, worked on the principle of the largest engine in the smallest airframe. Britain received 2012 of the type. This book contains the world famous color profiles created by Dave Windle of the type in different operational modes, configurations and color schemes. Martin Bowman has written detailed descriptions and photographs to create the perfect enthusiasts reference.

This versatile single-seater aircraft was a joint development between the UK and France. It first flew in 1968, but its robust and flexible operational uses led to its long service life, only being retired from RAF service in 2008. It has seen front-line action in all major conflicts since introduced and has been exported to India, Ecuador, Nigeria and Oman.This book contains the world famous color profiles created by Dave Windle of the type in different operational modes, con

Summary: A flight investigation was made at high speeds to determine the profile drag of a P-47D airplane wing having production surfaces covered with camouflage paint. The profile drag of a wing section somewhat out-board of the flap was determined by means of wake surveys in tests made over a range of airplane lift coefficients from 0.06 to 0.69 and airplane Mach numbers from 0.25 to 0.78. The results of the tests indicated that a minimum profile-drag coefficient of 0.0097 was attained for lift coefficients from 0.16 to 0.25 at Mach numbers less than 0.67. Below the Mach number at which compressibility shock occurred, variations in Mach number of as much as 0.2 appeared to have no effect on profile-drag coefficient. The variation in Reynolds number corresponding to this variation in Mach number, however, was appreciable and may have had some effect on the results obtained. Comparison of the Mach number at which shock losses were first evident in the wake with the critical Mach number indicated that shock was not evident until the critical Mach number was exceeded by at least 0.025.

The Battle of Britain Memorial Flight (BBMF) is a standing reminder of the heroism and sacrifice of countless British and Commonwealth aircrew who flew and fought during the Second World War.Formed at RAF Biggin Hill on July 11, 1957, as the Historic Aircraft Flight, today the BBMF's incredible collection of aircraft includes six Spitfires, two Hurricanes, one of only two airworthy Avro Lancaster bombers in the world, a Douglas C-47 Dakota and two de Havilland Chipmunks.The Flight's Second World War aircraft have survived against the odds to exist in flying condition today and this book charts each of their careers over the last seven decades or more.Author and illustrator Chris Sandham-Bailey has meticulously reproduced every known paint scheme worn by each of the aircraft - as well as gathering together an unrivaled collection of photographs to show how the appearance of the aircraft has changed.Never before have all of the BBMF aircraft liveries from the war's end to the present day been catalogued and illustrated in one publication. This book is a must for anyone with an interest in the BBMF aircraft and their histories.

Summary: A flight investigation was made of boundary-layer and profile-drag characteristics of smooth wing sections of a P-47D airplane. Measurements were made at three stations on the wing: boundary-layer measurements were made on the upper surface of the left wing in the slip-stream at 25 percent semispan; pressure-distribution measurements were made on the upper surface of the left wing at 63 percent semispan; and wake surveys were made at 63 percent semispan of the right wing. The tests were made in straight flight and in turns over a range of conditions in which airplane lift coefficients from 0.15 to 0.68, Reynolds numbers from 7.7 x 106 to 19.7 x 106, and Mach numbers from 0.25 to 0.69 were obtained. The results of the investigation indicated a minimum profile-drag coefficient of 0.0062 for the smooth section at 63 percent semispan. At the highest Mach number attained in the tests, the critical Mach number was exceeded by at least 0.04 with no evidence of compressibility shock losses appearing in the form of increased width of the wake or increased profile-drag coefficient. For flight conditions approaching the critical Mach number, variations in Mach number of as much as 0.17 appeared to have no effect on the profile-drag coefficient. In the slipstream, transition occurred at least as far back as 20 percent chord on the upper surface at low lift coefficients.