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No, but it is 4 x .50's vs. 2 x 20mm's that are being compared. So my numbers are valid, 3200 vs. 1200 = 2.66:1. That is a big difference.
Nope its not, and lets be a little realistic here shall we.
While a machine gun bullet relying in kinetic energy has to hit something vital to have an effect (or score so many hits close together that it shreds the structure) - it otherwise just makes small holes - a single cannon strike anywhere on the aircraft can inflict significant damage. It is also argued that a hit by one large cannon shell is more effective than hits by several smaller shells generating the same total damage score, as these will be spread across the aircraft instead of being concentrated at one point.
Now look at the Hispano and .50 cal hit photo I presented. A single 20mm Hispano inflicts surface damage wich is far beyond that of even twenty .50 cal hits, wich btw will be spread. Now think about what an 20mm Hispano AP round will do !
Ahh... but they are not really very useable together. The trajectories differ. Most Spitfire pilots did not fire the cannon and mg's together.
From 0-300y they differ very little, as they both have very straight ballistics at those ranges.
The Corsair could pull some moves the Spit could not,
Wich ? It could roll and dive faster, and thats it.
and it rolled better.
Noticably better than the full wing type, while only slightly better than the CW type.
It could certainly turn well enough to get a firing resolution on the Spitfire at the start of any turn.
Most fighters could RG. The Fw-190 A series probably had he fastest 45 degree banking-turn of any WW2 fighter.
Not according to Boscomb Down (Report No. A.&A.E.E./Res/179 - Mar. 23, 1943):
No according to most books about it.
It seems not. The Corsair also could drop flaps to increase lift and improve turn rates.
RG the CW version didnt turn as tight as the full wing version for obvious reasons, but it still turned alot tighter than the Corsair ! Go ahead and look at the Spit XIV CW's Wing and power loading, and you will see that it is still a very much better T&B fighter !
Full wing version Wing Area: 242 sq ft (22.48 m2).
CW version Wing Area: 231 sqft (21.46 m2).
The reduction in turning ability was minimal !
Also your arguement about the flaps is ridiculous, as every WW2 fighter had that ability !
Below about 8000 feet the Spitfire has a tiny speed advantage, from 8000 to about 26000 feet the F4U-4 is definitely faster, and in the 10000-22000 foot range this is quite substantial.
RG it is at 26,000ft that the Spit XIV has its max speed, at wich it is 2 mph faster than the F4U-4, but 4 mph slower according to your data. (Hardly any difference)
Also, to achieve this kind of performance the Spit XIV had to use +25 lbs of boost, which was a 3 minute rating. The F4U-4 could sutstain this power level for a full 10 minutes (actually 11 minutes but the doc rounds this to 10).
RG the F4U-4 could use its boost for only 5 min.
Which is WRONG!
No its actually quite true.
Here's the relevant pages from the F4U-4 pilot handbook excerpts available at the USN site:
RG your stats are for the post-war R-2800-42W engine with 2,500 hp, while mine is for an engine wich actually took part in WW2, the R-2000-18W engine with 2,350 hp.
The F4U-4 was one of the more important variants of the Corsair. Seven prototypes were built, anticipating the many problems which would arise from the proposed changes. Five F4U-1s were pulled from the production line to be modified into the XF4U-4A, ‘4B, ‘4C, ‘4D and’4E. Two more "FG-1" aircraft (identical to the Vought F4U-1) were pulled from Goodyear’s production line. They were all fitted with the Pratt-Whitney R-2800-18W engine which produced 2,100 hp (1,567 kW) and sported a new four blade prop. The engine also had methanol-water injection which boosted the war emergency power rating to 2,350 hp (1,828 kW) for about five minutes. The 18W engine necessitated changes in the basic airframe to handle the extra power and the turbo air intake was mounted on the inside bottom of the engine cowling (it was called a "chin scoop") while air for the intercooler and oil cooler continued to be drawn from the wing slots. The F4U-4 was clocked at a top speed of 446 mph at 26,200 ft.
Source: "Corsair: The F4U in World War II and Korea" by Barrett Tillman and Kenneth A. Walsh.
Also notice that the 4.9 minute climb to 20,000 feet includes capped pylons, so the climb would be a little faster with out them too.
The Spit was still better in the climb, especially a prolonged one !