From Wiki....
Beginning in 1943, the Fleet Air Arm (FAA) also received Corsairs and flew them successfully from Royal Navy carriers in combat with the British Pacific Fleet and in Norway. These were clipped-wing Corsairs, the wingtips shortened eight inches (20 cm) to clear the lower overhead height of RN carriers. FAA also developed a curving landing approach to overcome the F4U's deficiencies.
...and,
Royal Navy
In the early days of the war, Royal Navy fighter requirements had been based on cumbersome two-seat designs, such as the Blackburn Skua (and its turreted derivative the Blackburn Roc) as well as the Fairey Fulmar, on the assumption they would only be fighting long range bombers or flying boats. The Royal Navy hurriedly adopted higher performance aircraft such as the Hawker Sea-Hurricane and the less robust Supermarine Seafire but neither of these aircraft had sufficient range to operate at a distance from a carrier task force. The Corsair was welcomed as a much more robust and versatile alternative.
In Royal Navy service, because of the limited hanger deck height in several classes of British carrier, many Corsairs had their outer wings "clipped" by 8 inches to clear the deckhead. The change in span brought about the added benefit of improving the sink rate, reducing the F4U's propensity of "floating" in the final stages of landing. Despite the clipped wings and the shorter decks of British carriers, Royal Navy aviators found landing accidents less of a problem than they had been to U.S. Navy aviators due to the curved approach used. British units solved the landing visibility problem by approaching the carrier in a medium left-hand turn, which allowed the pilot to keep the carrier's deck in view over the dip in the port wing, allowing safe carrier operations.
The Royal Navy developed a number of modifications to the Corsair that made carrier landings more practical. Among these are the Malcolm Hood, raising the pilot's seat 7 inches and wiring "shut the cowl flaps across the top of the engine compartment, diverting the oil and hydraulic fluid around the sides of the fuselage".
The Royal Navy received 95 Corsair Mk Is and 510 Mk IIs, these being equivalent to the F4U-1 and -1A. Brewster-built aircraft were known as Mk IIIs (equivalent to F3A-1D), and Goodyear-built aircraft were known as Mk IVs (equivalent to FG-1D). The Mk IIs and Mk IVs were the only versions to be used in combat. The Royal Navy cleared the F4U for carrier operations well before the U.S. Navy and showed that the Corsair Mk II could be operated with reasonable success even from escort carriers. It was not without problems, one being excessive wear of the arrester wires due to the weight of the Corsair and the understandable tendency of the pilots to stay well above the stalling speed. A total of 2,012 Corsairs were supplied to the United Kingdom.
Fleet Air Arm units were created and equipped in the United States, at Quonset Point or Brunswick and then shipped to war theaters aboard escort carriers. The first FAA Corsair unit was No. 1830, created on the first of June 1943, and soon operating from HMS Illustrious. At the end of the war, 18 FAA squadrons were operating the Corsair. British Corsairs served both in Europe and in the Pacific. The first, and also most important, European operations were the series of attacks (Operation Tungsten) in April, July and August 1944 on the German battleship Tirpitz, for which Corsairs from HMS Victorious and HMS Formidable provided fighter cover. It appears the Corsairs did not encounter aerial opposition on these raids.
At least one Corsair was captured by the Germans, this was Corsair JT404 from No. 1841 squadron (HMS Formidable). Wing Leader Lt. Cdr. RS Baker-Falkner made an emergency landing on July 18, 1944] in a field at Sorvag, near Bodø, Norway. The Corsair was captured intact, although it is not known if it was taken to Germany.
In the Pacific, FAA Corsairs began to operate with the British Pacific Fleet in April 1944, participating in an attack on Sabang, and later, on January 24 and January 30, 1945 (code-named Meridian One and Meridian Two respectively) attacked the oil refineries at Palembang. In July and August 1945, Corsair squadrons Nos. 1834, 1836, 1841 and 1842 took part in a series of strikes on the Japanese mainland, near Tokyo. These squadrons operated from the carriers HMS Victorious and Formidable.
On August 9, 1945, days before the end of the war, FAA Corsairs from Formidable were attacking Shiogama harbor on the northeast coast of Japan. Royal Canadian Navy pilot, Lieutenant Robert Hampton Gray, of 1841 Squadron was hit by flak but pressed home his attack on a Japanese destroyer, sinking it with a 450 kilogram (1,000 pound) bomb but crashing into the sea. He was posthumously awarded Canada's last Victoria Cross, becoming the second fighter pilot of the war to earn a Victory Cross as well as the final Canadian casualty of World War II.
FAA Corsairs originally fought in a camouflage scheme with a Dark Slate Grey/Extra Dark Sea Grey disruptive pattern on top and Sky undersides, but were later painted overall dark blue. Those operating in the Pacific theater acquired a specialized British insignia — a modified blue-white roundel with white "bars" to make it look more like a U.S. than a Japanese Hinomaru insignia to prevent friendly-fire incidents.
In all, out of eighteen carrier-based squadrons eight saw combat, flying intensive ground attack/interdiction operations and claiming 47.5 aircraft shot down.