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originally posted by: seagull
a reply to: Cohen the Barbarian
Not unreliable. It took a bit to figure out how to operate it safely aboard aircraft carriers due almost exclusively to its long ass nose, but once that little problem was solved it was, literally--along with the Hellcat, a war winner in the Pacific.
It's biggest knock when first introduced was its propensity to eliminate ensigns. It was a terror to land on a carrier because that long nose rendered the carrier invisible on approach. Once the Brits got hold of it and showed the U.S. Navy how to land it on a carrier (a curving approach where the nose didn't block sight of the carrier until the last second) it served admirably flying from carriers. Because of the vision problem the Corsair was, early on, assigned to ground-based units. Later in the war it made the transition to carriers.
Landing on a carrier deck required the pilot to have the plane at stall speed just as the tail-hook snagged the deck wire, but this was made very difficult by the wicked stall characteristics of the F4U. Just as stall speed was reached, the left wing tended to drop like a rock. In a deck landing this could cause the landing gear to collapse resulting in injuries to the pilot and severe damage to the aircraft. Assuming luck was with the pilot and he landed intact, the Corsair normally "bottomed out" the shock absorbers as it slammed down on the deck. The resulting recoil caused the plane to bounce high in the air. The tailhook itself sometimes failed to "trap" the plane by engaging an arrestor wire. If this happened on a straight deck carrier it usually meant the aircraft plowed into the planes parked forward. (Angle decks did not start appearing on US carriers until 1952.) It was said on a straight deck carrier there were only two kinds of landings; a "trap" and a catastrophe!
Vought F4U Corsair
originally posted by: hounddoghowlie
a reply to: Cohen the Barbarian
Edited because reasons.edit on 8 29 2017 by Cohen the Barbarian because: (no reason given)
originally posted by: hounddoghowlie
a reply to: Cohen the Barbarian
It's biggest knock when first introduced was its propensity to eliminate ensigns. It was a terror to land on a carrier because that long nose rendered the carrier invisible on approach. Once the Brits got hold of it and showed the U.S. Navy how to land it on a carrier (a curving approach where the nose didn't block sight of the carrier until the last second) it served admirably flying from carriers. Because of the vision problem the Corsair was, early on, assigned to ground-based units. Later in the war it made the transition to carriers.
that's not my understanding of the main reason the navy didn't want it at first. although it was part of it. the two other reasons was that when they approached stall speed for landing, the engine lost it's torque and the aircraft dropped to the left and the left landing gear would collapse. also the plane had the tendency to bounce on touchdown, this would cause the hook to miss the arresting wire.
Landing on a carrier deck required the pilot to have the plane at stall speed just as the tail-hook snagged the deck wire, but this was made very difficult by the wicked stall characteristics of the F4U. Just as stall speed was reached, the left wing tended to drop like a rock. In a deck landing this could cause the landing gear to collapse resulting in injuries to the pilot and severe damage to the aircraft. Assuming luck was with the pilot and he landed intact, the Corsair normally "bottomed out" the shock absorbers as it slammed down on the deck. The resulting recoil caused the plane to bounce high in the air. The tailhook itself sometimes failed to "trap" the plane by engaging an arrestor wire. If this happened on a straight deck carrier it usually meant the aircraft plowed into the planes parked forward. (Angle decks did not start appearing on US carriers until 1952.) It was said on a straight deck carrier there were only two kinds of landings; a "trap" and a catastrophe!
Vought F4U Corsair