F4U corsair mods to make it suitable for carrier landings.

When tested by the USN it was found that the Corsair was not suitable
for use on carriers:
1 Long nose obscured sight of the deck
2 oil leaks over cockpit glass
3 undercarriage oleos would bottom out and bounce the aircraft of the
landing wire
4 Abrupt stall.

The royal Navy overcame 1 via a curved semi-circular approach and 2 by
wiring the cowling shut over the windows.

How were all of the other problems solved to allow carrier opperations?

In article om,
wrote:
When tested by the USN it was found that the Corsair was not suitable
for use on carriers:
1 Long nose obscured sight of the deck
2 oil leaks over cockpit glass
3 undercarriage oleos would bottom out and bounce the aircraft of the
landing wire
4 Abrupt stall.

The royal Navy overcame 1 via a curved semi-circular approach and 2 by
wiring the cowling shut over the windows.

How were all of the other problems solved to allow carrier opperations?

In the Corsair I the solution to 3. and 4. was to "be more careful
landing". Corsair II had modified valving in the oelos, still needed care
around the stall. Above is partially from Norman Hanson's "Carrier Pilot",
partially directly from Norman himself (years ago).

--
Andy Breen ~ Not speaking on behalf of the University of Wales, Aberystwyth
Feng Shui: an ancient oriental art for extracting
money from the gullible (Martin Sinclair)

In article ,
(Andrew Robert Breen) wrote:

In article om,
wrote:
When tested by the USN it was found that the Corsair was not suitable
for use on carriers:
1 Long nose obscured sight of the deck
2 oil leaks over cockpit glass
3 undercarriage oleos would bottom out and bounce the aircraft of the
landing wire
4 Abrupt stall.

The royal Navy overcame 1 via a curved semi-circular approach and 2 by
wiring the cowling shut over the windows.

How were all of the other problems solved to allow carrier opperations?

In the Corsair I the solution to 3. and 4. was to "be more careful
landing". Corsair II had modified valving in the oelos, still needed care
around the stall. Above is partially from Norman Hanson's "Carrier Pilot",
partially directly from Norman himself (years ago).

They also lengthened the tailwheel oleo strut, so the "at rest" attitude
of the aircraft approximated the landing attitude.

I thought the stall issue was the left wing stalling before the right
wing. I understand the "fix" was to install a small wedge-shaped vortex
generator on the leading edge of the right wing of the Corsair at the
bottom of the "U". This made the right wing stall at the same time as
the left wing so the aircraft settled in a wings-level attitude at stall
onset.

Paul

wrote:
When tested by the USN it was found that the Corsair was not suitable
for use on carriers:
1 Long nose obscured sight of the deck
2 oil leaks over cockpit glass
3 undercarriage oleos would bottom out and bounce the aircraft of the
landing wire
4 Abrupt stall.

The royal Navy overcame 1 via a curved semi-circular approach and 2 by
wiring the cowling shut over the windows.

How were all of the other problems solved to allow carrier opperations?


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OReilly\par
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On Sep 30, 2:24 am, Orval Fairbairn wrote:
In article ,
(Andrew Robert Breen) wrote:



In article om,
wrote:
When tested by the USN it was found that the Corsair was not suitable
for use on carriers:
1 Long nose obscured sight of the deck
2 oil leaks over cockpit glass
3 undercarriage oleos would bottom out and bounce the aircraft of the
landing wire
4 Abrupt stall.

The royal Navy overcame 1 via a curved semi-circular approach and 2 by
wiring the cowling shut over the windows.

How were all of the other problems solved to allow carrier opperations?

In the Corsair I the solution to 3. and 4. was to "be more careful
landing". Corsair II had modified valving in the oelos, still needed care
around the stall. Above is partially from Norman Hanson's "Carrier Pilot",
partially directly from Norman himself (years ago).

They also lengthened the tailwheel oleo strut, so the "at rest" attitude
of the aircraft approximated the landing attitude.

An extended tail yoke was something that incidentally also belatedly
solved the landing and takeoff problems of late model Me 109s. (Some
Me 109G-10 and all Me 109K). Near its three point attitude the
circulation caused by the propeller prop caused one wing to stall
before the other. An extended yoke also increases ground visibility.
A contra rotating prop probably would also have helped solve the
problem as well as eliminate gyroscopic precession which also tends to
otherwise cause a swing on takeoff.

On Sep 30, 8:16 am, Paul O'Reilly wrote:
I thought the stall issue was the left wing stalling before the right
wing. I understand the "fix" was to install a small wedge-shaped vortex
generator on the leading edge of the right wing of the Corsair at the
bottom of the "U". This made the right wing stall at the same time as
the left wing so the aircraft settled in a wings-level attitude at stall
onset.

Paul

Thanks, did on search on "stall strip" corsair:

TAMING THE F4U corsair.
http://findarticles.com/p/articles/m..._n9445604/pg_1

Propeller circulation probably caused the premature stall. The NACA
5 digit airfoils also had a relatively "'peakier" rather than
progressive stall.

From the wikipedia article on 'stall'
"A stall strip is a small sharp-edged device which, when attached to
the leading edge of a wing, encourages the stall to start there in
preference to any other location on the wing. If attached close to the
wing root it makes the stall gentle and progressive; if attached near
the wing tip it encourages the aircraft to drop a wing when stalling."

On Sep 30, 12:19 am, (Andrew Robert Breen) wrote:
In article om,

wrote:
When tested by the USN it was found that the Corsair was not suitable
for use on carriers:
1 Long nose obscured sight of the deck
2 oil leaks over cockpit glass
3 undercarriage oleos would bottom out and bounce the aircraft of the
landing wire
4 Abrupt stall.

The royal Navy overcame 1 via a curved semi-circular approach and 2 by
wiring the cowling shut over the windows.

How were all of the other problems solved to allow carrier opperations?

In the Corsair I the solution to 3. and 4. was to "be more careful
landing". Corsair II had modified valving in the oelos

Propably a tapering rod that closed of the oriface through which the
oleo oil flowed as the strut compressed.
This would then tend to absorb the impact energy of landing and
convert it into turbulent oil and heat instead
of simply storing it and then releasing it.



--
Andy Breen ~ Not speaking on behalf of the University of Wales, Aberystwyth
Feng Shui: an ancient oriental art for extracting
money from the gullible (Martin Sinclair)

I fly a 1/4 scale radio control model F4U and it had the same problem of an
abrupt stall and roll. A vortex generator solved the problem and now it
stalls like a trainer.




On 10/1/07 12:02 AM, in article
,
" wrote:

On Sep 30, 8:16 am, Paul O'Reilly wrote:
I thought the stall issue was the left wing stalling before the right
wing. I understand the "fix" was to install a small wedge-shaped vortex
generator on the leading edge of the right wing of the Corsair at the
bottom of the "U". This made the right wing stall at the same time as
the left wing so the aircraft settled in a wings-level attitude at stall
onset.

Paul

Thanks, did on search on "stall strip" corsair:

TAMING THE F4U corsair.
http://findarticles.com/p/articles/m..._n9445604/pg_1

Propeller circulation probably caused the premature stall. The NACA
5 digit airfoils also had a relatively "'peakier" rather than
progressive stall.

From the wikipedia article on 'stall'
"A stall strip is a small sharp-edged device which, when attached to
the leading edge of a wing, encourages the stall to start there in
preference to any other location on the wing. If attached close to the
wing root it makes the stall gentle and progressive; if attached near
the wing tip it encourages the aircraft to drop a wing when stalling."





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On Oct 2, 12:25 am, "B.C. MALLAM" wrote:
I fly a 1/4 scale radio control model F4U and it had the same problem of an
abrupt stall and roll. A vortex generator solved the problem and now it
stalls like a trainer.

Interesting. A vortex generator works by delaying a stall wheras a
stall strip works be inducing a stall.

Can you tell me what direction your propellor rotates (viewed from the
rear) and what side you have the vortex generator (viewed from rear).

Do you know if the wing section is NACA 5 digit to scale or a special
model type.

Due to their small size airflow over small wings tends to be laminar
over much longer part of its length.

(Hence insect wings are thin and due to testing on too small a models
WW1 fighters were too thin as well)

I should have said a stall strip on the right wing.
The prop turns clockwise when viewed from the rear.
I don't know what the NACA# is, scale wings do not work very well and the
models that have them don't last long.
This model also has the same flap arrangement as the the full scale F4U and
works well.



On 10/4/07 7:52 AM, in article
,
" wrote:

On Oct 2, 12:25 am, "B.C. MALLAM" wrote:
I fly a 1/4 scale radio control model F4U and it had the same problem of an
abrupt stall and roll. A vortex generator solved the problem and now it
stalls like a trainer.

Interesting. A vortex generator works by delaying a stall wheras a
stall strip works be inducing a stall.

Can you tell me what direction your propellor rotates (viewed from the
rear) and what side you have the vortex generator (viewed from rear).

Do you know if the wing section is NACA 5 digit to scale or a special
model type.

Due to their small size airflow over small wings tends to be laminar
over much longer part of its length.

(Hence insect wings are thin and due to testing on too small a models
WW1 fighters were too thin as well)






--
Posted via a free Usenet account from http://www.teranews.com