Devotion

[longer ron]

RN FAA Corsairs were in squadron service from mid/late 1943 and cleared for carrier use.
The USN did do some limited carrier ops prior to that for a short while but the Corsair did not go into full carrier use with the USN until Dec 1944 (for a variety of reasons).
The FAA experience on corsair carrier ops certainly speeded up the necessary improvements to the corsair design for carrier ops.

[megan]

The first carrier based combat seen by the F4U was 3rd April 1944 when 1834 Squadron participated in the attack on the Tirpitz in Norway.

As near as I can find the first US carrier deployment was when VMF-124, and VMF-213 departed the United States on September 18, 1944 on board the USS Ticonderoga and USS Hancock for Hawaii. Following training there they both boarded the USS Essex December 9 1944 and flew their first combat on January 3 1945 against Formosa and the Ryukyu Islands.

[MightyGem]

Just come across this:
https://www.smithsonianmag.com/air-s...t-1-180977803/

But it was the British Royal Navy’s Fleet Air Arm who came up with the concept that brought Corsairs to sea duty for good. The pilots developed a long, curving landing approach to keep the carrier’s deck in sight until the last moments before touchdown.

Looks like they got the crash on the approach to land spot on.

​​​​​​​Porter rightly feared that when a less experienced aviator was faced with the Corsair’s nasty behavior, he would instinctively jam the throttle forward in a desperate attempt to grab raw horsepower to claw his way out of trouble. The sudden torque unleashed from the fighter’s powerful R-2800 engine and its 13-foot, 4-inch propeller would exacerbate the bank to the left, promptly flipping the aircraft onto its back just feet above the waves.

[tartare]

Originally Posted by MightyGem

Just come across this:
https://www.smithsonianmag.com/air-s...t-1-180977803/



Looks like they got the crash on the approach to land spot on.

Did that torque induced roll happen only if you firewalled the throttle?
Or was a small but sudden power change enough to kill you?

[sycamore]

If you open the throttle rapidly on a tailwheel warbird,you will be facing 90 *left/right,even on the ground,so you open up slowly/smoothly,until the tail is`up`(another swing,due gyroscopics),and then add the rest..

[fdr]

Originally Posted by tartare

Did that torque induced roll happen only if you firewalled the throttle?
Or was a small but sudden power change enough to kill you?

It takes a fair handful to get into strife airborne, being slow doesn't help, the aileron authority is not that great not much rate came from any of the round II aircraft on any side of the game. Wing design was generally thin sections to achieve high speeds, and that made them susceptible to reversal through aeroelastic response to the torsion loads applied by the aileron. There was also compressibility issues related to the hinge and separated flow, shock location to keep designers busy. An aileron roll is more like a slow roll, and for good reason; the controls were in the main unboosted, and without servo tabs or flettners or similar force management systems. Servo tabs did get employed making life better for the drivers and improving roll rates. Hydraulic assist did turn up around 2943 on a couple of planes, the connie and P-80... Small tabs are high risk of battle damage and as galloping ghost showed, damage to a tab can have unpleasant outcomes. The old planes keep the driver busy with all 3 axis of trim all the time, change speed or power, and all the trim has to be used, get slow and go wide open and you will run out of aileron pretty promptly.

[megan]

If you open the throttle rapidly on a tailwheel warbird,you will be facing 90 *left/right,even on the ground,so you open up slowly/smoothly,until the tail is`up`(another swing,due gyroscopics),and then add the rest..

Griffon Spitfires were not able to use full power for take off, limited to +9 lbs of the +12 available, yaw was such that high tyre wear occurred, and could roll the tyre off the rim.