F4UDOA, how do you know that Dean's graph is wrong? And can you post corrections? Aside from that graph, I've seen another NACA graph comparing the F-4U, a few American airplanes, and the Spitfire. Once more the F-4U was on the outside. Unless you can convince me otherwise, I still believe that the F-4U has far too good of turning ability in the simulator.
Dean uses a wing loading divided by the clmax of each airplane to come up with his lift index.
FYI, Dean's information came from the 1944 JFC which was done over days. He calculated the clmax numbers from the 3G stall speeds. However there was no weight,power or flap condition noted.
I don't want to do every aircraft in his list but I will do two for contrast since the information is available.
From The POH (Pilots Manual)
1. F4U-1D 1G stall speed= 87Knots IAS or 85Knots CAS 97.8MPH at 11,300LBS
391*11,300LBS/ 97.8^2MPH * 314SQ Ft= Clmax
4418300 / 30033597
Clmax = 1.47 Dean's number is 1.48
The F4U is the only aircraft with the correct Clmax
2. P-51D Stall at 101MPH IAS and 106MPH CAS Note-With Wing racks attached
9,000LBS * 391 / 106MPH^2 * 233.19Sq Ft
3519000 / 26201228
1.34
This is a pretty basic calculation but can be done from any POH listing of WW2 aircraft.
Also Check the NACA reports server for report 829 The F4U is also approximately 1.48 and the P-51 is similar although you have to make sure you are looking at Cl numbers with the prop installed and no flap deployed.
I also have a report from a group of modern pilots in 1989 that has simlar results.
Always make sure you are looking at CAS not IAS (especially with the F6F) because many of these aircraft had huge errors to overcome in instrument readings.
I will post more when I can.
Thx