Aces High Bulletin Board
Help and Support Forums => Help and Training => Topic started by: Ongurth on February 06, 2007, 06:42:48 PM
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hello.
first of all, i would like to compliment the instructors here on their awesome training site. I found AH II about a week ago, and since I haven't played a realistic flight sim in an loooooooooonnnnnnnngggggggggg gg time, I thought it would be prudent to read up on some techniques. I found the information on the training site to be VERY helpful, and I nailed six opponents on my second day with AH because of the training.
I'm still trying to figure out what plane I should go with. I like the Corsairs (even though their NASTY to land), and I would like to ask your opinion as to what the strengths and weaknesses of the different models are. I know that some of this information is on the training site, but unfortunately, I noticed that the Corsair F4U-1A isn't mentioned on there :(
So, my question is, how does the F4U-1A stack up against the other two baseline (F4U-1 and F4U-1D) Corsairs? I've noticed that the A1 suffers from massive acceleration issues (seemingly more so then the 1D), what other contrasts are there in them?
I know that the Corsairs probably aren't the best plane for a beginner like myself, lol, but I think I want to learn on it, so that I can give myself a good option for CV combat.
Thanks for your help,
< Ongurth
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A lot of it has to do with personal preference. I suggest that you browse this F4U thread (http://forums.hitechcreations.com/forums/showthread.php?s=&threadid=192317&highlight=F4U1A) for details about the performance of the various Corsairs.
My regards,
Widewing
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I got one word for you.....Rudder.
Rudder is king in the F4U no matter which model you fly. Personnally, I'm likeing the 1A model and don't see that it should be particularly difficult for a new pilot. The only two downsides to it that I see are the rear views (canopy has a metal extension over the pilot) and quite a bit of torque effect at slow speeds. If you're real slow (and the F4U loves a real slow fight) use a bootful of right rudder and bring the throttle back when you want to roll right, if you don't and you're around 80mph you probably aren't going to the right.
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Thank you for the link, Widewing. I read it and it was very helpful.
Mace, thank you for the advice. I adjusted my view so that I have a relatively high level of visibility (it's no mustang cockpit, but it definitely works). My biggest problem with the A1 is landing her. She very much likes to slam to the right on me. I've noticed that cutting the engine prior to landing, then letting her glide in helps with that, although it severely limits my recovery options, if I don't line her up just right.
Any tips for helping with that?
Thank you for your prompt, and helpful replies, sirs.
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Yeah, landing the Corsair can be bit of a problem. The key is to get slow and stall her in for a solid 3 point landing. Come across the end of the runway at about 100mph, chop your throttle and then just keep raising the nose a bit like you're trying to keep it 6 inches off the deck. When you touch down keep the stick pulled back to lock the tailwheel and then ease on the brakes. Not hard once you get the hang of it.
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Originally posted by Mace2004
I got one word for you.....Rudder.
You got one more that you should mention ...
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flaps?
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Originally posted by Virage
You got one more that you should mention ...
I think the word you're looking for is "ME109K-4"
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109 k4?
might as well fly the la7 if you want a dweeb ride :p
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kill the eng (E key) as soon as it touches down , pull back on stick and its less likely to loop on ya when landing .
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Mace has it right. Fly the plane down to the deck...and I mean fly it don't come in and chop the throttle and expect a perfect landing every time. Just fly her on. Easing the stick back so you touch when she decides it's time to quit flying. Then stick strait back and ease the throttle off. Don't slam it to idle. Just ease her off and don't use much brakes. She will stop all by herself with little or no brakes once you idle her power. She will roll to a stop straight.
If you take the time to learn it right the first time you will never have a problem landing a Hog. If you don't then she'll snap at you when you least expect it. :)
Hope this helps.
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what Ren & Mace said ^
if I am landing hot, I will use flaps and slow it quickly with sideslip easing the throttle, as it feels like it is about to fall out I raise a notch or 2 and FLARE it.....
it really doesn't take much runway and hardly any brake ( basically use brakes to keep her straight verses the locking the tail wheel , but that is a personal preference )
and I never cut the engine, what if you are being attacked and want to do a touch and go? the F4U will take off rather quickly and roll out of way when under 100 mph and 3 or 4 notches out........very easy to avoid one of them 500 mph jammed up controlled( compressing) vulchers.......:D
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Originally posted by B@tfinkV
109 k4?
might as well fly the la7 if you want a dweeb ride :p
and what spitfire do you fly :rofl :rofl :rofl
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all of them with equal deadly precision, although the mkV is the one i would cut my arm off to own in real life.
although i would wager my P47 would kill you faster than any spit if you would care to try your luck in the DA, you may fly a spitfire if you think that will help you win.
anyone still hung up on the performance of a spitfire does nothing but proove what a shoddy cartoon pilot they are, and one who hasnt evolved past the flat turn.....
im always happy to go and teach a newb like yourself how to easily kill a spit.
its up to you.
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nickf620
and what spitfire do you fly:rofl :rofl :rofl
B@tfinkVanyone still hung up on the performance of a spitfire does nothing but proove what a shoddy cartoon pilot they are
Please guys - wrong forum for this , the DA & OClub are ------------>that a way :)
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In addition to what has already been said about landing the beast (F4U).
To avoid the sling to the right, I add a touch of left rudder on approach (not too much or youll sling to the left). Then, as I stall/flare her on the runway I ease off the rudder slowly, raise a notch or two of flaps and pull back on stick to lock the tailwheel. I usually wait a little bit untill I start applying wheelbrakes, since that tends to fishtail me at times.
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Ongruth,
You might want to check us out. We fly the F4U-1A almost exclusively, as also the rest of the Corsairs. We're presently recruiting. Here's the thread---->
http://forums.hitechcreations.com/forums/showthread.php?s=&threadid=197195 (http://)
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ok bro i have the same problem with the corsairs as far as landing
ive gotten 2 different opinions from trainers and they told me to use differential brakes so when you land hold the left brake down and tap the right brake
if you start to veer to the right let off the right brake and hold the left brake in completely
and batfink i meant no disrespect with that comment it was just a joke
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Originally posted by nickf620
ok bro i have the same problem with the corsairs as far as landing
ive gotten 2 different opinions from trainers and they told me to use differential brakes so when you land hold the left brake down and tap the right brake
if you start to veer to the right let off the right brake and hold the left brake in completely
my bad, alternate/differential braking is exactly what I meant verses locking the tail wheel....I however never lock either one down completely. I alternate tapping the left and right quickly. As I am taxiing on down the runway I will be less frequent with the taps when slowly rolling........ locking either brake down will open up the possibility of whipping you around and even breaking off a wingtip....
thanks nick for waking up my sleeping brain this morning, lol..... ~S~
and F4U series from favorite to less favorite for me are:
F4U-1
F4U-4
F4U-1c
F4U-1D
F4U-1A ( hate the way the fuel load is set up, I think it should be set the same as the F4U-1 model )
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maybe i was wrong maybe the trainers told me to alternatively tap the brakes
cause it looked wrong to me when i typed it and that makes alot more sense
when in doubt trust the trainers ongurth listen to tc
btw i never noticed this till recently probably cause i only up corsairs when i am doing carrier ops and with the hook and all it is kinda hard to veer off in a direction
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i took no offence nick, and my answer was intended in a 'matter of fact' fashion. i meant no offence either.
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thanks a ton guys. I shall definitely had over to the training area and practice my landings with this new information, before I get back into combat. I think your advice has pointed out a major flaw in my landings. I think I'm coming in wayyyyyyyyyy too fast, and then applying FAR to much brake in a desperate attempt to stop before the end of the run way. Time to be more gentle with the airplane, lol.
Thanks a ton, guys.
::Salute::
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here is a trick to slow down before a landing it is called a slip
for example go full rudder right while simultaneously going full aileron to the left
or flip it full rudder left while simultaneously going full aileron to the right
it is a good idea to do one direction for about 1 second then reverse cause if you dont you will do a barrel roll right into the ground
batfink
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Originally posted by B@tfinkV
flaps?
Thank you B@tfinkV for playing along. I think advice in using the F4u's would have to include them somewhere.
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dont forget if you want to slow down you can pop your gear out cause it stays there even at somewhere around 300mph right?
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nick, that I did learn fast. the F4U's gear can withstand a much higher speed then that of say, a mustang. I popped gear at 300 with the mustang and wound up having to work on my gearless landing techniques, lol.
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yah that is one of the high points of hogs
when you want them to slow down you have numerous effective options
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unless your going to rearm:). I tend to fly the hog low and around contested turf. Simply became a habit to belly em all in to minimize vulching. However as mentioned no real issues if you manage your speed....slow over the threshold and then just let it land itself with steady gentle back pressure on stick as you flare. You can also STOL the hog (inbound)....full flaps and on stall edge you can literally run her in like a pitching wedge:D .....one bounce and stop:aok ...you just need to get stalled over the threshold high enough up and drop her on the runway...
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NO WAY! never land wheels up unless you have to! :eek:
you want to learn complete control of your aircraft in the slowest and lowest of dogfights and furballs then you better first make sure you can glide in to a three pointer at a hair above stall speed and hold your nose right as you touch down!
yikes humble you been flying for so long you know you can land perfectly, ur just bein lazy and cheating, cos you know you can stall your hog out at 30mph and shoot a spit at the same time and then glide home to land a perfect 3 pointer with ease.....or not it may seem..!
:lol
if on the other hand you are relatively new player and cant land properly then you really should not be copping out with wheels up landing unless youre being vulched, stop teaching these bad habits i say!!
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Manually center the rudder before you land and it won't loop, and pull back on the stick as well once you're slow enough.
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I agree with:
Use gear to slow you down.
I use two notches of flaps to land.
I slow to stall speed and sorta drop onto the runway (from not a great height.)
Pull back on stick to lock the tailwheel.
No one mentioned yet:
If you feel a ground loop imminent, goose the throttle just a bit. The torque stops the ground loop.
I've been messing with diving on the field, pulling a break turn on the deck, chopping throttle, dropping gear, dropping flaps and landing in one revolution.
Chicks dig gullwings.
HONK!
Gooss
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I'll just throw a little "slip-clarification" in-
"here is a trick to slow down before a landing it is called a slip
for example go full rudder right while simultaneously going full aileron to the left
or flip it full rudder left while simultaneously going full aileron to the right
it is a good idea to do one direction for about 1 second then reverse cause if you dont you will do a barrel roll right into the ground" - Nickf620
When you do the slip, it IS generally doen with full rudder, and opposite aileron, but generally NOT with full aileron. Go ahead and give full rudder, since your goal is to slow down quickly, but only use the amount of aileron needed to keep your flight-path oriented towards the runway. If you give full right rudder, you'll give enough aileron to keep your left wing slightly lower than your right. You'll also need to use your elevator to keep your glide-path correct.
If you need to reverse your slip direction to avoid a barrel roll, you are getting carried away with the aileron. If you need to reverse your slip direction to re-acguire the runway, you're not using enough opposite aileron.
I use the slip for most of my landings, especially if those pesky bad guys are nearby. I'll drop my gear, chop throttle, and enter a slip. As my speed drops, I'll start dropping flaps, and when I get down to about 140mph, I'll cancel my slip and land straight in. I'll use my elevator to adjust my glide-path, and throttle as needed to "stretch" my glide if needed.
I generally flare and hold it off the runway and touch down in a full stall at less than 80mph. I usually brake to stop, but you don't really need to if you land slow. You're stick will already be back locking your tailwheel, so I just keep it back until I stop.
The ground loop seems to me to be most prevalent in those that land fast, and then stand on the brakes to stop. Heck, sometimes my tailwheel touches down before my main gear!
MtnMan
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Corsair 445mph to emergency landing - 1mb .ahf file (http://www.freeroleentertainment.com/film393.ahf)
just as quick as belly landing and more stylish
:D
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I've been flying the F4U-1A preferentially lately. Landings are easy, once you realize that the tailwheel is almost the ENTIRE source of the problem. Go in slow -- and I do what others have said, but I use full flaps, stabilize with nose up right over the runway, and drift her in (or cut a notch of flaps).
Once you touch down, pull flaps up (so stick movements won't get you airborn accidentally -- that Hog loves low speed!) and pull back on stick. That shoves the tailwheel in, and makes ground handling a simple matter of rudder and break.
For emergencies (VULCHER INBOUND!) Go slow, and when touching give full right stick and full left rudder. The wings touch down, rip off, and friction slows you very nicely for a quick tower!
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Why is the F4U-1A so much better than the other models except for the -4?
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Originally posted by Gooss
I agree with:
Use gear to slow you down.
I use two notches of flaps to land.
I slow to stall speed and sorta drop onto the runway (from not a great height.)
Pull back on stick to lock the tailwheel.
No one mentioned yet:
If you feel a ground loop imminent, goose the throttle just a bit. The torque stops the ground loop.
I've been messing with diving on the field, pulling a break turn on the deck, chopping throttle, dropping gear, dropping flaps and landing in one revolution.
Chicks dig gullwings.
HONK!
Gooss
Great Goose's......aka Geese...think alike.
I gently give it a lil throttle on touchdown and gently come off the throttle once I've slowed. Stumbled on this on the way to the rearm pad. Forgetting i was in a hog and wanting to reach the rearm pad quickly I never touched the brakes and wa shocked when I realized it didn't try to spin on me! Don't need to touch the brakes until you're nearly stopped.
my 2 cents...
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hurrah!
I completed my first ever successful (aka, without breaking off a wing in a ground loop) powered landing in the 1A yesterday, as well as my first ever carrier landing (got that on one the first try).
Thanks to all you guys for your advice, I found it very helpful, and would still be breaking off wings on every landing without it.
Thanks a ton, guys!
< Ongurth
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Aww, Benny, they're all fun.
Having four to choose from means never having to fly anything else.
The opinion of -1A superiority is not unanimous. The -1A is my least favorite variation. I prefer the better visibility of the D-Hog. I prefer the fuel distribution of the -1. The Chog satisfies my cannon dweeb urges, as the 4hog satisfies the need for speed.
Chicks dig gullwings.
HONK!
Gooss
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You nailed it on the head there Gooss!
MtnMan
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Originally posted by Benny Moore
Why is the F4U-1A so much better than the other models except for the -4?
It's not much better, just a little better. Fastest of the -1 models, it turns as well or better than the F4U-1. Not only is it faster than the others, it also accelerates a bit better. Given equal pilots, the -1A will win a fight with any of the other -1 models. That having been said, they're all so close together in overall performance as to be simply a matter of personal choice. You will not feel like you are in an inferior fighter should you select a -1D.
For me, if I need to bring ordnance, I'll select the -1D or -1C. For furballing, I'll take the -1A.
My regards,
Widewing
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F4U-1A has been one of my planes of choice for the past few tours. it'sa beatuiful plane, fast, rugged, ruthless gun package, turns inside pesty spit16s with appropriate flap and throttle work, what more could you ask for?
durn thing should be perked, it's a monster
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But what makes it better? I mean, did it have a different engine, or a different wing, or what? I'm wondering why it has better characteristics than later Corsairs even though I cannot see anything different that would affect performance.
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Originally posted by Benny Moore
But what makes it better? I mean, did it have a different engine, or a different wing, or what? I'm wondering why it has better characteristics than later Corsairs even though I cannot see anything different that would affect performance.
different setup i assume. same engine as the -1 i think, but aerodynamic updates etc make it faster and slightly more maneuverable, but both these differences are only in a few mph and a few and a few deg/second.
all the hogs are great fun and great fighters, -1, -1A and -4 being the best, speed and turn wise. the D and C are heavier and slightly more ground attack orientated
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Originally posted by Major Biggles
F4U-1A has been one of my planes of choice for the past few tours. it'sa beatuiful plane, fast, rugged, ruthless gun package, turns inside pesty spit16s with appropriate flap and throttle work, what more could you ask for?
durn thing should be perked, it's a monster
....skinsss........musssst haaave skinssss.......
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To know a Corsair means you have to fly a Corsair...more than once.
There is no secret to flying it...it is like anyother aircraft...but less forgiving of pilot mistakes. It is certainly not an aircraft for folks who are just joining the game, nor is it an aircraft for the occassional "joy rider" who wants a quick thrill. The Corsair requires a gentle hand on the stick, good SA, and a willingness to learn to fly it on the edge of disaster. After three years of flying it, I am just now beginning to understand some of the lessons I've been taught over the years.
Which Corsair?
Any Corsair! All of them will kill you very quickly if you don't respect them. All of them will get kills for you if you are willing to put in the time to learn them.
If you learn to fly a Corsair well...you can fly most anything in Aces High with a fair degree of skill, in my opinion.
Semper Fidelis
Patches
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Since I first logged on back in December, I've flown the Corsair exclusively. and joined a squad that flys Corsairs exclusively. One, because it's a difficult plane to handle and master, and two, because I seriously think it was one of the best WWII fighters ever produced. However, I do agree that other planes were exceptional in their arenas, P-51's for example. But overall, the F4U had excellent capabilities and flight characteristics that anyone would desire to battle the existing enemy equipment at that time. (i.e. Zekes, Kates) The Dogfight program just ran a series on the F6F Hellcat that stated it was the "Zero Killer". Because of the production numbers, and the fact that they were the plane of choice for the PTO carrier fleet, simple math dictates that it had more exposure to the enemy, so more availablitiy to engauge said enemy. But, if the actual comparisons are made between what the Marines did with the F4U and plane for plane what the Navy did with the F6F, I believe the numbers would be closer than it would first appear. Compare the kills from VMF-251 during the Solomon Islands campaign for example.
As far as I'm concerned, the Corsair will be my weapon of choice in AH. And, once I'm able to master the beast, Ya'll gonna have ya hands full. :p
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Originally posted by CpMorgan
Since I first logged on back in December, I've flown the Corsair exclusively. and joined a squad that flys Corsairs exclusively. One, because it's a difficult plane to handle and master, and two, because I seriously think it was one of the best WWII fighters ever produced. However, I do agree that other planes were exceptional in their arenas, P-51's for example. But overall, the F4U had excellent capabilities and flight characteristics that anyone would desire to battle the existing enemy equipment at that time. (i.e. Zekes, Kates) The Dogfight program just ran a series on the F6F Hellcat that stated it was the "Zero Killer". Because of the production numbers, and the fact that they were the plane of choice for the PTO carrier fleet, simple math dictates that it had more exposure to the enemy, so more availablitiy to engauge said enemy. But, if the actual comparisons are made between what the Marines did with the F4U and plane for plane what the Navy did with the F6F, I believe the numbers would be closer than it would first appear. Compare the kills from VMF-251 during the Solomon Islands campaign for example.
As far as I'm concerned, the Corsair will be my weapon of choice in AH. And, once I'm able to master the beast, Ya'll gonna have ya hands full. :p
Sorry, I meant VMF-214.
VMF 251 is the squad I fly with. It was kinda early when I posted this. :rolleyes: :huh
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I saw that show too. It was interesting (as that whole series is), although I was disappointed to see the F4U in there.
About convergence on the F4U-A1, do you guys mess with that, or do you leave it set at default?
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I have convergences set spread out from 225 to 275 (inside bank furthest out) for any of the Corsairs.
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i use 250 on mine.
i find the f4u is an excellent plane for hunting down the MA uber rides, it'll own spit16s and chase down la7s, and can E fight or turnfight with the best of em. it takes a bit of learning, and it is a hard plane to fly, but the rewards are great.
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Originally posted by Major Biggles
different setup i assume. same engine as the -1 i think, but aerodynamic updates etc make it faster and slightly more maneuverable, but both these differences are only in a few mph and a few and a few deg/second.
Actually, the -1A has the same engine as the -1D. It's a bit lighter and cleaner too. Thus, it performs better than the other -1 types.
Here's two little known facts about our Corsairs.
If you take a drop tank or bomb in either the F4U-1 or F4U-1A, you will lose 6 mph in max speed because the belly rack cannot be jettisoned.
When flying the F4U-4, if you take rockets, the rockets stub mounts are added to the wings and it reduces maximum speed by 8 mph. There is, however, no penalty for taking bombs as the bomb pylons are standard equipment.
Keep these facts in mind when loading out your F4Us.
My regards,
Widewing
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This might help you with the F4U.
http://www.youtube.com/watch?v=nQnF4Rma-aQ&mode=related&search=
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Some very good Hog pilots in this thread.
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One reason the hog seems so wiggly on touch down for many people can be seen by glancing at the trim settings used in Combat Trim. Aileron and rudder trim deflection for Combat Trim is based on speed and those are the same settings used for take off and climbout, but you're not generating the same torque in a power-off glide or flair.
If you neutralize that rudder and aileron trim during final, things get easier in a hurry.
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I find there's two ways to keep the Corsair under control on landing:
As suggested, come in just above stall to get all three wheels down at once.
However, if you're coming in a little faster, let her roll on JUST the main gear until the speed is reduced to where you can get the tail wheel down and locked (from what I understand from other threads, this type of landing was advised for early Corsairs due to gear bounce issues). Until you drop below 50mph rudder can be used to help keep your nose straight, but as SOON as you can get the tail wheel down give it back-stick to lock it in place. This type of landing is easiest if you give yourself a long glide run onto the runway, and the important thing here is to keep your focus on the landing. Get distracted and she can get out from under you.
I prefer the 1A for most air-to-air situations. I disagree on the fuel loadout, and find this option is more flexible than how it's handled in the -1. Plus, I don't think any preference on fuel distribution is enough to disregard the 1As performance advantages (speed and turning ability aren't so significant, but fly the 1A for a bit and then the -1, and the birdcage WILL feel heavy and underpowered). If I'm going a sector or so I'll load 75% internal with no DTs. When I take off, I start with my left wing tank until it's down to 1/8th, then burn the right down to 1/8th as well during my climbout. With both wings drained I switch to main until empty. I'll usually RTB once I'm down to about 1/8th main tank if I'm not worried about pursuit (1/4 main if I need to run like hell). 1/8th in all three tanks gets you a LONG way if you use cruise settings.
I'd recommend you catch up with Widewing or TC in the training arena for certain, and there's some other REAL good sticks as well. The Corsair isn't EZ-mode like the Spits and ElGay. Not everyone can make her dance low and slow (and the guys who CAN are the ones you REALLY need to watch for). Especially as you're learning, I'd try and keep her fast, certainly no slower than 250-300mph. Unless you're in a -4 low-end acceleration really only ranges from poor (-1) to average (1A/C/D. The -4 is an absolute monster very deserving of the perk price) so if you bleed off your energy on the deck you can't count on being able to run out because those Spits and ElGays will beat you in the drag.
If you use your gear for a break try not to run with them out. Unless I'm in a dive trying to avoid overspeeding I try to only kick them out for a second or so at a time. Just make sure you retract again! It's a bit embarrassing trying to run out on an enemy only to get run down by an Il-2 just off the field because you forgot to stow your gear.
Do NOT forget Der Uberflappen (TM). The Corsair has some of the BEST flaps of anything in the game, and dropping a notch or two at just the right time will haul that big nose around and give a lot of guys a REAL nasty surprise. Just enter a lag pursuit turn, drop the flaps and wait for the smack-talking to begin from that Spixteen who swears there's no WAY the F4U can turn inside him. :D
Use the Corsair's mass to advantage! While most planes will catch her in a straight climb there is almost NOTHING that will hang with the F4U in the Zoom. Can't tell you HOW many times I've run down La-7s and Ponies opening on me FAST in a level chase when they decided to try and climb out. With a good head of steam in the 1A (~350mph true airspeed) I've held rates of climb at rather shallow angles of attack exceeding 4000fpm for a good 5mins or more. If you misjudge his speed a Corsair below you can become a Corsair chewing up your tail faster than you can say "Oh @#%&!"
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Originally posted by Widewing
It's not much better, just a little better. Fastest of the -1 models, it turns as well or better than the F4U-1. Not only is it faster than the others, it also accelerates a bit better. Given equal pilots, the -1A will win a fight with any of the other -1 models. That having been said, they're all so close together in overall performance as to be simply a matter of personal choice. You will not feel like you are in an inferior fighter should you select a -1D.
For me, if I need to bring ordnance, I'll select the -1D or -1C. For furballing, I'll take the -1A.
My regards,
Widewing
The 1 has better handling at the edge of the envelope!
Mark:aok
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thanks a ton, guys. i really learned alot from this thread!:aok
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What exactly is a zoom climb?
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correct me if I'm wrong, but it's pulling up at the end of a dive to gain altitude again.
right?
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Originally posted by Ongurth
correct me if I'm wrong, but it's pulling up at the end of a dive to gain altitude again.
right?
Correct but its also making sure that your climb is at a shallow enough angle that you hold the majority of the speed you gained in the dive on the way back up.
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Not necessarily as you can also zoom at high AoA's as well. The Hog can do both exceptionally well.
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Originally posted by Petee
What exactly is a zoom climb?
Zoom climb is most times explained in 2 ways -
some will tell you to just "UNLOAD" the stick (unload the G's/pull).meaning pull back to your desired angle of climb and let go of the stick, let it climb under normal G-Load ( usually about + 1G ).others will explain it as after having speed built up say 300 mph + pull up into about a 30 deg to 70 deg climb angle, then unload the G's and use a gentle forward push to rest the G - Meter on the "0".meaning a No- G-Load climb ( ie---ZOOM) as your speed drops off level out.both of these will gain you more Altitude quicker than using a constant pull while climbing......
edit: the 30 deg to 70 deg angle of climb suggestion is for examples only, use what works best for the situation.......
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Zoom climbing is a good way to maintain an energy advantage. If you are above an enemy, you have an altitude advantage, and if you are at a decent speed, you likely have an energy advantage as well. Not always, because a lower plane could be faster than the higher plane, and actually have the energy advantage. That's not really the norm though.
If you have an alt/energy advantage, you will generally need to dive down on your enemy to gain the angles advantage needed for your shot. So you are turning an energy advantage into a positional or angles advantage. After your shot, or when you lose your window for making the shot, most pilots will "zoom" back up to regain the energy advantage, and try again. So you're are turning an energy advantage into an angles advantage, and then transitioning it back into an energy advantage again. This is basic BnZ or "boom" and "zoom" flying. The "boom" being the dive, and the "zoom" being the climb. Done correctly, you will end up high again, at nearly the starting altitude, with nearly the starting speed. Avoid the black out at the bottom, as this is a sign you are scrubbing energy. You can repeat this attack until you are successful, or until you squander you're E advantage and need to "extend" or die.
Most people squander the alt/speed advantage they have, and then die as a result. It's not always bad to dump the energy, but if you fail to turn it into a successful angles advantage and make a killing hit, you've given up your advantage and will need to finish the fight on even ground, or even from a disadvantaged state.
The three ways people inadvertantly destroy their energy advantage are by turning too hard, turning flat, or flying level for too long, generally while chasing the enemy plane. Turning too hard is pretty obvious. Turning flat causes you to loss speed, with no way to recover that speed other than diving, hence you will be lower/slower than when you started.
Flying level at the bottom of your "boom" is a more subtle way to kill your "E". Each plane has a top speed at a given altitude. That is the speed where thrust=drag. If your top speed is 350 at 10k, and you start at 15k at 375, when you dive to 10k you will be above your top speed. If you stay level at 10k, you will eventually slow down until you are flying at 350, even if you are WEPed at full throttle. You will be lower and have lower potential energy as a result. Not always bad, but not always good.
TnB fighting is generally slower, often at low alt, and is almost a race to get slower than the other guy, so he will be forced out in front of you to be shot. Obviously scrubbing too much E is fatal though. The pilot/plane who can maintain control at a slow enough speed to stay behind his opponent, but with enough speed to keep him from getting away, will usually win.
Somewhere between BnZ and TnB fighting is where Energy or "E" fighting resides. It is a mix of the the two styles, and in my opinion the most efficient way to score consistant kills. The way I look at E fighting is similar to a rollercoaster. In a rollercoaster there is an initial climb to gain energy, and then a series of manuevers designed to minimize energy loss, but maximize the "fun". Fast rolls, loops, etc, but low G's, and always with frequent trips back upwards to avoid flat turns and the resulting energy loss.
This is a pretty basic description, and not the only way to fight. Just an idea of some of the things the successful pilots know intuitively, and are constantly considering.
In a corsair, true TnB fighting is tough. With proper flap usage and throttle control you can surprise lots of the better known "turn-fighters" though. Some do it better than others, but the Hogs are not great accelerators. So even if you win the fight, it is easy to lose to the next red guy to come along. It takes time to rebuild your speed and/or alt again. Very good SA is needed to be successful here.
True BnZ fighting is tough too, but safer. It is hard to turn a large speed/alt advantage into a good angles shot, especially if the lower/slower guy knows how to deal with you. Your shots will be brief too, because your closure speed is so high. Assist city! It's also more boring than most floks want to deal with. It is safe though because a higher faster plane can stay out of the lower guy's sights.
E fighting kind of gives you the best of both worlds. The cosair is fast enough to get away from the planes it can't out-turn, and can turn well enough to out-turn the planes it can't get away from.
MtnMan
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A very good write-up Mtnman!
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I've never looped a hog. Just line up with the strip, cut power, lower flaps, lower gear, add power until it just hangs in the air. Continue down and level out above the field. cut power and let it settle. Just before it touches down flare (pull back on the stick to keep it floating) and let it settle. you hit the runway so slow just apply breaks or let it coast down. Works every time.
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Just to add a comment that I think hasn't been mentioned in this thread.... keep elevator trim slightly below or at the centered indicator when landing. That way, you don't have to pull back on the stick much at 80 ias to lock the tail wheel. Locking the tail wheel eliminates ground loops both on landing and take off.
With that in mind, the Corsair is pretty easy to land. I've come in at 400 ias on the deck 1k away from the field, chopped throttle, lowered gear, barrel rolled, dropped flaps, then crabbed into a three point landing. On the other end of the envelope, I've landed a F4U-1 without a wing tip, elevator, or ailerons using manual trim, the throttle, rudder, flaps, and engine. Although with that much plane damage, I usually belly land.
I like the F4U1, mostly because that's the one where I've spend the most time. Greebo used to have a FU4-1 land camo skin available so I could pretend it was a spitfire.
Good luck and have fun,
Malta
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Originally posted by mtnman
In a corsair, true TnB fighting is tough. With proper flap usage and throttle control you can surprise lots of the better known "turn-fighters" though. Some do it better than others, but the Hogs are not great accelerators. So even if you win the fight, it is easy to lose to the next red guy to come along. It takes time to rebuild your speed and/or alt again. Very good SA is needed to be successful here.
MtnMan
What MtnMan said about acceleration on the hog is maybe a bit of an under statement. It is the hogs biggest weakness. It accelerates awefull. Don't get slow in it unless you have tons of room to get back up to speed. A slow hog is ussualy a ded hog if there are some fairly proficient enemies around. At the other end of the spectrum its top speed & zoom and the way it handles fast are its strongest points. Yes it can turn with a spit 16 at speed but if you don't get the kill in a couple turns you better bug out. If the guy is good the spit will begin to get the advantage.
Another thing I noticed with the hog it seem more sensative than average to fuel load. Under 50% gas it is very nimble...at 100% it is a brick so plan your fight accordingly. If you want to turn fight under 10k I throw my hat in with the -1, mainly because I take 50% gas and don't have to mess with unloading the wing tanks first and I do think it rides the edge better. And you can fly quite a while with 50% in the -1. Plus I think the views are a pinch better in the -1 over the -1A.
No matter what plane your in 95% of the skill is in your SA, position of your plane and its energy state, know what your ride is capable of and what the othe plane can do, also a plan & sticking to it, and all ways knowing where your safe zone is. It is NOT how well you can yank & spray. Think 2 or 3 moves ahead...not just the 1rst move to point at bad guy. 95% of the guys out there are "point & shoot" guys, use that to your advantage and anticapate and have second or third move planned.
IMHO cris