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. And the way it stalled would have terrified any pilot.Īs the airspeed bled off, the left wing-with almost no advance warning-lost lift, rolling the airplane abruptly to port. Seconds from touchdown, flying slow and low, with flaps, gear, and arresting hook buzzing in the slipstream, the Corsair suddenly stalled. If other aircraft had been parked on the forward part of the Sangamon’s flight deck, there would have been a pile-up.īut the compromised visibility and wild bounce didn’t frighten Porter as much as the airplane’s behavior during the moments in between. When the Corsair thumped down on the deck, the landing gear’s oleos-shock-absorbing struts-bottomed out, then bounced back like giant pogo sticks, causing the airplane to bound over the arresting wires. The fighter’s ultra-long “hose nose” made it nearly impossible for the pilot to get timely feedback to make corrections to his approach. The Corsair’s cockpit was so far back in its fuselage that Porter found it difficult to see the Sangamon’s landing signal officer on the port side of its deck. After four terrifying landings, he called it quits, certain the airplane was on the verge of killing him. In fall 1942, Lieutenant Commander Sam Porter tested the feasibility of operating the Navy’s bent-wing fighter from the deck of the escort carrier USS Sangamon steaming in the Chesapeake Bay. All rights reserved.The initial carrier-landing qualifications for the Chance Vought F4U Corsair were a disaster. The-CNN-Wire ™ © 2023 Cable News Network, Inc., a Warner Bros.
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And since the start of the year, there have been a troubling number of high-profile "near misses" as planes involved in airport landing or taking off procedures came perilously close to potential disaster.įollowing the summit, the FAA said they will also "establish an Aviation Rulemaking Committee to explore how to make greater use of data gathered by the airplane and its systems."
The board has also identified more than a dozen other events since 2003 where investigators have been unable to listen to key audio because of the limited memory of the recorders.Ī litany of incidents - including violent turbulence that left passengers injured and a 2022 incident where an United Airlines Boeing 777 plunged toward the Pacific Ocean - prompted this week's summit.
It said in its 2018 report that the lack of cockpit recordings hampered its investigation. The NTSB recommended the 25-hour standard after a 2017 incident where an airliner attempted to land on a runway occupied by several other aircraft at San Francisco International Airport. The National Transportation Safety Board has said cockpit audio recordings are not available in all of the runway incursion incidents it is investigating because more than two hours passed before the recordings could be retrieved. The FAA has previously said it did not pursue regulations in this area because it had other priorities. The rulemaking process can take multiple years, and the agency added it would welcome intervention from Congress on the matter. The FAA said it is "initiating rulemaking that will require Cockpit Voice Recorders to capture 25 hours of information." Currently, the cockpit voice recorder, which is one of two so-called "black boxes" on an aircraft, captures only the most recent two hours of sound in the cockpit.
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The announcement comes after the agency held an emergency "safety summit" Wednesday following a series of near-collisions on US runways. The Federal Aviation Administration is working to establish a requirement that aircraft have longer duration cockpit voice recorders.
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