How did the British solve the problem of landing the Corsair on carriers?

The combination of the Corsair's set-back cockpit and long nose created visibility problems that made landings dangerous. On top of that, oil from the hydraulically operated cowl flaps, when open, could splash the windscreen and badly reduce visibility. The answer was to fit a bulged canopy, similar to the Malcolm Hood, and raise the pilot's seat by 7 in (180 mm). The cowl flaps on top of the engine compartment were wired shut, so that oil and hydraulic fluid splashes were deflected toward the sides of the fuselage.

The oleo-pneumatic landing gear struts had poor rebound characteristics on landing and let the aircraft bounce along the deck. The bouncing took even longer to fix, until a "bleed valve" built into the struts allowed hydraulic pressure to be released gradually as the aircraft touched down. Another problem was that the left wing could stall and drop quickly and without warning during slow carrier landings. A small 6 in (150 mm) stall strip was added to the leading edge of the outer right wing, so that wing stalled at the same time as the left one.

The curved approach used with the Seafire was also adopted for landing the Corsair, which kept the flight deck in view for as long as possible.