In part because of its advances in technology and a top speed greater than existing Navy aircraft, numerous technical problems had to be solved before the Corsair entered service. Carrier suitability was a major development issue, prompting changes to the main landing gear, tail wheel and tailhook. Early F4U-1s had difficulty recovering from developed spins, since the inverted gull wing's shape interfered with elevator authority. It was also found that the Corsair's right wing could stall and drop rapidly and without warning during slow carrier landings.[28] In addition, if the throttle were suddenly advanced (for example, during an aborted landing) the left wing could stall and drop so quickly that the fighter could flip over with the rapid increase in power.[29] These potentially lethal characteristics were later solved through the addition of a small, 6 in (150 mm)-long stall strip to the leading edge of the outer right wing, just outboard of the gun ports. This allowed the right wing to stall at the same time as the left.
Which would be about a 10-fold increase in power (and would seriously ruin the CG).
How much of a power difference (increase in thrust) is there between the original engines on the 737 and the newer engines on the 737MAX ?
In the case of the F4U...no super computers or CFD software. Flight test was the only way to validate the design.
WRT the F4U rapid throttle advance at slow speed...the issue here is the torque of the propeller. There is not enough aileron/rudder effectiveness to keep the wings level. The A-1 Skyraider had the same issue.