The F7Us were all underpowered. At the end of the day the F7U-2 never got off the drafting board because of engine development problems. Eventually 13 squadrons would be equipped with Cutlasses. At least that was the plan.
Both made […]. None of our partner shops or mates has this currently for sale. But operational problems were many and varied. After logging in you can close it and return to this page. Landing gear doors had a tendency to fall off the jet. Designed as the company’s entry in a 1945 carrier-based jet fighter design competition requiring capability to fly at 600 miles per hour at 40,000 feet, the aircraft featured broad-chord, low aspect ratio, swept wings, with a wing-mounted tail fin on either side of a short fuselage- resulting in a semi-tailless twin-engine jet. Bill Walton is a life-long aviation enthusiast and expert in aircraft recognition.
As a teenager Bill helped his engineer father build an award-winning T-18 homebuilt airplane in their Wisconsin basement. Both would be equipped with more powerful engines. But the F7U-3 would incorporate as many improvements identified during F7U-1 flight hours as possible, resulting in a longer and stronger airframe. There were “wicked shimmies”- unpredictable crash-causing post-stall gyrations. The high-pressure hydraulic system constantly leaked. A plus of the F7U Cutlass design was the forward location of the aircraft's cockpit that gave excellent visibility while the aircraft was in flight. Official US Navy photograph The F7U-3 Cutlass entered operational service with the US Navy with VA-66 Waldos (soon to become VF-81) in April of 1954. The requirements were for an aircraft that was able to fly at 600 miles per hour (970 km/h) at 40,000 feet (12,000 m).
[…] had a hump that would make a Beluga whale jealous. The Navy’s Bureau of Aeronautics (BuAer) ordered three XF7U prototypes in 1946. He was the XO of VF-124 Stingarees, (not Stingarays).
Only LCDR Jay Alkire died as a result of this accident as he attempted to bring his aircraft aboard Hancock.
This topic is categorised under: Aircraft » Jets » Vought F7U Cutlass. Input your search keywords and press Enter. 1955.
But that didn’t necessarily mean thrust the Cutlass pilots could trust. The remaining -3s, powered by Westinghouse J46-WE-8B afterburning turbojets, became the production standard. The Vought F7U Cutlass-page contains all related products, articles, books, walkarounds and plastic scale modeling projects dedicated to this aircraft.
A very good thing.
However, the steep, extreme nose-up landing angle of early designs made carrier landings difficult. The first one flew for the first time from Naval Air Station (NAS) Patuxent River in Maryland on September 29th 1948 with Vought’s chief test pilot J. Robert Baker at the controls. The first 16 F7U-3s built by Vought had non-afterburning Allison J35-A-29 engines. (Essential cookies are for: preferences, security, performance analytics and contextual advertising), F7U-3 #129599, D-410 VF 124, USS Hancock ca. Although at the time Vought denied any influence or even access to German aerodynamic engineers or their data, Messerschmitt and Arado engineers provided design inputs based on their experience with tailless German aircraft during the waning days of World War II. The Vought F7U Cutlass carrier-based jet fighter was one of the most unusual designs ever produced for the United States Navy (USN). It was synonymous with two unfortunate features, including being underpowered compared to other jets, and the landing gear door tended to fall off. LCDR Alkire was the only fatality caused by this accident. The nose landing gear strut, easily the longest ever used on a Navy carrier-based aircraft, was both required for high angle of attack takeoffs and recoveries and sufficiently sturdy to accomplish its job. High-pressure hydraulically actuated elevons (Vought dubbed them “ailevators”) were utilized for pitch and roll control. The aircraft quickly picked up unflattering sobriquets such as “Gutless Cutlass”, “Ensign Eliminator”, and “Praying Mantis.”. German engineering. The login page will open in a new tab. The wings had full span leading edge slats. Please log in again. LSM 40284 | 1:48 However, support structures such as down-locks were not up to the task and the high stresses of carrier operations caused nose gear failures- which also often caused spinal injuries to the pilots who were 14 feet up in the air when sitting on the deck. The F7U Cutlass was the last design overseen by Vought’s Rex Beisel, who designed the first Navy-specific fighter aircraft (the Curtiss/Naval Aircraft Factory TS-1 in 1922) as well as the Vought F4U Corsair. How did Vought arrive at such a novel design? The Cutlass was Vought's entry to a U.S. Navy competition for a new carrier-capable day fighter, opened on 1 June 1945. Former Messerschmitt AG senior designer Waldemar Voigt, who supervised the development of numerous experimental jet fighters in Nazi Germany, contributed to its design with his experience in the development of the Messerschmitt P.1110 and P.1112 projects.
However, further testing and development of the 19 Westinghouse J34-WE-32 turbojet-powered F7U-1s built by Vought resulted in the revised F7U-2 and the F7U-3 variants. You can change your Cookie settings at any time. Bill is a freelance writer, an avid sailor, engineer, announcer, husband, father, uncle, mentor, coach, and Navy veteran. By continuing to browse the site you are agreeing to our use of cookies. That’s right. F7U-3 Cutlass cockpit set for Hobbycraft kit Lone Star Models | No. We use cookies to give you a great and free experience on our website. The specifications for the production F7U-1s were similar to those of the prototypes. Bill lives north of Houston TX with his wife and son under the approach path to KDWH runway 17R, which means they get to look up at a lot of airplanes. The F7U Cutlass was the last design overseen by Vought’s Rex Beisel, who designed the first Navy-specific fighter aircraft (the Curtiss/Naval Aircraft Factory TS-1 in 1922) as well as the Vought F4U Corsair.
Takeoff and carrier approach performance were poor, and to make matters worse the J35 engines had a tendency to flame out when flying in rain.
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