Vought F7U Cutlass

https://en.wikipedia.org/wiki/Vought_F7U_Cutlass

The Vought F7U Cutlass was a United States Navy carrier-based jet fighter and
fighter-bomber of the early Cold War era. It was a highly unusual, semi-tailless
design, allegedly based on aerodynamic data and plans captured from the German
Arado company at the end of World War II, though Vought designers denied any
link to the German research at the time. The F7U was the last aircraft designed
by Rex Beisel, who was responsible for the first fighter ever designed
specifically for the U.S. Navy, the Curtiss TS-1 of 1922.

Regarded as a radical departure from traditional aircraft design, the Cutlass
suffered from numerous technical and handling problems throughout its short
service career. The type was responsible for the deaths of four test pilots and
21 other U.S. Navy pilots. Over one quarter of all Cutlasses built were
destroyed in accidents. The poor safety record was largely the result of the
advanced design built to apply new aerodynamic theories, insufficient thrust and
unreliable engines.

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.
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). The design featured broad chord, low
aspect ratio, swept wings, with twin wing-mounted tail fins either side of a
short fuselage. The cockpit was situated well forward to provide good visibility
for the pilot during aircraft carrier approaches. The design was given the
company type number of V-346 and then the official designation of "F7U" when it
was announced the winner of the competition.

Pitch and roll control was provided by elevons, though Vought called these
surfaces "ailevators" at the time. Slats were fitted to the entire span of the
leading edge. All controls were hydraulically-powered. The very long nose
landing gear strut required for high angle of attack takeoffs was incredibly
stout, however the high stresses of barrier engagements, and side-loads imposed
during early deployment carrier landings caused failure of the retract
cylinder's internal down-locks, causing nose gear failure and resultant spinal
injuries to the pilot. The F7U was also largely let down by its underpowered
Westinghouse J34 turbojets, an engine that some pilots liked to say "put out
less heat than Westinghouse's toasters." Naval aviators called the F7U the
"Gutless Cutlass" and/or the "Ensign Eliminator" or, in kinder moments, the
"Praying Mantis".


Role
Naval multirole fighter

National origin
United States

Manufacturer
Chance Vought

First flight
29 September 1948

Introduction
July 1951

Retired
2 March 1959

Primary user
United States Navy

Produced
1948–1955

Number built
320

Three prototypes were ordered in 1946, with the first example flying on 29
September 1948, piloted by Vought's chief test pilot, J. Robert Baker. The
maiden flight took place from Naval Air Station Patuxent River in Maryland, and
was not without its problems. During testing one of the prototypes reached a
maximum speed of 625 mph (1,058 km/h)

Production orders were placed for the F7U-1 in a specification very close to the
prototypes, and further developed F7U-2 and F7U-3 versions with more powerful
engines. Because of development problems with the powerplant, however, the F7U-2
would never be built, while the F7U-3 would incorporate many refinements
suggested by tests of the -1. The first 16 F7U-3s had non-afterburning Allison
J35-A-29 engines. The -3, with its Westinghouse J46-WE-8B turbojets, would
eventually become the definitive production version, with 288 aircraft equipping
13 U.S. Navy squadrons. Further development stopped once the Vought F8U Crusader
flew.

The F7U's performance suffered due to a lack of sufficient engine thrust;
consequently, its carrier landing and takeoff performance was notoriously poor.
The J35 was known to flame out in rain, a very serious fault.

Specifications (F7U-3M)

General characteristics
Crew: 1
Length: 41 ft 3.5 in (12.586 m)
Wingspan: 39 ft 8 in (12.1 m)

Span wings folded: 22.3 ft (6.80 m)
Height: 14 ft 0 in (4.27 m)
Wing area: 496 sq ft (46.1 m2)
Empty weight: 18,210 lb (8,260 kg)
Gross weight: 26,840 lb (12,174 kg)
Max takeoff weight: 31,643 lb (14,353 kg)
Powerplant: 2 × Westinghouse J46-WE-8B after-burning turbojet engines, 4,600 lbf
(20 kN) thrust each dry, 6,000 lbf (27 kN) with afterburner

Performance
Maximum speed: 606 kn (697 mph; 1,122 km/h) at sea level with Military power +
afterburner
Cruise speed: 490 kn (564 mph; 907 km/h) at 38,700 ft (11,796 m) to 42,700 ft
(13,015 m)
Stall speed: 112 kn (129 mph; 207 km/h) power off at take-off

93.2 kn (173 km/h) with approach power for landingCombat range: 800 nmi (921 mi;
1,482 km)
Service ceiling: 40,600 ft (12,375 m)
Rate of climb: 14,420 ft/min (73.3 m/s) with Military power + afterburner
Time to altitude: 20,000 ft (6,096 m) in 5.6 minutes

30,000 ft (9,144 m) in 10.2 minutesWing loading: 50.2 lb/sq ft (245 kg/m2)
Thrust/weight: 0.45

Take-off run: in calm conditions 1,595 ft (486 m) with Military power +
afterburner

Armament

Guns: 4 20mm M3 cannon above inlet ducts, 180 rpg
Hardpoints: 4 with a capacity of 5,500 lb (2,500 kg),with provisions to carry
combinations of: Missiles: 4 AAM-N-2 Sparrow I air-to-air missiles




*