f7u cutlass cockpit

The remaining -3s, powered by Westinghouse J46-WE-8B afterburning turbojets, became the production standard. The cockpit was located as far forward as possible for pilot visibility. At the end of the day the F7U-2 never got off the drafting board because of engine development problems. 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. A very good thing. High-pressure hydraulically actuated elevons (Vought dubbed them “ailevators”) were utilized for pitch and roll control. 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. How did Vought arrive at such a novel design? The F7U-3 Cutlass entered operational service with the US Navy with VA-66 Waldos (soon to become VF-81) in April of 1954. 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. 1955. 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. But that didn’t necessarily mean thrust the Cutlass pilots could trust. Bill is a freelance writer, an avid sailor, engineer, announcer, husband, father, uncle, mentor, coach, and Navy veteran. You can change your Cookie settings at any time. This topic is categorised under: Aircraft » Jets » Vought F7U Cutlass. The wings had full span leading edge slats. 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. 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. LCDR Alkire was the only fatality caused by this accident. The Vought F7U Cutlass carrier-based jet fighter was one of the most unusual designs ever produced for the United States Navy (USN). […] had a hump that would make a Beluga whale jealous. At least that was the plan. (Essential cookies are for: preferences, security, performance analytics and contextual advertising), F7U-3 #129599, D-410 VF 124, USS Hancock ca. He was the XO of VF-124 Stingarees, (not Stingarays). It was synonymous with two unfortunate features, including being underpowered compared to other jets, and the landing gear door tended to fall off. The specifications for the production F7U-1s were similar to those of the prototypes. By continuing to browse the site you are agreeing to our use of cookies. 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 login page will open in a new tab. The aircraft quickly picked up unflattering sobriquets such as “Gutless Cutlass”, “Ensign Eliminator”, and “Praying Mantis.”. The Vought F7U Cutlass-page contains all related products, articles, books, walkarounds and plastic scale modeling projects dedicated to this aircraft. However, the steep, extreme nose-up landing angle of early designs made carrier landings difficult. LSM 40284 | 1:48 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 Navy’s Bureau of Aeronautics (BuAer) ordered three XF7U prototypes in 1946. Both would be equipped with more powerful engines. After logging in you can close it and return to this page. The F7Us were all underpowered. Please log in again. Eventually 13 squadrons would be equipped with Cutlasses. As a teenager Bill helped his engineer father build an award-winning T-18 homebuilt airplane in their Wisconsin basement. The first 16 F7U-3s built by Vought had non-afterburning Allison J35-A-29 engines. Input your search keywords and press Enter. 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.

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