F7U Cutlass
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| F7U Cutlass | |
|---|---|
| Name | Chance Vought F7U Cutlass |
| Caption | F7U-3M Cutlass on carrier deck |
| Type | Carrier-based fighter |
| Manufacturer | Chance Vought |
| First flight | 1948 |
| Introduced | 1952 |
| Retired | 1959 |
| Primary user | United States Navy |
F7U Cutlass is a carrier-based jet fighter produced by Chance Vought in the late 1940s and early 1950s. Designed with a radical tailless, swept-wing layout, it sought to combine high speed, heavy armament, and carrier suitability for the United States Navy. The type saw limited service and garnered attention for its advanced aerodynamics, complex engines, and controversial safety record.
Development and Design
Vought initiated the Cutlass program amid post-World War II aviation advances inspired by work at National Advisory Committee for Aeronautics, Bell Aircraft Corporation, and the wartime research of Horten brothers and Alexander Lippisch. Early design influences included the swept-wing concepts explored by Hughes Aircraft Company, Convair, and experiments at Langley Research Center. Vought aimed to meet Bureau of Aeronautics requirements emphasizing speed and armament; the program involved coordination with Naval Air Systems Command and testing at Patuxent River Naval Air Station. Propulsion choices were influenced by developments at Westinghouse Electric Corporation and Allison Engine Company, while avionics concepts echoed systems under development by Raytheon Company and Hughes Radar. Structural innovations reflected techniques employed by Douglas Aircraft Company and North American Aviation.
Operational History
The Cutlass entered service with the United States Navy during the Korean War era yet did not see combat in Korea. Squadrons operating the type trained at Naval Air Station Pensacola and Naval Air Station Oceana, deploying aboard carriers such as USS Coral Sea (CV-43), USS Franklin D. Roosevelt (CV-42), and USS Wasp (CV-18). Operational assessment involved coordination with Chief of Naval Operations staff and feedback from commanding officers including squadron leaders from Fighter Squadron 17 and Fighter Squadron 31. The aircraft’s limited endurance and maintenance burdens led to early retirement in favor of designs from Grumman Corporation and McDonnell Aircraft Corporation. Political oversight by Congress and advocacy by figures in the Department of Defense influenced procurement decisions as the Navy transitioned to newer types like the F8U Crusader and F4D Skyray.
Variants
Multiple variants were developed to address performance and systems goals. Prototypes and production models were compared with contemporaries from Lockheed Corporation and Republic Aviation. The F7U-1, F7U-2 and F7U-3 series embodied incremental changes in engines, armament, and avionics, mirroring iterative programs at Northrop Corporation and Boeing. Nuclear-capable strike proposals referenced protocols from Strategic Air Command planning and explorations by Sandia National Laboratories into weapons integration. Proposed export or evaluation examples were discussed in liaison with Naval Attachés and allied procurement officials from Royal Navy and French Navy delegations, though no foreign orders occurred.
Technical Description
The Cutlass featured a tailless, low-aspect-ratio swept wing and twin-engine nacelles similar in ambition to research at Caltech and Massachusetts Institute of Technology. Powerplant discussions referenced turbojet work at General Electric and Westinghouse, with early installations suffering reliability issues reminiscent of other early-jet programs at Pratt & Whitney. The airframe incorporated hydraulic systems and a pressurized cockpit modeled after equipment in Grumman F9F Panther programs; avionics suites tested components from Hughes Aircraft Company and Collins Radio Company. Landing gear and carrier arresting arrangements followed standards set by Naval Aircraft Factory trials and incorporated catapult compatibility proved at Naval Air Station Norfolk. Armament provisions intended to support cannon and missile systems akin to early AIM-9 Sidewinder trials and aerial rocket experiments conducted with support from Naval Air Weapons Station China Lake.
Operators and Units
Primary operator was the United States Navy. Specific squadrons included units linked to Carrier Air Group 17 and Carrier Air Group 3, which trained with support from Commander, Naval Air Forces Atlantic and Commander, Naval Air Forces Pacific. Shore-based training and evaluation involved Naval Air Test Center and test pilots affiliated with U.S. Naval Test Pilot School. Logistics and maintenance responsibilities rested with depot facilities at Naval Air Station Alameda and support commands under Commander, Naval Air Systems Command.
Accidents and Safety Issues
The Cutlass developed a reputation for accidents related to engine failures, hydraulic malfunctions, and landing mishaps during carrier operations; investigations involved boards convened by Bureau of Aeronautics and often cited lessons learned echoed in reports to Congressional hearings on procurement safety. High-profile incidents prompted reviews by Naval Aviation Medical Research Laboratory and influenced pilot training reforms at Naval Air Station Pensacola. Safety concerns paralleled reliability problems encountered in other early-jet types studied by National Transportation Safety Board predecessors and shaped subsequent requirements promulgated by Chief of Naval Operations for carrier aircraft certification.