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Aviation History
1956
1956 - 1455.PDF
FLIGHT, 12 October 1956 607 CUTAWAY CUTLASS THE Chance Vought F7U-3 Cutlass is a high-speed, carrier-based, sweptwing, tailless aircraft powered by two after-burning Westinghouse J46 engines in the 6,000 lb-thrust class. It can serve with equal effectiveness as an intercepter,fighter and attack machine. Top straight-and-level speed is in excess of 650 m.p.h. and therate of climb more than 13,000 ft/min. It has no Mach number restriction. Coupled with this performance, it has a load-carryingability that lends itself well to U.S. Navy attack requirements. During carrier-suitability trials aboard the U.S.S. Coral Sea, forexample, the F7U-3 with full internal fuel and more than 5,000 lb of external stores was launched from an H4-1 catapult. This wasan unprecedented load for a ship-based jet fighter. The F7U-3, developed from the prototype F7U-1, had itsbeginnings in February, 1950. The mock-up was completed in April of that year and the first flight was made on December 22,1951, with John McGuyrt, Chance Vought's chief of flight test, at the controls. Pre-carrier tests, marked by high aircraft avail-ability, were completed in July, 1952. Lt-Cdrs. E. L. "Whitey" Feightner and A. B. Conners made 72 flights in 29 days with thenew Cutlass before taking it aboard. Next step in the F7U-3's advance towards final acceptance afterthe July 1954 land tests came last November aboard the Coral Sea. With Capt. Lynn Helms, U.S.M.C., and Lt-Cdr. Conners at thecontrols, the Cutlass was evaluated in the overload configuration. It was at this time that it was launched from the H4-1 catapultwith the above-mentioned loading—this despite the fact it was operating with interim engines (non-afterburning Allison J35s)that were being used pending delivery of the J46. No significant engineering changes resulted from either of thecarrier-suitability trials. An earlier trial with the prototype F7U-1, however, had resulted in a canopy change and a drooping of theF7U-3 nose for better visibility. Compared with the F7U-1 prototype, the -3, in general, is a more versatile, longer-rangeaircraft. It has more power and carries more fuel and armament. The control system has been perfected and a sturdier landing gearadded. The basic, tailless configuration remains unchanged. Four 20 mm cannon comprise the internal armament. A numberof 2.75in Mighty Mouse rockets can be carried in the fuselage rocket pack and two pylons under each wing can carry bombs,tanks or rockets. A new version, the F7U-3M, with four Sparrow air-to-air guided missiles, made its first flight on July 12, 1954.Another version, the photo-reconnaissance F7U-3P, flew in July 1955. Equipped to carry up to five cameras in its elongated nose,the -3P can do general reconnaissance work, beach and offshore missions, mapping flights and night reconnaissance. Pilots say the F7U-3 is an easy machine to fly. The Cutlass canbe flown in a stalled condition in the landing configuration under full control—a highly desirable quality in a carrier-based fighter. As soon as the power is cut the nose drops through easily attouch-down, with no attendant wing-drop or yaw. Pitch and yaw dampers give the Cutlass a high degree of stability. Speed brakes,of the split-wing, trailing-edge type, give good braking effective- ness with little or no trim change. Additional flexibility and reliability are gained from the twin-engine configuration. On one engine, with combat power, the F7U-3's performance is almost equal to that of two engines withmilitary power. Since a wave-off can be accomplished on one engine, a normal landing can be made with the other shut down.Owing to its tailless configuration, the Cutlass employs "ailava- tors" (normally termed "elevons" in Britain) which function bothas elevators and ailerons. Located on the trailing edge of the wing, these surfaces are deflected symmetrically as elevators anddifferentially as ailerons. They are power-actuated through a push-rod system controlling the servo valve. Lateral and longi-tudinal feel are provided by simple centering springs and a pitch- damper installation in the elevator control system provides elevatordeflection proportional to pitching velocity for damping. Ailavator power is supplied by two independent systems. Eachailavator is actuated by tandem power cylinders providing 30,000ft-lb per ailavator at 3,000 Ib/sq in. Each cylinder in thetandem, with its counterpart in the wing, is in a completely independent hydraulic system supplied by one pump on eachengine. A stand-by electrically-driven pump is provided to supple- ment control with windmilling engines, thereby providing a thirdindependent source of power in case of total engine failure. The control system has been completely "shaken-down" for combatdamage, giving assurance that Cutlass pilots will have the maxi- mum chance of getting home should parts of the system beknocked out by gunfire. Pressure fuelling and defuelling is done through two pressureline attach fittings on the bottom of the fuselage. Either (or both together) can be used to fill the entire system. The Cutlass has two auxiliary rudders located below the ruddersmounted on the fins. They are hydraulically operated and serve three functions: they give directional trim through a pilot-operated trim switch; they give yaw damping with deflection proportional to yawing velocity as measured by a gyro, forimproved lateral directional damping; and they provide direc- tional stiffening with deflection proportional to sideslip angle inlanding only to increase slow-speed directional stability. Unlike many jet fighters, the Cutlass has a most roomy cockpit,which is popular with pilots. Features include a curved instrument panel for easier readability, electrically-adjustable rudder pedalsfor any leg length, and a "rocking chair" seat which is electrically raised or tilted forward. The seat is designed for back-type para-chutes, which many pilots prefer. r right-hand eleccromcs (R.H.); 19, air-condrtjon- ght-hand electronics (R.H.); 20, nose-wheel well: tment (R.H. and L.H.); 22, sub-cockpit electronics.
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