VOUGHTS

VISIONARY
FIGHTER
TO NAVY PILOTS IN THE EARLY 1950S,
THE SWEPTWING F7U CUTLASS LOOKED
LIKE A FIGHTER OF THE FUTURE, BUT
THEY SOON LEARNED LOOKS CAN
BE DECEIVING BY WARREN THOMPSON
36

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september 2016

NEW ON DECK
An F7U-3 prepares
to launch during
USS Hancocks 1955
Far East cruise.
Opposite: With wings
folded, two Cutlasses
await their turn on
Hancocks flight deck.

GOOD COMPANY Among

those testing the F7U-3 at
Naval Air Station Miramar
were future astronaut Wally
Schirra, Floyd Nugent, Burt
Shepherd and Don Shelton.

38

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september 2016

The Cutlass turned a lot of heads with its radical design, said to
have been partially based on data captured from the Germans
I\\PMMVLWN ?WZTL?IZ111\_I[)UMZQKI[Z[\\IQTTM[[XZWL]K\QWVOP\MZIVL\PMZ[\IQZXTIVMLM[QOVMLNZWU\PMW]\[M\\W][M
afterburners. The F7U featured hydraulically powered controls,
IVIZ\QKQITNMMTKWV\ZWT[a[\MUIVLI[\MMZIJTMVW[M_PMMT1\
_I[IT[W\PMZ[\OP\MZ\WKI\IX]T\NZWUIKIZZQMZ_Q\PVMIZTa
tons of external stores and weapons.
<PMVM_6I^aOP\MZ[XZW[XMK\[[MMUMLJZQOP\J]\^IZQous technical and handling problems conspired to cut its service
career short. More than one-fourth of the 300-plus airframes
built were destroyed in accidents, many of which were attributed
\W]VZMTQIJTMMVOQVM[\PI\OMVMZI\MLQV[]KQMV\\PZ][\1V\PM
MVL\PM.=_W]TLKW[\\PM6I^aNW]Z\M[\XQTW\[IVLZMO]lar pilots killed, earning it such uncomplimentary nicknames as
/]\TM[[+]\TI[[IVL-V[QOV-TQUQVI\WZAM\QV\PMPIVL[WN 
a skilled pilot who was aware of its limitations, the sweptwing jet
performed well, and some suggested that its failings could have
been overcome with additional developmental work, as would
be the case with Voughts F8U Crusader.

Vought began working on

the design just a few weeks
before World War II ended.
Navy officials had issued a
ZMY]M[\NWZIOP\MZ\PI\KW]TL
easily operate at 40,000 feet
and reach speeds approaching
5IKP<PM@.=TWOOML
its first flight on September
!! IVL[]J[MY]MV\\M[\
QOP\[aQMTLML[WUMQUXZM[sive results. The Cutlass was
KIXIJTMWN KIZZaQVO\_W
pound bombs on its inner
XaTWV[WZXW]VLMZ[WV
the outer pylons. It could also
KIZZa ]X \W NW]Z ))56
Sparrow air-to-air missiles
and was armed with four
UUKIVVWV[.QVIT\M[\QVO

PREVIOUS PAGES: (LEFT) ROBERT ANGLE VIA WARREN THOMPSON; (RIGHT) TAILHOOK ASSN VIA
WARREN THOMPSON; ABOVE: DON SHELTON VIA WARREN THOMPSON; RIGHT PHOTOS: U.S. NAVY

WHEN THE CHANCE VOUGHT F7U

CUTLASS FIRST ENTERED U.S. NAVY
SERVICE IN JULY 1951, THE TAILLESS,
SWEPTWING JET FIGHTER SEEMED TO
REPRESENT A LEAP INTO THE FUTURE.

showed that the F7U could haul its weight in ordnance for
ground-attack missions, and would also be a viable threat in
the air-to-air arena. As a result, the Navy placed an order for
14 F7U-1s.

ENSIGN ELIMINATOR
A pilot boards an F7U-1 for a
test flight in 1952. Below: A
Cutlass crashes on Hancocks
deck in 1955, killing the pilot.

ieutenant Don B. Shelton, who had flown F4U-5N

Corsairs with Navy composite squadron VC-3 during
the Korean War, was one of the most experienced pilots
\Wa\PM+]\TI[[0M_I[IUWVO\PM\M[\XQTW\[_PW\WWS
part in Project Cutlass at Naval Air Station Miramar in San
Diego, gathering operational information prior to the improved
.=RWQVQVO\PMMM\<PQ[MTQ\MOZW]XQVKT]LML.TWaL6]OMV\
Van Biesbrock, Burt Shepherd, Don Christianson and future
astronaut Wally Schirra. Commander James Bud Brown
headed the project.
<PMM`\MV[Q^M\M[\QOP\[L]ZQVO_PQKP\PM+]\TI[[UIVa
quirks were explored, demanded much of each pilot. Although
\PM[_MX\_QVOOP\MZ[[TMMSTWWSTMV\Q\QZZM[Q[\QJTMITT]ZM\PM
.=[aQVOKPIZIK\MZQ[\QK[IVLW^MZITTXMZNWZUIVKMZM[]T\ML
in some scary moments.
;PMT\WVQVQ\QITTaM_QV\PM;MZ^QKM<M[\;<]VQ\\PI\X]\
[WUMWN \PMMIZTaLI[P[\PZW]OP\PMQZXIKM[5aZ[\NWZIa
into the testing of the Cutlass was on April 2, 1953, right after I
VQ[PML\PMKTI[[ZWWU[M[[QWV[PM[IQL1\_I[.=*]6W
 1UILM\_WQOP\[\PI\LIaIVL\PMVM`\LIa1PMILML
for Pax River [Naval Air Station Patuxent River, Maryland]
QV\PM[IUMIQZKZIN\1\_I[WVMWN \PMZ[\XZWL]K\QWVUWLMT[
_PQKPUMIV\Q\PIL\PMTWVOJIVIVIVW[MIVL\PM2MVOQVM[
\PI\_MZMQV\PMZ[\JI\KPWN .=[<PMWVM[IN\MZ\PI\ITT
had the J46 engines with afterburners. We had these aircraft for
[M^MZITUWV\P[]V\QT\PMZM_MZM[M^MZITILR][\UMV\[IVLUWLQcations made to them. Once these changes were made, we were
immediately back in the air.
<PM;<]VQ\[RWJ_I[\WX]\I[UIVa[MZ^QKMPW]Z[WV\PM
Crusader as possible and assess its ability to be maintained
L]ZQVOMM\WXMZI\QWV[;PMT\WV[]JUQ\\MLIXZMTQUQVIZaZMXWZ\
ZQOP\IN\MZTMI^QVO\PM;<\PI\OI^M\PM.=I\P]UJ[LW_V
IVL[\ZWVOTa[\I\ML\PI\MIZTaZM[]T\[QVLQKI\ML\PMMM\_W]TL
JM]VIJTM\W[I\Q[NIK\WZQTaUIQV\IQV\PMIQZKZIN\0MZMKMQ^MLI
lot of pressure from higher command to change the report, but
PMZMN][ML8I`:Q^MZ[QOP\\M[\LQZMK\WZ+WUUIVLMZ0MJMZ
*ILOMZJIKSMLPQU]XIVL;PMT\WV[PWVM[\M^IT]I\QWV[_W]TL
later prove to be right on the mark.

not allowed in this area, I called

INZQMVLQV.TQOP\<M[\_PW_I[
very knowledgeable about the
Cutlass and related to him
what I had been experiencing.
Not once had I popped the
stick forward in the approach
to stall, but rather let the aircraft sort of wallow out of it.
Not long after passing this
QVNWWVWVMWN \PM;<XQTW\[
did pop the stick forward,
putting him in a post-stall
gyration from which he could
VW\ZMKW^MZ0M[INMTaMRMK\ML
just south of Pax near Point
Lookout. At the time, I was
in a process of moving from
;MZ^QKM<M[\W^MZ\W8ZWRMK\
Cutlass at Miramar. For a
while, there was a general hold
One of the toughest prob- on doing any demo jet aircraft
lems the pilots encoun- spins until further notice.
tered during testing was the By the time I got to Chance
+Z][ILMZ[ VI[\a [\ITT KPIZ- Vought in January 1954, en
acteristics. Only a very small route to Miramar, their chief
number of pilots were author- test pilot, John McGuyrt, had
ized to experiment in this area, repeated the post-stall gyraand although Shelton had tion, including ejection. One
been pushing the dash-3 up to of our most experienced pilots,
\PM[\ITTXWQV\PM_I[V\XMZ- <IO4Q^QVO[\WV_I[JZW]OP\
mitted to take it further. For \W+PIVKM>W]OP\\WWKQITTa
[M^MZITQOP\[1PILUILMI witness a demo program
few gentle approaches to stall in hurriedly set up by Pax and
\PMKTMIVKWVO]ZI\QWV[IQL the Bureau of Aeronautics,
Shelton. At that point, I just \PM6I^a[UI\MZQIT[]XXWZ\
relaxed the controls and let the or gani zation for all naval
IQZKZIN\aW]\WN \PMIXXZWIKP I^QI\QWV <PQ[ LMUW M[\IJto stall. I did not like what I was lished that the Cutlass would
experiencing in terms related not fail structurally during the
to classic stalls. Knowing I was post-stall gyration, and that

ALTHOUGH THE
SWEPTWING
FIGHTERS SLEEK
LOOK LENT IT
ALLURE, ITS FLYING
CHARACTERISTICS
RESULTED IN SOME
SCARY MOMENTS.

september 2016

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39

TECH NOTES VOUGHT F7U-3 CUTLASS

SPECIFICATIONS

MID-FUSELAGE FUEL CELL

COMPARTMENT

ENGINES
Two Westinghouse J46-WE-8B
turbojets generating 4,600 lbs.
thrust each (dry) or 6,000 lbs.
with afterburner

FORWARD FUSELAGE FUEL

CELL COMPARTMENT

WINGSPAN
39 feet 9 inches (extended)
22 feet 3.6 inches (folded)

RADIO
COMPASS
ANTENNA

WING AREA
535 square feet

STARBOARD
AILERATOR
(ELEVON)

LENGTH
44 feet 3 inches
HEIGHT
14 feet
WEIGHT
18,262 lbs. (empty)
26,840 lbs. (gross)
31,642 lbs. (max takeoff)
MAXIMUM SPEED
696 mph (with afterburner)
AFT-SLIDING
COCKPIT CANOPY

CRUISE
518 mph
CLIMB
14,420 feet per second
(military power plus afterburner)

ARMORED
WINDSCREEN
PANEL

CEILING
46,500 feet
RANGE
817 miles (max), 696 miles (loaded)
ARMAMENT
Four fixed forward-firing 20mm
M3 cannons and up to 5,500 lbs.
external ordnance (four AAM-N-2
Sparrow I medium-range air-to-air
missiles on F7U-3M)

20MM M3
CANNON WITH
180 ROUNDS
PER GUN

NOSE WHEEL
DOOR

FLIGHT
REFUELING
PROBE

NOSE WHEEL
LEG DOOR
DRAG
STRUT
UPWARDHINGING
RADOME
COMPARTMENT

TWIN NOSE WHEELS

40

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september 2016

AFT AVIONICS
EQUIPMENT BAY

FLEDGLING SPARROW

STARBOARD
TAILFIN

STARBOARD
RUDDER

In 1947 the U.S. Navy asked Sperry

to develop a beam-riding guidance
system for the 5-inch high-velocity
aerial rocket. In 1952 AAM-N-2
Sparrow missiles were first mounted
on the F3H-2M Demon and F7U-3M
Cutlass. Low-level performance was
poor, and the guidance beam was
slaved to the airplanes optical sight,
limiting its use to visual contacts.
Development shifted to a radar-homing
seeker, leading to the Sparrow II.

STARBOARD
AUXILIARY TRIMMING
RUDDER/YAW DAMPER
WESTINGHOUSE J46-WE-8B
AFTERBURNING ENGINES
PORT ENGINE
AFTERBURNER DUCT
ENGINE
EXHAUST
NOZZLE

PORT SPLIT
TRAILINGEDGE AIRBRAKE
PORT AUXILIARY
TRIMMING RUDDER/
YAW DAMPER

ENGINE
ACCESSORY
EQUIPMENT
GEARBOX

ILLUSTRATION: STEVE KARP; PHOTO: NATIONAL ARCHIVES

MAINWHEEL
LEG DOOR

FUEL TANK
BAYS

PORT
MAINWHEEL
INBOARD
LEADING-EDGE
SLAT SEGMENT

OUTBOARD
LEADING-EDGE
SLAT SEGMENT

september 2016

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41

that he and the seat hit the

ground only a few feet apart,
with the aircraft landing close
by also. He survived but that
was the end of the argument.
On another occasion Bud
and I were lined up for takeWWV4I\5WM\\JMPQVL
IV.=\PI\_I[W_VJa
IXQTW\NZWU>.)[PM
[\IZ\MLPQ[\ISMWZ]VPQ[TMN\
MVOQVMM`XTWLMLIVLIJW]\
halfway down the runway he
stopped the aircraft directly
in front of the fire station.
<PMXQTW\M`Q\ML[INMTaJ]\\PM
aircraft was burned to a crisp,
_PQKPTMN\IV.=QUXZQV\
IJW]\QVKPM[LMMXQV4
an asphalt runway.

GOING UP Jack Walton

wears high-altitude gear
for a Cutlass test flight
in 1956. Opposite: (top)
An F7U-3M takes off from
Intrepid in 1954, leaving its
bridle behind; (bottom) an
F7U-3H launches from
Lexingtons steam catapult
in September 1956.

42

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september 2016

the best, maybe only, recovery technique once in the gyration

was to put the stick just a bit aft of neutralno lateral or rudder
inputhang on and the aircraft would recover nicely.
1VTWWSQVOJIKSW^MZPQ[aMIZ[\M[\aQVO\PM.=;PMT\WV
vividly recalled several incidents. One of these involved Po
0IZ_MTTWVPQ[Z[\QOP\JMQVOKPI[MLJa?ITTa;KPQZZIPM
[IQL<PMa\WWSWNZWU5WM\\?PMV8WJIZMTaOW\W^MZ\PM
JIaI\\PMVWZ\PMVLWN \PMMTL?ITTa\WTL8WPM_I[WVZM
IVL\WMRMK\<W\ITaQVO\QUM_I[IXXZW`QUI\MTaWVMUQV]\M
<PMV\PMZM_I[IVMV[QOVNZWU>.WVI\IK\QK[PWX_PW
maneuvered into an accelerated stall and the post-stall gyration
MV[]ML.WZ[WUMZMI[WVPMLQLVW\IXXTa\PMKWZZMK\ZMKW^MZa
technique and ejected.
<PMV\PMZM_I[*]L;QKSMT_PWPILIZO]ML_Q\PUMW^MZ
IVLW^MZ\PI\\PM.=_I[R][\TQSMIVaW\PMZIQZKZIN\QV\PI\Q\
would spin and standard spin recovery techniques would work.
7VMLIaQVTI\M!_PMV1_I[QV;IV,QMOWWV<),C\MUXWrary additional duty], Bud elected to prove his argument. Over
around Crowes Landing, Bud intentionally got a stall clean at
IJW]\NMM\OW\QV\W\PMXW[\[\ITTOaZI\QWV\ZQMLM^MZa\PQVOM`KMX\\PMKWZZMK\ZMKW^MZa\MKPVQY]MIVLMRMK\ML[WTW_

PHOTOS: NATIONAL ARCHIVES

ieutenant j.g. Robert

7 )VOTM IVW\PMZ
pilot involved with
testing the Cutlass,
PIL\PMWXXWZ\]VQ\a\Wa\PM
.=QVIVWXMZI\QWVIT\ZQIT
_Q\P >. IJWIZL =;;
Hancock L]ZQVO I .IZ -I[\
cruise. He had just finished
advanced flight training, so
Q\_W]TLJMPQ[Z[\[Y]ILZWV
assignment. Prior to completing his training, he was told to
ZMXWZ\\W\PM+7[WKM0Q[
mind raced over all the things
he might have done wrong,
QVKT]LQVOIKKQLMV\ITTaaQVO
QV\W5M`QKIVIQZ[XIKM<W
my great surprise and relief,
\PI\MZZIV\QOP\PILVW\PQVO
to do with my being called to
PQ[WNNQKM)VOTM[IQL5a
CO told me that a squadron
I\6);5QZIUIZ_I[OM\\QVOI
VM_IVLKWV\ZW^MZ[QITOP\MZ
that many thought would be
too much for a new pilot to
PIVLTM)\\PI\XWQV\PMI[SML
me how I felt about going to a
squadron like that. I knew right
away he was talking about the
.=+]\TI[[IVL1QUUMLQately told him I wanted to go.
I would be one of only a few
XQTW\[I[[QOVML\W>.\WOW
NZWUQOP\\ZIQVQVO\W\PMVM_
sweptwing Cutlass.
*MNWZM)VOTMKW]TLOM\QV\W
the cockpit, he had to undergo

extensive ground education classes on the Cutlass systems and

QOP\KPIZIK\MZQ[\QK[1VIJW]\\PM\PQZL_MMSWN QVLWK\ZQVI\QWV
WVMWN \PMZMKMV\VM_XQTW\[_I[SQTTMLWVPQ[Z[\QOP\QV\PM
F7U-3. Soon after crossing the coast north of La Jolla at about
NMM\\PMIQZKZIN\_MV\QV\WI\QOP\[XQZITIVLM_LQZMK\Ta
into the ocean. The doomed pilot did not communicate with
his chase plane and did not eject. After the accident, the skipXMZ\ITSML\WMIKPWN ][\PI\PILVW\aM\PILIZ[\QOP\QV\PM
Cutlass to see if we wanted in the program or be transferred
out, Angle recalled. All of us elected to stay. For me, it was not
ILQK]T\LMKQ[QWVJMKI][M\PMXQTW\[_PWPILW_V\PM+]\TI[[
praised its handling characteristics and told us that it handled
R][\TQSMW\PMZOP\MZ[M`KMX\JM\\MZ 1_I[VW\INZIQLWN Q\IVL
was eager to get started.
After that accident, the Cutlasses in VF-124 were grounded
_PQTM>W]OP\MVOQVMMZ[\ZQML\WO]ZMW]\_PI\PILPIXXMVML
<PMLMJZQ[NZWU\PM_ZMKSZMKW^MZMLNZWU\PMWKMIVWWZ
yielded no evidence of a mechanical failure. One possible
explanation was that the pilot inadvertently moved the roll trim
control at the top of the stick, causing a sharp bank that initiI\ML\PM[XQZIT)VOTMM`XTIQVML"=VTQSM\PMRM\[_MPILW_V
QVQOP\\ZIQVQVO\PM<>\_W[MI\MZIVL\PM.!.8IV\PMZ
which used a single button on top of the control stick for pitch
IVLZWTT\ZQU\PM+]\TI[[PIL\_WZPMW[\I\\aXM\ZQU_PMMT[WV
\PM[\QKS"WVMNWZZWTTIVLWVMNWZXQ\KP1VI[\ZM[[N]T[Q\]I\QWV_M
speculated that the pilot placed his left hand on top of the stick,
accidentally touching the roll trim wheel and moving it slightly.
Only a couple of degrees of movement would have been enough
to start a quick roll.
7N ITT\PMRM\LM[QOV[WV\PMLZI_QVOJWIZLQV\PMTI\M![
the F7U appeared to hold the greatest potential for supersonic
QOP\Q\R][\TWWSMLNI[\M^MVWV\PMOZW]VL*]\LM[XQ\MQ\[
twin engines, the Cutlass possessed too little thrust and too much
bulk to break the sound barrier. Above 30,000 feet, it could reach
IXXZW`QUI\MTa5IKP! WZ!!QVTM^MTQOP\_Q\PIN\MZJ]ZVMZ[
and in a power dive with full afterburner the Mach meter would

DESPITE ITS TWIN

ENGINES, THE
F7U CUTLASS
POSSESSED TOO
LITTLE THRUST AND
TOO MUCH BULK
TO BREAK THE
SOUND BARRIER.
probably indicate 1.0, but that
was about as far as it got. The
entire reason for the Cutlass
being was its armament and
ordnance capabilities.
Armament for the F7U-3
consisted of four 20mm cannons mounted above the en-

gine intakes, an attachable

rocket pack and external stores
carried on the wing pylons,
explained Angle. The cannon design had caused engine
flameout problems, which
the experts thought had been
solved before VF-124 received
the Cutlasses. Vents had been
installed in the fuselage above
the cannons to prevent propellant gases from being
sucked into the engine. Later,
IVILLQ\QWVIT`KWV[Q[\MLWN 
installing large lips along the
bottom edges of the engine
intakes. We had limited gunVMZaXZIK\QKMZQVOWV\W_ML
banners, and we experienced
no flameout problems. The
lips probably reduced top
speed slightly, but we did not
notice any changes.
The rocket pack contained
16 rows for 32 2.75-inch nonguided solid-propellant rockets. Two rockets in each row
meant that one was in front of
the other and that they had to

september 2016

AH

43

8
9
11

10
16

14

13

15

17
18

25

12

19

20

21

22

23

24

26
30

27

31
32
33

28
34

29
35

VOUGHT F7U-3 CUTLASS COCKPIT

Standby compass
Gunsight
Oil pressure warning lights
Acceleration/G limits
indicator
5. 8-day clock
6. Elapsed time clock
7. Emergency canopy release
8, 9. Exhaust temperature
indicators
1.
2.
3.
4.

44

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september 2016

10. Altimeter
11. Turn and bank indicator
12. Fire warning light panel
13. Control column
14. G-2 compass
15. Manual bomb release
16, 17. Tachometers
18. Airspeed indicator
19. Rate of climb indicator
20. Gyro horizon indicator

21. Main fuel quantity indicator

22. Transfer fuel quantity
indicator
23. Fuel flow indicator
24. Arrestor gear handle
25. Throttle control levers
(right throttle is from F-8)
26. Landing gear lever
27. Landing gear and slats
position indicator

28. Throttle friction control

29. Master engine switches
30. Emergency fuel operating
warning light
31. Engine fuel pump test
switch
32. Console light panel
33. Exterior light panel
34. IFF radar set control
35. Radio compass control

OPPOSITE: NATIONAL NAVAL AVIATION MUSEUM;

ABOVE RIGHT: U.S. NAVY; INSET: PERFORMANCE IMAGE/ALAMY

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Frequent contributor Warren
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7V\PM[]ZNIKM\PMN]\]ZQ[ Thompson specializes in military
\QK+]\TI[[IXXMIZML\WXW[[M[[ aviation from World War II
ITT\PMVMKM[[IZa\ZIQ\[\WUISM through Desert Storm. For addiQ\IOZMI\OP\MZ*]\Q\[IVMUQK tional reading, he recommends:
MVOQVM[XWWZKIZZQMZ\ISMW +PIVKM>W]OP\.=+]\TI[[,
IVLTIVLQVOXMZNWZUIVKMIVL by Steven Ginter; and +PIVKM
\PMV]UMZW][IKKQLMV\[Q\[]N >W]OP\.=+]\TI[[, by
NMZMLM^MV\]ITTa[QOVITMLQ\[ Tommy Thomason.
SLEEK DESIGN An F7U-3
shows off its futuristic
silhouette during a 1953 test
flight. Inset: The Cutlassinspired hood ornament of
Chevrolets 1955 Bel Air.

september 2016

AH

45