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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.〔Angelucci 1987, p. 447.〕 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.
==Design and development==
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.〔LePage 2009, pp. 275–276.〕〔Schick and Meyer 1997, p. 167.〕 The requirements were for an aircraft that was able to fly at at .〔 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".〔O'Rourke, G.G, CAPT USN. "Of Hosenoses, Stoofs, and Lefthanded Spads." ''United States Naval Institute Proceedings'', July 1968.〕
抄文引用元・出典: フリー百科事典『 ウィキペディア（Wikipedia）』
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