Changes in the new design included a mass collection of additional access panels to help facilitate mechanical work by ground crew and thus keep maintenance times and costs down. The canopy was enlarged and the nose redesigned several times for improved viewing out-of-the-cockpit. More powerful Westinghouse J46-WE-8 engines were selected for propulsion and the overall structure of the aircraft was reinforced for the rigors of carrier operations. The nose landing gear was also strengthened and lengthened some for greater abuse. Despite the move to the new Westinghouse engines, the initial sixteen F7U-3 examples were each delivered with non-afterburning Allison J35-29 series engines. Only subsequent F7U-3 production models arrived with their Westinghouse turbojet engines installed.
Production of the Cutlass spanned from 1948 into 1955 to which 320 total airframes were completed. These aircraft served only with the United States Navy and this for only a limited time for the line proved very accident prone due to the advanced nature of the design. Its engine did not help matters either, some known to shutdown in rainy or damp weather environments. Pilots noted the type's tricky control scheme, particularly during take-offs and landings. The F7U Cutlass went on to stock thirteen USN carrier squadrons on decks such as those belonging to the USS Ticonderoga (CVA-14), the USS Intrepid (CVA-11) and the USS Lexington (CVA-16). Formal service entry was in July of 1951 while the refined F7U-3 models did not arrive until 1954. These were then followed by the dedicated photo-reconnaissance F7U-3P variant with lengthened nose section and the missile-armed F7U-3M. Twelve examples of the P-model were obtained though none achieved operational service. M-models were seen in 98 examples built with 48 existing F7U-3 models upgraded to the new standard.
During 1956-1957, most of the F7U aircraft were already removed from frontline service within the ranks of the USN as newer, and better, alternatives became available - namely the famous Vought F8U "Crusader". As such, its short time aloft meant that the F7U series was never to see combat service in any war of the Cold War period - perhaps for the better considering its myriad of published problems. It is said that some 25% of the aircraft produced were lost to accident - a rather unforgiveable rate for a combat fighter aircraft. Even its three original prototypes were lost to crashes. The F7U series was formally retired on March 2nd, 1959. A ground attack form - this as the "A2U-1" - was proposed from the basic F7U design but an order for some 250 aircraft was eventually cancelled - again, perhaps for the better.
A preserved F7U-3M model can be seen at the National Museum of Naval Aviation in Pensacola, Florida.
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