F7U-3 Cutlass conversion

[TheChronicOne]

Very good!! Well worth the effort!   

[Scotaidh]

And, finally, although hardly relevant now, the Backstory. 

Chance Vought F7U-3R

'Everyone knows' that Chance Vought's F7U Cutlass was a failure.  A step too radical, too far – the airframe and systems excessively in advance of the engines and established industry norms of the day.  The available, substituted-for-the-specified engines were woefully underpowered for the nine tons empty – let alone thirteen tons loaded - weight of the aircraft.  There were many teething problems with the cutting-edge systems, and many lessons were learned.
   Despite all the problems, the aircraft had tremendous potential – it could roll at 570 degrees per minute – far faster than any other contemporary aircraft.  It was a rock-stable bombing platform; the high-powered hydraulic control system – the first ever with artificial feed-back - made it nimble and fun to fly.  Once the airframe was strengthened it was almost unbreakable – important when slamming down onto a carrier deck.
   Alas, this potential was never realized – the aircraft was retired before most of the gremlins could be evicted.  However, one man in particular believed in the Cutlass - Cdr. James S. (Bud) Brown.
   An experienced aviator, Bud had flown both bomber and fighter combat missions from Guadalcanal to the end of the war before serving as an IP at Pensacola.  He then was tapped for Project Cutlass, a unit tasked with writing the book on how to operate the Cutlass in the fleet. The unit was to form the nucleus of the first operational Cutlass squadron, which turned out to be VF-124.  In the fullness of time, the unit was deployed to the USS Hancock, with the goal of seeing how the aircraft dealt with shipboard conditions and operations. 
   Bud eventually retired from the Navy, but never forgot the Cutlass.  He got a job with General Electric, in their Aircraft Engine division, where he excelled.  His experience at GE had led him to believe that the Cutlass, outfitted with properly powerful engines, would have been a star performer.  All pilots will tell you that no aircraft ever has enough power, so his engine of choice was GE's J79 – the engine that powered the F-4 Phantom, of which it was said no-one knew how fast it could go, because it ran out of fuel whilst still accelerating!   Bud wanted that for the Cutlass. 
   Using his contacts in the Navy, he acquired a Cutlass airframe and a 'spare' hangar.  Vought, eager to rescue their aircraft's reputation, provided personnel and material.  GE provided two J79s and funding.  After all, if GE engines could resuscitate a "dud" aircraft, one formerly (under-) powered by a rival's engines, it would be a quite a coup.
   The rebuild was extensive.  The aircraft gained six feet in length and two in width; the vertical fins were enlarged by about 20%.  The wing area, deemed sufficient, remained the same.  The canopy was retained, but the formerly opaque rear was made transparent, and mirrors were added to the canopy frame.  Also, the controls were changed from Vought's proprietary set-up to be in accordance to the naval aircraft standard layout.
One of the problems with the hydraulic system was that the system was the very first in naval aviation to operate at 3000psi – which would become the new standard pressure, but in the meantime the fittings, seals, and training were still rated for and focused on the previous standard pressure of 1500psi.  The hydraulic system was completely replaced to forestall any potential problems.
   The avionics package was upgraded to allow for Sparrow and Sidewinder air-to-air missiles.  Also, the four M3 cannons, with their tendency to jam during hard-turning maneuvers, were replaced with a pair M61 Vulcan cannons with the muzzles moved well back from the jet intakes.  A centerline hardpoint was added and plumbed for an auxiliary fuel tank.
   The resulting aircraft was informally designated "F7U-3R" and proved to be everything Bud had hoped.  The new Cutlass was able hold her own in dogfights against all contemporary types in service.  It had the speed and power to decline, initiate, and depart combat at will.  Bud's favorite way of breaking contact was a steep climb into the sun, accelerating through Mach 1.
Perhaps the Cutlass -R did too well?  Vought Aircraft had already moved on to the Crusader and the Skyray; the Navy's Grumman Cougars and Tigers were doing well; the Air Force liked their Super Sabres, Voodoos, and Starfighters.  There were contracts in place; more Very Important People were involved than Bud and his friends could counteract.  The official attitude seemed to be "Jeez, Bud – we let you have your toy - now go play, we're busy."
   The aircraft ... disappeared.  To the end of his days, Bud, as well as everyone else involved with the aircraft, avowed no knowledge of its whereabouts.  Rumors abounded for a while, but over time the matter was forgotten.  If Bud knew, he took the secret to his untimely grave.  We will never know - perhaps even now it rests in a forgotten government warehouse, next to the Ark of the Covenant.

[zenrat]

Its in a hanger in Area 51 along with the Roswell Saucer, Aircraftman Shaw's Brough Superior, the GT-HO Phase V and the 4 production TSR2s...

Very well done.

[NARSES2]

I like that 

[PR19_Kit]

Excellent bit of work there, and goes well with the equally good model. 

[Scotaidh]

Thanks, guys.  I had a lot of help with this from Mr. Steven Wells, a nephew of Cdr. James S. (Bud) Brown.  (Yes, 'Bud' was a real person.    )  Mr. Wells helped me a lot with getting my terms accurate, and sent me a number of pictures of both his uncle and his uncle's aircraft. 

Steven also was the reason I did as much research as I did on this aircraft.  I mean, usually I just kinda wing it for these back-stories - hey, it's all What If?, right?  This time, knowing of someone who would both know and be hurt by careless inaccuracies, I kinda pulled out the Google-stops, reading news articles, pilot reports, tech write-ups, and Navy reports.  Steven provided me with some of these.  Nothing like having a committed participant on your side!    Steven, if you're reading this, thank-you. 

There are few things worse than careless and uncaring journalism, IMHO. 

[NARSES2]

Steven also was the reason I did as much research as I did on this aircraft.  I mean, usually I just kinda wing it for these back-stories - hey, it's all What If?, right?  This time, knowing of someone who would both know and be hurt by careless inaccuracies, I kinda pulled out the Google-stops, reading news articles, pilot reports, tech write-ups, and Navy reports.  Steven provided me with some of these.  Nothing like having a committed participant on your side!    Steven, if you're reading this, thank-you. 

Well done mate 

[Rheged]

That is a backstory to be proud of!!