gaetabob, Probably twelve good reasons to list the F7U un-flyable.
1. Difficulties with the Westinghouse J34 engines.
2. When the slats were extended, the aircraft would stall. At a low speed such as landing with the slats retracted, the aircraft could go into a non-recoverable spin. This spin, called a post-stall gyration, and the next step was ejection.
3. At the marked carrier approach speed with flaps down, the aircraft would work itself into a float (lumbering), and if you hit the throttles too heavy, there wasn't any thrust to carry you over the ramp.
4. Carrier tests showed the F7U unacceptable for shipboard landings.
The Cutlass had four 20 MM canons mounted over the intakes. They had muzzle blast deflectors to prevent gases from entering the engine intake. Problem was, they were rigidly installed at the factory and we could not boresght the guns! Had a pattern all over the place and we could not get hits! This feature also led to some tubes vibrating loose and we came close to shooting ourselves down.
Carrier work was something called experimental. To begin with, we tried to old tried and true take a cut, high dip, and flare. Problem was the tip of the tailhook would be pointed up and we'd get a hook skip over all the wires. Thankfully, we began CQ with a clear deck because there was no barricade that would stop us.
After figuring out that our nose high attitude was the cause on no traps, we started using a cut further out in the groove, and holding the attitude. This led to float and on one pass, yours truly touched down by the island and had a neat time getting back airborne on burners while skimming the water. I have no recollection of who was the CO on the Hancock at that time but he must have had at least one ulcer.
Chance Vought replaced the J34's with J35's. Their number one problem.. Known to flame-outs in rain.
The "Gutless Cutlass" was also known as, the Ensign Eliminator..
Here is a prime example of a F7U Cutlass approach..
