And now, one of the General Shipyards bigger mistakes...
CraftID: Fighter Light, Cutlass, TL 15, Mcr 15.26694
Hull: 5/12, Disp=5, Config=2AF, Armor=40G,
Unloaded=36.3, Loaded=50.8
Power: 1/1, Fuel Cell=11.7Mw Dur=8 hrs (Closed cycle)
Loco: 2/3, HVGrav=305t, MaxAccel=5G (DeepSpace=3G),
NOE=190Kph, Cruise=2880Kph, Top=3840Kph Agility=6
Comm: Radio=System*1
Sensors: P-EMS=InterPlanet*1, A-EMS=Planet*1
ActObjScn=Diff, ActObjPin=Diff
PasObjScn=Rout
Off: Missile=x02
Bear 1
Bear 1 40 rounds
Def: DefDM=+10 (Deep Space=+7)
Control: Computer=2*3, HoloLink*1, HoloHUD*1
Accom: Crew=1 Seats=Roomy*1, Basic Env, Basic LS, Grav, I-Comps
Other: Fuel=18.6Kl, Magazine=4Kl, Cargo=5.9Kl (possible)
ObjSize=Small, EMlevel=Mod
The General Shipyards Cutlass class fighter was an unqualified
disaster when deployed. She was designed for a fusion power plant
which would have allowed the installation of less expensive
standard grav thrust plates. However, the decision to replace the
fusion plant with fuel cells was handed down at the last minute as
the navy wanted a light fighter which would not have a neutrino
signature.
As a result, the Cutlass was underpowered, even inside the
gravitational wells where her performance increases. This
sluggishness, combined with a tricky fuel cell installation and
weak landing gear structure, and cut rate holodynamic controls came
together in a ship that was named by pilots 'The Ensign Killer'.
The control systems were badly set up ergonomically, and had a
tendency to come out of alignment during flight or fail altogether.
This resulted in an uncontrollable departure. During flight tests,
nine craft were lost before the solution was accidentally
discovered. In order to recover, the pilot had to remove his hands
from the controls and let the Cutlass controls reset and fly itself
out of the mess.
Another problem was with the power plant. The untested XJ-34-WE-32
fuel cell had some difficult fuel line problems. If the throttle
was advanced quickly, the hydrogen tended to oxidize in the cell
prematurely. This resulted in a back blast of water vapor which
forced its way back down the hydrogen inlet valves. Subjected to
the ultra low temperatures of the fuel lines, the water vapor would
freeze up, blocking the lines and shutting down the power plant.
This often happened during critical maneuvers like take off and
landings. Furthermore, there was an undiagnosed tendency for the
fuel cell to catch fire when subjected to stresses.
While the hull itself was structurally quite sound, the landing
gear were quite weak. In an effort to reduce mass, the gear that
was fitted was more applicable to a G-Carrier than to a 50+ ton
fighter. The nose gear sometimes collapsed under a less than
perfect landing. This combined with the nose high, conical hull
would lead to the nose and cockpit falling four meters to the deck.
This often led to back injuries in the pilot and occasionally to
catastrophic fires in the fuel cell.
The following excerpt from a board of inquiry may illuminate the
reader: "We were a flight of four Cutlasses, Lt. John Murry,
myself, (Lt. Bill Libert), Lt. Bob Sands, and Ens. Tom Quillin. We
were making passes at the ground target range number 4, when John
called "One from Two join up, I have a power control light. I'm
returning to base." So I kicked the throttle and got up under him,
and after looking him over, I said, "I don't think you have much of
a problem, probably just lost one system."
"All of a sudden I lost half power, and I was thinking to hell
with John when the fuel cells cut out completely. Upon checking
the instruments I discovered that he fuel had not transferred from
the auxiliary cell to the main cells. So I then hit the transfer
switch and was falling until the main tank hit 1500 torr at which
time I lit one cell. Then I got to 4000 torr and lit off the
other cell and made for base.
"Tom Quillin suddenly called in and he had an electrical
problem. He called in for emergency landing instructions, and the
tower came back "Roger, you're number three in the emergency
pattern."
Because of its reputation, the Cutlass was withdrawn from service
after a trial deployment of three years. At which point many of
the craft were turned over to Naval Fighter Technical Training
Command where they were used as maintenance trainers.
Some were given over to Imperial allies and client states in the
Spinward Marches where they were refitted with YJ-34-WE-32 fuel
cells, had most of their electronics replaced and given a
strengthened undercarriage. Some of these reworked units have been
sold and resold and many are now in service for merchant
corporations like Oberlindes Lines.
Scott 2G Kellogg
(Sound silly? Take a look at the service history of the Chance
Vought F-7U Cutlass)