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The '''North American FJ-2/-3/-4 Fury''' were a series of swept-wing carrier-capable fighters for the [[United States Navy]] and [[United States Marine Corps|Marine Corps]]. Based on the [[United States Air Force]]'s [[F-86 Sabre]], the FJ-series Fury aircraft featured folding wings and, eventually, a longer nose landing strut designed to both increase angle of attack upon launch and to absorb the shock of hard landings on an aircraft carrier deck. Although sharing a U.S. Navy designation with its distant predecessor, the straight-winged [[FJ-1 Fury]], the FJ Fury evolved into a wholly different aircraft.
This page describes the '''North American FJ-2, -3 and -4 Fury''', a series of swept-wing, carrier-capable fighters for the [[United States Navy]] and [[United States Marine Corps|Marine Corps]]. The straight-winged [[FJ-1 Fury]], although the ancestor of both the later Fury types and the [[United States Air Force]]'s [[F-86 Sabre]], was substantially different and is described on its own page. The swept-wing Furies were derived from the F-86 and modified to make them carrier-capable. Changes included folding wings and a longer nose landing strut designed to both increase angle of attack upon launch and to absorb the shock of hard landings on an aircraft carrier deck.


==Design and development==
==Design and development==
===FJ-2===
===FJ-2===
By 1951, the Navy's existing straight-wing fighters were much inferior in performance to the [[swept-wing]] Soviet [[Mikoyan-Gurevich MiG-15|MiG-15]] then operating in the [[Korean War]]; the swept-wing fighters in the Navy's development pipeline, including the [[F7U Cutlass]] and [[F-9 Cougar|F9F Cougar]] were not yet ready for deployment. As an interim measure, Navy purchased three swept-wing [[F-86 Sabre|F-86E Sabres]] with Navy-specific equipment and strengthened airframes. The three planes began flight testing in December 1951 under the designation XFJ-2. The design was eventually put into production as the FJ-2, but construction was slowed due to demand for the F-86 in Korea; the FJ-2 was not produced in large numbers until after that conflict had concluded. By then, because of a weak nose gear and arrestor hook on the FJ-2, the Navy preferred the F9F Cougar due to its superior slow-speed performance for carrier operations, and the 200 FJ-2 models built were delivered to the [[United States Marine Corps]].
By 1951, the Navy's existing straight-wing fighters were much inferior in performance to the [[swept-wing]] Soviet [[Mikoyan-Gurevich MiG-15|MiG-15]] then operating in the [[Korean War]]; the swept-wing fighters in the Navy's development pipeline, including the [[F7U Cutlass]] and [[F-9 Cougar|F9F Cougar]] were not yet ready for deployment.

As an interim measure, the Navy's Bureau of Aeronautics ordered a direct development of the swept-wing [[F-86 Sabre|F-86E Sabres]] as the FJ-2. As the F-86 had not been designed to be carrier-capable, this involved some risk, but Navy pilots had observed that the F-86A actually had a lower landing speed than the [[F9F Panther]]. The urgency behind the program was such that 300 (later reduced to 200) FJ-2 fighters were ordered before the prototypes had flown.

The first prototype to fly was actually the third aircraft ordered: Designated XFJ-2B and first flown on 27 December 1951, it differed only from a standard F-86E-10 in its armament, having four 20-mm [[Colt Mk 12 cannon]] instead of the six [Colt-Browning M3]] .50 machine guns of the Sabre. The second and third aircraft to fly were designated XFJ-2 and lacked armament, but were modified to be carrier-capable: They had an arrester hook and a longer nosewheel leg to increase angle of attack at take-off and landing, and catapult fittings. In August 1952 carrier trials were flown on the [[USS Midway]], followed by carrier qualification trials on the [[USS Coral Sea]] in October-December 1952. Results were less than satisfactory. Low-speed handling was considered poor, and the arrester hook and lose gear leg were insufficiently strong.

The first production aircraft flew on 22 November 1952. This FJ-2 incorporated further modifications for carrier operations: The track of the main landing gear was widened by eight inches, the outer wing panels folded upward, and the windscreen was modified to give the pilot a better view during approach. The FJ-2 also featured an all-moving "flying tail" without dihedral. Because of problems experienced during launches with steam catapults, a number of FJ-2 later received a stronger nosewheel strut. Outwardly, the FJ-2 was hard to distinguish from an F-86, apart from Navy paint and the gun muzzles of the 20-mm cannon. The engine was the J47-GE-2, a navalized version of the J47-GE-27 used in the F-86F. The naval modifications of the FJ-2 had increased weight by about 500 kg over the F-86F, but unfortunately had not succeeded in delivering a fully carrier-capable fighter. A decision had already been made to give it to land-based squadrons of the US Marine Corps.

Construction was slowed due to demand for the F-86 in Korea; the FJ-2 was not produced in large numbers until after that conflict had concluded. Only seven aircraft had been delivered by then end of 1953, and it was January 1954 before the first aircraft was delivered to a Marine squadron, VMF-122. The Navy preferred the lighter F9F Cougar due to its superior slow-speed performance for carrier operations, and the 200 FJ-2 models built were delivered to the [[United States Marine Corps]]. The Marines did make several cruises aboard carriers and tried to solve the type's carrier handling problems, but the FJ-2 was never really satisfactory. In 1956, the FJ-2 already disappeared from front-line service, and reserve units retired it in 1957.


===FJ-3===
===FJ-3===
Line 37: Line 45:
[[Image:Fj-fury.jpg|thumb|A ''Fury'' displayed on the flight deck of the USS ''Intrepid'' [[museum ship]].]]
[[Image:Fj-fury.jpg|thumb|A ''Fury'' displayed on the flight deck of the USS ''Intrepid'' [[museum ship]].]]


Even while development of the FJ-2 was ongoing, the development was planned of a version powered by the [[Wright J65]], a license-built version of the British [[Armstrong Siddeley Sapphire]] turbojet. The Sapphire promised to deliver 28% more thrust than the J47, for little gain in weight. The new version was designated FJ-3, and an order for 389 aircraft was placed in March 1952.
⚫
The development of the FJ-3, which was to be powered by a license-built version of the new [[Armstrong Siddeley Sapphire]] turbojet, resulted in its first flight in July 1953. Deliveries began in September [[1954 in aviation|1954]], and the FJ-3 joined the fleet in May [[1955 in aviation|1955]]. An FJ-3 was the first fighter to land aboard the new supercarrier {{USS|Forrestal|CVA-59|6}} in [[1956 in aviation|1956]]. A total of 538 FJ-3s were built, including 194 FJ-3Ms with the ability to carry [[AIM-9 Sidewinder]] [[air-to-air missile]]s. Some FJ-3s were later modified to control [[SSM-N-8 Regulus|Regulus]] and [[F-9 Cougar|F9F-6K Cougar]] target drones. In 1955, the Navy added the new wing design that had been successful on the F-86F, providing space for additional fuel, and in 1956 retro-fitted all its FJ-3s with probe-and-drogue [[air refueling]] equipment.

To test the new engine a single FJ-2, BuNo 131931, was modified, but the first true production FJ-3 flew in July 1953. The only externally visible change required by the new engine was a deeper intake to accommodate the larger mass flow. Early FJ-3s had the same wing as the FJ-2, but from 1955 onwards the FJ-3 was built with a so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification, first introduced on the F-86F, enhanced manoeuverability at the price of an small increase in landing speed because the leading edge slats were deleted. The version introduced on the FJ-3 was different from that fitted to the F-86F, as camber was applied to the underside of the leading edge to improve low-speed handling. On the FJ-3, the new wing leading edges also held extra fuel. From the 345th aircraft onwards, the wings were provided with four stations for external loads, up to 1000 lb on the inboard stations and 500lb on the outboard stations.

⚫
Deliveries began in September [[1954 in aviation|1954]], and the FJ-3 joined the fleet in May [[1955 in aviation|1955]]. An FJ-3 was the first fighter to land aboard the new supercarrier {{USS|Forrestal|CVA-59|6}} in [[1956 in aviation|1956]]. Problems were encountered with the J65 engine, including failures of its lubrication system under the acceleration of launch or during manoeuvres, and failures of the turbine blades. Nevertheless the Navy was more satisfied with the FJ-3 than it had been with the FJ-2, and in March 1954 it ordered an additional 149 aircraft. Because of its more powerful engine, the FJ-3 was superior to most models of the F-86, except the F-86H. A total of 538 FJ-3s were built. Of these 194 were modified to FJ-3Ms with the ability to carry [[AIM-9 Sidewinder]] [[air-to-air missile]]s. Some FJ-3s were later modified to control [[SSM-N-8 Regulus|Regulus]] and [[F-9 Cougar|F9F-6K Cougar]] target drones. In 1956 the Navy retro-fitted all its FJ-3s with probe-and-drogue [[air refueling]] equipment, a long probe being fitted under the left wing.


===FJ-4===
===FJ-4===
The final versions of the Fury were the FJ-4 and FJ-4B. The FJ-4 featured an entirely new wing design, and in the end had little in common with the earlier FJ-3 apart from its general layout and engine.
The final versions of the Fury were the FJ-4 and FJ-4B, which featured several improvements on previous versions. Internal fuel capacity was increased, necessitating a distinctive, taller "[[razorback]]" rear deck. The tail was modified, as were the wings, to provide more positive control and stability during carrier landings, and the landing gear was widened. Delivery of FJ-4s began in February 1955, and except for one squadron which trained Navy FJ-4B pilots, FJ-4s were used exclusively by the Marine Corps. The FJ-4B was a [[fighter-bomber]] version, capable of carrying double the underwing stores, including [[nuclear weapon]]s on a single station. A total of 152 FJ-4s and 222 FJ-4Bs were produced.

The new wing was much thinner, with a six percent thickness-to-chord ratio, and featured skin panels milled from solid alloy plates. It also had an increased area, and tapered more sharply towards the tips. Slight camber behind the leading edge improved low speed characteristics. The main landing gear design had to be considerably modified to fold wheel and strut within the contours of the new wing. The track of the main wheels was increased and because they were closer to the center of gravity, there was less weight on the nosewheel. Wing folding was limited to the outer wing panels.

The FJ-4 was intended as an all-weather interceptor, a role that required considerable range on internal fuel. The FJ-4 had 50% more fuel capacity than the FJ-3 and was lightened by omitting armor and reducing ammunition capacity. The new wing was "wet", that is it provided for integral fuel tankage. The fuselage was deepened to add more fuel, and had a distinctive "[[razorback]]" rear deck. A modified cockpit made the pilot more comfortable during the longer missions. The tail surfaces were also extensively modified and had a thinner profile. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present. The two prototypes had the same J65-W-4 engine as the FJ-3, but production aircraft had the J65-W-16A of 7700 lb thrust.

The first FJ-4 flew in October 1954 and delivery began in February 1955. Except for one squadron which trained Navy FJ-4B pilots, FJ-4s were used exclusively by the Marine Corps, which operated three squadrons.

Of the original order for 221, the last 71 were modified in the the FJ-4B [[fighter-bomber]] version. This had a stronger wing with six instead of four underwing stations, stronger landing gear. Additional aerodynamic brakes under the aft fuselage made landing safer by allowing pilots to use higher thrust settings, and were also useful for dive attacks. External load was doubled. But the most important characteristic of the FJ-4B was that it was capable of carrying a nuclear weapon on the inboard port station. It was equipped with the [[LABS]] or Low-Altitude Bombing System for the delivery of nuclear weapons. The Navy was eager to maintain a nuclear role in its rivalry with the Air Force, and it equipped ten squadrons with the FJ-4B. It was also flown by three Marine squadrons. In April 1956 the Navy ordered 151 more FJ-4Bs, bringing the production to a total of 152 FJ-4s and 222 FJ-4Bs.

The Navy ordered six FJ-4s to be converted to FJ-4F to test rocket engines, but only two were completed. These featured the North American Rocketdyne AR-1 engine, installed in a fairing above the tail pipe of the jet engine. It ran on hydrogen peroxide and JP-4 jet fuel, and provided an additional 5000 lb of thrust for short periods. The FJ-4F reached speeds of Mach 1.41 and altitude of 71,000 ft (21,640 m).


===Redesignation===
===Redesignation===
Line 135: Line 157:
===Bibliography===
===Bibliography===
{{refbegin}}
{{refbegin}}
* Avery, Norm ''North American Aircraft 1934-1998 Volume 1'', Narkiewicz//Thompson, 1998. ISBN 0-913322-05-9
* Bowman, Martin ''F-86 Sabre'', Airlife, 2004. ISBN-1-84037-411-X.
* Dorr, Robert F. ''North American FJ Fury'', in Aeroplane Montlhy of February 2006, IPC Media Lt.
* Dorr, Robert F. ''Fury -- The Navy's Sabre'', in Air International of January 1993, Key Publishing Ltd.
* Taylor, John, W.R., ed. ''Jane's All the World's Aircraft 1965-1966''. London: Jane's All the World's Aircraft, 1967. ISBN 0-71061-377-6.
* Taylor, John, W.R., ed. ''Jane's All the World's Aircraft 1965-1966''. London: Jane's All the World's Aircraft, 1967. ISBN 0-71061-377-6.
* Wagner, Ray. ''The North American Sabre''. London: Macdonald, 1963. No ISBN.
* Wagner, Ray. ''The North American Sabre''. London: Macdonald, 1963. No ISBN.
* Wilson, Stewart ''F-86 Sabre / MiG-15 Fagot / Hawker Hunter'', Aerospace Publications Pty Ltd, 1995. ISBN 1-875671-12-9.
* Winchester, Jim, ed. "North American FJ Fury." ''Military Aircraft of the Cold War'' (The Aviation Factfile). London: Grange Books plc, 2006. ISBN 1-84013-929-3.
* Winchester, Jim, ed. "North American FJ Fury." ''Military Aircraft of the Cold War'' (The Aviation Factfile). London: Grange Books plc, 2006. ISBN 1-84013-929-3.
{{refend}}
{{refend}}

Revision as of 22:02, 25 July 2009

FJ-2 / FJ-3 Fury
FJ-4 Fury
The last flying FJ-4 in United States Navy colors
Role Fighter aircraft
National origin United States
Manufacturer North American Aviation
First flight 1951
Retired late 1960s
Primary users United States Navy
United States Marine Corps
Number built 1,115
Developed from F-86E Sabre (FJ-2/3)

This page describes the North American FJ-2, -3 and -4 Fury, a series of swept-wing, carrier-capable fighters for the United States Navy and Marine Corps. The straight-winged FJ-1 Fury, although the ancestor of both the later Fury types and the United States Air Force's F-86 Sabre, was substantially different and is described on its own page. The swept-wing Furies were derived from the F-86 and modified to make them carrier-capable. Changes included folding wings and a longer nose landing strut designed to both increase angle of attack upon launch and to absorb the shock of hard landings on an aircraft carrier deck.

Design and development

FJ-2

By 1951, the Navy's existing straight-wing fighters were much inferior in performance to the swept-wing Soviet MiG-15 then operating in the Korean War; the swept-wing fighters in the Navy's development pipeline, including the F7U Cutlass and F9F Cougar were not yet ready for deployment.

As an interim measure, the Navy's Bureau of Aeronautics ordered a direct development of the swept-wing F-86E Sabres as the FJ-2. As the F-86 had not been designed to be carrier-capable, this involved some risk, but Navy pilots had observed that the F-86A actually had a lower landing speed than the F9F Panther. The urgency behind the program was such that 300 (later reduced to 200) FJ-2 fighters were ordered before the prototypes had flown.

The first prototype to fly was actually the third aircraft ordered: Designated XFJ-2B and first flown on 27 December 1951, it differed only from a standard F-86E-10 in its armament, having four 20-mm Colt Mk 12 cannon instead of the six [Colt-Browning M3]] .50 machine guns of the Sabre. The second and third aircraft to fly were designated XFJ-2 and lacked armament, but were modified to be carrier-capable: They had an arrester hook and a longer nosewheel leg to increase angle of attack at take-off and landing, and catapult fittings. In August 1952 carrier trials were flown on the USS Midway, followed by carrier qualification trials on the USS Coral Sea in October-December 1952. Results were less than satisfactory. Low-speed handling was considered poor, and the arrester hook and lose gear leg were insufficiently strong.

The first production aircraft flew on 22 November 1952. This FJ-2 incorporated further modifications for carrier operations: The track of the main landing gear was widened by eight inches, the outer wing panels folded upward, and the windscreen was modified to give the pilot a better view during approach. The FJ-2 also featured an all-moving "flying tail" without dihedral. Because of problems experienced during launches with steam catapults, a number of FJ-2 later received a stronger nosewheel strut. Outwardly, the FJ-2 was hard to distinguish from an F-86, apart from Navy paint and the gun muzzles of the 20-mm cannon. The engine was the J47-GE-2, a navalized version of the J47-GE-27 used in the F-86F. The naval modifications of the FJ-2 had increased weight by about 500 kg over the F-86F, but unfortunately had not succeeded in delivering a fully carrier-capable fighter. A decision had already been made to give it to land-based squadrons of the US Marine Corps.

Construction was slowed due to demand for the F-86 in Korea; the FJ-2 was not produced in large numbers until after that conflict had concluded. Only seven aircraft had been delivered by then end of 1953, and it was January 1954 before the first aircraft was delivered to a Marine squadron, VMF-122. The Navy preferred the lighter F9F Cougar due to its superior slow-speed performance for carrier operations, and the 200 FJ-2 models built were delivered to the United States Marine Corps. The Marines did make several cruises aboard carriers and tried to solve the type's carrier handling problems, but the FJ-2 was never really satisfactory. In 1956, the FJ-2 already disappeared from front-line service, and reserve units retired it in 1957.

FJ-3

FJ-3s of VMF-235 in 1957
An FJ-4B with six rocket pods
FJ-4F prototype with an additional rocket motor
FJ-1 and FJ-2 in 1952
4 FJ-3 Fury fighter-bombers of VF-33 and an AD-6 of VA-25 on the deck of the USS Intrepid in the North Atlantic in 1957.
A Fury displayed on the flight deck of the USS Intrepid museum ship.

Even while development of the FJ-2 was ongoing, the development was planned of a version powered by the Wright J65, a license-built version of the British Armstrong Siddeley Sapphire turbojet. The Sapphire promised to deliver 28% more thrust than the J47, for little gain in weight. The new version was designated FJ-3, and an order for 389 aircraft was placed in March 1952.

To test the new engine a single FJ-2, BuNo 131931, was modified, but the first true production FJ-3 flew in July 1953. The only externally visible change required by the new engine was a deeper intake to accommodate the larger mass flow. Early FJ-3s had the same wing as the FJ-2, but from 1955 onwards the FJ-3 was built with a so-called "6-3" wing, with a leading edge that was extended 6 inches at the root and 3 inches at the tip. This modification, first introduced on the F-86F, enhanced manoeuverability at the price of an small increase in landing speed because the leading edge slats were deleted. The version introduced on the FJ-3 was different from that fitted to the F-86F, as camber was applied to the underside of the leading edge to improve low-speed handling. On the FJ-3, the new wing leading edges also held extra fuel. From the 345th aircraft onwards, the wings were provided with four stations for external loads, up to 1000 lb on the inboard stations and 500lb on the outboard stations.

Deliveries began in September 1954, and the FJ-3 joined the fleet in May 1955. An FJ-3 was the first fighter to land aboard the new supercarrier USS Forrestal in 1956. Problems were encountered with the J65 engine, including failures of its lubrication system under the acceleration of launch or during manoeuvres, and failures of the turbine blades. Nevertheless the Navy was more satisfied with the FJ-3 than it had been with the FJ-2, and in March 1954 it ordered an additional 149 aircraft. Because of its more powerful engine, the FJ-3 was superior to most models of the F-86, except the F-86H. A total of 538 FJ-3s were built. Of these 194 were modified to FJ-3Ms with the ability to carry AIM-9 Sidewinder air-to-air missiles. Some FJ-3s were later modified to control Regulus and F9F-6K Cougar target drones. In 1956 the Navy retro-fitted all its FJ-3s with probe-and-drogue air refueling equipment, a long probe being fitted under the left wing.

FJ-4

The final versions of the Fury were the FJ-4 and FJ-4B. The FJ-4 featured an entirely new wing design, and in the end had little in common with the earlier FJ-3 apart from its general layout and engine.

The new wing was much thinner, with a six percent thickness-to-chord ratio, and featured skin panels milled from solid alloy plates. It also had an increased area, and tapered more sharply towards the tips. Slight camber behind the leading edge improved low speed characteristics. The main landing gear design had to be considerably modified to fold wheel and strut within the contours of the new wing. The track of the main wheels was increased and because they were closer to the center of gravity, there was less weight on the nosewheel. Wing folding was limited to the outer wing panels.

The FJ-4 was intended as an all-weather interceptor, a role that required considerable range on internal fuel. The FJ-4 had 50% more fuel capacity than the FJ-3 and was lightened by omitting armor and reducing ammunition capacity. The new wing was "wet", that is it provided for integral fuel tankage. The fuselage was deepened to add more fuel, and had a distinctive "razorback" rear deck. A modified cockpit made the pilot more comfortable during the longer missions. The tail surfaces were also extensively modified and had a thinner profile. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present. The two prototypes had the same J65-W-4 engine as the FJ-3, but production aircraft had the J65-W-16A of 7700 lb thrust.

The first FJ-4 flew in October 1954 and delivery began in February 1955. Except for one squadron which trained Navy FJ-4B pilots, FJ-4s were used exclusively by the Marine Corps, which operated three squadrons.

Of the original order for 221, the last 71 were modified in the the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations, stronger landing gear. Additional aerodynamic brakes under the aft fuselage made landing safer by allowing pilots to use higher thrust settings, and were also useful for dive attacks. External load was doubled. But the most important characteristic of the FJ-4B was that it was capable of carrying a nuclear weapon on the inboard port station. It was equipped with the LABS or Low-Altitude Bombing System for the delivery of nuclear weapons. The Navy was eager to maintain a nuclear role in its rivalry with the Air Force, and it equipped ten squadrons with the FJ-4B. It was also flown by three Marine squadrons. In April 1956 the Navy ordered 151 more FJ-4Bs, bringing the production to a total of 152 FJ-4s and 222 FJ-4Bs.

The Navy ordered six FJ-4s to be converted to FJ-4F to test rocket engines, but only two were completed. These featured the North American Rocketdyne AR-1 engine, installed in a fairing above the tail pipe of the jet engine. It ran on hydrogen peroxide and JP-4 jet fuel, and provided an additional 5000 lb of thrust for short periods. The FJ-4F reached speeds of Mach 1.41 and altitude of 71,000 ft (21,640 m).

Redesignation

With the new designation system adopted in 1962, the FJ-4 became the F-1E and the FJ-4B the AF-1E. AF-1Es served with United States Naval Reserve units until the late 1960s. The FJ Fury was the first aircraft of the VF-84 incarnation of the legendary Jolly Rogers Squadron. A total of 1,115 Furies were received by the Navy and Marine Corps over the course of its production life.

Variants

XFJ-2
Test and evaluation aircraft. Three built.
FJ-2 Fury
Single-seat fighter-bomber aircraft, equipped with folding wings. 200 built.
FJ-3 Fury
Single-seat fighter-bomber version, powered by the more powerful 7,800 lbf (34.7 kN) Wright J65-W-2 or 7,650 lbf (34 kN) J65-W-4 turbojet engine. 538 built.
FJ-3M Fury
Improved version of the FJ-3, with the ability to carry AIM-9 Sidewinder air-to-air missiles. 194 built.
FJ-4 Fury
Single-seat fighter-bomber version, powered by a 7,700 lbf (34.3 kN) Wright J65-W-16A turbojet engine. 152 built.
FJ-4B Fury
Single-seat ground-attack fighter version, 222 built.
FJ-4F Fury
Test and evaluation aircraft, fitted with an auxiliary rocket motor and supplementary fuel tank. Two built.
F-1E Fury
Redesignation of the FJ-4.
AF-1E Fury
Redesignation of the FJ-4B.

Operators

Main article: List of Fury units in US Navy & Marine Corps
 United States

Specifications (FJ-4)

Data from American Military Aircraft[1]

General characteristics

  • Crew: 1

Performance

Armament

  • Guns: 4 × 20 mm (0.787 in) cannon
  • Missiles: 4 × AIM-9 Sidewinder missiles
  • Bombs: 3,000 lb (1,400 kg) of underwing ordnance, including missiles

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes

  1. ^ Humphrey, Hal and Joe Baugher. | "North American FJ-4 Fury." American Military Aircraft: US Navy Fighter Aircraft, revised 4 January 2008. Retrieved: 29 April 2008.

Bibliography

  • Avery, Norm North American Aircraft 1934-1998 Volume 1, Narkiewicz//Thompson, 1998. ISBN 0-913322-05-9
  • Bowman, Martin F-86 Sabre, Airlife, 2004. ISBN-1-84037-411-X.
  • Dorr, Robert F. North American FJ Fury, in Aeroplane Montlhy of February 2006, IPC Media Lt.
  • Dorr, Robert F. Fury -- The Navy's Sabre, in Air International of January 1993, Key Publishing Ltd.
  • Taylor, John, W.R., ed. Jane's All the World's Aircraft 1965-1966. London: Jane's All the World's Aircraft, 1967. ISBN 0-71061-377-6.
  • Wagner, Ray. The North American Sabre. London: Macdonald, 1963. No ISBN.
  • Wilson, Stewart F-86 Sabre / MiG-15 Fagot / Hawker Hunter, Aerospace Publications Pty Ltd, 1995. ISBN 1-875671-12-9.
  • Winchester, Jim, ed. "North American FJ Fury." Military Aircraft of the Cold War (The Aviation Factfile). London: Grange Books plc, 2006. ISBN 1-84013-929-3.
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