First published in 1983, the FJ-1 Fury book covers North America's first jet fighter and forerunner to the Air Force F-86 and Navy FJ-2/FJ-3 Furys. It was a pudgy straight-winged aircraft that would prove the feasibility of jet fighters aboard aircraft carriers when VF-5A/VF-51 operated the aircraft aboard the USS Boxer and USS Princeton. It was also operated by the reserves from Dallas, Los Alamitos, Oakland and Olathe. The book has 62 b&amp;w photos with 4 illustrations and a first-hand account of flying with VF-51.

North American FJ-1 Fury (Naval Fighters, Number Seven)

History

Steve Ginter

Ron Picciani

Military

Ginter Books

This book covers the development, testing, and squadron histories of the 33-Navy units and 13-Marine units that flew the North American FJ-4/4B Fury. The original FJ-4 was given exclusively to the Marines and the Bullpup capable FJ-4B "Fury Bravo" was used by the Navy as a ground attack aircraft. Many attack pilots thought it was a better attack platform then the A4D/A-4 Skyhawk that replaced it, but the higher cost of the Fury sealed its fate. Pilots nicknamed it the "Cadillac" whereas the A-4s two most popular nicknames were "Tinker Toy" and Scooter". 260 b&w photos and 24-illustrations.

North American FJ-4 / 4B Fury (Naval Fighters, No. 25)

Ginter, Steve

In 1960, both the U.S. Air Force and the U.S. Navy were developing requirements for new fighters. The Air Force was planning to replace the F-105 with a long-range, low-level supersonic, all-weather Tactical Strike Fighter to be operated from unpaved runways of 3,000 feet or less in length and capable to transatlantic ferry without refueling. The Navy needed an all-weather, carrier-based Fleet Defense Fighter with a big radar and six long-range air-to-air missiles. In 1961, these similar "Fighter" requirements were merged by the Secretary of Defense into one program, TFX, to save development costs and operating costs.

Grumman Navy F-111B Swing Wing (Naval fighters No. 41)

Thomason, Tommy

The US Navy’s first purpose-built carrier jet fighter was the McDonnell FD-1/FH-1 Phantom. First ordered in January 1943, the small elegant aircraft had a long gestation period due to the delay in development of its Westinghouse jet engines. Originally six and even eight small 300 lb thrust engines buried in the wing were considered as powerplants, before two-1,600 lb thrust engines were settled on. These were mounted just outside of the wing roots and allowed conventional flaps and ailerons of any size to be utilized on the wing. It was fitted with tri-cycle landing gear, tailhook, and catapult equipment. The 500 mph aircraft first flew in 1946, and two XFD-1 protoypes were built along with 60 FD-1/FH-1 production Aircraft with half the FH-1s going to Navy carrier squadron VF-17A/VF-171 and half to Marine squadron VMF-122. The Navy operated its full squadron operationally aboard the USS?Saipan (CVL-48) and the USS Franklin D. Roosevelt (CVB-42) proving the feasibility of jets and carriers. The Marines fielded a FH-1 Flight Demonstration Team, “The Flying Leathernecks” too. The FH-1 had no vices in the air and with new engines the Phantom was re-engineered into the larger and very successful Korean War carrier fighter, the F2H Banshee. The Phantoms were relegated to the reserves from 1950 through 1954 before being removed from service.

Mcdonnell Fh-1 Phantom

North American's oft-forgotten YF-93A (NA-157) was an advanced version of the F-86A Sabre day fighter designed for the penetration fighter requirement. It was originally designated the F-86C and was designed around NACA flush inlets and an 8,000 lb thrust J48 afterburning engine with three times the fuel of the F-86A, which gave it extremely long range. The two other penetration fighter candidates (the XF-88 and XF-90) had flown much earlier than the YF-93. All three types were not developed beyond the prototypes as the penetration fighter requirement was dropped by the Air Force. The aircraft sported F-86-style wings and tail mated to a new beefy fuselage with added electronics and 6-20mm cannon. The increased weight of the design led to a redesigned and strengthened dual-wheel main undercarriage. Only two-aircraft were built and the NACA flush intakes were replaced on ship one with conventional ram intakes resulting in increased overall performance. After retirement the two YF-93As were utilized at Moffett Field, CA, for further NACA testing before being scrapped.

North American Yf-93a Penetration Fighter

Simone, William

The Grumman Goose was developed to satisfy the needs of 10 businessmen who wanted a modern replacement for the Loening Air Yacht and Commuter amphibians. On 3 of July 1937, just 35 day after first flight the first Goose was delivered for the price of $60,000. This book talks about the many uses for the Goose. From Patrol to Hydrofoil test aircraft.

Grumman Goose Flying Boat

On 1 Nov 1955, Heavy Attack Squadron ONE (HATRON ONE or VAH-1) was established and temporarily based at Naval Air Station (NAS) Jacksonville, Florida. On the same day, CDR P.F. Stevens assumed the command of the squadron. He was a highly decorated patrol-bomber pilot during World War II. In 1956, VAH-1 underwent an intensive training schedule in anticipation of the receipt of the new jet, Douglas A3D-1 Skywarrior. Designed with an eye toward the Heavy Attack mission, the A3D was an atomic bomber, fully capable of carrier operations. On 31 Mar 1956, the squadron received five A3D-1s, thereby becoming the first fleet unit to take delivery of the jet-powered nuclear bomber. The squadron's initial deployments were to the Mediterranean and North Atlantic area onboard USS FORRESTAL (CVA-59) and USS INDEPENDENCE (CVA-62). Following their return from their Apr-Aug 1962 cruise, the SMOKIN' TIGERS began transitioning to the North American A-5A Vigilante. On 22 Jan 1963, the first A-5A was accepted for service by the squadron at NAS Sanford, Florida, and in March of that year, VAH-1 became the first squadron to win a monthly bombing contest while flying the A-5A. The squadron also completed one deployment with the heavy attack version of the Vigilante on the INDEPENDENCE during Aug 1963-Mar 1964, participating on several NATO and Sixth Fleet exercises. Upon returning to Sanford, VAH-1 began transitioning to the RA-5C, with squadron skipper CDR J. W. Taft delivering the first example from the North American plant at Columbus on 10 July 1964. On 1 Sep 1964, the squadron was redesignated RVAH-1. The SMOKIN' TIGERS logged their first combat deployment to Southeast Asia during May-Dec 1965, completing 308 combat missions. Over the course of the next 13 years, RVAH-1 alternated between the Atlantic and Pacific Fleets, completing three additional combat cruises. Like all RA-5C squadrons, it shifted homeports from Sanford to NAS Albany, Georgia, in 1968, and in 1974 moved to NAS Key West, Florida. The second fleet squadron to operate the Vigilante, RVAH-1 disestablished on 29 Jan 1979.

Smokin’ Tigers: A Pictorial History of Reconnaissance Attack Squadron One Rvah-1

Romano, Angelo

Grove, Michael

The iconic Douglas DC-9 airliner was chosen by the USAF for a aeromedical evacuation and VIP transport aircraft as the C-9A and VC-9C respectively and by the US Navy/USMC as a passenger/cargo aircraft as the C-9B. 21 C-9As and 3 VC-9Cs were built for the USAF, while 17 C-9Bs were built for the USN/USMC as well as 14 ex-civil airliners that were leased and or purchased by the Navy. Many of the purchased DC-9s were converted to C-9B standards with the addition of a large cargo loading door on the forward left-hand side of the fuselage. A 32nd C-9B was purchased through the Navy but operated by the US government and later by Ratheon as a NC-9D. Two other C-9Bs were purchased through the Navy for Kuwait and one Navy C-9B was transferred to NASA as the Vomit Comet negative G test vehicle.

Mcdonnell Douglas C-9a Nightingale C-9b Skytrain II

The radical tailless F4D Skyray built by Douglas in the early 1950s was the product of flying wing research work originally done by Jack Northrop and Germany's Alexander Lippisch of Me-163 fame. Since no horizontal tail was present, longitudinal and lateral control was maintained by trailing edge "elevons" that functioned as both elevators when used together, and as ailerons when used opposite one another. These were supplemented with a set of wing root "trimmers". 
This carrier fighter interceptor was originally scheduled to be powered by the J40 which proved inadequate and thus entered the Fleet with the J57 instead. The F4D Skyray set World 3Km and 100Km speed records and Time-to-Climb records. As an intercepter it was armed with four 20mm wing mounted canons supplemented with rocket pods and later Sidewinder missiles. It was operated for about 10-years until 1964 by 29 Navy squadrons and testing units and 11 Marine squadrons and units.\nFrom the Back Cover\nThe radical tailless F4D Skyray built by Douglas in the early 1950s was the product of flying wing research work originally done by Jack Northrop and Germany's Alexander Lippisch of Me-163 fame. Since no horizontal tail was present, longitudinal and lateral control was maintained by trailing edge "elevons" that functioned as both elevators when used together, and as ailerons when used opposite one another. These were supplemented with a set of wing root "trimmers". This carrier fighter interceptor was originally scheduled to be powered by the J40 which proved inadequate and thus entered the Fleet with the J57 instead. The F4D Skyray set World 3Km and 100Km speed records and Time-to-Climb records. As an intercepter it was armed with four 20mm wing mounted canons supplemented with rocket pods and later Sidewinder missiles. It was operated for about 10-years until 1964 by 29 Navy squadrons and testing units and 11 Marine squadrons and units.

Douglas F4d 1 F 6a Skyray

Williams, Nick

This 264-page book about the North American B-45 is generously illustrated with 267 drawings, 355 photos, of which 15 are color aircraft images, and color drawings of 33 insignia of units which flew the Tornado. 
The book is presented in 12 chapters detailing B-45A, B-45C and RB-45C design, production, performance, payload, endurance and operations as it served as a bomber, reconnaissance and flight test aircraft. 
The author delves into the technological difficulties, lack of operational assignments, and politics which plagued the first third of the Tornado's career, from 1947 through 1950. He then presents the Tornado's more demanding and highly successful career from 1952 through 1958, which saw this turbojet develop into a fully combat capable aircraft using an entirely new field of weapons and carrying out a new and essential element of reconnaissance. 
The author includes the tail numbers of RB-45Cs assigned to Yokota AB, Japan who flew combat missions during the Korean war, and highly classified covert missions following the Korean War. Configurations, colors and marking of aircraft assigned to units at Yokota AB, Japan are provided as well. 
Mission details, tail numbers, and markings for aircraft supporting NATO from the UK, such as RB-45Cs which flew Peripheral Aerial Reconnaissance Program missions or PARPRO in Europe. For the first time, serial numbers of all armed RB-45s in the Far East Air Forces and US Air Forces in Europe are covered. And critically important sorties flown by allied personnel over denied territory deep into eastern Europe and the Soviet Union in 1952 and 1954 are also covered in detail. 
A separate detailed table presents a list and facts of all known accidents. 
Scale models of the B-45 Tornado from 1956 to the present day are presented with pictures of the boxes and a review of each kit. 
Geoffrey Hays is a retired USAF officer, Museum professional and the respected author of Ginter Books' sell-out title, Air Force Legends No. 215 Boeing B-50. As with the B-50 book, he once again presents here a detailed, accurate and highly readable history of the USAF's first multiengine turbojet bomber and reconnaissance aircraft, the North American B-45 Tornado.

North American B-45 Tornado (Air Force Legends, 224)

Hays, Geoffrey

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