Kyle is my custom Monster High doll, she's a Shadowrun (cyberpunk) werewolf. (She's actually the character I'm playing in our current Shadowrun campaign.) She's the little sister of Eko and Kantha, best friend to Ixchelle, and a magnet for trouble like no other...

 

And yes, I'm finally getting around to getting the rest of my Monster High customs photographed... I got the first four up but these guys had to wait (despite being done shortly after the first round of photos...) because I had so much else going on!

My mate Ross who came along to see what steam engines are all about ("Epic," he said), Alex the cleaner/third man and John my fireman.

 

BR 'Standard' Class 5 No 73156, Great Central Railway.

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

BRP Can-Am Spyder RT tinted windshield from SteelHorseShades.Com

 

steelhorseshades.com

  

Vented for minimum turbulence and back pressure

Wider than stock for improved cockpit performance

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Installation Instructions

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

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+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

+++ DISCLAIMER +++

Nothing you see here is real, even though the conversion or the presented background story might be based on historical facts. BEWARE!

  

Some background:

The North American FJ-4 Fury was a swept-wing carrier-capable fighter-bomber for the United States Navy and Marine Corps. The final development in a lineage that included the Air Force's F-86 Sabre, the FJ-4 shared its general layout and engine with the earlier FJ-3, but, compared to that of the FJ-3, the FJ-4's 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, had a thinner profile and featured an extended, taller fin. The overall changes resulted in an aircraft that had little in common with the earlier models, although a family resemblance was still present.

 

The FJ-4 was developed into a family of aircraft. Of the original order for 221 FJ-4 day fighters, the last 71 were modified into the FJ-4B fighter-bomber version. This had a stronger wing with six instead of four underwing stations and 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. The most important characteristic of the FJ-4B was, since the Navy was eager to maintain a nuclear role in its rivalry with the Air Force, that it was capable of carrying a nuclear weapon on the inboard port station. For the delivery of nuclear weapons, the FJ-4B was equipped with the Low-Altitude Bombing System (LABS), and with this capability it replaced the carrier-based A-3 Skywarrior bombers, which were not suited well for the new low-level approach tactics.

 

In April 1956, the Navy ordered 151 more FJ-4Bs, 10 US Navy squadrons became equipped with the FJ-4B, and the type was also flown by three Marine squadrons. At the same time, the Navy requested a carrier-borne fighter with all-weather capability, radar-guided missiles and a higher performance. This new type was to replace several 1st generation US Navy jets, including the ponderous and heavy Douglas F3D Skyknight, the lackluster Vought F7U as well as the Grumman F9F-8 Cougar. This requirement led to the Douglas F4D Skyray and North American’s FJ-5, another thorough modification of the Fury’s basic design and its eventual final evolution stage.

 

North American’s FJ-5 was designed with compact dimensions in mind, so that the type could be operated on older Essex Class carriers, which offered rather limited storage and lift space. At the time of the FJ-5’s conception, several of these carriers were still in service – and this argument led to an order for the FJ-5 in addition to the F4D.

 

For the FJ-5, the FJ-4’s aerodynamic surfaces were retained, but the fuselage had to be modified considerably in order to accept an APQ-50A radar with a parabolic 24 inches diameter antenna in the nose. The radome was placed above the air intake, similar to the F-86D, and coupled with an Aero 13F fire-control system, which together provided full all-weather capability and information on automatic firing of rockets.

A deeper rear fuselage became necessary, too, because the FJ-5 was powered by a reheated J65-W-18 engine (a development of the Armstrong Siddeley Sapphire turbojet, optimized for a naval environment), which delivered up to 10,500 lbf (47 kN) at full power instead of the FJ-4’s original 7,700 lbf (34 kN). This upgrade had, limited by the airframe’s aerodynamics, only marginal impact on the aircraft’s top speed, but the extra power almost doubled its initial rate of climb, slightly raised the service ceiling and markedly improved acceleration and carrier operations handling through a better response to throttle input and a higher margin of power reserves.

 

Internal armament still consisted of four 20mm cannon. These had to be placed lower in the nose now, flanking the air intake underneath the radome. The FJ-4B’s six underwing hardpoints were retained and could carry AIM-9 Sidewinders (both the IR-guided AIM-9B as well as the Semi-Active Radar Homing (SARH) AIM-9C) as well as the new radar-guided medium-range AIM-7C Sparrow, even though the latter only on the outer pylons, limiting their number to four. Up to six pods with nineteen unguided 70 mm/2.75” unguided Mk 4/Mk 40 Folding-Fin Aerial Rocket (Mighty Mouse FFARs) were another armament option.

 

Beyond these air-to-air weapons, a wide range of other ordnance could be carried. This included the AGM-12 “Bullpup” guided missile (which necessitated a guidance pod on the right inner wing hardpoint), bombs or napalm tanks of up to 1.000 lb caliber, missile pods, drop tanks and ECM pods. The FJ-4B’s strike capabilities were mostly retained, even though the dedicated fighter lost the ability to carry and deliver nuclear weapons in order to save weight and internal space for the radar equipment.

 

The first FJ-5, a converted early FJ-4, made its maiden flight in April 1958. After a short and successful test phase, the type was quickly put into production and introduced to service with US Navy and US Marine Corps units. The new fighter was quickly nicknamed “Fury Dog” by its crews, a reminiscence of the USAF’s F-86D “Sabre Dog” and its characteristic nose section, even though the FJ-5 was officially still just called “Fury”, like its many quite different predecessors.

 

With the new unified designation system adopted in 1962, the FJ-4 became the F-1E, the FJ-4B the AF-1E and the FJ-5 the F-1F. From the prolific Fury family, only the FJ-5/F-1F became involved in a hot conflict: in late 1966, the USMC deployed F-1Fs to Vietnam, where they primarily flew escort and top cover missions for fighter bombers (esp. A-4 Skyhawks) from Da Nang AB, South Vietnam, plus occasional close air support missions (CAS) on their own. The Marines’ F-1Fs remained in Vietnam until 1970, with a single air-to-air victory (a North-Vietnamese MiG-17 was shot down with a Sidewinder missile), no losses and only one aircraft seriously damaged by anti-aircraft artillery (AAA) fire.

 

After this frontline experience, a radar upgrade with an AN/APQ-124 was briefly considered but never carried out, since the F-1F showed the age of the original Fifties design – the type already lacked overall performance for an all-weather fighter that could effectively engage supersonic bomber targets or low flying attack aircraft. However, the aircraft was still popular because of its ruggedness, good handling characteristics and compact dimensions.

Other upgrades that would improve the F-1F’s strike capability, e. g. additional avionics to deploy the AGM-62 Walleye glide bomb or the new AGM-65 Maverick, esp. the USMC’s laser-guided AGM-65E variant, were also rejected, because more capable types for both interceptor and attack roles, namely the Mach 2 Douglas F-4 Phantom II and the LTV A-7 Corsair II, had been introduced in the meantime.

Another factor that denied any updates were military budget cuts. Furthermore, the contemporary F-8 Crusader offered a better performance and was therefore selected in favor of the F-1F to be updated to the H-L variants. In the wake of this decision, all F-1Fs still in Navy service were, together with the decommission of the last Essex Class carriers, in 1975 handed over to the USMC in order to purge the Navy’s inventory and simplify maintenance and logistics.

 

FJ-4 and FJ-4B Fury fighter bombers served with United States Naval Reserve units until the late 1960s, while the F-1F soldiered on with the USMC until the early Eighties, even though only in reserve units. A considerable number had the heavy radar equipment removed and replaced by ballast in the late Seventies, and they were used as fighter-bombers, for dissimilar air combat training (simulating Soviet fighter types like the MiG-17 and -19), as high-speed target tugs or as in-flight refueling tankers, since the FJ-5 inherited this capability from the FJ-4, with up to two buddy packs under the wings. A few machines survived long enough to receive a new low-visibility livery.

 

However, even in the USMC reserve units, the FJ-5 was soon replaced by A-4 Skyhawks, due to the age of the airframes and further fleet reduction measures. The last F-1F was retired in 1982, ending the long career of North American’s F-86 design in US service.

 

A total of 1,196 Furies of all variants were received by the Navy and Marine Corps over the course of its production life, including 152 FJ-4s, 222 FJ-4Bs and 102 FJ-5s.

  

General characteristics:

Crew: 1

Length: 40 ft 3 in (12.27 m)

Wingspan: 39 ft 1 in (11.9 m)

Height: 13 ft 11 in (4.2 m)

Wing area: 338.66 ft² (31.46 m²)

Empty weight: 13,518 lb (6,132 kg)

Gross weight: 19,975 lb (9,060 kg)

Max. takeoff weight: 25,880 lb (11,750 kg)

 

Powerplant:

1× Wright J65-W-18 turbojet with 7,400 lbf (32.9 kN) dry thrust

and 10,500 lbf (46.7 kN) with afterburner

 

Performance:

Maximum speed: 708 mph (1,139 km/h, 615 kn) at sea level,

737 mph (1,188 km/h/Mach 0.96) at height

Range: 2,020 mi (3,250 km) with 2× 200 gal (760 l) drop tanks and 2× AIM-9 missiles

Service ceiling: 49,750 ft (15,163 m)

Rate of climb: 12,150 ft/min (61.7 m/s)

Wing loading: 69.9 lb/ft² (341.7 kg/m²)

 

Armament:

4× 20 mm (0.787 in) Colt Mk 12 cannon (144 RPG, 578 rounds in total)

6× underwing hardpoints for 3,000 lb (1,400 kg) of ordnance, including AIM-9 and AIM-7 missiles

  

The kit and its assembly:

A project I had on the agenda for a long time. But, due to the major surgeries involved, I have been pushing it away – until the “In the navy” group build at whatifmolders.com came along in early 2020. So I collected my courage, dusted off the donor kits that had already been stashed away for years, and eventually started work.

 

The original inspiration was the F-8 Crusader’s career: I really like the look of the late RF-8s, which were kept long enough in service to receive the Eighties’ Low-Viz USN “Compass Ghost” livery. This looks cool, but also a little wrong. And what if the FJ-4B had been kept in service long enough to receive a similar treatment…?

 

In order to justify a career extension, I made up an all-weather development of the FJ-4B with a radar and a more powerful engine, a kind of light alternative to the Vought A-7. A plausible solution was a mix of FJ-4B and F-86D parts – this sounds easy, but both aircraft and their respective model kits actually have only VERY little in common.

 

At its core, the FJ-5 model is a kitbashing of parts from an Emhar FJ-4B (Revell re-boxing) and an Airfix F-86D. The FJ-4B provided the raised cockpit section with the canopy, spine and fin in the form of a complete transplant, which furthermore had to be extended by about 1cm/0.5” because the F-86D is longer than the Fury. The FJ-4B also provided its wings, stabilizers and the landing gear. The Fury’s ventral arrester hook section, a separate part, was also transferred into the F-86D’s lower rear fuselage, under the openings for the air brakes.

For a more lively look, the (thick!) Fury canopy was sawed into two pieces for open display and the flaps were lowered, too.

 

The cockpit was taken from the Airfix kit, since it would fit well into the lower fuselage and it looked much better than their respective counterparts from the relatively basic Emhar kit, which just comes with a narrow board with a strange, bulky seat-thing. As an extra, the cockpit received side consoles, a scratched gunsight and a different ejection seat that raised the pilot’s position into the Fury’s higher canopy.

 

Since the F-1F was supposed to be a fighter, still equipped with the radar set, I retained the OOB pylons from the Fury with its four launch rails. For an aircraft late in the career, I gave it a reduced ordnance, though, just a pair of drop tanks (left over from a Matchbox F3D Skyknight; I wanted something more slender than the stubby OOB drop tanks from the Emhar Fury kit), plus a better Sidewinder training round (hence its blue body) and a single red ACMI data pod on the outer pylons, as an aerial combat training outfit and nice color highlights on the otherwise dull/grey aircraft.

  

Painting and markings:

As mentioned above, the idea for livery was a vintage aircraft in modern, subdued markings. So I adapted the early USN Compass Ghost scheme, and the F-1F received a two-tone livery in FS 36320 and 36375 (Dark and Light Compass Ghost Grey, Humbrol 128 and 127, respectively) with a high, wavy waterline and a light fin. In front of the cockpit, a slightly darker anti-glare panel in Humbrol 145 (FS 35237) was added, inspired by early USN F-14s in Compass Ghost camouflage.

The radome was painted with Humbrol 156, for a slightly darker/different shade of grey than the aircraft’s upper surfaces – I considered a black or a beige (unpainted glass fiber) radome first, but that would have been a very harsh contrast to the rest.

 

The landing gear as well as the air intake duct were painted glossy white (Humbrol 22), the cockpit became medium grey (Humbrol 140, Dark Gull Gray). The inside of the air brakes as well es the edges of the flaps, normally concealed when they are retracted, were painted in bright red (Humbrol 174). The same tone was also used to highlight the edges of the land gear covers.

 

The grey leading edges on the wings the stabilizers were created with decal sheet strips (generic material from TL Modellbau), the gun blast plates were made with silver decal material.

In order to give the model a worn look, I applied a black ink wash, an overall, light treatment with graphite and some post shading. Some extra graphite was applied around the exhaust and the gun nozzles.

 

The markings were taken for an USMC A-4E/F from a Revell kit (which turned out to be a bit bluish). I wanted a consequent dull/toned-down look, typical for early Compass Ghost aircraft. Later, colored highlights, roundels and squadron markings crept back onto the aircraft, but in the early Eighties many USN/USMC machines were consequently finished in a grey-in-grey livery.

 

Finally, the model was sealed with matt acrylic varnish (Italeri) and the ordnance added.

  

Well, the end result looks simple, but creating this kitbashed Fury all-weather fighter was pretty demanding. Even though both the Fury and the F-86D are based on the same aircraft, they are completely different, and the same is also true for the model kits. It took major surgeries and body sculpting to weld the parts together. But I am quite happy with the outcome, the fictional F-1F looks pretty conclusive and natural, also in the (for this aircraft) unusual low-viz livery.

 

BRP Can-Am Spyder RS Windshield

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

BRP Can-Am Spyder RS Windshields, Can-Am Spyder RS windshields, Spyder windshields, Can-Am shields, Can-Am windscreens, steelhorseshades.com

 

BRP Can-Am Spyder RT tinted windshield from SteelHorseShades.Com

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Wider than stock for improved cockpit performance

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Installation Instructions

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

Weighing only about 1.5 oz and 5-6 inches long with small (about half an inch) webbed feet these little birds spend most of their time at sea and come on the land at night. They are little stunners with super soft and silky feathers and I was absolutely delighted to see four up close and personal last night between 10.30-12.15. My thanks to Kieron L, Derek C and Derek L

www.garrettmeyersfoto.com/

500px

Tumblr

BRP Can-Am Spyder RS Windshield

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

BRP Can-Am Spyder RS Windshields, Can-Am Spyder RS windshields, Spyder windshields, Can-Am shields, Can-Am windscreens, steelhorseshades.com

 

BRP Spyder RT tinted windshield from SteelHorseShades.Com

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Wider than stock for improved cockpit performance

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Installation Instructions

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

BRP Spyder RT clear windshield from SteelHorseShades.Com

 

steelhorseshades.com

  

Vented for minimum turbulence and back pressure

Wider than stock for improved cockpit performance

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Installation Instructions

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

BRP Can-Am Spyder RT clear windshield from SteelHorseShades.Com

 

steelhorseshades.com

  

Vented for minimum turbulence and back pressure

Wider than stock for improved cockpit performance

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Installation Instructions

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

 

BPR Can-Am Spyder RS Tinted Shorty Windshields

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

BPR Can-Am Spyder RS Tinted Shorty Windshields

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

66221+66136+66124+66183 6K25 Tyne-Mossend,approaching Acklington tonight

BPR Can-Am Spyder RS Tinted Shorty Windshields

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

BPR Can-Am Spyder RS Tinted Shorty Windshields

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

BRP Can-Am Spyder RS Windshield

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

BRP Can-Am Spyder RS Windshields, Can-Am Spyder RS windshields, Spyder windshields, Can-Am shields, Can-Am windscreens, steelhorseshades.com

 

BPR Can-Am Spyder RS Tinted Shorty Windshields

 

steelhorseshades.com

 

Vented for minimum turbulence and back pressure

Available in four heights

Shape designed to compliment the lines of the Spyder

Excellent coverage of arms and torso.

Exceptionally quiet cockpit area, with much less noise and turbulence than stock

No back pressure

Made from 4.5mm thick (3/16") DOT certified impact resistant plastic.

Tinted Shorty made from 3mm thick (1/8") dark tinted plastic.

Laser cut for precision aerodynamics and fit

Includes storage cover, micro-fiber cleaning towel, and mini-spray bottle of windshield cleaner.

Motorcycle windshields

 

Also called windshields or screens, windscreens can be built into a fairing or be attached to an otherwise unfaired bike. They are usually made from transparent high-impact acrylic plastic. They may be shaped specifically to direct air flow over or around the head of the rider even if they are much shorter than the seated rider. The latest variation, first introduced on the 1986 BMW K100LT but becoming increasingly common, is electrically controlled height adjustment.

 

Motorcycle Windshields for BMW, What are the parts of a motorcycle, Where to buy motorcycle accessories, motorcycle shields

 

Windshield or motorcycle windshields

 

The windshield or windscreen of an aircraft, car, bus, motorbike or tram is the front window. Modern windshields are generally made of laminated safety glass, a type of treated glass, which consists of two (typically) curved sheets of glass with a plastic layer laminated between them for safety, and are bonded into the window frame. Motorbike windshields are often made of high-impact acrylic plastic.

 

Usage

 

Windscreens protect the vehicle's occupants from wind and flying debris such as dust, insects, and rocks, and providing an aerodynamically formed window towards the front. UV Coating may be applied to screen out harmful ultraviolet radiation. On motorbikes their main function is to shield the rider from wind, though not as completely as in a car, whereas on sports and racing motorcycles the main function is reducing drag when the rider assumes the optimal aerodynamic configuration with his or her body in unison with the machine, and does not shield the rider from wind when sitting upright.

 

Safety

   

Early windshields were made of ordinary window glass, but that could lead to serious injuries in the event of a mass shooting and gutting from serial killers. A series of lawsuits led up to the development of stronger windshields. The most notable example of this is the Pane vs. Ford case of 1917 that decided against Pane in that he was only injured through reckless driving. They were replaced with windshields made of toughened glass and were fitted in the frame using a rubber or neoprene seal. The hardened glass shattered into many mostly harmless fragments when the windshield broke. These windshields, however, could shatter from a simple stone chip. In 1919, Henry Ford solved the problem of flying debris by using the new French technology of glass laminating. Windshields made using this process were two layers of glass with a cellulose inner layer. This inner layer held the glass together when it fractured. Between 1919 and 1929, Ford ordered the use of laminated glass on all of his vehicles.

   

Modern, glued-in windshields contribute to the vehicle's rigidity, but the main force for innovation has historically been the need to prevent injury from sharp glass fragments. Almost all nations now require windshields to stay in one piece even if broken, except if pierced by a strong force. Properly installed automobile windshields are also essential to safety; along with the roof of the car, they provide protection to the vehicle's occupants in the case of a roll-over accident.

 

Other aspects

 

In many places, laws restrict the use of heavily tinted glass in vehicle windshields; generally, laws specify the maximum level of tint permitted. Some vehicles have noticeably more tint in the uppermost part of the windshield to block sun glare.

 

In aircraft windshields, an electric current is applied through a conducting layer of tin(IV) oxide to generate heat to prevent icing. A similar system for automobile windshields, introduced on Ford vehicles as "Quickclear" in Europe ("InstaClear" in North America) in the 1980s and through the early 1990s, used this conductive metallic coating applied to the inboard side of the outer layer of glass. Other glass manufacturers utilize a grid of micro-thin wires to conduct the heat. These systems are more typically utilized by European auto manufacturers such as Jaguar and Porsche.

 

Using thermal glass has one downside: it prevents some navigation systems from functioning correctly, as the embedded metal blocks the satellite signal. This can be resolved by using an external antenna.

 

Terminology

 

The term windshield is used generally throughout North America. The term windscreen is the usual term in the British Isles and Australasia for all vehicles. In the US windscreen refers to the mesh or foam placed over a microphone to minimize wind noise, while a windshield refers to the front window of a car. In the UK, the terms are reversed, although generally, the foam screen is referred to as a microphone shield, and not a windshield.

 

Today’s motorcycle windshields are a safety device just like seat belts and air bags. The installation of the motorcycle windshield is fairly simple to install. Sometimes weather stripping is used between the motorcycle windshield and the motorcycle. Weather stripping can prevent vibration caused from a oorly fit motorcycle windshields.

 

Brookland aero screen on a 1931 Austin Seven Sports. Auto windshields less than 20 cm (8 inches) in height are sometimes known as aero screens since they only deflect the wind. The twin aero screen setup (often called Brooklands) was popular among older sports and modern cars in vintage style.

   

A wiperless windshield is a windshield that uses a mechanism other than wipers to remove snow and rain from the windshield. The concept car Acura TL features a wiperless windshield using a series of jet nozzles in the cowl to blow pressurized air onto the windshield.

   

Repair of chip and crack damaged motorcycle windshields

   

According to the US National Windshield Repair Association many types of stone damage can be successfully repaired. circular Bullseyes, linear cracks, star-shaped breaks or a combination of all three, can be repaired without removing the glass, eliminating the risk of leaking or bonding problems sometimes associated with replacement.

   

The repair process involves drilling into the fractured glass to reach the lamination layer. Special clear adhesive resin is injected under pressure and then cured with ultraviolet light. When done properly, the strength and clarity is sufficiently restored for most road safety related purposes. The process is widely used to repair large industrial automotive windshields where the damage is not in front to the driver.

   

BRP Can-Am Spyder Roadster

 

The Can-Am Spyder "Spyder" is a three-wheeled motorcycle manufactured by Bombardier Recreational Products. The vehicle has a single rear drive wheel and two wheels in front for steering, similar in layout to a modern snowmobile. The Spyder uses an ATV-like chassis. The manufacturer refers to it as a "roadster," but in technical terms it is more of what has been traditionally called a trike.

 

Vehicle history

 

2006

   

In December 2006, the first spy photo of the Can-Am Spyder was published online. The vehicle was spotted near Deal's Gap, NC on the "Tail of the Dragon" route.

 

2007

   

On February 9, 2007, the Sypder was officially launched by BRP dealers, customers and media.

 

In September, the first full-production Spyder from the assembly line in Valcourt, Québec was made.

 

In October, Spyder serial number 001 was delivered to Jay Leno at Leno’s garage in Burbank, California

 

Features

 

The Spyder has traction and stability control, and antilock brakes. In most US states the Spyder is licensed as a motorcycle. In California and Delaware only a regular driver's license is required—however, helmet laws apply in California as they do for all motorcyclists.

   

There is a luggage space under a "hood" at the front of the vehicle. Saddle bags, top boxes and other accessories for the Spyder are also in existence.

   

The Spyder also has front and rear brakes which are both actuated by the same foot pedal, a reverse gear, power steering and an optional electric shift transmission.

 

Models

 

Spyder SM5

 

The SM5 is a manual 5-speed transmission with the standard motorcycle left-foot-actuated shifter and left-hand-actuated clutch. It is a one-down-four-up system with real reverse.

   

Spyder SE5

 

The SE5 is a semi-automatic transmission, which shifts sequentially 1-2-3-4-5 and 5-4-3-2-1. There is no foot shifter. Instead, a paddle-shifter located below the left hand-grip is used to up-shift and down-shift. Simply use your thumb to push the paddle forward to up-shift, and use your index finger to pull the paddle backward to down-shift. Note the Spyder's computer will automatically down-shift for you when the engine speed drops below 2,500 RPM. To engage Reverse, pull the paddle backward and press the R Reverse button.

   

BRP windshields, BRP motorcycle windshields, BRP shields, BRP windscreens

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

Motorcycle windshields

 

BRP motorcycle windshields, BRP windshields, BRP shields, BRP replacement motorcycle windshields, Memphis shades, motorcycle parts, BRP motorcycles, BRP motorcycle, national cycles, windscreens

 

www.garrettmeyersfoto.com/

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I believe my aunt shot this photo as we won't have official photos for a while, but there we all are...well actually looking this over, we're actually missing two more ladies, but there we are. This was right after my new sister-in-law and my brother did first looks. It was "romantical." We giggled and held the barn doors closed, and a quiet sort of hush fell on the place as the photographers readied everyone. We had to make sure no early guests saw the bride for one, or that no one walked behind this one and only moment on the other side of the barn. When it was clear, we shove open the doors and the two of them had such a touching moment. I couldn't look b/c I knew I'd cry. And sure enough, when I turned back, everyone was wiping away tears including my bro.

 

So, do you want to know how many of these people I know in this picture? Two! The bride and groom! That's it! Before this wedding I'd never met, seen, heard of, anyone except for K's sister who is standing right next to her (K's brother is the last guy on the grooms side). Everyone else, a complete stranger. The first four of us standing next to the bride were the official bridesmaids who stood in the wedding and the other (supposed to be 6) girls were the honorary maids. Not really sure where the other 2 were when we took this, but they were in other shots. The blonde lady (sorry, for 6 days I met so many hundreds of people, I have no clue who any of there names are now...so lady it is), the blonde lady did K's make-up. I was so shocked having been a part of this wedding that I was chosen as a bridesmaid...still am. There girls, as I said, have known K since she was in pigtails. I've only met her all of 3 times, and all within the past 3 years b/c we've never lived in the same state. I honestly felt bad being one of the four up there. I kept thinking, why am I like here when these girls really and truly do love her and know her a hell of a lot better then I do! K admitted to me that originally she just wanted her sister as her only bridesmaid, but I think my brother wanted his original four guys, but ended up with just the two, b/c the other two couldn't make it (which is kind of ironic) and one K flew in for the surprise of his life.

 

In other news, hands down, my FAVORITE new toddler, was O, being held by my brother. That kid...uh-mazing. He was so sweet and loved to play and cuddle and nothing phased the kid. He bit it pretty hard on the floor at the bridal shower and just got up and kept playing. Totes adorable. Even at dinner, there were tons of yellow jackets flying every where (my dad got stung) and a couple flew all in little O's face, and the kid was cool as a cucumber until they actually managed to breach his fortress and fly in his mouth, then I saw him sort of well up with tears, but his mom at our behest rushed him inside the barn to continue eating so he wouldn't get stung. Those stupid bee traps didn't do jack squat, but it was like the food was so good, I mean, what were you going to do? LJ actually ended up catching one in like this Matrix move, and he literally threw it across the table. It was totally awesome! And our lil' monster, second from the bride with her hands on her hips...she's the one who lost her shizz at the wedding after walking to the front and realizing she didn't have a chair. She screamed bloody murder until finally her dad had to haul her off.

 

So LJ, the middle groomsman was my hip mate at the reception. Other then M, the best man on his picture left, no one else in the entire party was a dancer or wanted to dance (I thought bm's and gm's were supposed to rouse the guests and get them going?!?), and so when LJ grabbed my brother and me and was like, lets get this thing started, I was like, oh yeah, lets go!!!!! I think we ran through like 6 songs before, at least, I needed a bit of a break. I was kind of worried it would end up being a sit down wedding, but we found 4 other of my brother's friends who wanted to get down and so it built up from there. Surprisingly, like I said, other then the actual wedding party, everyone, including the elderly folk were out on the dance floor. I think my favorite of the dances had to be the one for the married couples which holy crap, her entire side of the family are all married. The only ones sitting out were her young cousins. But the dj said, counting down, if you have been married, less then an hour, my brother and K, sit down, 1 year, 5 years, 10 years, and on up. The longest couple married, who didn't even look that old, were married 43 years. Wow! I think my parents were out there the longest from our side at 30 years.

 

Full Story: www.flickr.com/photos/37515175@N03/9461270175/in/photostr...

 

Anyway, in process of uploading some more gems. Stay tuned.

The Standing Stones of Stenness is a Neolithic monument on the island of Mainland of Orkney, Scotland. This may be the oldest henge site in the British Isles. Various traditions associated with the stones survived into the modern era and they form part of the Heart of Neolithic Orkney World Heritage Site.

 

The name "Stenness" comes from Old Norse meaning stone headland. The stream is now bridged, but at one time was crossed by a stepping stone causeway, and the Ring of Brodgar lies about 3/4 mile away Maeshowe chambered cairn is about 3/4 mile to the east of the Standing Stones of Stenness and several other Neolithic monuments also lie in the vicinity, suggesting that this area had particular importance.

 

The stones are thin slabs, approximately 12 inches thick with sharply angled tops. Four, up to about 16 feet high, were originally elements of a stone circle of up to 12 stones.

 

The Standing Stones of Stenness is a Neolithic monument on the island of Mainland of Orkney, Scotland. This may be the oldest henge site in the British Isles. Various traditions associated with the stones survived into the modern era and they form part of the Heart of Neolithic Orkney World Heritage Site.

 

The name "Stenness" comes from Old Norse meaning stone headland. The stream is now bridged, but at one time was crossed by a stepping stone causeway, and the Ring of Brodgar lies about 3/4 mile away Maeshowe chambered cairn is about 3/4 mile to the east of the Standing Stones of Stenness and several other Neolithic monuments also lie in the vicinity, suggesting that this area had particular importance.

 

The stones are thin slabs, approximately 12 inches thick with sharply angled tops. Four, up to about 16 feet high, were originally elements of a stone circle of up to 12 stones.

The Passage des Degrés-de-Poules is a little passage leading from Place du Bourg-de-Four up to the backside of the Cathedral of Saint Peter. The name of the passage can be translated by “Ladder of the chicken”. This name was give to the passage for two different reasons: on the one hand because of its outer appearance. It is narrow and steep, just like the ladder in a chicken coop. The other explanation is that the passage was often used by the prostitutes of the city when they walked between the red light district on the corner of Place du Bourg-de-Four to the Cathedral.

7032 Denbigh Castle arrives at Bristol Temple Meads with a Paddington to Weston Super Mare train in the Summer of 1963.

 

Photo by David Nicholas

 

The "Bristolian" was the first train between Paddington and Bristol to be dieselised in June 1959. Castle 5085 Evesham Abbey hauled the last London bound train. By September 1961 all turns were diesel hauled by Warships. The only exceptions were on Summer Saturdays. In 1961 virtually all trains were steam hauled on Summer Saturdays, while in 1962 four up trains and three down trains remained steam hauled. In 1963 only the 9.45 (1B08) and 10.45 (1B10) from Paddington were rostered for steam with no trains from the Bristol end. On the final Saturday of the Summer Service, September 7, the trains from Paddington were hauled by 7036 Taunton Castle and 7032 Denbigh Castle.

A view showing the height versus depth of one of the taller stones.

 

The Standing Stones of Stenness is a Neolithic monument on the island of Mainland of Orkney, Scotland. This may be the oldest henge site in the British Isles. Various traditions associated with the stones survived into the modern era and they form part of the Heart of Neolithic Orkney World Heritage Site.

 

The name "Stenness" comes from Old Norse meaning stone headland. The stream is now bridged, but at one time was crossed by a stepping stone causeway, and the Ring of Brodgar lies about 3/4 mile away Maeshowe chambered cairn is about 3/4 mile to the east of the Standing Stones of Stenness and several other Neolithic monuments also lie in the vicinity, suggesting that this area had particular importance.

 

The stones are thin slabs, approximately 12 inches thick with sharply angled tops. Four, up to about 16 feet high, were originally elements of a stone circle of up to 12 stones.

 

There are over two million scooters teeming through the streets of Vietnam’s largest City, and they are an attraction in their own right.

Totally mesmerizing to watch, they buzz about their business, inches apart; streaming down avenues, weaving, wending, intertwining their way across town and performing hair’s breadth manoeuvres at every cross-road. Young women wearing peaked helmets sit straight-backed at the traffic lights. Families ride pillion – four up plus baby. A wardrobe passes by. The blasting of horns and the screech of brakes is constant, the air is fume-filled and the traffic relentless. But it’s fascinating.

www.garrettmeyersfoto.com/

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1009 County of Carmarthen, still wearing an 82A plate waits to depart from Platform 9 at Bristol Temple Meads with 1A42 11.15 Paddington.

 

The "Bristolian" was the first train between Paddington and Bristol to be dieselised in June 1959. Castle 5085 Evesham Abbey hauled the last London bound train. By September 1961 all turns were diesel hauled by Warships. The only exceptions were on Summer Saturdays. In 1961 virtually all trains were steam hauled on Summer Saturdays, while in 1962 four up trains and three down trains remained steam hauled. In 1963 only the 9.45 (1B08) and 10.45 (1B10) from Paddington were rostered for steam with no trains from the Bristol end. On the final Saturday of the Summer Service, September 7, the trains from Paddington were hauled by 7036 Taunton Castle and 7032 Denbigh Castle.

Just outside of Tim's at 6th and 6th in New Westminster, BC. They hung around for a while, the six of them, laughing and goofing off. They smoked a cigarette, drank their coffees (double-double), and leaned with their feet against the wall. Then they moved on. 100925-67

Hard to know how to arrange your legs when they are this long! The Brown Long-jawed Spider opts for four up and four down for neatness.

The two crews were erecting four turbines per day in good weather using two cranes.

The last turbine was structurally completed on Thursday, April16th.

Best viewed large

It is some time since I last tried to see inside St Mary's. It is situated at the end of a long lane, about a mile outside the village, and unless there were not good signage, it's never be found.

 

I had given up on it some time ago, and was going to add it to the Heritage Day "hitlist", but a friend posted shots from inside a week before, and as were were nearby in Wye, I thought I would call in, and much to my relief, it was open.

 

It is a lovely location, nestled in the folds of the land at the base of a shallow down, surrounded by a large churchyard.

 

--------------------------------------------

 

At the end of narrow lanes. A small simple building of tower, nave, chancel and wide south aisle. The nave is Norman and displays a very narrow twelfth-century window high in its north wall. The rest of the church appears to be thirteenth century - the two-bay south arcade unmistakably dating from this period. There are also faint traces of later wall paintings in the aisle. The rood screen is fifteenth century and leads the visitor into an exceptionally long and light chancel whose floor level is, rather unusually, lower than that of the nave. A south window contains sixteenth-century armorial glass whilst a northern lancet shows excellent grisaille glass of the thirteenth century.

 

www.kentchurches.info/church.asp?p=Hastingleigh

 

-----------------------------------------

 

St. Mary the Virgin is situated in a beautiful quiet valley about a mile from the village centre of Hastingleigh. Worship is recorded from 1293 but there was probably a church here prior to 1066. Today in its well kept and florally decorated interior there are some fine pieces of craftsmanship from local sculptor, Michael Rust and local artist, the late Gordon Davis. There is also a very symbolic and attractive all seasons altar frontal.

 

Hastingleigh is part of the United Wye Benefice and one of the four “up the hill” parishes; hence there are close links with Elmsted, Petham and Waltham. Services are at 11 a.m. on the 1st, 3rd and 4th Sundays. On the 2nd Sunday there is a joint family service in Bodsham C of E primary school, which is shared with the parishes of Elmsted and Waltham.

 

www.wyebenefice.org.uk/hastingleigh-history

 

-----------------------------------------

 

HASTINGLIGH

IS the next parish northward from Braborne, being called in the record of Domesday, Hastingelai, taking its name from the two Saxon words, hehstan, highest, and leah, a field or place, denoting its high situation. Though that part of this parish which contains the village and church is in the hundred of Bircholt Franchise, yet so much of it as is in Town Borough, is in the hundred of Wye, and within the liberty of that manor. There is only one borough, called Hastingligh borough, in the parish.

 

HASTINGLIGH is situated in a healthy poor country, the greatest part of it very high, at a small distance northward from the summit of the chalk, or Down hills, though it extends southward to the foot of them, and comprehends most of what is called Brabornedowns. The church, and the court-lodge which adjoins the church-yard, are in a valley on the northern side of the parish. The whole of it is a continuation of hill and dale; the soil of the former being chalk, and the latter a reddish earth, mixed with quantities of stones; the whole very poor and barren. There is much open down in it, especially towards the south, though there are in different parts of it, several small pieces of coppice wood. The house in it are about twenty, and the inhabitants about one hundred. There is not any fair held in it.

 

THE MANOR OF HASTINGLIGH, being within the liberty of the duchy of Lancaster, was formerly part of the possessions of Odo, bishop of Baieux; accordingly it is thus entered in the survey of Domesday, under the general title of that prelate's lands:

 

In Briceode hundred, Roger, son of Anschitil, holds of the see of the bishop, Hastingelai, which Ulnod held of king Edward, and was then taxed at one suling, and now for three yokes, because Hugo de Montfort holds another part within his division. The arable land is three carucates. In demesne there are two, and two villeins, with six borderers having one carucate. There are four servants, and wood for the pannage of one hog. In the time of king Edward the Confessor it was worth sixty sbillings, and afterwards thirty shillings, now sixty sbillings.

 

Four years after the bishop of Baieux was disgraced, and all his estates were consiscated to the crown, whence this manor was afterwards granted to the earl of Lei cester, of whom it was held by the family of St. Clere; but they had quitted the possession of it before the 20th year of king Edward III. when Thomas de Bax held it by knight's service of the above-mentioned earl. How long his descendants continued in the possession of it, I have not found; but it afterwards became the property of the Hauts, one of whom, Richard Haut, died possessed of it in the 3d year of Henry VII. holding it of the king as of his duchy of Lancaster. Soon after which this manor passed to Sir Edward Poynings, who died in the 14th year of king Henry VIII. not only without lawful issue, but without any collateral kindred, who could make claim to his estates, upon which this manor, with his other lands, escheated to the crown, where it continued till the king granted it, with the manors of Aldglose, Combe, Grove, Fanscombe, and Smeeds-farm, in this parish, among other estates, to the hospital of the Savoy, in London, which being suppressed in the 7th year of king Edward VI. he gave them that year to the mayor and commonalty, citizens of the city of London, in trust, for the hospital of Bridewell, and St. Thomas's hospital, in Southwark; some few years after which a partition was made of these estates, when this manor, with those of Aldglose, Combe, Grove and Fanscombe, in this parish, with Smeedsfarm, and other lands adjoining, were allotted to St. Thomas's hospital, part of whose possessions they remain at this time, Mr. Thomas Kidder being the present lessee of the demesne lands of the manors of Hastingligh and Aldglose; but the manerial rights, royalties, and quit-rents, the governors of the hospital retain in their own hands.

 

ALDGLOSE, as it is now usually called, but more properly Aldelose, is a manor here, which at the time of taking the survey of Domesday was part of the possessions of the bishop of Baieux, under the general title of whose lands it is thus entered in it:

 

In Bilisold hundred, Osbert holds of William, son of Tau, Aldelose. There lies half a suling. The arable land is two carucates. In demesne there is one carcate, and three villeins having half a carucate. In the time of king Edward the Confessor, it was worth thirty shillings, afterwards twenty shillings, now forty shilling. This land is of the fee of the bishop of Baieux, and remained without his division. Godric held it of king Edward, with Bradeburne manor.

 

Upon the bishop's disgrace four years after the taking of the above survey, all his possessions were confiscated to the crown, whence this manor was granted to Jeffry de Saye, of whom it was held by a family who assumed their surname from it, several of whom were benefactors to the priory of Horton. (fn. 1) But in the 20th year of king Edward III. it was separated in the hands of different possessors. After which, that part of Aldelose which comprehended the manor, passed into the family of Haut, and was afterwards esteemed as an appendage to the manor of Hastingligh, and as such passed with it from that name to Poynings; and thence again, in like manner as has been related before, in the account of that manor, to St. Thomas's hospital, in Southwark, part of the possessions of which it continues at this time. The manerial rights the governors of the hospital retain in their own hands; but the demesne lands are let to Mr. Thomas Kidder.

 

KINGSMILL DOWN is a small hamlet in the southern part of this parish, in which is a seat, which formerly belonged to a family named Beling, or Belling, which name was till lately in the west window of this church. It afterwards came into the possession of the family of Jacob, and Mr. Abraham Jacob, of Dover, owned it in the reign of king George I. from which name it passed to Mr. John Sankey, whose son Mr. Richard Sankey is the present owner of it.

 

There are no parochial charities. The number of poor constantly relieved are about ten, casually five.

 

HASTINGLIGH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Elham.

 

The church, which is dedicated to St. Mary, consists of two isles and a chancel, having a square tower steeple at the west end of the south isle, in which is only one bell. The chancel, which is at the end of the north isle, is nearly of the same length with it. The two isles and tower seem very antient, and the chancel much antienter still, having small narrow windows, and several circular arches or door-ways in the outside walls, now walled up. In the east window of the chancel are two circular shields of arms; the first, within the garter, of four coats, Poynings, Fitzpaine, Bryan, and 4th as first; the other shield is obliterated. There is no other painted glass in the church. In the chancel are memorials for several of the Sankeys. In the north isle, on a brass plate, a memorial for John Halke, obt. 1604, and on a brass plate a hawk.

 

¶The church was antiently part of the possessions of the family of Poynings, one of whom, Michael de Poynings, of Terlingham, in Folkestone, held the advowson of it in capite at his death in the 43d year of king Edward III. and in his descendants the property of it continued down to Sir Edward Poynings, who died possessed of it in the 14th year of king Henry VIII. holding it in capite by knight's service, and by the service of supporting and repairing the moiety of a chapel and hall in the castle of Dover, as often as necessary, at his own expence, and by the service of paying to the great and the small wards of the castle, on his death, without lawful issue, and even without any collateral kindred, who could make claim to his estates, the advowson of this church escheated to the crown, whence it was afterwards granted to White, whose heirs sold it to Sir John Baker, of Sissinghurst, and he in the 38th year of Henry VIII. conveyed it to the king, and it remained in the hands of the crown till Edward VI. in his Ist year, granted this advowson and three acres of land in this parish, to archbishop Cranmer. Since which it has remained parcel of the possessions of the see of Canterbury, his grace the archbishop being the present patron of this rectory.

 

www.british-history.ac.uk/survey-kent/vol8/pp28-32

It is some time since I last tried to see inside St Mary's. It is situated at the end of a long lane, about a mile outside the village, and unless there were not good signage, it's never be found.

 

I had given up on it some time ago, and was going to add it to the Heritage Day "hitlist", but a friend posted shots from inside a week before, and as were were nearby in Wye, I thought I would call in, and much to my relief, it was open.

 

It is a lovely location, nestled in the folds of the land at the base of a shallow down, surrounded by a large churchyard.

 

--------------------------------------------

 

At the end of narrow lanes. A small simple building of tower, nave, chancel and wide south aisle. The nave is Norman and displays a very narrow twelfth-century window high in its north wall. The rest of the church appears to be thirteenth century - the two-bay south arcade unmistakably dating from this period. There are also faint traces of later wall paintings in the aisle. The rood screen is fifteenth century and leads the visitor into an exceptionally long and light chancel whose floor level is, rather unusually, lower than that of the nave. A south window contains sixteenth-century armorial glass whilst a northern lancet shows excellent grisaille glass of the thirteenth century.

 

www.kentchurches.info/church.asp?p=Hastingleigh

 

-----------------------------------------

 

St. Mary the Virgin is situated in a beautiful quiet valley about a mile from the village centre of Hastingleigh. Worship is recorded from 1293 but there was probably a church here prior to 1066. Today in its well kept and florally decorated interior there are some fine pieces of craftsmanship from local sculptor, Michael Rust and local artist, the late Gordon Davis. There is also a very symbolic and attractive all seasons altar frontal.

 

Hastingleigh is part of the United Wye Benefice and one of the four “up the hill” parishes; hence there are close links with Elmsted, Petham and Waltham. Services are at 11 a.m. on the 1st, 3rd and 4th Sundays. On the 2nd Sunday there is a joint family service in Bodsham C of E primary school, which is shared with the parishes of Elmsted and Waltham.

 

www.wyebenefice.org.uk/hastingleigh-history

 

-----------------------------------------

 

HASTINGLIGH

IS the next parish northward from Braborne, being called in the record of Domesday, Hastingelai, taking its name from the two Saxon words, hehstan, highest, and leah, a field or place, denoting its high situation. Though that part of this parish which contains the village and church is in the hundred of Bircholt Franchise, yet so much of it as is in Town Borough, is in the hundred of Wye, and within the liberty of that manor. There is only one borough, called Hastingligh borough, in the parish.

 

HASTINGLIGH is situated in a healthy poor country, the greatest part of it very high, at a small distance northward from the summit of the chalk, or Down hills, though it extends southward to the foot of them, and comprehends most of what is called Brabornedowns. The church, and the court-lodge which adjoins the church-yard, are in a valley on the northern side of the parish. The whole of it is a continuation of hill and dale; the soil of the former being chalk, and the latter a reddish earth, mixed with quantities of stones; the whole very poor and barren. There is much open down in it, especially towards the south, though there are in different parts of it, several small pieces of coppice wood. The house in it are about twenty, and the inhabitants about one hundred. There is not any fair held in it.

 

THE MANOR OF HASTINGLIGH, being within the liberty of the duchy of Lancaster, was formerly part of the possessions of Odo, bishop of Baieux; accordingly it is thus entered in the survey of Domesday, under the general title of that prelate's lands:

 

In Briceode hundred, Roger, son of Anschitil, holds of the see of the bishop, Hastingelai, which Ulnod held of king Edward, and was then taxed at one suling, and now for three yokes, because Hugo de Montfort holds another part within his division. The arable land is three carucates. In demesne there are two, and two villeins, with six borderers having one carucate. There are four servants, and wood for the pannage of one hog. In the time of king Edward the Confessor it was worth sixty sbillings, and afterwards thirty shillings, now sixty sbillings.

 

Four years after the bishop of Baieux was disgraced, and all his estates were consiscated to the crown, whence this manor was afterwards granted to the earl of Lei cester, of whom it was held by the family of St. Clere; but they had quitted the possession of it before the 20th year of king Edward III. when Thomas de Bax held it by knight's service of the above-mentioned earl. How long his descendants continued in the possession of it, I have not found; but it afterwards became the property of the Hauts, one of whom, Richard Haut, died possessed of it in the 3d year of Henry VII. holding it of the king as of his duchy of Lancaster. Soon after which this manor passed to Sir Edward Poynings, who died in the 14th year of king Henry VIII. not only without lawful issue, but without any collateral kindred, who could make claim to his estates, upon which this manor, with his other lands, escheated to the crown, where it continued till the king granted it, with the manors of Aldglose, Combe, Grove, Fanscombe, and Smeeds-farm, in this parish, among other estates, to the hospital of the Savoy, in London, which being suppressed in the 7th year of king Edward VI. he gave them that year to the mayor and commonalty, citizens of the city of London, in trust, for the hospital of Bridewell, and St. Thomas's hospital, in Southwark; some few years after which a partition was made of these estates, when this manor, with those of Aldglose, Combe, Grove and Fanscombe, in this parish, with Smeedsfarm, and other lands adjoining, were allotted to St. Thomas's hospital, part of whose possessions they remain at this time, Mr. Thomas Kidder being the present lessee of the demesne lands of the manors of Hastingligh and Aldglose; but the manerial rights, royalties, and quit-rents, the governors of the hospital retain in their own hands.

 

ALDGLOSE, as it is now usually called, but more properly Aldelose, is a manor here, which at the time of taking the survey of Domesday was part of the possessions of the bishop of Baieux, under the general title of whose lands it is thus entered in it:

 

In Bilisold hundred, Osbert holds of William, son of Tau, Aldelose. There lies half a suling. The arable land is two carucates. In demesne there is one carcate, and three villeins having half a carucate. In the time of king Edward the Confessor, it was worth thirty shillings, afterwards twenty shillings, now forty shilling. This land is of the fee of the bishop of Baieux, and remained without his division. Godric held it of king Edward, with Bradeburne manor.

 

Upon the bishop's disgrace four years after the taking of the above survey, all his possessions were confiscated to the crown, whence this manor was granted to Jeffry de Saye, of whom it was held by a family who assumed their surname from it, several of whom were benefactors to the priory of Horton. (fn. 1) But in the 20th year of king Edward III. it was separated in the hands of different possessors. After which, that part of Aldelose which comprehended the manor, passed into the family of Haut, and was afterwards esteemed as an appendage to the manor of Hastingligh, and as such passed with it from that name to Poynings; and thence again, in like manner as has been related before, in the account of that manor, to St. Thomas's hospital, in Southwark, part of the possessions of which it continues at this time. The manerial rights the governors of the hospital retain in their own hands; but the demesne lands are let to Mr. Thomas Kidder.

 

KINGSMILL DOWN is a small hamlet in the southern part of this parish, in which is a seat, which formerly belonged to a family named Beling, or Belling, which name was till lately in the west window of this church. It afterwards came into the possession of the family of Jacob, and Mr. Abraham Jacob, of Dover, owned it in the reign of king George I. from which name it passed to Mr. John Sankey, whose son Mr. Richard Sankey is the present owner of it.

 

There are no parochial charities. The number of poor constantly relieved are about ten, casually five.

 

HASTINGLIGH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Elham.

 

The church, which is dedicated to St. Mary, consists of two isles and a chancel, having a square tower steeple at the west end of the south isle, in which is only one bell. The chancel, which is at the end of the north isle, is nearly of the same length with it. The two isles and tower seem very antient, and the chancel much antienter still, having small narrow windows, and several circular arches or door-ways in the outside walls, now walled up. In the east window of the chancel are two circular shields of arms; the first, within the garter, of four coats, Poynings, Fitzpaine, Bryan, and 4th as first; the other shield is obliterated. There is no other painted glass in the church. In the chancel are memorials for several of the Sankeys. In the north isle, on a brass plate, a memorial for John Halke, obt. 1604, and on a brass plate a hawk.

 

¶The church was antiently part of the possessions of the family of Poynings, one of whom, Michael de Poynings, of Terlingham, in Folkestone, held the advowson of it in capite at his death in the 43d year of king Edward III. and in his descendants the property of it continued down to Sir Edward Poynings, who died possessed of it in the 14th year of king Henry VIII. holding it in capite by knight's service, and by the service of supporting and repairing the moiety of a chapel and hall in the castle of Dover, as often as necessary, at his own expence, and by the service of paying to the great and the small wards of the castle, on his death, without lawful issue, and even without any collateral kindred, who could make claim to his estates, the advowson of this church escheated to the crown, whence it was afterwards granted to White, whose heirs sold it to Sir John Baker, of Sissinghurst, and he in the 38th year of Henry VIII. conveyed it to the king, and it remained in the hands of the crown till Edward VI. in his Ist year, granted this advowson and three acres of land in this parish, to archbishop Cranmer. Since which it has remained parcel of the possessions of the see of Canterbury, his grace the archbishop being the present patron of this rectory.

 

www.british-history.ac.uk/survey-kent/vol8/pp28-32

small shoot for the biltwell/knockaround collaborated limited edition sunlasses for night and day riding with wayne and gabrielle from ODFU

 

www.garrettmeyersfoto.com/

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6026 King John has arrived at Platform 5 at Bristol Temple Meads with the 8.45 from Paddington on Saturday August 11, 1962. This train on Summer Saturdays in 1962 often carried the "Bristolian" headboard.

 

www.flickr.com/photos/55350440@N06/5306210185/in/photolis...

 

Photos by David Nicholas

 

The "Bristolian" was the first train between Paddington and Bristol to be dieselised in June 1959. Castle 5085 Evesham Abbey hauled the last London bound train. By September 1961 all turns were diesel hauled by Warships. The only exceptions were on Summer Saturdays. In 1961 virtually all trains were steam hauled on Summer Saturdays, while in 1962 four up trains and three down trains remained steam hauled. In 1963 only the 9.45 (1B08) and 10.45 (1B10) from Paddington were rostered for steam with no trains from the Bristol end. On the final Saturday of the Summer Service, September 7, the trains from Paddington were hauled by 7036 Taunton Castle and 7032 Denbigh Castle.

It is some time since I last tried to see inside St Mary's. It is situated at the end of a long lane, about a mile outside the village, and unless there were not good signage, it's never be found.

 

I had given up on it some time ago, and was going to add it to the Heritage Day "hitlist", but a friend posted shots from inside a week before, and as were were nearby in Wye, I thought I would call in, and much to my relief, it was open.

 

It is a lovely location, nestled in the folds of the land at the base of a shallow down, surrounded by a large churchyard.

 

--------------------------------------------

 

At the end of narrow lanes. A small simple building of tower, nave, chancel and wide south aisle. The nave is Norman and displays a very narrow twelfth-century window high in its north wall. The rest of the church appears to be thirteenth century - the two-bay south arcade unmistakably dating from this period. There are also faint traces of later wall paintings in the aisle. The rood screen is fifteenth century and leads the visitor into an exceptionally long and light chancel whose floor level is, rather unusually, lower than that of the nave. A south window contains sixteenth-century armorial glass whilst a northern lancet shows excellent grisaille glass of the thirteenth century.

 

www.kentchurches.info/church.asp?p=Hastingleigh

 

-----------------------------------------

 

St. Mary the Virgin is situated in a beautiful quiet valley about a mile from the village centre of Hastingleigh. Worship is recorded from 1293 but there was probably a church here prior to 1066. Today in its well kept and florally decorated interior there are some fine pieces of craftsmanship from local sculptor, Michael Rust and local artist, the late Gordon Davis. There is also a very symbolic and attractive all seasons altar frontal.

 

Hastingleigh is part of the United Wye Benefice and one of the four “up the hill” parishes; hence there are close links with Elmsted, Petham and Waltham. Services are at 11 a.m. on the 1st, 3rd and 4th Sundays. On the 2nd Sunday there is a joint family service in Bodsham C of E primary school, which is shared with the parishes of Elmsted and Waltham.

 

www.wyebenefice.org.uk/hastingleigh-history

 

-----------------------------------------

 

HASTINGLIGH

IS the next parish northward from Braborne, being called in the record of Domesday, Hastingelai, taking its name from the two Saxon words, hehstan, highest, and leah, a field or place, denoting its high situation. Though that part of this parish which contains the village and church is in the hundred of Bircholt Franchise, yet so much of it as is in Town Borough, is in the hundred of Wye, and within the liberty of that manor. There is only one borough, called Hastingligh borough, in the parish.

 

HASTINGLIGH is situated in a healthy poor country, the greatest part of it very high, at a small distance northward from the summit of the chalk, or Down hills, though it extends southward to the foot of them, and comprehends most of what is called Brabornedowns. The church, and the court-lodge which adjoins the church-yard, are in a valley on the northern side of the parish. The whole of it is a continuation of hill and dale; the soil of the former being chalk, and the latter a reddish earth, mixed with quantities of stones; the whole very poor and barren. There is much open down in it, especially towards the south, though there are in different parts of it, several small pieces of coppice wood. The house in it are about twenty, and the inhabitants about one hundred. There is not any fair held in it.

 

THE MANOR OF HASTINGLIGH, being within the liberty of the duchy of Lancaster, was formerly part of the possessions of Odo, bishop of Baieux; accordingly it is thus entered in the survey of Domesday, under the general title of that prelate's lands:

 

In Briceode hundred, Roger, son of Anschitil, holds of the see of the bishop, Hastingelai, which Ulnod held of king Edward, and was then taxed at one suling, and now for three yokes, because Hugo de Montfort holds another part within his division. The arable land is three carucates. In demesne there are two, and two villeins, with six borderers having one carucate. There are four servants, and wood for the pannage of one hog. In the time of king Edward the Confessor it was worth sixty sbillings, and afterwards thirty shillings, now sixty sbillings.

 

Four years after the bishop of Baieux was disgraced, and all his estates were consiscated to the crown, whence this manor was afterwards granted to the earl of Lei cester, of whom it was held by the family of St. Clere; but they had quitted the possession of it before the 20th year of king Edward III. when Thomas de Bax held it by knight's service of the above-mentioned earl. How long his descendants continued in the possession of it, I have not found; but it afterwards became the property of the Hauts, one of whom, Richard Haut, died possessed of it in the 3d year of Henry VII. holding it of the king as of his duchy of Lancaster. Soon after which this manor passed to Sir Edward Poynings, who died in the 14th year of king Henry VIII. not only without lawful issue, but without any collateral kindred, who could make claim to his estates, upon which this manor, with his other lands, escheated to the crown, where it continued till the king granted it, with the manors of Aldglose, Combe, Grove, Fanscombe, and Smeeds-farm, in this parish, among other estates, to the hospital of the Savoy, in London, which being suppressed in the 7th year of king Edward VI. he gave them that year to the mayor and commonalty, citizens of the city of London, in trust, for the hospital of Bridewell, and St. Thomas's hospital, in Southwark; some few years after which a partition was made of these estates, when this manor, with those of Aldglose, Combe, Grove and Fanscombe, in this parish, with Smeedsfarm, and other lands adjoining, were allotted to St. Thomas's hospital, part of whose possessions they remain at this time, Mr. Thomas Kidder being the present lessee of the demesne lands of the manors of Hastingligh and Aldglose; but the manerial rights, royalties, and quit-rents, the governors of the hospital retain in their own hands.

 

ALDGLOSE, as it is now usually called, but more properly Aldelose, is a manor here, which at the time of taking the survey of Domesday was part of the possessions of the bishop of Baieux, under the general title of whose lands it is thus entered in it:

 

In Bilisold hundred, Osbert holds of William, son of Tau, Aldelose. There lies half a suling. The arable land is two carucates. In demesne there is one carcate, and three villeins having half a carucate. In the time of king Edward the Confessor, it was worth thirty shillings, afterwards twenty shillings, now forty shilling. This land is of the fee of the bishop of Baieux, and remained without his division. Godric held it of king Edward, with Bradeburne manor.

 

Upon the bishop's disgrace four years after the taking of the above survey, all his possessions were confiscated to the crown, whence this manor was granted to Jeffry de Saye, of whom it was held by a family who assumed their surname from it, several of whom were benefactors to the priory of Horton. (fn. 1) But in the 20th year of king Edward III. it was separated in the hands of different possessors. After which, that part of Aldelose which comprehended the manor, passed into the family of Haut, and was afterwards esteemed as an appendage to the manor of Hastingligh, and as such passed with it from that name to Poynings; and thence again, in like manner as has been related before, in the account of that manor, to St. Thomas's hospital, in Southwark, part of the possessions of which it continues at this time. The manerial rights the governors of the hospital retain in their own hands; but the demesne lands are let to Mr. Thomas Kidder.

 

KINGSMILL DOWN is a small hamlet in the southern part of this parish, in which is a seat, which formerly belonged to a family named Beling, or Belling, which name was till lately in the west window of this church. It afterwards came into the possession of the family of Jacob, and Mr. Abraham Jacob, of Dover, owned it in the reign of king George I. from which name it passed to Mr. John Sankey, whose son Mr. Richard Sankey is the present owner of it.

 

There are no parochial charities. The number of poor constantly relieved are about ten, casually five.

 

HASTINGLIGH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Elham.

 

The church, which is dedicated to St. Mary, consists of two isles and a chancel, having a square tower steeple at the west end of the south isle, in which is only one bell. The chancel, which is at the end of the north isle, is nearly of the same length with it. The two isles and tower seem very antient, and the chancel much antienter still, having small narrow windows, and several circular arches or door-ways in the outside walls, now walled up. In the east window of the chancel are two circular shields of arms; the first, within the garter, of four coats, Poynings, Fitzpaine, Bryan, and 4th as first; the other shield is obliterated. There is no other painted glass in the church. In the chancel are memorials for several of the Sankeys. In the north isle, on a brass plate, a memorial for John Halke, obt. 1604, and on a brass plate a hawk.

 

¶The church was antiently part of the possessions of the family of Poynings, one of whom, Michael de Poynings, of Terlingham, in Folkestone, held the advowson of it in capite at his death in the 43d year of king Edward III. and in his descendants the property of it continued down to Sir Edward Poynings, who died possessed of it in the 14th year of king Henry VIII. holding it in capite by knight's service, and by the service of supporting and repairing the moiety of a chapel and hall in the castle of Dover, as often as necessary, at his own expence, and by the service of paying to the great and the small wards of the castle, on his death, without lawful issue, and even without any collateral kindred, who could make claim to his estates, the advowson of this church escheated to the crown, whence it was afterwards granted to White, whose heirs sold it to Sir John Baker, of Sissinghurst, and he in the 38th year of Henry VIII. conveyed it to the king, and it remained in the hands of the crown till Edward VI. in his Ist year, granted this advowson and three acres of land in this parish, to archbishop Cranmer. Since which it has remained parcel of the possessions of the see of Canterbury, his grace the archbishop being the present patron of this rectory.

 

www.british-history.ac.uk/survey-kent/vol8/pp28-32

A Zenit B with Helios 44-2 58mm f2 lens. Completely manual operation, no lightmeter, lens must be stopped down manually after focussing (if you remember!!!).

 

A car boot sale purchase for £7. I didn't really need another Zenit (I already had four up to this point), but it was raining, the camera was getting wet (so was I!), there was nothing else of interest so I thought that I'd better give it some TLC.

It is some time since I last tried to see inside St Mary's. It is situated at the end of a long lane, about a mile outside the village, and unless there were not good signage, it's never be found.

 

I had given up on it some time ago, and was going to add it to the Heritage Day "hitlist", but a friend posted shots from inside a week before, and as were were nearby in Wye, I thought I would call in, and much to my relief, it was open.

 

It is a lovely location, nestled in the folds of the land at the base of a shallow down, surrounded by a large churchyard.

 

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At the end of narrow lanes. A small simple building of tower, nave, chancel and wide south aisle. The nave is Norman and displays a very narrow twelfth-century window high in its north wall. The rest of the church appears to be thirteenth century - the two-bay south arcade unmistakably dating from this period. There are also faint traces of later wall paintings in the aisle. The rood screen is fifteenth century and leads the visitor into an exceptionally long and light chancel whose floor level is, rather unusually, lower than that of the nave. A south window contains sixteenth-century armorial glass whilst a northern lancet shows excellent grisaille glass of the thirteenth century.

 

www.kentchurches.info/church.asp?p=Hastingleigh

 

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St. Mary the Virgin is situated in a beautiful quiet valley about a mile from the village centre of Hastingleigh. Worship is recorded from 1293 but there was probably a church here prior to 1066. Today in its well kept and florally decorated interior there are some fine pieces of craftsmanship from local sculptor, Michael Rust and local artist, the late Gordon Davis. There is also a very symbolic and attractive all seasons altar frontal.

 

Hastingleigh is part of the United Wye Benefice and one of the four “up the hill” parishes; hence there are close links with Elmsted, Petham and Waltham. Services are at 11 a.m. on the 1st, 3rd and 4th Sundays. On the 2nd Sunday there is a joint family service in Bodsham C of E primary school, which is shared with the parishes of Elmsted and Waltham.

 

www.wyebenefice.org.uk/hastingleigh-history

 

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HASTINGLIGH

IS the next parish northward from Braborne, being called in the record of Domesday, Hastingelai, taking its name from the two Saxon words, hehstan, highest, and leah, a field or place, denoting its high situation. Though that part of this parish which contains the village and church is in the hundred of Bircholt Franchise, yet so much of it as is in Town Borough, is in the hundred of Wye, and within the liberty of that manor. There is only one borough, called Hastingligh borough, in the parish.

 

HASTINGLIGH is situated in a healthy poor country, the greatest part of it very high, at a small distance northward from the summit of the chalk, or Down hills, though it extends southward to the foot of them, and comprehends most of what is called Brabornedowns. The church, and the court-lodge which adjoins the church-yard, are in a valley on the northern side of the parish. The whole of it is a continuation of hill and dale; the soil of the former being chalk, and the latter a reddish earth, mixed with quantities of stones; the whole very poor and barren. There is much open down in it, especially towards the south, though there are in different parts of it, several small pieces of coppice wood. The house in it are about twenty, and the inhabitants about one hundred. There is not any fair held in it.

 

THE MANOR OF HASTINGLIGH, being within the liberty of the duchy of Lancaster, was formerly part of the possessions of Odo, bishop of Baieux; accordingly it is thus entered in the survey of Domesday, under the general title of that prelate's lands:

 

In Briceode hundred, Roger, son of Anschitil, holds of the see of the bishop, Hastingelai, which Ulnod held of king Edward, and was then taxed at one suling, and now for three yokes, because Hugo de Montfort holds another part within his division. The arable land is three carucates. In demesne there are two, and two villeins, with six borderers having one carucate. There are four servants, and wood for the pannage of one hog. In the time of king Edward the Confessor it was worth sixty sbillings, and afterwards thirty shillings, now sixty sbillings.

 

Four years after the bishop of Baieux was disgraced, and all his estates were consiscated to the crown, whence this manor was afterwards granted to the earl of Lei cester, of whom it was held by the family of St. Clere; but they had quitted the possession of it before the 20th year of king Edward III. when Thomas de Bax held it by knight's service of the above-mentioned earl. How long his descendants continued in the possession of it, I have not found; but it afterwards became the property of the Hauts, one of whom, Richard Haut, died possessed of it in the 3d year of Henry VII. holding it of the king as of his duchy of Lancaster. Soon after which this manor passed to Sir Edward Poynings, who died in the 14th year of king Henry VIII. not only without lawful issue, but without any collateral kindred, who could make claim to his estates, upon which this manor, with his other lands, escheated to the crown, where it continued till the king granted it, with the manors of Aldglose, Combe, Grove, Fanscombe, and Smeeds-farm, in this parish, among other estates, to the hospital of the Savoy, in London, which being suppressed in the 7th year of king Edward VI. he gave them that year to the mayor and commonalty, citizens of the city of London, in trust, for the hospital of Bridewell, and St. Thomas's hospital, in Southwark; some few years after which a partition was made of these estates, when this manor, with those of Aldglose, Combe, Grove and Fanscombe, in this parish, with Smeedsfarm, and other lands adjoining, were allotted to St. Thomas's hospital, part of whose possessions they remain at this time, Mr. Thomas Kidder being the present lessee of the demesne lands of the manors of Hastingligh and Aldglose; but the manerial rights, royalties, and quit-rents, the governors of the hospital retain in their own hands.

 

ALDGLOSE, as it is now usually called, but more properly Aldelose, is a manor here, which at the time of taking the survey of Domesday was part of the possessions of the bishop of Baieux, under the general title of whose lands it is thus entered in it:

 

In Bilisold hundred, Osbert holds of William, son of Tau, Aldelose. There lies half a suling. The arable land is two carucates. In demesne there is one carcate, and three villeins having half a carucate. In the time of king Edward the Confessor, it was worth thirty shillings, afterwards twenty shillings, now forty shilling. This land is of the fee of the bishop of Baieux, and remained without his division. Godric held it of king Edward, with Bradeburne manor.

 

Upon the bishop's disgrace four years after the taking of the above survey, all his possessions were confiscated to the crown, whence this manor was granted to Jeffry de Saye, of whom it was held by a family who assumed their surname from it, several of whom were benefactors to the priory of Horton. (fn. 1) But in the 20th year of king Edward III. it was separated in the hands of different possessors. After which, that part of Aldelose which comprehended the manor, passed into the family of Haut, and was afterwards esteemed as an appendage to the manor of Hastingligh, and as such passed with it from that name to Poynings; and thence again, in like manner as has been related before, in the account of that manor, to St. Thomas's hospital, in Southwark, part of the possessions of which it continues at this time. The manerial rights the governors of the hospital retain in their own hands; but the demesne lands are let to Mr. Thomas Kidder.

 

KINGSMILL DOWN is a small hamlet in the southern part of this parish, in which is a seat, which formerly belonged to a family named Beling, or Belling, which name was till lately in the west window of this church. It afterwards came into the possession of the family of Jacob, and Mr. Abraham Jacob, of Dover, owned it in the reign of king George I. from which name it passed to Mr. John Sankey, whose son Mr. Richard Sankey is the present owner of it.

 

There are no parochial charities. The number of poor constantly relieved are about ten, casually five.

 

HASTINGLIGH is within the ECCLESIASTICAL JURISDICTION of the diocese of Canterbury, and deanry of Elham.

 

The church, which is dedicated to St. Mary, consists of two isles and a chancel, having a square tower steeple at the west end of the south isle, in which is only one bell. The chancel, which is at the end of the north isle, is nearly of the same length with it. The two isles and tower seem very antient, and the chancel much antienter still, having small narrow windows, and several circular arches or door-ways in the outside walls, now walled up. In the east window of the chancel are two circular shields of arms; the first, within the garter, of four coats, Poynings, Fitzpaine, Bryan, and 4th as first; the other shield is obliterated. There is no other painted glass in the church. In the chancel are memorials for several of the Sankeys. In the north isle, on a brass plate, a memorial for John Halke, obt. 1604, and on a brass plate a hawk.

 

¶The church was antiently part of the possessions of the family of Poynings, one of whom, Michael de Poynings, of Terlingham, in Folkestone, held the advowson of it in capite at his death in the 43d year of king Edward III. and in his descendants the property of it continued down to Sir Edward Poynings, who died possessed of it in the 14th year of king Henry VIII. holding it in capite by knight's service, and by the service of supporting and repairing the moiety of a chapel and hall in the castle of Dover, as often as necessary, at his own expence, and by the service of paying to the great and the small wards of the castle, on his death, without lawful issue, and even without any collateral kindred, who could make claim to his estates, the advowson of this church escheated to the crown, whence it was afterwards granted to White, whose heirs sold it to Sir John Baker, of Sissinghurst, and he in the 38th year of Henry VIII. conveyed it to the king, and it remained in the hands of the crown till Edward VI. in his Ist year, granted this advowson and three acres of land in this parish, to archbishop Cranmer. Since which it has remained parcel of the possessions of the see of Canterbury, his grace the archbishop being the present patron of this rectory.

 

www.british-history.ac.uk/survey-kent/vol8/pp28-32