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FAMOUS AIRCRAFT SERIES CANADAIR SABRE RCAF F-86 SABRE
BY R.J. CHILDERHOSE WITH SCALE DRAWINGS BY RICHARD GROH.
ARCO PUBLISHING (1966) SOFTBOUND 64 PAGES
RCAF CANADAIR SABRE INTRODUCTION 1951
RCAF OUT OPERATIONAL TRAINING UNIT CHATHAM NEW BRUNSWICK
SABRE DEVELOPMENT (XP-86 PROTOTYPE, KOREAN WAR F-86A 4TH FIG, F-86D SABRE DOG FIS, F-86E, F-86F, TF-86F TWO-SEATER, F-86H FIGHTER BOMBER, F-86K AW FIGHTER
GUNNERY
RCAF GERMANY NATO (No.439 SQUADRON NORTH LUFFENHAM ENGLAND, No.410 SQN NORTH LUFFENHAM, No.427 SQN ZWEIBRUCKEN / GROS TENQUIN, No.439 SQN MARVILLE FRANCE, No.441 SQN MARVILLE, No.434 SQN ZWEIBRUCKEN GERMANY
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KOREAN WAR 1950-1953 (USAF, SOUTH AFRICAN AIR FORCE No.2 SQUADRON
FLYPASTS AND AEROBATIC DISPLAY TEAMS
RCAF AIR-TO-AIR GUNNERY RABAT FRENCH MOROCCO
AIR-TO-AIR GUNNERY FLAG TOWED BANNER SHOOTING
RCAF No.1 OVERSEAS FERRY UNIT “THE STABLE”
ROAL CANADIAN AIR FORCE RCAF AIRCRAFT OPERATING INSTRUCTIONS SABRE 6
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Additional Information from Internet
Encyclopedia
The North American F-86 Sabre, sometimes
called the Sabrejet, was a
transonic jet fighter aircraft. Produced by North American Aviation, the Sabre
is best known as the United States' first swept wing fighter which could
counter the similarly-winged Soviet MiG-15 in high-speed dogfights over the
skies of the Korean War (1950–1953). Considered one of the best and most
important fighter aircraft in that war, the F-86 is also rated highly in
comparison with fighters of other eras. Although it was developed in the late
1940s and was outdated by the end of the '50s, the Sabre proved versatile and
adaptable, and continued as a front-line fighter in numerous air forces until
the last active operational examples were retired by the Bolivian Air Force in
1994.
Its success led to
an extended production run of more than 7,800 aircraft between 1949 and 1956,
in the U.S., Japan and Italy. Variants were built in Canada and Australia. The
Canadair Sabre added another 1,815 airframes, and the significantly redesigned
CAC Sabre (sometimes known as the Avon Sabre or CAC CA-27), had a production
run of 112. The Sabre was by far the most-produced Western jet fighter, with
total production of all variants at 9,860 units.
North American
Aviation had produced the propeller-powered P-51 Mustang in World War II, which
saw combat against some of the first operational jet fighters. By late 1944,
North American proposed its first jet fighter to the U.S. Navy which became the
FJ-1 Fury. It was an unexceptional transitional jet fighter which had a
straight wing derived from the P-51. Initial proposals to meet a United States
Army Air Forces (USAAF) requirement for a medium-range, single-seat,
high-altitude jet-powered day escort fighter/fighter bomber were drafted in
mid-1944. In early 1945, North American Aviation submitted four designs. The
USAAF selected one design over the others, and granted North American a
contract to build three examples of the XP-86 (eXperimental Pursuit).
Deleting specific requirements from the FJ-1 Fury, coupled with other
modifications, allowed the XP-86 to be lighter and considerably faster than the
Fury, with an estimated top speed of 582 mph (937 km/h), versus the
Fury's 547 mph (880 km/h). Despite the gain in speed, early studies
revealed the XP-86 would have the same performance as its rivals, the XP-80 and
XP-84. It was also feared that, because these designs were more advanced in
their development stages, the XP-86 would be canceled.
Crucially, the
XP-86 would not be able to meet the required top speed of 600 mph
(970 km/h); North American had to quickly come up with a radical change
that could leapfrog it over its rivals. The North American F-86 Sabre was the
first American aircraft to take advantage of flight research data seized from
the German aerodynamicists at the end of World War II. This data showed that a
thin swept wing could greatly reduce drag and delay compressibility problems
which had bedeviled even prop-powered fighters such as the Lockheed P-38
Lightning approaching the speed of sound. By 1944, German engineers and
designers had established the benefits of swept wings based on experimental
designs dating back to 1940. Study of the data showed that a swept wing would
solve their speed problem, while a slat on the wing's leading edge which
extended at low speeds would enhance low-speed stability.
Because
development of the XP-86 had reached an advanced stage, the idea of changing
the sweep of the wing was met with resistance from some senior North American
staff. Despite stiff opposition, after good results were obtained in wind
tunnel tests, the swept-wing concept was eventually adopted. Performance
requirements were met by incorporating a 35° swept-back wing, using NACA 4-digit
modified airfoils, using NACA 0009.5–64 at the root and NACA 0008.5–64 at the
tip, with an automatic slat design based on that of the Messerschmitt Me 262
and an electrically adjustable stabilizer, another feature of the Me 262A. Many
Sabres had the "6–3 wing" (a fixed-leading edge with 6 inches
extended chord at the root and 3 inches extended chord at the tip)
retrofitted after combat experience was gained in Korea. This modification
changed the wing airfoils to the NACA 0009-64 mod at the root and the NACA
0008.1–64 mod at the tip.
Delays caused by
the major redesign meant that manufacturing did not begin until after World War
II. The XP-86 prototype, which would lead to the F-86 Sabre, was rolled out on
8 August 1947. The maiden flight occurred on 1 October 1947 with George Welch
at the controls, flying from Muroc Dry Lake (now Edwards AFB), California.
The United States
Air Force's Strategic Air Command had F-86 Sabres in service from 1949 through
1950. The F-86s were assigned to the 22nd Bomb Wing, the 1st Fighter Wing and
the 1st Fighter Interceptor Wing. The F-86 was the primary U.S. air combat
fighter during the Korean War, with significant numbers of the first three
production models seeing combat.
The F-86 was
produced as both a fighter-interceptor and fighter-bomber. Several variants
were introduced over its production life, with improvements and different
armament implemented (see below). The XP-86 was fitted with a General Electric
J35-C-3 jet engine that produced 4,000 lbf (18 kN) of thrust. This
engine was built by GM's Chevrolet division until production was turned over to
Allison. The General Electric J47-GE-7 engine was used in the F-86A-1 producing
a thrust of 5,200 lbf (23 kN) while the General Electric J73-GE-3
engine of the F-86H produced 9,250 lbf (41 kN) of thrust.
The fighter-bomber
version (F-86H) could carry up to 2,000 lb (907 kg) of bombs,
including an external fuel-type tank that could carry napalm. Unguided
2.75 in (70 mm) rockets were used on some fighters on training
missions, but 5 inch (127 mm) rockets were later carried on combat
operations. The F-86 could also be fitted with a pair of external jettisonable
jet fuel tanks (four on the F-86F beginning in 1953) that extended the range of
the aircraft. Both the interceptor and fighter-bomber versions carried six
0.50 in (12.7 mm) M3 Browning machine guns with electrically boosted
feed in the nose (later versions of the F-86H carried four 20 mm
(0.79 in) cannons instead of machine guns). Firing at a rate of 1,200
rounds per minute, the .50 in (12.7 mm) guns were harmonized to
converge at 1,000 ft (300 m) in front of the aircraft, using
armor-piercing (AP) and armor-piercing incendiary (API) rounds, with one
armor-piercing incendiary tracer (APIT) for every five AP or API rounds. The
API rounds used during the Korean War contained magnesium, which were designed
to ignite upon impact but burned poorly above 35,000 ft (11,000 m) as
oxygen levels were insufficient to sustain combustion at that height. Initial
planes were fitted with the Mark 18 manual-ranging computing gun sight. The
last 24 F-86A-5-Nas and F-86E were equipped with the A-1CM gunsight-AN/APG-30
radar which used radar to automatically compute a target's range, which later
proved to be advantageous against MiG opponents over Korea.
The F-86 entered
service with the United States Air Force in 1949, joining the 1st Fighter
Wing's 94th Fighter Squadron and became the primary air-to-air jet fighter used
by the Americans in the Korean War. While earlier straight-winged jets such as
the F-80 and F-84 initially achieved air victories, when the swept wing Soviet
MiG-15 was introduced in November 1950, it outperformed all UN-based aircraft.
In response, three squadrons of F-86s were rushed to the Far East in December.
Early variants of the F-86 could not outturn, but they could outdive the
MiG-15, although the MiG-15 was superior to the early F-86 models in ceiling,
acceleration, rate of climb and zoom. With the introduction of the F-86F in
1953, the two aircraft were more closely matched, with many combat-experienced
pilots claiming a marginal superiority for the F-86F. MiGs flown from bases in
Manchuria by Chinese, North Korean, and Soviet VVS pilots were pitted against
two squadrons of the 4th Fighter-Interceptor Wing forward-based at K-14, Kimpo,
Korea.
Many of the
American pilots were experienced World War II veterans, while the North Koreans
and the Chinese lacked combat experience, thus accounting for much of the
F-86's success. However, United Nations pilots suspected many of the MiG-15s
were being flown by experienced Soviet pilots who also had combat experience in
World War II. Former Communist sources now acknowledge Soviet pilots initially
flew the majority of MiG-15s that fought in Korea, and dispute that more
MiG-15s than F-86s were shot down in air combat. Later in the war, North Korean
and Chinese pilots increased their participation as combat flyers. The North
Koreans and their allies periodically contested air superiority in MiG Alley,
an area near the mouth of the Yalu River (the boundary between Korea and China)
over which the most intense air-to-air combat took place. The F-86E's
all-moving tailplane was more effective at speeds near or exceeding the speed
of sound, so the plane could safely recover from a sonic dive, where the MiG-15
could not safely exceed Mach 0.92, an important advantage in near-sonic air
combat. Far greater emphasis has been given to the training, aggressiveness and
experience of the F-86 pilots. American Sabre pilots were trained at Nellis, where
the casualty rate of their training was so high they were told, "If you
ever see the flag at full staff, take a picture." Despite rules of
engagement to the contrary, F-86 units frequently initiated combat over MiG
bases in the Manchurian "sanctuary." The hunting of MiGs in Manchuria
would lead to many reels of gun camera footage being 'lost' if the reel
revealed the pilot had violated Chinese airspace.
The needs of
combat operation balanced against the need to maintain an adequate force
structure in Western Europe led to the conversion of the 51st
Fighter-Interceptor Wing from the F-80 to the F-86 in December 1951. Two
fighter-bomber wings, the 8th and 18th, converted to the F-86F in the spring of
1953. No. 2 Squadron, South African Air Force also distinguished itself flying
F-86s in Korea as part of the 18 FBW.
In addition to its
distinguished service in Korea, USAF F-86s also served in various stateside and
overseas roles throughout the early part of the Cold War. As newer Century
Series fighters came on line, F-86s were transferred to Air National Guard
(ANG) units or the air forces of allied nations. The last ANG F-86s continued
in U.S. service until 1970.
The Republic of
China Air Force of Taiwan was an early recipient of surplus USAF Sabres. From
December 1954 to June 1956, the ROC Air Force received 160 ex-USAF F-86F-1-NA
through F-86F-30-NA fighters. By June 1958, the Nationalist Chinese had built
up an impressive fighter force, with 320 F-86Fs and seven RF-86Fs having been
delivered.
Sabres and MiGs
were shortly to battle each other in the skies of Asia once again in the Second
Taiwan Strait Crisis. In August 1958, the Chinese Communists of the People's
Republic of China attempted to force the Nationalists off of the islands of
Quemoy and Matsu by shelling and blockade. Nationalist F-86Fs flying CAP over
the islands found themselves confronted by Communist MiG-15s and MiG-17s, and
there were numerous dogfights.
During these
battles, the Nationalist Sabres introduced a new element into aerial warfare. Under
a secret effort designated Operation Black Magic, the U.S. Navy had provided
the ROC with the AIM-9 Sidewinder, its first infrared-homing air-to-air
missile, which was just entering service with the United States. A small team
from VMF-323, a Marine FJ-4 Fury squadron with later assistance from China Lake
and North American Aviation, initially modified 20 of the F-86 Sabres to carry
a pair of Sidewinders on underwing launch rails and instructed the ROC pilots
in their use flying profiles with USAF F-100s simulating the MiG-17. The MiGs
enjoyed an altitude advantage over the Sabres, as they had in Korea, and
Communist Chinese MiGs routinely cruised over the Nationalist Sabres, only
engaging when they had a favorable position. The Sidewinder took away that
advantage and proved to be devastatingly effective against the MiGs.
In 1954, Pakistan
began receiving the first of a total of 120 F-86F Sabres. Many of these
aircraft were the F-86F-35 from USAF stocks, but some were from the later
F-86F-40-NA production block, made specifically for export. Many of the −35s
were brought up to −40 standards before they were delivered to Pakistan, but a
few remained −35s. The F-86 was operated by nine PAF squadrons at various
times: Nos. 5, 11, 14, 15, 16, 17, 18, 19 and 26 Squadrons.
During the 22-day
Indo-Pakistani War of 1965 the F-86 became the mainstay of the PAF, though the
Sabre was no longer a world-class fighter (due to availability of Supersonic
Jets). However many sources state the F-86 gave the PAF a technological
advantage.
The Canadair
Sabres (Mark 6), acquired from ex-Luftwaffe stocks via Iran, were the mainstay
of the PAF's day fighter operations during the Indo-Pakistani War of 1971, and
had the challenge of dealing with the threat from IAF.
At the beginning
of the war, PAF had eight squadrons of F-86 Sabres. Along with the newer
fighter types such as the Mirage III and the Shenyang F-6, the Sabre were
tasked with the majority of operations during the war. In East Pakistan only
one PAF F-86 squadron (14th Squadron) was deployed to face the numerical
superiority of the IAF.
PAF F-86s
performed well, with Pakistani claims of downing 31 Indian aircraft in
air-to-air combat. These included 17 Hawker Hunters, eight Sukhoi Su-7
"Fitters", one MiG 21 and three Gnats while losing seven F-86s.
Two types based on
the U.S. F-86F were built under licence by the Commonwealth Aircraft
Corporation (CAC) in Australia, for the Royal Australian Air Force as the CA-26
(one prototype) and CA-27 (production variant). The RAAF operated the CA-27
from 1956 to 1971. Ex-RAAF Avon Sabres were operated by the Royal Malaysian Air
Force (TUDM) between 1969 and
1972. From 1973 to 1975, 23 Avon Sabres were donated to the Indonesian Air
Force (TNI-AU); five of these
were ex-Malaysian aircraft.
The CAC Sabres
included a 60% fuselage redesign, to accommodate the Rolls-Royce Avon Mk 26
engine, which had roughly 50% more thrust than the J47, as well as 30 mm Aden
cannons and AIM-9 Sidewinder missiles. As a consequence of its powerplant, the
Australian-built Sabres are commonly referred to as the Avon Sabre. CAC manufactured 112 of these aircraft.
XF-86: three prototypes, originally
designated XP-86, North American
model NA-140
YF-86A: this was the first prototype fitted
with a General electric J47 turbojet engine.
F-86A: 554 built, North American model
NA-151 (F-86A-1 block and first order of A-5 block) and NA-161 (second F-86A-5
block)
DF-86A: A few F-86A conversions as drone directors
RF-86A: 11 F-86A conversions with three cameras for reconnaissance
F-86B: 188 ordered as upgraded A-model with wider fuselage and larger tires but
delivered as F-86A-5, North American model NA-152
F-86C: original designation for the YF-93, two built, 48–317 & 48–318,
order for 118 cancelled, North American model NA-157
YF-86D: prototype all-weather interceptor originally ordered as YF-95A, two built but designation
changed to YF-86D, North American model NA-164
F-86D/L: A transonic all-weather search-radar equipped interceptor originally
designated F-95A, 2,506 built. The F-86D had only 25 percent commonality with
other Sabre variants, with a larger fuselage, larger afterburning engine, and a
distinctive nose radome. Sole armament was Mk. 4 unguided rockets instead of
machine guns. F-86Ls were upgraded F-86Ds.
F-86E: Improved flight control system and an "all-flying tail" (This
system changed to a full power-operated control with an "artificial
feel" built into the aircraft's controls to give the pilot forces on the
stick that were still conventional, but light enough for superior combat
control. It improved high-speed maneuverability); 456 built, North American
model NA-170 (F-86E-1 and E-5 blocks), NA-172, essentially the F-86F airframe
with the F-86E engine (F-86E-10 and E-15 blocks); 60 of these built by Canadair
for USAF (F-86E-6)
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