The North American F-86 Sabre, sometimes called the Sabrejet, is a transonic jet fighter aircraft. Produced by North American Aviation, the Sabre is best known as the United States' first swept-wing fighter that could counter the swept-wing Soviet MiG-15 in high-speed dogfights in the skies of the Korean War (1950–1953), fighting some of the earliest jet-to-jet battles in history. 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is also rated highly in comparison with fighters of other eras.[1] Although it was developed in the late 1940s and was outdated by the end of the 1950s, the Sabre proved versatile and adaptable and continued as a front-line fighter in numerous air forces.
Its success led to an extended production run of more than 7,800 aircraft between 1949 and 1956, in the United States, Japan, and Italy. In addition, 738 carrier-modified versions were purchased by the US Navy as FJ-2s and -3s. Variants were built in Canada and Australia. The Canadair Sabre added another 1,815 aircraft and the significantly redesigned CAC Sabre (sometimes known as the Avon Sabre or CAC CA-27), had a production run of 112. The Sabre is by far the most-produced Western jet fighter, with a total production of all variants at 9,860 units.[2]
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 that had a straight wing derived from the P-51.[3] 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 582mph, versus the Fury's 547mph. 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. Because these rival designs were more advanced in their development stages, it was feared that the XP-86 would be cancelled.
Crucially, the XP-86 was not able to meet the required top speed of 600mph; North American had to quickly devise a radical change that could leapfrog its rivals. The F-86 was the first American aircraft to take advantage of flight research data seized from the German aerodynamicists at the end of World War II.[4] These data showed that a thin, swept wing could greatly reduce drag and delay compressibility problems that had bedeviled fighters such as the Lockheed P-38 Lightning when 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. A study of the data showed that a swept wing would solve their speed problem, while a slat on the wing's leading edge that 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 modified NACA four-digit airfoils, NACA 0009.5–64 at the root and NACA 0008.5–64 at the tip,[5] with an automatic slat design based on that of the Messerschmitt Me 262 and an electrically adjustable stabilizer, another feature of the Me 262A.[6] [7] Many Sabres had the "6–3 wing" (a fixed leading edge with a 6-inch extended chord at the root and a 3-inch extended chord at the tip) retrofitted after combat experience was gained in Korea.[8] This modification changed the wing airfoils to the NACA 0009-64 modified configuration at the root and the NACA 0008.1–64 mod at the tip.[5]
The XP-86 prototype, which led to the F-86 Sabre, was rolled out on 8 August 1947. The first flight occurred on 1 October 1947 with George Welch at the controls,[9] flying from Muroc Dry Lake (now Edwards AFB), California.[4]
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.[10] 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 Sabre was also produced under license by Canadair, Ltd, as the Canadair Sabre. The final variant of the Canadian Sabre, the Mark 6, is generally rated as having the highest capabilities of any Sabre version.[11]
The F-86A set its first official world speed record of 671mph on September 15, 1948, at Muroc Dry Lake, flown by Major Richard L. Johnson, USAF.[12] Five years later, on 18 May 1953, Jacqueline Cochran became the first woman to break the sound barrier, flying a "one-off" Canadian-built F-86 Sabre Mk 3, alongside Chuck Yeager.[13] Col. K. K. Compton won the 1951 Bendix air race in an F-86A with an average speed of 553.76 mph (891.19 km/h).
On 2 February 1958, a team of Pakistan Air Force F-86 Sabres called "Falcons" set a world record at PAF Base Masroor by performing a loop while in a 16 aircraft diamond formation. The team was led by then Wing Commander Zafar Masud.
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 4000abbr=onNaNabbr=on of thrust. This engine was built by GM's Chevrolet division until production was turned over to Allison.[14] The General Electric J47-GE-7 engine was used in the F-86A-1 producing a thrust of 5200abbr=onNaNabbr=on, while the General Electric J73-GE-3 engine of the F-86H produced 9250abbr=onNaNabbr=on of thrust.[15]
The fighter-bomber version (F-86H) could carry up to 2000lb of bombs, including an external fuel-type tank that could carry napalm.[16] Unguided 2.75inches rockets were used on some fighters on training missions, but 5adj=onNaNadj=on 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 M3 Browning machine guns with electrically-boosted feed in the nose (later versions of the F-86H carried four cannon instead of machine guns). Firing at a rate of 1,200 rounds per minute,[17] the guns were harmonized to converge at 1000feet 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 35000feet 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-86Es 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.[18]
The transition from typical propeller driven aircraft to the Sabre's swept wings and jet engine saw many accidents and incidents, as even experienced pilots had to learn new handling techniques and flying characteristics. Early on in the jet age, some US manufacturers instituted safety and transition programs where experienced test and production pilots toured operational fighter squadrons to provide instruction and demonstrations designed to lower the accident rate.[19]
As F-86 models continued to be upgraded, the learning curve continued. Some important design changes included switching from an elevator/stabilizer to an all-flying tail, discontinuation of leading edge slats for a solid wing with a small forward-mounted wing fence and increased internal fuel capacity, increased engine power, and an internal missile bay (F-86D). While the solid leading edge and increased internal fuel capacity increased combat performance, they exacerbated a dangerous and often fatal handling characteristic upon take-off if the nose were raised prematurely from the runway.[20] This 'over-rotation' danger is now a major area of instruction and concern for current F-86 pilots. The 1972 Sacramento Canadair Sabre accident resulting in 22 fatalities and 28 other casualties was a result of over-rotation on take-off.
The F-86 entered service with the USAF 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 P-80 and F-84 initially achieved air victories, when the swept-wing 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.[21] The MiG-15 was superior to early F-86 models in ceiling, firepower, acceleration, turning, rate of climb, and ability to zoom climb. The F-86 was marginally faster, and could out-dive the MiGs. When the F-86F was introduced in 1953, the two aircraft became more closely matched, and by the end of the war, many American combat-experienced pilots claiming a marginal superiority for the F-86F.
The heavier firepower of the MiG, and many other contemporary fighters, was addressed by “Project Gun-Val”[22] which saw the combat testing of seven F-86Fs each armed with four 20 mm T-160 cannons (such F-86s were designated as F-86F-2s). Despite being able to fire only two of the four 20 mm cannon at a time, the experiment was considered a success and signaled the end of the decades-long use of the Browning .50 caliber in the air-to-air role, 20mm being close to .78 caliber.[23]
Although the F-86A could be safely flown through Mach 1, the F-86E's all-moving tailplane greatly improved maneuverability at high speeds.[23] The MiG-15 could not safely exceed Mach 0.92, an important disadvantage in near-sonic air combat. Far greater emphasis had 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".
In October 1951, the Soviets managed to recover a downed Sabre, and in their investigation of the type they concluded that the Sabre's advantage in combat was due to the APG-30 gun-sight that facilitated accurate fire at longer ranges.[18]
The needs of combat operations 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.[24] No. 2 Squadron, South African Air Force (SAAF) also distinguished itself flying F-86s in Korea as part of the 18 FBW.[25]
The 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.[21] 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.
On 17 June 1951, at 01:30 hours, Suwon Air Base was bombed by two Polikarpov Po-2 biplanes, who each dropped a pair of fragmentation bombs. One scored a hit on the 802nd Engineer Aviation Battalion's motor pool, damaging some equipment, and two bombs burst on the flightline of the 335th Fighter Interceptor Squadron. One F-86A Sabre (FU-334 / 49-1334) was struck on the wing and began burning, eventually gutting the aircraft. Prompt action by personnel who moved aircraft away from the burning Sabre prevented further loss. Eight other Sabres were damaged in the brief attack, four seriously, and one F-86 pilot was among the wounded. The North Koreans subsequently credited Lt. La Woon Yung with this attack.[26]
By the end of hostilities, F-86 pilots were initially credited by American sources with shooting down 792 MiGs for a loss of only 78 Sabres in air-to-air combat, a victory ratio of 10:1.[27] Of the 41 American pilots who earned the designation of ace during the Korean War, all but one flew the F-86 Sabre, the exception being a Navy Vought F4U Corsair night fighter pilot. However, after the war, the USAF reviewed its figures in an investigation code-named Sabre Measure Charlie and downgraded the kill ratio of the North American F-86 Sabre against the Mikoyan-Gurevich MiG-15 by half, to 5:1. Internally, the USAF accepted that its pilots had actually downed about 200 MiGs[28]
Soviet data records only 335 MiG-15s in Korea to all causes, including accidents, antiaircraft fire, and ground attacks.[29] Chinese claims of their losses amount to 224 MiG-15s in Korea.[30] North Korean losses are not known, but according to North Korean defectors, their air force lost around 100 MiG-15s during the war.[31] Thus, 659 MiG-15s are admitted as being lost, many of these to F-86 Sabres[32] The Soviets claimed to have downed over 600 Sabres,[33] together with the Chinese claims (211 F-86s shot-down), although these cannot be reconciled with the number of Sabres recorded as lost by the US.[34]
Suggested reasons for the F-86's success include the fact that many of the American pilots were experienced World War II veterans, while the North Koreans and the Chinese lacked combat experience,[35] but 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, but they also 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.[36] [37]
The status of many claimed air-to-air victories in the Korean War has been increasingly debated as more data becomes available, showing that instances of over-claiming abounded on both sides. The research by Dorr, Lake and Thompson claimed an F-86 kill ratio closer to 2:1.[38] A recent RAND report made reference to "recent scholarship" of F-86 v MiG-15 combat over Korea and concluded that the actual kill:loss ratio for the F-86 was 1.8:1 overall, and likely closer to 1.3:1 against MiGs flown by Soviet pilots.[28] However, this ratio did not count the number of aircraft of other types (including the B-29, A-26, F-80, F-82, F-84 and Gloster Meteor) shot down by MiG-15 pilots.
Data-matching with Soviet records suggests that US pilots routinely attributed their own combat losses to "landing accidents" and "other causes".[39] According to official US data ("USAF Statistical Digest FY1953"), the USAF lost 250 F-86 fighters in Korea. Of these, 184 were lost in combat (78 in air-to-air combat, 19 by anti-aircraft guns, 26 were "unknown causes" and 61 were "other losses") and 66 in incidents.[40] South African Air Force lost 6 F-86s in the war.[41] This gives 256 confirmed F-86 losses during the Korean War.
The Republic of China Air Force 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 Republic of China on Taiwan had built up an impressive fighter force, with 320 F-86Fs and seven RF-86Fs having been delivered.[42]
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 the islands of Quemoy and Matsu by shelling and blockade. ROCAF F-86Fs flying combat air patrol over the islands found themselves confronted by People's Liberation Army Air Force MiG-15s and MiG-17s, and numerous dogfights resulted.
During these battles, the ROCAF 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 PLAAF MiGs routinely cruised over the ROCAF Sabres, only engaging when they had a favorable position. The Sidewinder took away that advantage and proved to be devastatingly effective against the MiGs.[43]
In 1954, Pakistan started receiving the first of a total of 102 F-86F Sabres under the Mutual Defense Assistance Program. Many of these aircraft were F-86F-35s from USAF stocks, but some were from the later F-86F-40-NA production block (made specifically for export). Many of the F−35s were brought up to F−40 standards before they were delivered to Pakistan, but a few remained F−35s. The F-86 was operated by nine Pakistan Air Force (PAF) squadrons at various times: Nos. 5, 11, 14, 15, 16, 17, 18, 19, and 26 Squadrons.[44]
Moreover, in April 1959, a PAF F-86F flown by Flight Lieutenant Yunis of the No. 15 Squadron "Cobras" shot down an Indian Canberra Spy Plane over Rawalpindi marking the first aerial victory for the Pakistan Air Force.[45] [46] [47]
In 1966, Pakistan acquired 90 ex-Luftwaffe CL-13 Mk.6s via Iran due to postwar US sanctions. They were known as the F-86E in the PAF, not to be confused with the North American F-86E variants).[48]
The last of the Sabres were withdrawn from PAF service in 1980 and were replaced with the Shenyang F-6 fighters. In total Pakistani pilots flew 320,185 hours in the Sabres out of which about 4,500 hours were flown in wartime operations.[48] They are now on display at PAF Museum and various cities around Pakistan.
See main article: Bajaur Campaign. In late 1960, regular and irregular Afghan forces invaded the Bajaur area of North West Frontier Province in an attempt to annex the region. In response, PAF F-86s were sent in order to support the Pakistani Forces and local Pakistani Pashtun tribesmen who were fighting the Afghan infiltrators. The Sabres also executed bombing runs on Royal Afghan Army positions in Kunar which were attacking Frontier Corps border posts. Although the Royal Afghan Air Force had seven MiG-17 squadrons[49] and another MiG-21 squadron being operationalized, no known dogfight has been recorded between the two sides.[50] [51] [52]
See main article: Indo-Pakistani Air War of 1965. The Sabre was no longer a world-class fighter (due to availability of supersonic jets). However, various sources state the F-86 gave the PAF a technological advantage in 1965.[53] [54] [55]
In the air-to-air combat of the Indo-Pakistani War of 1965, the PAF Sabres claimed to have shot down 15 Indian Air Force (IAF) aircraft, comprising nine Hunters, four Vampires, and two Gnats. India, however, admitted a loss of 14 combat aircraft to the PAF's F-86s.[56] The F-86s of the PAF had the advantage of being armed with AIM-9B/GAR-8 Sidewinder missiles, whereas none of its Indian adversaries had this capability. Despite this, the Indian Air Force claimed that seven F-86 Sabres were shot down by Folland Gnats and six F-86 Sabres were shot down by Hawker Hunters.[57]
The F-86F remained a potent aircraft for use against ground targets. On the morning of 6 September 1965, six F-86s of No. 19 Squadron struck advancing columns of the Indian army using 5-in (127-mm) rockets along with their six .50-in (12.7-mm) M3 Browning machine guns. On the same day, eight F-86 fighters of the same squadron executed airstrikes on the IAF Pathankot.[58] [59] In East Pakistan, F-86s from the No. 14 Squadron struck the Indian airbases of Kalaikunda, Bagdogra, Barrackpore and Agartala which resulted in the destruction of more than 20 Indian aircraft. The airstrikes on kalaikunda in particular were highly successful after which the No. 14 Squadron was nicknamed "Tail Choppers".[60]
In total, Pakistani B-57 Canberras and F-86s destroyed around 39 Indian warplanes on the ground at various IAF airbases.[61] [62] However, India claims of losing 22 aircraft on the ground.[56]
The CL-13B Mk.6 Sabres (known as the F-86E in PAF) were the mainstay of the PAF's day-fighter operations during the 1971 War, and had the challenge of dealing with the threat from IAF Folland Gnats, Hawker Hunters, Sukhoi Su-7s and Mig-21s.[63]
At the beginning of the war, PAF had eight squadrons of F-86 Sabres.[64] Along with the newer fighter types such as the Mirage III and the Shenyang F-6, the Sabres were tasked with the majority of operations during the war. In East Pakistan, PAF's only Tail Choppers squadron was equipped with 16 F-86Es out of which 4 were modified to fire AIM-9/GAR-8 missiles.
In the Battle of Boyra Indian Folland Gnats of 22 Squadron IAF shot down two F-86Es and severely damaged one F-86E.[65]
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. The most interesting of these was a battle between two Sabres and four MiG-21s. One MiG was shot down, without any Sabres lost. This was achieved due to the greater low-speed performance of the Sabre in comparison to the delta-winged MiG-21.[66]
India, however, claims to have shot down 11 PAF Sabres for the loss of 11 combat aircraft to the PAF F-86s.[67] The IAF numerical superiority overwhelmed the sole East Pakistan Sabres squadron (and other military aircraft)[68] [69] which were either shot down, or grounded by Pakistani fratricide as they could not hold out, enabling complete air superiority for the IAF.[70]
In East Pakistan, the F-86Es of the Tail Choppers took active part in several CAS and COIN missions against Mukti Bahini militants and irregular Indian forces.[71]
On 15 April 1971, a formation of 4 Sabres led by Flight Lt. Abbas Khattak strafed and rocketed many rebel strongholds at Bhairab Bazar to support the Pakistan Army's efforts in re-capturing food stocks and silos from the Mukti-Bahini militants.[71] [72] [73]
On 26 April 1971, Flight Lt. Abbass led another Sabre formation at Patuakhali where surviving rebels had regrouped after facing a defeat at Barisal by the hands of the Army. The Sabres struck several rebel strongpoints to soften up resistance after which SSG units were inserted via Mi-8s to clear out the area.[71]
On the Western Front, F-86Es and F-86Fs from various PAF squadrons played a vital role in backing the Pakistan Army's counter attacks at several sectors with Air support.
At Shakargarh and Marala sectors, PAF F-86F/Es from the No. 17, No. 18 and 26 Squadrons alongside Shenyang F-6s took part in air support missions backing Pakistan's I Strike Corps counter attacks against the Indian army's I Corps. Although ill-equipped for anti-tank roles, the Sabres were modified to carry general purpose bombs in an effort to provide as much effective air support as possible.[74] [48]
In the Battle of Chamb, F-86Fs from the No. 26 Squadron "Black Spiders" and F-86Es from the No. 18 Squadron supported Iftikhar Janjua's forces in capturing Chumb flying 146 air support sorties. At one point, the Indian Army suffered a major blow at Akhnur when sabres from the No. 18 Squadron destroyed their ammunition dumps.[75]
At Sulemanki, F-86Es of the No. 17 Squadron "Tigers" flew 55 CAS sorties in support of the IV Corps offensive in which they claimed 6 Indian tanks and a number of military vehicles destroyed.[76]
At Thar, F-86E and Fs belonging to the No. 19 Squadron struck Indian army positions during their Close Air Support missions. In total, they destroyed 8 Indian Tanks and several military vehicles while also damaging 2 Military trains.[77]
In 1958, the Forca Aerea Portuguesa (FAP) received 50 F-86Fs from ex-USAF stocks. A few former Norwegian Air Force F-86Fs were also purchased as spares in 1968–69.
The FAP deployed some of its F-86F Sabres to Portuguese Guinea in 1961, being based at AB2 – Bissalanca Air Base, Bissau. These aircraft formed "Detachment 52", initially equipped with eight F-86Fs (serials: 5307, 5314, 5322, 5326, 5354, 5356, 5361, and 5362) from the Esquadra 51, based at the BA5 – Monte Real Air Base. These aircraft were used in the Guinea-Bissau War of Independence, in ground-attack and close-support operations against the insurgent forces. In August 1962, 5314 overshot the runway during an emergency landing with bombs still attached on underwing hardpoints and burned out. F-86F 5322 was shot down by enemy ground fire on 31 May 1963; the pilot ejected safely and was recovered. Several other aircraft suffered combat damage but were repaired.
In 1964, 16 F-86Fs based at Bissalanca returned to mainland Portugal due to U.S. pressure. They had flown 577 combat sorties, of which 430 were ground-attack and close-air-support missions.
The Philippine Air Force (PAF) first received the Sabres in the form of F-86Fs in 1957, replacing the North American P-51 Mustang as theirprimary interceptor. F-86s first operated from Basa Air Base, known infamously as the "Nest of Vipers", where the 5th Fighter Wing of the PAF was based. Later on, in 1960, the PAF acquired the F-86D as their first all-weather interceptor. The most notable use of the F-86 Sabres was in the Blue Diamonds aerobatic display team, which operated eight Sabres until the arrival of the newer, supersonic Northrop F-5. The F-86s were subsequently phased out of service in the 1970s as the Northrop F-5 Freedom Fighter and Vought F-8 Crusaders became the primary fighters and interceptors of the PAF. Antonio Bautista was a Blue Diamonds pilot and a decorated officer. He was killed on 11 January 1974 during a combat sortie against rebels in the south of the country.
During the Korean War the Soviet search for an intact U.S. F-86 Sabre for evaluation and study purposes was largely frustrated due to the U.S. military's policy of destroying disabled or abandoned weapons and equipment, with USAF pilots destroying most of their downed Sabres by strafing or bombing. One F-86 was downed in a tidal area, and subsequently submerged, preventing its destruction. The aircraft was ferried to Moscow and a new OKB (Soviet Experimental Design Bureau) was established to study the F-86, which later became part of the Sukhoi OKB. "At least one F-86… was sent to the Soviet Union, the admitted, and other planes and prizes such as U.S. G-suits and radar gun sights also went."[78]
The Soviets studied and copied the optical gunsight and radar from the captured aircraft to produce the ASP-4N gunsight and SRC-3 radar. Installed in the MiG-17, the gunsight system was later used against American fighters in the Vietnam War. The F-86 studies also contributed to the development of aircraft aluminum alloys such as V-95.[79]
The old but nimble MiG-17 had become such a serious threat against the Republic F-105 Thunderchief over North Vietnam that the USAF created project "Feather Duster" to test which tactics supersonic American fighters could use against fighters such as the MiG-17. ANG F-86H units proved to be an ideal stand-in for the Soviet jets. One pilot remarked, "In any envelope except nose down and full throttle", either the F-100 or F-105 was inferior to the F-86H in a dogfight.[80] [81]
See main article: North American F-86D Sabre. Production 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.
See main article: North American F-86D Sabre.
See main article: North American F-86D Sabre.
See: North American FJ-2/-3 Fury for production figures of U.S. Navy versions.
See main article: CAC Sabre.
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.[85] 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 cannon 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. 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.
CA-27 marques:
See main article: Canadair Sabre.
The F-86 was also manufactured by Canadair in Canada as the CL-13 Sabre to replace its de Havilland Vampires, with the following production models:
| !F-86A | F-86D | F-86E | F-86F | F-86H | F-86K | F-86L | ||
|---|---|---|---|---|---|---|---|---|
| Program R&D cost | 4,707,802 | |||||||
| Airframe | 101,528 | 191,313 | 145,326 | 140,082 | 316,360 | 334,633 | ||
| Engine | 52,971 | 75,036 | 39,990 | 44,664 | 214,612 | 71,474 | ||
| Electronics | 7,576 | 7,058 | 6,358 | 5,649 | 6,831 | 10,354 | ||
| Armament | 16,333 | 69,986 | 23,645 | 17,669 | 27,573 | 20,135 | ||
| Ordnance | 419 | 4,138 | 3,047 | 17,117 | 4,761 | |||
| Flyaway cost | 178,408 | 343,839 | 219,457 | 211,111 | 582,493 | 441,357 | 343,839 | |
| Maintenance cost per flying hour | 135 | 451 | 187 |
Source: F-86 Sabre Jet: History of the Sabre and FJ Fury[86]
Acquired 28 F-86Fs in 1960. The Sabres were in reserve at the time of the Falklands War but were reinstated to active duty against possible Chilean involvement. Retired in 1986.
Captured 8 F-86F-40-NAs from Pakistan.[87]
5 F-86F Sabres delivered, no operational unit.
Acquired four F-86Fs from Spanish Air Force (s/n 2027/2028), five USAF F-86F (s/n 51-13226) and other nine Canadair Mk.6; assigned to Escuadron de Caza-Bombardero.
59 F-86D-31NA(38) F-86D-36NA(21)s in service from 1958 – 1966 ESK 723, ESK 726, ESK 728[90]
Acquired 14 F-86Fs in 1960.[91]
Acquired 10 CL.13 Mk2 (F-86E) from Yugoslavia.
Acquired an unknown number of F-86Fs.[91]
Bought some examples but they were never operated and were returned.
Acquired 180 U.S. F-86Fs, 1955–1957. Mitsubishi built 300 F-86Fs under license 1956–1961, and were assigned to 10 fighter hikōtai or squadrons. JASDF called F-86F the "Kyokukō" (旭光, Rising Sunbeam) and F-86D the "Gekkō" (月光, Moon Light). Their Blue Impulse Aerobatic Team, a total of 18 F-models were converted to reconnaissance version in 1962. Some aircraft were returned to the Naval Air Weapons Station China Lake, California, as drones.
Acquired 115 F-86Fs, 1957–1958; and assigned to seven squadrons, Nos. 331, 332, 334, 336, 337, 338 and 339.
Acquired 102 U.S.-built F-86F-35-NA and F-86F-40-NAs, last of North American Aviation's production line, 1954–1960s.
Acquired 26 U.S.-built F-86Fs in 1955, assigned to Escuadrón Aéreo 111, Grupo Aéreo No.11 at Talara air force base. Finally retired in 1979.
Acquired 50 F-86Fs in 1957. Retired in the late 1970s.
Acquired 65 Sabres including 50 U.S.-built F-86Fs, in 1958 and 15 ex-Royal Norwegian Air Force airframes. In Portugal, they served in Squadron 201 (formerly Sqn. 50 and later Sqn. 51, before being renamed in 1978) and Squadron 52, both based at Air Base No. 5, Monte Real. In 1961, the Portuguese Air Force deployed some of its F-86Fs to Portuguese Guinea, where they formed Detachment 52, based at Base-Aerodrome No. 2, Bissalanca/Bissau.
Acquired 320 U.S.-built F-86Fs,7 RF-86Fs,18 F-86Ds, The 18 F-86Ds back to U.S. military and US send 6 to Republic of Korea Air Force,8 to Philippine Air Force in 1966.
Acquired 16 U.S.-built F-86Fs in 1958, and three F-86Fs from Norway in 1966; and assigned to No. 7 Squadron RSAF at Dhahran.
Loaned 22 U.S.-built F-86F-30s during the Korean War and saw action with 2 Squadron SAAF.
Acquired 112 U.S.-built F-86Fs and 10 RF-86Fs, beginning 20 June 1955; and assigned to ROKAF 10th Wing. It also served with the ROKAF Black Eagles aerobatic team for annual event from 1959 to 1966. The last F-86s retired in 1990.
Acquired 270 U.S.-built F-86Fs, 1955–1958; designated C.5s and assigned to 5 wings: Ala de Caza 1, 2, 4, 5, and 6. Retired 1972.
Acquired 40 U.S.-built F-86Fs, 1962; assigned to RTAF Squadrons, Nos. 12 (Ls), 13, and 43.
Acquired 15 used U.S.-built F-86F in 1969.
Acquired 107 ex-RCAF Canadair CL-13 Sabre Mk.2 “F-86E(M)„ in 1954, retired 1968.[92] [93]
Received 5 F-86E(M)s from Italy as MAP redeployment 1963, manned by Philippine pilots; F-86F units from Ethiopia and Iran also used in ONUC.
Acquired 30 U.S.-built F-86Fs, October 1955 – December 1960; and assigned to one group, Grupo Aéreo De Caza No. 12, three other squadrons.
Acquired 121 Canadair CL-13s and F-86Es, operating them in several fighter aviation regiments between 1956 and 1971.
According to the FAA there are 50 privately owned and registered F-86s in the US, including Canadair CL-13 Sabres.[94]
See main article: List of surviving North American F-86 Sabres.
Spain