Our plan has been to display the Lunken F-86 much like it is seen
here. The airplane
would sit on special Concrete Supports in the ground in the form of an
upside down T (_I_).
The support would have a U shaped cut-out at top in which the airplane’s
axels would rest keeping the tires just clear of the ground eliminating
the worry of having flat tires on the airplane at times. The
airplane is currently in need of a canopy which we have had no luck
finding to date (2009)
The airplane is currently in need of a canopy which we have had no luck finding to date (2009)
The Lunken F-86 is as it presently exists.
The F-86H models were 53-1229/53-1528 and c/n's were 203-1/203-300 for the series. This one served with the DC Air Guard.
NORTH AMERICAN F-86H SABRE JET
Span: 37 feet 1 inch; Length: 38 feet 8 inches; Height: 15 feet
Swept back 35 degrees covering aluminum alloy tapered skins
General Electric J-73-GE-3 Thrust: 9000 pound class
Four 20 mm guns
Speed: Over 550 knots
The F-86H is the fifth model of the F-86 series, incorporating the increased thrust of the GE J-73-GE-3 engine and providing structural and system improvements.
Special features include hydraulically operated speed brakes and controls, electrically operated flaps, a geared elevator, modified wing with stationary, extended leading edge and self-sufficient starting system. It also has a clamshell type cockpit canopy, a companion feature to the improved ejection-seat mechanism.
The F-86, the
As a day fighter, the airplane saw service in
More than 5,500 Sabre day fighters were built in the
The F-86 on display above was last flown by the 175th Tactical
Fighter Group of the
Wing Span: 35 feet, 11 inches
Length: 37 feet, 6 inches
Height: 14 feet, 8 inches
Weight: 13,791 lbs. loaded
Armament: Six .50-caliber machine guns and eight 5-inch rockets or 2,000 lbs. of bombs
Engine: One General Electric J47 engine with 5,200 lbs. of thrust
Maximum speed: 685 mph
Cruising speed: 540 mph
Range: 1,200 miles
Service Ceiling: 49,000 feet
F-86 Stories found on the Internet
MY F-86H STORY - by David Cronin
I had the privilege of
flying the F-86H for over eight years, and I accumulated over 1,000
hours in the aircraft. I flew with the New York Air National Guard from
1954 to 1961. In 1958, we transitioned from the F-94B to the F-86H. Our
Sabres had M-39 20mm cannons which were aimed using the A-4 gun sight
and APG-30 radar. In 1961, we lost our Sabres and were assigned the
C-119. I then transferred to
In fall 1961, President
Kennedy called our unit to active duty with the United States Air Force.
We transferred to
Our mission to deploy to
Our year in Phalsbourg
had many memorable and exciting flights. Within a 50 mile radius of our
base, 40 fighter units from
Our weapons delivery and
proficiency training was accomplished at Wheelus Air Force Base in
Among our three
squadrons, we lost four aircraft and two pilots during our year
overseas. This speaks very highly of the F-86H as well as the extensive
experience of our flight and ground crews. Our return to the
I had the honor of flying this superb aircraft in all weather conditions. As a flight commander, ACM instructor, maintenance test pilot and instructor pilot, I can honestly say the F-86H was the finest aircraft I flew in my 40 years and over 30,000 flying hours.
FLYING THE DANGEROUS EARLY HARD WING "H"S
By Dick Hefton
The later model F-86Fs came out with a hard wing to make them faster and more controllable at altitude. The pilots who flew them, however, had all kinds of trouble because of no stall warning and higher final approach speeds. Then came the F-86F-40s with their extended wings and leading edge slats which were praised as the final answer. I flew earlier F-86F-25s with slats so I was not aware of the difference. Stu Childs worked the tests at Edwards and swore by the F-40 wing's changes.
In the meantime, the
"H"s were under construction at
As for speed, the early hard wing F-86H was outstanding although I do not know whether the later models with slats were any slower. But I can tell you the early "H"s were killers in the traffic pattern as had been true for the later "F"s with hard wings.
I had a reputation for tight patterns and often had to slip rather drastically to put the bird on the end of the runway. I did a heavy legged slip one day coming back from a chase ride, and my "H" snapped a half-roll and reversed on me before I could catch it. I held off on the power, which was wrong, and it snapped again, this time all the way over to the left, inverted.
At this point I had only one chance, I simultaneously went full stick forward, rolled easily to the right, and went to the firewall with the throttle. Those who flew the "H" knew how instantaneous its power response was. So with this combination, and the fact that I had some altitude, which was the condition that invited the slip attempt in the first place, I nursed my mush out over the Joshua trees and made a new pattern. Fred Gray, who was on mobile, came over the radio with a breaking voice and told me, "Don't ever do that again." That amused me just enough to bring me back to reality. I then made a nice, neat, wide pattern.
I briefed our squadron on the need to treat that baby nicely when so close to the ground at low airspeed and high-load situations. I guess it did not take because I lost a student on a repeat of his T-10 ride on that same runway about two weeks later. We were making separate patterns. When I saw him start his turn onto final, I looked down to check my gear. When I looked back up, he was not were he was supposed to be. I looked further down and he was making the red ball. He had pitched slightly inside my break, which I worried about, but I thought it may have been more my own tentative attitude following my recent brush with the snap. When he was in the midst of a good turn to final, I thought his situation was under control. I was wrong again
1 got out of the Air Force a few months later and went back to school. I came close to getting back into the "H" with the Reserves, but things did not work. I did not get dose to another "H" until the late ':60s when the Massachusetts Air Guard flew their "last of the Sports Models" complete with whitewalls. Theirs, incidentally, had slats.
"THE LAST OF THE SPORTS MODELS"
The F-86H was the only Sabre developed from the start for fighter-bomber duties It was the culmination of the series and the last model developed. There was no F-86I; the F-86J was a modified "A" with a Canadian jet engine; the F-86K and "L" were derivatives of the F-86D; and the F86M were several redesignated Royal Air Force FR-86Fs. Beyond the F-86H lay the F100 Super. Sabre program, the F-86's supersonic sibling.
The F-86H consisted of
two North American models, NA-187 and NA-203, which were built at both
The first order for the
fighter-bomber F-86H Sabre was placed on
Production F-86H-1 and F-86H Sabres were powered by General Electric J73-3& 3A turbojets developing 8,920 pounds of thrust, the most powerful jet engine installed in any Sabre model anywhere in the world. Later "H" Sabres used the J73-GE-3D turbojet which required some airframe changes. Yet despite the increased power, maximum speed at sea level remained 692 miles per hour with a cruise of 552 miles per hour, virtually identical to the F-86F. This was because the F-86H was a bigger airplane than the F-86F To allow for the larger J73 turbojet, the fuselage of the "H" added six inches of vertical depth and was strengthened. The air intake opening was noticeably taller. It was no longer rounded as on earlier Sabre Jets. These changes pushed the Sabre's design to the limit. The F-86H at high altitudes was underpowered for its wing loading, and as a result, the "H" was again reclassified in May 1954 as a tactical support fighter-bomber. Further advancements beyond the F-86H, when considering the F-100 was so close behind by 1954, were not feasible. The earliest F-86Hs delivered to Nellis, Cannon and George Air Force Bases were assembled with "hard" wings which gave very little stall warning and required higher final approach speeds. The wingspan on the F-86H was soon increased to 39 feet, 1 inch by adding extended F-40 wing tips along with leading edge slats for improved low-speed handling, similar to those on late model F-86Fs. The fuselage length was 38 feet, 6 inches, and the height was 14 feet, 1l inches. The "H", at 13,836 pounds (empty), climbed to 12,900 feet in one minute. Servicece ceiling was 50,800 feet, up in the MiG15's territory, but the F-86H arrived too late for service in the Korean War.
The F-86H's range was
519 miles, less than the "D", and internal fuel was reduced to 562
The F86H's wing was
designed with a dual stores capacity with four under wing hard points
for attaching up to four 200
All production F-86H-1 Sabres, serial numbers 52-1975 to 52-2089, had six .50 caliber machine guns. Beginning with the F-86-H-5, which was the 116th F-86H, and all remaining F-86Hs, were four M-39 20mm cannons replacing the machine guns. The M-39 cannon was developed as a cooperative effort between the Ford Motor Company and the United States Air Force. The M-39 used a revolving-drum feed producing a higher firing rate than many .50 caliber machine guns. Each M39 had 150 rounds per gun and was fired electrically at a rate of 1,500 rounds per minute. Spent cartridges were ejected beneath the fuselage through outlets. The last F-86 model was the F-86H-10.
F-8611 Sabres were first sent
to the 312th Fighter-Bomber Wing at Cannon Air Force Base in