PRODUCTION VERSIONS

This is not an in-depth history on the Sabre but more of a general guide to the Sabre as well as explaining and highlighting the major differences for modelling purposes.

North American

The first Sabres to fly, the  F-86A, had a V-shaped windscreen. The tail plane was of the standard type, i.e. fixed stabilizer with moving elevator. The elevator control motor housing was also smaller than later versions. This version was not operated by the SAAF.   The F-86E, the next major day fighter production version, introduced the all flying tail. There were also internal equipment changes as well as an improved engine fitted. The F-86E was distinguishable from A by a flat windscreen and a larger elevator control  motor housing at the base of the fin. Some references show the SAAF operated this version in Korea, but no photographs substantiate this.   The next version, the F-86F, was an improved E with motor and equipment changes. The major difference between the F-86F and E was that the F introduced two underwing hardpoints in comparison to the single hardpoint of the E. As the Migs operated by the North Koreans had better altitude performance, ways were investigated to improve the Sabre in this regard. This was done by introducing the `6-3' wing which consisted of an increase in the wing cord along the leading edge of six inches at the wing root, decreasing to three inches at the wing tip. The automatic leading edge slats were removed at this point in time. The removal of these slats had a detrimental effect on low speed handling, thus wing fences ware fitted at 70% Span. The `6-3' wing was retrofitted to early production F's and E's as well.   Further investigation showed that the '6-3' wing could be fitted with the leading edge slats, which gave the best of both worlds; good, low speed handling together with good, high speed and altitude performance. Once again this new wing was available as a retrofit.  Further development increased the wingspan, on the Sabres by two feet. This extension is only applicable to USA and Japanese built aircraft. This wing was also retrofitted to some of the earlier F's.   The F-86H Sabre introduced a change of engine. The J47 was replaced with a more powerful J73. This necessitated a larger intake and the intake was deepened by three inches. As the J73 used more fuel, the fuselage was also deepened to increase the fuel capacity. The F-86H was the first dedicated fighter-bomber  version of the Sabre - even capable of carrying a nuclear bomb. The all-weather version was the Sabre Dog and was fitted with a re-designed fuselage with a bulbous nose housing the radar. The F-86D had no fixed armament and was armed with unguided air-to-air missiles in a ventral rocket pod. A simplified version fitted with cannon - was also built. This was designated the F-86K. This version had the D fuselage increased in length by eight inches. The missile carrying capabilities were discontinued in this version. The F-86D underwent the same wing modifications as the dayfighters and all Ds rebuilt were designated F-86L.

Australia

The Australians chose the Sabre, then the best available fighter in the West, for local production. As they wanted the Sabre to remain a frontline fighter into the 70's, they chose to re-engine the Sabre with the AVON engine. This involved major redesign of the fuselage to accommodate it, as the AVON was lighter than the J47. There was also the associated increase in fuselage depth. The work involved was so great that when the next generation aircraft ware acquired and when the decision whether to re-engine or not was reached, it was decided to leave matters as they were and use the original engines.

Canada

During WW2, Canada built many aircraft under license. After the War it was decided to continue  with local production of aircraft. The Sabre was chosen by C anadair as the first jet to be produced locally in Canada. Naturally, there was close co-operation between North American and Canadair.   The first Canadian produced Sabre was to be the Canadair Sabre 1, this was a direct equivalent to the F-86A Sabre. As the F-86A was already being supplanted on the production lines in America by the F-86E, Canadair followed suite. Only a single example of the Sabre 1 was built before the production was terminated. The next version to be built, the Sabre 2, was fully equivalent to the F-86E Sabre. The Sabre 2 was produced in quantity and also wildly used. This version was the only Sabre to be by the RAF and was fitted with the J47 engine.   The next version to be built by Canadair was the Sabre 3 which was equivalent to the F-86E but was intended to be used with the Orenda engine in place of the J47. Unlike the AVON Sabre, no external changes were to take place as size and weight were very similar. There were some internal changes to engine mounting frames because the diameter on the Orenda was slightly larger. Only a single example of the Sabre 3 was built. The Sabre 4 was the next version built by Canadair. This once again, was the equivalent of the F-86E although it was intended to have an Orenda engine fitted.   Production aircraft, however reverted to the J47 engine. There were equipment changes between the Sabre 4 and the Sabre 2 otherwise they were identical. The Sabre 5, was the first full production version by Canadair to be fitted with the Orenda engine, otherwise the Sabre 5 was identical to the F-86F with the non-slated `6-3' wing (wing fences were fitted). This version of the Sabre was used by the Golden  Hawks aerobatics team.   The CL-13B Sabre, the final production version to be built by Canadair, was equivalent to a later production F-86F, i.e. `6-3' wing with leading edge slats, no wing fence and no extension to the wings. The Sabre 6 was fitted with the Orenda, engine of 7,275 lb static thrust. This version of the Sabre was considered to be the best Sabre ever. Canadair also proposed other versions, e.g. area ruled fuselage, none were produced as the basic airframe limitations did not give any significant improvement in performance.

IDENTIFICATIONS OF VARIANTS

WING IDENTIFICATION

Standard wing (non `6-3') has leading edge slats, no wing fences are fitted. The main identification point is to look at the wing leading edge at the root. The standard wing's leading edge is plus/minus three inches behind the ammunition box covers. (Note: this cover was also used as a step). From the photographs of SAAF Sabres in Korea, it appears as if they were all fitted with this wing. The initial `6-3' wing has no leading edge slats but has a wing fence at 70% span. The leading edge passes to the rear of the ammunition box covers by three inches. When the cover is opened a portion of the leading edge opens with it.    The final `6-3' wings had no wing fence but were fitted with leading edge slats. All Canadair Sabres supplied to the SAAF in South Africa were fitted with this wing. Note: the `6-3' wing, with or without leading edge slats, were available as a retrofit kit. This  kit could be fitted to any F-86E or F. It is therefore difficult to identify which sub-variant you are modelling without seeing the data block. The two foot extended wing (normally F-86F   40) was also retrofitted. When modelling Sabres in Korea it is essential to refer to photographs to get the details correct. A good example of this is the Sabres operated by the SAAF. They were F-86F-30's without a `6-3' wing although the F-86- 30 of  Major John Glen had a `6-3' wing. It is safe to assume that SAAF Korean Sabres were the older variants that were being replaced by newer versions in the USAF.

Ready Reference to Differences

NOTE:

• (a,b,c,d)  = these are equivalents of North American produced Sabres. 
  
• 1. This is only applicable to aircraft with the `6-3' wing with fence.
• 2. Fence only fitted to non-slotted wings.
  

• Original article: C. Hugo.
• On wings of eagles - D. Becker
• Aircraft of the SAAF - H. Potgieter
  
• Ad Astra - Various
  
• IPMS SA National Mags - various
• SAAF Posterbook - H. Potgieter Illustrated Encyclopedia of Aircraft
• Airfix Magazine Annual No. 5 October `80 - Vol. 8.
  
• SAAF Sabre and Beyond - G. Ellis