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Aviation History
1953
1953 - 0149.PDF
„ ™™ WBfc:SSBi A-:• •»••'''*'*•'! hi | .MSB*"" ( -fdr in 'I3|!p <. -, «««•. , /." "? __I \S*»M«JiL: V:- -'"--4 WMLS* #%/#^ 1 Tag*- ;. ^ 9fW < * Ti^vxirs SSI .™, • \ \ ••••• -£-,• 3 ^t s ^^^^<rj9 B"- U^M ""^ : WU «- • "p f s: ••• 1^ i***^BfeK^f • *»*m 'J * aL* M 38 • iu . jof ^* J^ ***•*?* • H • P» •» i^ #1 J *M* II & Assembly of North American F-86E Sabres in the No. 2 Plant of Canadair, Ltd., which has been leased from the Crown. SABRE . among other things, the speed brake selector switch and the microphone button. The instrument panel is set well forward and although the blind- flying group is not standardized, as is the case with the majority of British aircraft, all dials are easy to see. Not so the armament controls, however, which are on a pedestal below the main panel and are directly in front of the control column. They can be reached only with the safety harness unlocked. The adjustable rudder-pedals, with brakes incorporated, are set in tunnels on either side of the armament pedestal. On the upper extremity of the stick, which is of the pistol-grip type, one finds five buttons, or switches, the lowest of which actuates the nosewheel steering. Above this is the gun trigger, operated by the index finger. On top of the stick is the bomb-release and rocket- firing button, as well as the elevator and aileron trim button, both of which are operated by the thumb. The flight controls of the Sabre, with the exception of the rudder, are completely hydraulically operated. This means that they are irreversible, and therefore cannot flutter at high speeds. As a result it was necessary to install an artificial feel system, and it is therefore obvious that the controls feel exactly the same regardless of air speed. Pilots soon become accustomed to this idiosyncrasy and generally prefer this type of control to any other. With it the normal type of trim tab cannot be used, of course, so the use of trim merely moves the centralization of the "feel system". This is accomplished simply by pressing the trim button in the desired direction with the thumb. The rudder, which is manual, has a normal electric trim tab, is actuated by a spring- loaded switch on the left console. Once started, the Sabre is one of the pleasantest and easiest machines of its class to handle, both on the ground and in the air. Very little power and practically no brake are required in taxying. For take-off the airplane is held on its brakes and the throttle is opened to 8o per cent r.p.m. Upon release of brakes the throttle is advanced to fully-open position and the machine accelerates— rather slowly as compared to a Meteor—to its unsticking speed of about 125 kt. It does not unstick cleanly, but rather wallows into the air with an extremely high angle of attack. However, it picks up speed rapidly after wheels and flaps are raised. Roughly 30 deg of flap is used to take off, as the run would be considerably increased without flap. If held down until its ideal climbing speed, in the region of 400 kt, is reached, the Sabre has a rate of climb of better than 7,000 ft/min. Although this is less than that of some other con temporary fighters, the zoom climb is very impressive. In its element at high speeds this swept-back fighter easily cruises at Mach numbers appreciably higher than those at which a straight-wing machine would become uncontrollable. At 30,000ft and above, a clean F-86 can comfortably reach Mach 0.9 or better at high cruising power. At this height a certain degree of compressibility can be reached in a shallow dive at an indicated Mach reading of 0.96; however, since the pilot has complete elevator control at all speeds, the slight buffeting encountered causes no concern. In a vertical dive, and at near-sonic speed, either wing will tend to drop until if can no longer be corrected by aileron. At this point, if the pilot has sufficient altitude, he may continue the dive until he breaks through the sound barrier, or pull out normally with or without the use of speed brakes. If super sonic speed is reached it becomes noticeable by a decrease in buffeting and better control. However, most pilots will admit that at this point Mother Earth is rushing up at a somewhat disconcert ing speed and one must give full attention to recovering from the dive. As velocity decreases, the buffeting increases and then stops completely at about Mach 0.97. There is no indication in the cockpit of the controversial "boom" which is associated with supersonic flight, although it is known that this sound—very like an explosion—is heard only in the immediate vicinity of the spot at which the aircraft was pointed in its dive. Elevator control with the "all-flying tailplane" is completely normal at all speeds. With this type of control the tailplane moves with the elevator in a ratio of roughly 4:1. For example, when the stick is pulled back the tailplane will change its angle of incidence 12 deg., to a 3 deg movement of the elevator, in a combined motion. The majority of aircraft capable of supersonic flight are equipped with this type of control. The ailerons are extremely sensitive: as an example, it is practic ally impossible to do one maximum-rate roll, for the machine is almost completely round its roll by the time the stick is moved through its full travel. At very low speeds the lateral control is not so sensitive, although it is satisfactory right up to the stall. Naturally, with such ease of control the Sabre is a very fine aerobatic airplane. Rolls require no effort other than use of ailerons. Like all fast aircraft, it must be flown around a loop, starting with a 2j-4g pull. In a loop one notices the artificial feel of the controls more than in any other manoeuvre. In other aircraft one generally eases off on stick pressure on top of a loop, but in the Sabre it is necessary to increase stick pressure at the lower speed on top to give the tailplane a greater angle of incidence. A factor, which gives pilots confidence in the machine and banishes a natural reluctance to get into unusual positions in the Sabre is the ejection seat. It is the type found in many other American aircraft in that it does not have the protecting curtain which is pjalled over the face, as in the Martin-Baker type. The seat is fired by a trigger on the right side of the seat. Another feature thoroughly approved of by the pilots is the anti-g suit^This is nothing more than an inflatable girdle, inflated by air drawn from the compressor. It cuts in at approximately 2gs and increases the pilot's tolerance anywhere from 1 to 2$gs. One of its greatest advantages is that it cuts down fatigue. The suit has an inflatable bladder on the stomach, one on either thigh, and one on either calf, and when wearing it the pilot does not have to tense his muscles when pulling g. Indeed, the benefits of the suit are nullified if one's muscles are bunched up. On rejoining the pattern, speed brakes are generally used to slow down the machine to circuit speed. The pattern and approach are similar to those of most other jet fighters, and the final turn is completed at about 140 kt. It should be brought over the fence at 125 kt and it will touch down smoothly with a very nose-high attitude. The nose can be kept up for deceleration, but, of course, brakes are much more effective if a short run is necessary. The Sabre could be landed in 1,200 yd, but for comfortable operation 2,000 yd are required. Full flap is always used for landing as the float period would otherwise be quite long. All in all, the F-86 Sabre is a very pleasant and easy airplane to fly and fulfils its operational role well. It is admitted, though, that more power is required to increase its effectiveness at high altitudes. 30
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