MY FAVORITE F-86F STORY
by Bob Rawlings
I graduated from pilot training (Class 52-F) in 1952 at Bryan Air Force Base in Texas. I next went to Nellis Air Force Base for fighter gunnery training in the F-86A. What a wonderful experience it was for me as a 22 year old to be flying the most sophisticated fighter aircraft of the time! My most memorable experience at Nellis as a student pilot was flying a mock intercept mission one day and having Jimmy Jabara and Iven Kincheloe (Korean War aces, then Instructors) as our leaders in two four-man flights. We really made the F-86A do every-thing it was capable of, and then more! As I remember it, I was just happy to land in one piece that day!
From Nellis, it was on to Korea in late December 1952. I arrived In Suwon where I found myself attached to the 80th Fighter-Bomber Squadron with the 8th FIghter-Bomber Wing. I remember being initially disappointed as the 80th was the only squadron in Korea still flying F-80s. My disappointment was shortlived however when I found that the 80th was flying many more combat missions than the 35th and 36th Squadrons. They were busy with training missions after having recently converted from F80s to F-86s. Fortunately, I was able to fly 34 combat missions in the old F-80 Shooting Star during the period of January to April 1953. All these missions were air-to-ground, and many were in support of ground operations along the demilitarized zone. Targets were often bridges, rail yards, and tank and artillery implacements. Ordnance included 500 and 1,000 pound bombs, rockets and napalm. My most noteworthy action during this time occurred on April24 when I flew five combat missions in one 24 hour period. It was amazing how well our ground crews could turn our aircraft around for repeated missions. I remember Bob Buhrow and Art Violette were able to fly six combat missions on this day for a record which might still stand!Our F-86Fs arrived on May I for our squadron, and the last F-80s to fly in combat were retired. I flew 58 additional combat missions in the F-86F. What a joy to get back in the F-86! When our 24 brand new F-86Fs arrived, each had logged only ten hours or so of flight time. Just enough trial flight time at North American, then a boat ride to Japan and a flight to Korea! We were like kids with new toys! The '86F proved to be an effective fighter-bomber with the ability to get into and away from a target with much more speed than the F-80. Our element of surprise was a big advantage. The F-8F was also a very stable gun platform. The F-86Fs aerodynamics with full ordnance did not seem inhibited, and the "F" model became a real workhorse for air-to-ground work.
My most memorable mission flying the F-86F came on June 13, 1953. It was my 53rd combat mission, and by now I was a flight leader. Reporting to the flight line that morning, full of confidence and cockiness I guess, I noticed the name "Stone" had been filled In as the Number Four man in my flight. Not knowing anyone in my squadron named Stone. I figured it must be a "new" head. Upon inquiring, I was told that Brigadier General Stone, the base commander, had signed on for the flight that morning! What had been confidence soon turned into nervousness and anxlety. What was a 22 year old doing leading a Genral into combat??! Our target for that day was the railroad marshalling yards in the Wonsan Valley. I had never been there before, and I was told by our intelligence section that it was heavily defended with anti-aircraft batteries. My concern was more with the General's safety than about my ability. At our preflight briefing, General Stone was full of questions, as he had flown infrequently, and seemed rather unsure of himself
. Our flight at 15,000 feet to the target area was uneventful. We were carrying two 500 pound bombs under each wing, and we were prepared to dive in a trail formation and then reform at 10,000 feet for our flight home. While I was busily engaged in identif'ying the target and talking with a T-6 spotter plane, I was amazed at the amount of ack-ack fire randomly put up at us as we circled our target. Characteristically, the first Sabre into a target usually surprises the defenders so that their return fire is often quite a distance behind the divebombing plane. As the second man comes in, the return fire is closer but still behind the plane, and so on until the fourth man comes in. By this time the ack-ack begins to zero in, and it becomes a hairy ride for the fourth plane. So it was again that day. I attracted a tremendous amount of fire as our first man in, but the bursts of smoke were well behind my flight path. As I pulled off the target at about 500 feet and started to climb, zig-zagging all the way, I could see a pattern of intense groundfire. The second and third Sabres were being closely targeted, but they toggled their bombs away and climbed up safely. General Stone seemed to wait a little too long before starting his dive. When he did, he encountered as much ack-ack fire as I have ever seen. I was now up to 4,000 feet, and I remember saying to myself, "Please let him make it. "Fortunately he made it down and off the target safely, and he rejoined our flight for the trip home. The third and fourth planes took some superficial hits In the process. I was immensely relieved. I will never forget the look on the General's face as he expressed his happiness to me with getting back in one piece. I felt great when he sald we had all done a good job.
With 92 combat missions and the end of hostilities In Korea by July 1953, I was allowed R&R; in Japan. I later spent two and a half years as an instructor in F-86s at Nellis. Our job during this post-war era in 1954 and 1955 was to train NATO pilots to fly the F-86F. They then went back to their countries and retrained others.
The F-86F was the fastest jet to fly at the time, and it was also one of the safest and most forgiving. I can honestly say that my time as a young 22 year old flying the F-86F Sabre was the most satisfying period in my life.
THE UTIMATE MiG-KILLER, THE F-86F
The most produced day fighter version of the Sabre let was the F-86F, although the "F" was also ordered to fulfill the fighter-bomber role, a mission at which it excelled in Korea by 1953. A total of 2,540 F-86Fs were built when production ceased in October 1955 and the last deliveries occurred in December 1956. The F-86F Sabres used serial numbers 51-2850 to 51-2943,51-12936 to 51-12976, 51-13070 to 51-13510, 524305 to 52-5530, 53-1072 to 53-1228, 583816 to 554030, 554983 to 55-5117, 56-2773 to 56-2882 and 57-6338 to 57-6457. The F-86F was built at both the Inglewood plant, company suffix "NA", as Models NA-172 and NA-191, and at the Columbus, Ohio plant, company suffix "NH", at the former Curtiss-Wright factory as of December1951, as Models NA-176 and NA-193. This additional assembly location was operated by North American Aviation as the factory in California was at maximum production. The first F-86F-1, 52-2850, flew on March 19, 1952 with J. Pearce at the controls. The first six F-86Fs were delivered on March 27,1952. The first Columbus-built Sabre was also an F-86F, serial number 51-13070, which flew in May 1952. F-86Fs were first ordered on April 11,1952. They arrived in Korea within three months and first equipped the 39th Fighter Squadron of the 51st Fighter Group.
Initial "F" model Sabres were assembled with older model J47 turbojets due to engine shortages, but most were assembled with the upgraded General Electric J47-GE-27 jet engine developing 5,910 pounds of thrust, 12% stronger than the -13 engine. A shortage of -27 engines occurred again later, and 93 Sabres produced durint that delay used the -13 engine from the F-86E. These Sabres were referred to as the F-86E-10 and F-86E-15.The F-86F had rerouted hydraulic lines to minimize damage to both its normal and alternate systems if hit by enemy fire. The "F" also featured a revised cockpit layout. The F-86F's dimensions were similar to the "E", but the "F" at 688 miles per hour was nearly ten miles per hour faster at sea level. Its cruising speed at 513 miles per hour, however, was about 25 miles per hour slower. The time to climb to 30,000 feet in 5.2 minutes was about a minute faster, and the service ceiling, at 48,000 feet, was slightly better. The range was 463 miles. The flyaway cost was $211,111. Internal fuel remained the same, at 435 U.S. gallons, but with the F-86F-5, the maximum fuel increased to 835 U.S. gallons from 675 U.S. gallons on the "E", when the "F" added stronger shackles beneath each wing to handle 200 gallon droptanks instead of the 120 gallon tanks used on the "A" and the "E". These larger droptanks could also be released. This increased tankage added an extra 20 minutes to the F-86F in the combat zone.
Armament of all production F-86Fs remained the same with six .50 caliber M3 machine guns with 1,602 rounds. The "F"s retained mechanical engine control but no autopilot. The "all flying" horizontal tail remained, but it was now armor plated to reduce damage. Also retained were the full power hydraulic irreversible controls and the artificial feel system in the allerons and horizontal tail. The windscreen was flat, and the sliding canopy continued.
The F-86F-2 Sabres were four E-10s and six F-1s fitted with four 20mm T-160 (M39) belt fed cannons. The F-86F-3 were two other F-1s fitted with four 20mm Oerlikon cannons. These modified Sabres were tested by United States Air Force pilots in combat over Korea during "Project Gun Val". When all four cannons were fired at once during testing, however, their exhaust gases sometimes caused compressor stalls in the engine, and the turbojet flamed out. As a result, the cannons were modified to fire only one pair at a time to avoid killing the engine. Six confirmed MiG-15 kills and three probables were made during a 16 week trial period. This system of four cannons later replaced the Sabre's six machine guns in the F-86H which went into service alter the Korean War.
The F-86F-10 and all subsequent "F"s added a new and easier to maintain radar ranging AA gunsight and a new manual pip control bomb-aiming device. The Type A4gyro computing sight automatically computed lead for the guns and assisted in aiming rockets or bombs. As long as the pilot smoothly pursued the target and kept the center dot on the reflector glass behind the windscreen on the target, the sight computation was automatic. The AN/AP-30 radar provided range data to the AA. It automatically locked onto the target and computed its range.
The F-86F-15 contained several internal modifications to the controls. The most significantly changed F-86Fs, however, were the F-25 and F-30 Sabres. The F-86F-25 was introduced with a legendary new wing designed in response to pilot reports that early F-86Fs in Korea could not turn as tightly as the Mig-15 in combat at high Mach numbers and altitudes. F-86s turning with MiG-15s had encountered aerdynamic forces that opened their leading edge slats, which normally opened only at slow speeds.
To correct this problem, North American test pilot George Welch suggested a change in the Sabre's wing during summer 1952 that led to the famous "6-3" wing. Welch recommended removing the slats and extending the F-86's leading edges instead. Three modified F-86E Sabres were tested. By August 1952, the 6-3 wing was perfected. This modification deleted the leading edge slats and added a new solid leading edge with six inches more chord at the root near the fuselage and three inches more length at the wing tip. Finally, a five inch high boundary layer "fence" was added to the wing's upper surface at 70% of the wingspan to direct air flow. These changes resulted in a lowerdrag cieffucuent and added seven miles per hour to the Sabre's top speed to 695 miles per hour. They also improved the maneuverability at high altitude by delaying the onset of buffeting.
The result of these changes was that the F-86F now turned inside the Mig-15 at high altitudes.The F-86's performance improved by 1.5g at Mach 0.92 at 30,000 feet before buffeting developed. The operating altitude also increased to 52,000 feet, maximum Mach reached 1.05 (in a dive), and the rate of climb increased by almost 300 feet per minute. The F-86F then became the unquestioned supreme day fighter in the world, but the trade off for the improved high-speed performance was that the Sabre's stalling speed was increased by 20 miles per hour. This required a faster landing approach (as there were no leading edge slats), and the low speed handling qualities suffered. Higher take off and landing speeds were needed to maintain controllability, but the improvement in combat far outweighed any negative aspects.
Beginning with the 171st F-25 and 200th F-30, all Sabres on the assembly line received the 6-3 wing. North American quickly sent 6-3 wing kits to Korea to retrofit 50 F-86Fs in service. In time, over 50% of all "F"s and some "E"s received the modification. Soon the Sabre pilots turned inside the MiGs in combat at altitude with Sabres that were slightly faster at all altitudes. The only escape for the Mi-15 was to climb above 50,000 feet where the F-86s could not easily reach. The F-86F-30 also introduced an additional wing pylon closer to the fuselage. This allowed the Sabre to carry two 1,000 pound bombs or two 120 U.S. gallon drop tanks plus the usual 200 U.S. gallon drop tanks used on earlier F-86Fs The extra hardpoints permitted the F-86F to function better in its dual role as a fighter-bomber.
Two F-86F-30s, serial numbers 52-5016 and 53-1228, were modified into two seat trainer TF-86F Sabres at the direction of the Tactical Air Command as a potential replacement trainer for the T-33 dual-seat jet trainer. Each TF-86F had its fuselage lengthened to 42 feet, 9 inches. The first TF-86F flew on December 14, 1953. Both were capable of 692 miles per hour with a service ceiling of 50,500 feet. 52-5016 was lost in a crash early in its career, but 53-1228 served at Edwards Air Force Base as a chase plane for seven years. The TF-86F program, however, was cancelled in favor of the later F-100F program.
One F-86F-30, serial number 52-5947, had its .50 calibre machine guns removed and panelled over. A retractable rocket launching panel was added to both sides directly beneath the canopy on the outer fuselage allowing this Sabre to fire unguided rockets. This idea was modified to a lower belly rocket tray and used in the all-weather F-86D Sabres. The F-86F-35 carried a LABS, or Low Altitude Bombing System. This was used to deliver a nuclear weapon while allowing the F-86 to escape the blast. Only a few F-86Fs carried such equipment, which was very complex.
The final "F" model Sabre was the F-86F-40. It was first built for the Japanese Air Self Defense Force. The F-86F-40 iis signifigant in that its outer wing changed again from the F-25. The FAO's wing was lengthened by one foot on each side and returned to using leading edge slats. The longer wing again reduced the stalling speed and allowed slower landing approaches and shorter takeoff distances. The result was an overall improvement over Sabres with the 6-3 wing. The conversion also improved the combat radius and the Sabre's high altitude maneuverability. Because of this, the United States Air Force converted all active duty Sabres to F-40 specifications beginning in March 1955 and added leading edge slats once again, although the Sabre's weight was increased by 200 pounds. The maximum speed also fell to 678 miles per hour at sea level. North American built 280 F-86F=40 Sabres and Mitsubishi in Japan assembled 300 more.
Many F-86F-40 Sabres could carry AIM-9B Sidewinder missiles. The AIM-9B was also known as the GAR-8 missile. It required adding two Aero 3B missile launchers to the F-86 by special pylons bolted under the wing inside the inboard hardpoints. The MM-9B missile was nine feet long, five inches wide in diameter and weighed 155 pounds. It operated on a passive, infrared (IR) homing principle. The missile was aimed by the AA gunsight. The IR seeker head generated a "ready" tone in the pilot's headset, (not unlike a rattlesnake's buzz, hence the name, Sidewinder), telling the pilot the missile had detected the target and was receiving a homing signal. The AIM-9 is still in production today although the models for the 1990s are the AIM-9L through -9R. They now weigh about 190 pounds and have a range of ten miles with a maximum speed of over Mach two. The Sidewinder has been called "the most influential and successful weapon of its type ever built." (Warplane Magazine, August/September 1989).
One F-86F-40, serial number 55-3816, was tested carrying four Century rocket pods beneath each wing. One last F-86F, serial number 52-4608, was equipped with a Rocketdyne AR2-3 rocket motor beneath its fuselage. This added 6,000 pounds more thrust. This Sabre climbed to 30,000 feet in 24 seconds! F-86Fs eventually equipped eight squadrons of the Air Defense Command in addition to those assigned to the Tactical Air Command. The ADC F86Fs were phased out by early 1955, and by the end of the year, TAC was replacing its "F"s with the F-86H. Some F86Fs went to the Air National Guard, but most were reassigned beginning in 1954 under the Mutual Defense Assistance Program to other nations where they flew well into the last quarter of the century. The F-86F was flown in several wars by other nations and fought successfully against the MiG-15, -17, -19 and -21. Several F-86Fs were modified for Korea and flew with cameras as RF4~6Fs with the 67th Tactical Reconnaissance Wing and later with Nationalist China. Some "F"s were later modified into radio controlled target planes and redesignated QF-86F. Some QF-86Fs were flown by the U.S. Army, and several are flown today by the U.S. Navy for missile tests. Of all F-86 models produced, the "F" survives in the greatest numbers today.
A SHORT HISTORY OF FIGHTER- BOMBER
SABRES IN KOREA
In the summer of 1950, South Korea's air power was represented by the Far Fast Air Force (FEAF), which was the U.S. Air Force based in Japan and Okinawa. Fighter-bomber groups were the 8th (Itazuke), 18th (Okinawa), and the 49th (Misawa). With the 35th Fighter-Interceptor Group at Johnson AB (near Tokyo), these were the FEAF fighter units. There were no American aircraft based in Korea.
Communist North Korean troops and tanks crossed the 38th parallel and invaded the Republic of Korea during the early hours of Sunday, June 25, 1950. During the early days of the war, F-80Cs from the 8th Fighter-Bomber Group flew cover for hard pressed friendly ground forces. On June 27, 1950, F80Cs from the 8th counterattacked against North Korean pilots flying Yak fighters escorting IL-10 bombers. Lieutenant Robert H. Dewald downed an IL-10. This was the first kill recorded by an American jet fighter. During July and August, F-5lDs and F-80Cs attacked North Korean armor and supply lines being used against South Korean forces. The Far Fast Air Force soon regained air superiority over South Korea. Both types also flew escort missions for B-29 bombers. By September 1950, the North Korean Peoples Army had been generally destroyed after almost controlling the entire country earlier in the war. In December, Chinese forces entered the war, and a new phase began.The MiG-15 appeared over Korea in November 1950 and threatened American air superiority. The MiG-15 was 100 miles per hour faster than the F-80C and 300 miles per hour faster than the F-51D. "MiG Mley" (near the Yalu River) was soon considered off limits for both the F-51 and the F-80.
F-86As from the 4th Fighter Group were rushed to Korea in November/December 1950 and immediately demonstrated their superiority over the MiG-15. Several 4th Group Sabres flew close air support and armed reconnaissance air-to--ground missions in January 1951. Ordnance consisted of two 5" HVARs (High Velocity Aircraft Rocket) in addition to the normal six .50- calibre machine guns. These were experimental missions that confirmed the Sabre's air-to-ground shortcomings at that time.
In May1952, preparations were made to transfer the 39th Squadron to the 51st Fighter Wing from the 18th Fighter-Bomber Group. During the summer of 1952, the F-86F was introduced into the combat in Korea. The first F-86F Sabres went to the 39th Squadron of the 51st Wing at Suwon. Because the F-86Fwas designed as a fighter bomber, the remaining F-51D and F-80C units prepared to re-equip with the F-86F. This would add two fighter-bomber groups with Sabres, the 8th (F-80C) and the 18th (F-51Ds). The 8th Fighter-Bomber Group was made up of the 35th, 36th and 80th Fighter-Bomber Squadrons. The 18th Fighter-Bomber Group was made up of the 12th and 67th Fighter-Bomber Squadrons, plus the South African Air Force's No.2 Squadron. No. 2 Squadron had flown F-5lDs since the Korean War started, and they were highly experienced.
On December 26, 1952, the 18th Group and No.2 Squadron moved from Chinhae on South Korea's southeast coast near Pusan to the unfinished jet fighter base at Osan, 35 miles south of Suwon, below Seoul.
In early 1953, the 18th Fighter-Bomber Group converted from F-5lDs to F-86Fs. The 12th and No.2 Squadrons received their Sabres on January 12, 1953, while the l8th's other squadron, the 67th, continued flying Mustangs. The 12th received two experienced Sabre pilots from both the 4th and 5lst Groups to assist with training. The 67th Squadron converted on January23. At first, the l8th's pilots learned fighter-interceptor tactics before relearning their previous fighter-bomber duties. On February 25, 1953, the 18th and No. 2 Squadron flew their first Sabre combat with part of the 4th. By March, the 18th was flying only fighter-bomber missions. On March 27, Major James P. Hagerstrom of the 67th became the 28th Sabre ace. His score in Korea came to 8.5 kills plus 6 from World War Two. By March 31st, the 12th Squadron had 25 F-86Fs. The 67th reached its full complement of Sabres by April 17. Jet trained pilots from Nellis Air Force Base soon began replacing the Mustang pilots of the 18th.
The 8th Fighter-Bomber Group from Suwon had an easier transition into F-86Fs than the 18th as the 8th had been flying F80s. The 36th Squadron began F-86 training on February 22, 1953, and the 35th on March 14. The 80th Squadron was the last to fly Shooting Stars. They transitioned on May 1. The 8th flew its first combat on April 7th along the Yalu River. They were flying fighter-bomber missions by May. The 8th was at full Sabre strength by June 4, 1953.
This Is a surnmory of fighter-bomber Sabre activities in Korea as compiled by your editor. You are asked to fill in the blanks. Updates will be published in future issues of Sabre Jet Classics.
"ROBIN, DON'T COME IN ON THIS PASS"
By Neil Fossum
In early 1954, being a Second Lieutenant and flying the F-86F-30 Sabre with the 3596th (Cadillac) Squadron at Nellis Air Force Base was about as close to being born under the right star as one could get! Our squadron was loaded with Korean War veterans and several aces, and we "students" spent much of our time mimicking them and wondering how theywere getting so many holes in the rag target (we later learned how!). And while our civilian buddies were home listening to Nat King Cole sing "Mona Lisa" and "Unforgettable" on the radio, we were at the watering hole learning to sing "Sammy Small" and "Nellie Darling".
Because our instructors were our flight leaders on our training flights, we had many examples of leadership from which to learn. One of our flight leaders in particular was a man I will never forget. He set the standard for leadership I have tried to follow from then on. His name was First Lieutenant Sam Johnson.One day, our flight of four Sabres was to strike a simulated convoy located on the range north of Nellis. We were armed with .50 caliber ammo and smoke bombs. Sam briefed us and said our call sign for that mission would be Robin Flight. He said our first pass would be a bombing run against some tanks in the area, and then we would strafe several trenches. He would also call out the remaining targets in the air for us.
We took off and got clearance into the range. Sam, as Robin Lead, went in first. He was followed by Number Two Sabre, then me, and finally Number Four. Sam pulled off our target and watched me hit (so he said) three of the four tanks. As I pulled up, I saw Sam go in for his strafing run on the trenches. His flight path looked like a Split-S. As he pulled over the top and came down, I did not feel we had enough altitude, and so I took my element up another few hundred feet. We then heard Sam call, "Robin, don 't come in on this pass." It was clear he was pulling all the g's he could handle while trying to clear the desert floor. I responded, "Number Three has enough altitude," and Sam grunted, "Okay." I was pulling as hard as I could also to clear the ground, but I did manage to spray a bunch of .50 calibre bullets for what must have been the world's worst example of shooting. I saw that Sam made it alright, but it must have been close judging by the cloud of dust he created with his jetwash. But we all knew that somehow Sam had found the time to warn us when he thought he himself was not going to make it.
We have all seen many forms of leadership, but this outstanding example has remained with me over the last 38 years. I have not seen Robin Lead in many years, and I know that our chances of ever flying together have probably passed, but if that opportunity would ever arrive again someday, I will be ready to "Play it again, Sam," and by the way, thanks.
Since writing this story, Neil has leamed that Sam Johnson flew the slot position with the Thunderbirds from March 1957 to October 1958. He was also a POW in Vielnam. Today, Sam Johnson is a Congressman from Piano, Texas. Sam Is also a member of our Sabre Society.
TODAY'S SABRES IN THE UNITED KINGDOM
by Duncan Curtis
Duncan Curtis is an aviation writer living in England who has followed F-86 activity "across the pond" for many years. We are pleased to publish his first story about overseas Sabres. Watch for additional segments about F-86s in the United Kingdom and Europe in future issues of Sabre Jet Classics.The United Kingdom now plays host to two Sabres. One is an F-86D that is under restoration and will be discussed in a future story, and the other is a beautifully restored F-86A that will soon return to the sky. In this article, we will review the history of the only F-86A Sabre in Great Britain at the present time.
F-86A 48-178
178 was assembled in Los Angeles and delivered to the United States Air Force on April 18,1949 as the 50th F-86A-5 Sabre. Assigned to 1st Fighter Group at March Air Force Base, California, the aircraft served with either the 27th, 71st or 94th FIS (as yet not ascertained) until March 1951 when it was then assigned to the 56th Fighter Group (61st, 62nd, 63rd FIS) based at Seifridge Air Force Base, Michigan.
This tour was short, however, and by April 1951, 178 was with the 116th FIS, Washington Air National Guard, which had been called to active duty during the Korean War. By August 1951, the aircraft was operating with the 93rd FIS at Kirtland Air Force Base, New Mexico. While many F-86As were sent to Korea 178 missed out on the glory, and along with other aircraft in the 93rd, was tasked with the defense of the Los Alamos nuclear facility. 178 spent over a year and a half with the 93rd, although USAF records become puzzling at this point. They have the aircraft serving with the "469" FIS at McGhee-Tyson Airport, Tennessee. I presume this is a misprint for the "460" FIS, although even then, this squadron did not activate (at McGhee-Tyson, with the F-86D) until March 1954. Can anyone clarify this?
In May 1954, the Sabre was sent to the 196th FBS, California Air National Guard, and flew from Ontario International Airport. It spent over three years with the Guard, and about the time the 196th started receiving the F-86D/L. in August 1957, 178 passed to the Air National Guard Maintenance Squadron at Ontario. In February 1958, the aircraft was dropped from the USAF inventory.
'l'he story may have ended there had it not been for Ben Hall of Seattle, Washington. He discovered 178 discarded in a Fresno scrapyard in 1970. Twelve years of neglect had not been kind to the Sabre. The cockpit had been well stripped and there was no engine. Undaunted, Hall bought 178 and parts from another F-86A, 47-606. He decided on a rebuild to flying condition. Four years and much hard work was involved, and the aircraft, now registered N68388 and painted predominently white, flew from Paine Field, Washington on May 24,1974. The first public display followed at Abbotsford in Canada. Ben Hall, however, gradually found the Sabre to be more and more expensive to operate, and he finally sold the aircraft to John Dilley in Fort Wayne, Indiana during 1989. Prior to this, the aircraft was re-registered N178 in October 1983 and was painted as a Korean War 4th FIW machine, although with incorrectly colored identification stripes.
As we go to press, we are pleased to report that 178 (G-SABR) flew again at 15:10 local time on May 21, 1992. Adrian Gjertsen flew the F-86A up to 6,000, with the gear down at all times, and after one practice approach, landed safely at Bounemouth after a 25 minute flight. The only problem to report was with the radio, which was about the only modern part on the Sabre! Congratulations to all members of the Golden Apple Trust's team.