The long-range, high-altitude escort fighter, development of the P-51 Mustang, the Twin Mustang was formed by two fuselages joined by the wing and the horizontal stabilizer. The P-82 was a separate new design, not just a mating of P-51s, as commonly assumed. It was also the last prop-driven fighter to be ordered into production by USAF.
Two XP-82 (NA-120) prototypes were built (44-83886/83887) in 1945 powered by Packard-Merlin V-1650-23/25 with opposite rotating props. First flying at XP-82A on 15 April 1945.
With a pilot in each fuselage, it reduced the problem of pilot fatigue on ultra-long-range missions.
North American XP-82A 44-83888
One XP-82A (NA-120), 44-838881945, was built with Allison V-1710-119 engines.
The P-82B (NA-123) of 1945 was the initial production version. Twenty were built, 44-65160-65179.
North American P-82B
North American P-82C 44-65169
The NA-123 P-82C and -82D of 1946 were night fighter conversions of P-82Bs with a centre-section APS-4 radar pod.
North American P-82E 46-258
100 (46-255/354) of the P-82E / NA-144 escort fighter were built in 1946.
North American P-82F 46-415
The P-82F (NA-149) and G models carried a radar operator in the right cockpit instead of a co-pilot. 100 P-82F (46-405/495) night fighter were built in 1946. 45 P-82G / NA-150 (46-355/383, -389-404) all-weather night fighter with tracking radar were built in 1946, powered by Allison V-1710-143.
An F-82G was credited with downing the first enemy aircraft in the Korean War (p: Lt William Hudson), on 27 June 1950.
F-82G
The P-82H of 1947 were Alaskan winterized conversions. Five were built from F-82F [46-384/388] and nine from F-82G [46-496/504].
North American P-82H 46-377
Re-designated F-82 in June 1948.
Although a few initial models had Merlin engines, the great majority were Allison powered and saw service in Korea.
P-82B. One of 20 initial production variants out of 500 ordered. Serialled 44-65162, restored as N12102
272 were built, the final delivery, an F-82G, in April 1949.
XP-82 / NA-120 Engines: 2 x Packard-Merlin V-1650-23/25 Props: Contra-rotating No built: 2 [44-83886/83887]
XP-82A / NA-120 1945 Engines: Allison V-1710-119 1 built 44-83888
F-82 Engine: 2 x Allison V-1710-143/145, 2300 hp Wingspan: 51 ft 3 in / 15.61 m Height: 13 ft 10 in / 4.2 m Armament: 6 x .50 mg Bombload: 2 x 4000 lb
P-82B / NA-123
P-82C / NA-123 1946 Night fighter conversions of P-82B with centre-section APS-4 radar pod. 1 built 44-65169
P-82D / NA-123 1946 Night fighter conversions of P-82B with centre-section APS-4 radar pod. 1 built 44-65170
P-82E / NA-144 1946 Escort fighter 100 built 46-255-354 Length: 39 ft 1 in / 11.88 m Height: 13 ft 10 in / 4.2 m Empty weight: 14,350 lb / 6509 kg Max loaded weight: 24,864 lb / 11,276 kg Max speed: 465 mph / 750 kph Range: 2504 mi Armament: 6 x .50 mg Bombload: 2 x 4000 lb
P-82F / NA-149 1946 Night fighter 100 built 46-405/495
P-82G / NA-150 Engine: 2 x Allison V-1710-143/145, 1600hp / 1193kW Wingspan: 15.62 m / 51 ft 3 in Length: 12.93 m / 42 ft 5 in Height: 4.22 m / 13 ft 10 in Wing area: 37.90 sq.m / 407.95 sq ft Max take-off weight: 11608 kg / 25591 lb Empty weight: 7256 kg / 15997 lb Useful load: 9594 lb Max. speed: 401 kt / 742 km/h / 461 mph Cruise speed: 285-300 mph Ceiling: 11855 m / 38900 ft Range w/max.fuel: 3605 km / 2240 miles Armament: 6 x 12.7mm machine-guns, 4x 454kg of bombs Crew: 2 45 built (46-355/383, -389-404)
Early in 1940 J.H.Kindelberger, president of North American Aviation, and J.L.Atwood, executive vice-president of the company, were called into conference with the British Purchasing Commission in New York. The British requested they build the Curtiss P-40. Kindelberger suggested they could build a better airplane, and faster. The ‘go ahead’ was given.
Kindelberger and Atwood conferred with Ray H. Rice, then chief engineer; Edgar Schmued, design engineer; E.J.Horkey, aerodynamicist, and others. The first conferences started on 5 April 1940 with Ken Bowen serving as project engineer. Others soon became involved.
Rice ordered a low-drag, high-lift wing. Horkey had what was then considered a radical idea on airfoils and went to work with his assistants.
The prototype was not built from production drawings but design layouts, so fast was the work done. It was ready to fly and awaiting the installation of its 1150 hp Allison engine just 100 days from the time the first drawings were made.
A month before the first flight, design for production was started. In September, Bowen was assigned the job of production engineer, assisted by George Gehrkens.
With certain unorthodox designs involving compound curves, flush shin joints for absolute smoothness, the job of tooling up for thousands of planes fabricated by unskilled workers became a problem.
As no production drawings had been made it became necessary for more than 100 men to devote themselves to this job. Each part had to be considered for re-design or simplification to make it adaptable to mass production methods. Those used in production of T-6 and B-25 were brought in. In all, 2990 design drawings were made. Others were used in making flight tests and wind tunnel tests.
Lieut.Gen. James Dolittle would call in and try out the experimental model. Immediately the throttle was moved closer to the pilot’s seat to make operation easier for short arms.
North American NA-73X NX19998
North American had designed and built the NA-73X prototype in 102 days. Late delivery of the Allison V-1710 engine delayed the first flight for another 20 days.
First flying on 26 October 1940, piloted by Vance Breese. Flights of the prototype revealed the need for many changes. Wind tunnel tests conducted by Horkey at California Institute of Technology revealed the need for more changes. For instance, flight tests showed that the air scoop intake had to be lowered to increase and alter air flow. Wind tunnel tests revealed to need to raise the carburettor air intake. A combination of tests showed that 50 pounds could be whittled off the flaps without any loss in aerodynamic efficiency. Flight test disclosed that a change in windshield design was in order.
NAA hired Vance Breeze to make the first three test flights. Then NAA test pilot Paul Balfour took over. He selected and empty fuel tank, resulting in a forced landing.
NA-73X prototype
Nine months after design for production was started the first production airplane rolled off the line. The X-73 had been built in accordance with United States Army specifications but without Army supervision, as the contract was with the British.
The first production NA-73 RAF Mustang I flew on 1 May 1941 and was delivered to the British in October 1941. The fifth and tenth off the production line went to the United States Army (41-038/039 for testing and experimentation. The next 150 were known as P-51’s.
Fitted with the same Allison V-1710 engine as the P 40, the Mustang proved to be a useful close support fighter and tactical reconnaissance aircraft. The aeroplane was soon ordered by the British and Americans as the Mustang and P-51 respectively.
North American XP-51 41-039
In June 1942 engineering on the A-36 began. It was equipped with dive brakes, bomb racks and six .50 calibre machine guns. It was found that it could dive and climb almost vertically, powered by a 1350 hp Allison. The A-36 order was the first from the United States Army. The first was tested in September 1942 and production was completed by March 1943.
A-36 NX-4E owner/pilot Woody Edmundson, 1947 3rd in Kendall Trophy Race at 372.392mph Destroyed in non-fatal crash during Thompson Trophy Race
Two Mustangs sank an Italian cruiser and another sank an Italian transport which had been one of the world’s greatest luxury liners.
In 1941 one hundred and forty eight P-51 NA-91 (41-37320-37351, 41-37353-37420, 41-37422-374690 were built, of which 2 became test beds for Packard V-1650 as XP-51B (XP-78), and of which many early models became A-36A, plus 650 NA-73/NA-83 for RAF as Mustang I/IA (many were converted in England to Rolls-Royce Merlin).
North American Mustang I
The design showed promise and AAF purchases of Allison-powered Mustangs began in 1941 primarily for photo recon and ground support use due to its limited high-altitude performance. A total of 310 P 51As were built. The 1942 P-51-1 armed recon adaptation with four wing cannon and two K-24 cameras was briefly designated F-6A at first, the unique final designation signified a batch of 57 withdrawn from an RAF Mustang I contract for USAAF duty. Fifty P 51As were allocated to the RAF as Mustang Mk IIs, while 35 were converted to F 6B tactical reconnaissance planes. Top speed was 390 mph.
P-51A
The initial P-51 and P-51A variants proved only moderately successful but in 1942, tests of P-51s using the British Rolls-Royce “Merlin” engine revealed much improved speed and service ceiling.
After some Allisom-powered P-51A were built, the Rolls-Royce Merlin, developing 1650 hp and equipped with two-stage, two-speed supercharger with a critical altitude of better than 30,000 ft, was in production and available to North American. The P-51B emerged with the Merlin and a four-blade propeller, the conversion first flying on 13 October 1942. It went into production in the late spring of 1943 with the first production aircraft flying in December 1942. The P-51B carried four .50 calibre machine guns and bomb racks. Dive brakes were eliminated. The radiator installation was redesigned and bubble canopy fitted. The plane was strengthened to carry the larger engine. New ailerons gave improved performance. The plane was cleaned up from spinner to rudder.
Wind tunnel model tests new tail fairing
Changes were being made daily, even while the planes flowed from the final assembly. Improved manufacturing methods resulted in each unit being produced with only 3300 man-hours.
P-51B
The first P-51B’s were delivered to a combat group early in November 1943. Seventeen days later, on 1 December, they conducted their first operation over enemy territory. Early in January, the group knocked down 18 German combat planes without a single loss, which was a record. A week later, the group accounted for 15 aircraft without loss. They netted a total of 103 German aircraft 83 days after starting operations, beating the Thunderbolt record of 100 planes in 85 days.
The P-51C was built in the newly constructed North American factory in Dallas, Texas, and was essentially the same as the P-51B.
In 1943 a bubble canopy was adopted for the P¬51D, which became the main version of the famous fighter and entered combat over Europe in March 1944.
The aircraft is stressed for aerobatics and is capable of most all maneuvers with the exception of sustained inverted flight, snap rolls, outside loops, and inverted spins.
There are a number of variables regarding engines. The basic engine is the Packard built V-1650-7. The V-1650-9 was also used and is interchangeable. This V-12 engine is designed with 2 removable Cylinder bank assemblies of 6 cylinders each. These are referred to as head and banks. There are a number of engines that have been fitted with the” Transport Heads.” “Transport Heads” refer to British built assemblies that were used on a commercial aircraft engine and were designed for long life.
The basic V-1650-7 engine lower end will have a TBO in civil use of about 600 hours. The V-1650-7 heads and banks will probably require some rework at about 300 hours. The transport heads will normally last to TBO and beyond.
The P-51D holds 184 US gallons. The military used drop tanks of a maximum capacity of 110 gallons each and had a 85 gallon rear fuselage tank. Most civil operators do not use drop tanks and have a rear jump seat in place of the fuselage tank. With a normal cruise fuel burn of 65 GPH, this gives a 2 2 hour endurance with a small reserve.
A steerable type system uses an interconnect from the rudder pedals to the tailwheel steering system. This allows the pilot to steer the aircraft by use of the rudder pedals. Full forward stick movement unlocks this system. When unlocked the tailwheel becomes full swivel and steering is accomplished by differential braking.
The aircraft uses a low-pressure 1000 psi hydraulic system. The pressure is controlled and maintained by a regulator. The pilot simply operates the flaps or the gear and it works automatically. The wheel brakes are non-boosted, hydraulically actuated from individual master cylinders. The aircraft use standard MIL-5060 (red) fluid.
The aircraft has a 24 Volt D.C. system with a 100-amp generator. Some aircraft have an alternator installed. Normal aircraft have no AC electrical devices installed. A standard battery is used to provide starting and back up power. The aircraft does not require a ground power cart for normal use.
The definitive P-51D variant amounted to 7,966 of the 15,469 Mustangs. Unit cost in 1945 $50,985.
Four P-51D of the 8th Army Air Force’s 361st Fighter
The only AD on the P-51 is 81-13-01. The AD calls for inspection of the Hamilton Standard prop for corrosion. This AD starts out with an 18 month inspection interval and the interval lengthens to 60 months as the prop builds a history.
The RNZAF received 30 P-51Ds as NZ2401 to NZ2430 in late 1945 of what would have been 370 replacements for Corsairs. War’s end led to the cancellation of the remainder. The RNZAF operated P-51D until 1957.
Providing high-altitude escort to B-17s and B-24s, they scored heavily over German interceptors and by war’s end, P-51s had destroyed 4,950 enemy aircraft in the air, more than any other fighter in Europe.
Mustangs served in nearly every combat zone, including the Pacific where they escorted B-29s to Japan from Iwo Jima. Between 1941-5, the AAF ordered 14,855 Mustangs (including A-36A dive bomber and F-6 photo recon versions), of which 7,956 were P-51Ds.
On 4 October 1944 the US 8th Air Force Headquarters announced that for several days the German Luftwaffe had been using allied Mosquito and Mustang aircraft furnished with German national emblems. On 3 October 1944 a Mosquito flown by Germans was shot down near Aachen. Aerial combats had taken place over Holland between allied and German Mustang fighters. These machines in German hands were aircraft which had been forced to land behind German lines.
A-36 Apache
The final delivery, a P-51H, was made in November 1945. A total of 15386 aircraft were built including 500 A-36As and 120 P-51Ds assembled in Australia (CAC CA-17). 620 were exported to the RAF for a total to the USAAF/USAF of 14,365.
During the Korean War, P-51Ds were used primarily for close support of ground forces until withdrawn from combat in 1953.
The U.S. Military and the Royal Canadian Air Force made the largest surplus release of these aircraft in the late 50’s and early 60’s. A number of aircraft previously served with the forces of over seas countries. The aircraft sold as surplus in 1958 for prices ranging from $800-1500. The Mustang is probably the most recognized fighter of World War II and has proven to be a popular and widely used civilian Warbird.
Many people refer to the “Cavalier” Mustang as the ultimate conversion for civilian use. This conversion was performed by Trans Florida Aviation of Sarasota in the mid 60’s to the early 70’s. While this conversion was very nice at that time, most restorations done in the last 10-15 years are of superior quality. The Executive Mustang, or Cavalier, rebuild and conversion involved plush, soundproofed cockpit, IFR electronics, baggage compartments in former gun bays, 402-gal fuel tanks, and zero-time majored 1500hp Packard-Merlin V-1650-7 engine.
Successor to Trans-Florida Aviation, acquired during 1960s type certificate for North American F-51 Mustang, producing tandem two-seat business/sport conversions of F-51D as Cavalier 2000 series, and building new single-seat F-51Ds for the USAF counterinsurgency Military Assistance Program. Prototype of Mustang II, two-seat COIN patrol/attack version equipped with heavier armament, flew December 1967; prototype Turbo Mustang III (with Rolls-Royce Dart) in 1969. Second prototype flew in April 1971, equipped with Lycoming T55 engine, by which time the program had been sold to the Piper Aircraft Corporation, but then the company was dissolved.
Priced at $32,500 less radio 19 were reportedly under way by the end of 1959 (44-11558=N6175C, -72844=N5076K, -73027, -73260=N5075K, -73411=N550D, -73584=N51Q, -73656=N5073K, -73843=N351D, -74427, -74441, -74453, -74458/74459, -74469=N7723C, -74831, -74854, -84658=N7724C, 45-11381=N5471V, -11489=N5421V).
Executive Mustang / Cavalier variants: Cavalier 750 1959 No tip tanks.
Cavalier 1200 1960 As 750 with two additional 45-gal internal wing tanks.
Cavalier 1500 1960 As 750, with two additional 63-gal internal wing tanks.
Cavalier 2000 1967 110-gal tip tanks.
Cavalier 2500 As 2000, with two additional 63-gal internal wing tanks.
Cavalier Mustang II 1967 F-51D modified for counter-insurgency duties 1760hp RR Merlin 620. 2 built.
Turbo Mustang III 1968 or 1971 Prototypical COIN design for production by Piper Co as PA-48 Enforcer.
The TF-51D was originally built by TEMCO aircraft and incorporated a full rear cockpit with Dual Controls. In the last several years this conversion has been produced by a California company and is very popular. It added about $250,000 to the price of a Mustang.
Bob Hoover’s P-51 Mustang had the wings rebuilt with thicker aluminium skins so that they would be strong enough to handle the extra weight of fuel.
XP-51B Number built/Converted 2 Imp. P-51; was XP-78
P-51B-NA Number built/Converted 1988 Prod. model; Blks 1-15; Inglewood
P-51C-NT Number built/Converted 1750 Dallas Plant; Blks 1-11
P-51D-NA Number built/Converted 6502 Bubble Canopy; Blks 1-30
P-51D-NT Number built/Converted 1454 Blks 5-30; 6 .50-cal. mgs.
TP-51D-NT Number built/Converted 10 2-place trainer variant
P-51E Number built/Converted 0 Model not assigned
XP-51F Number built/Converted 3 Exp. lt. weight test model
XP-51G Number built/Converted 2 Mod. XP-51F w/ new eng.
P-51H-NA Number built/Converted 555 Prod. model; Blks 1-10
XP-51J Number built/Converted 2 Mod. XP-51F w/ new eng.
P-51K-NT Number built/Converted 1337 Imp. -D; Aeroprop; Blks 1-15
P-51L-NA Number built/Converted 0 Imp. -H w/ new eng.
P-51M-NT Number built/Converted 1 Imp. -H w/ new eng.
Specifications –
NA-73X Engine: Allison V-1710, 1100 hp Wingspan: 37’0″ Length: 32’2″ Useful load: 2250 lb Max speed: 387 mph Cruise speed: 307 mph Stall: 120 mph Range: 350 mi Seats: 1
XP-51 / NA-73 Engine: Allison V-1710-39, 1100hp Wing span: 37’0″ Length: 32’3″ Useful load: 1687 lb Max speed: 382 mph Cruise speed: 300 mph Range: 625 mi Ceiling: 30,800 ft
P-51 Engine: Allison V-1710-F3R, 1150 or -81, 1125 hp Wingspan: 37 ft 0.5 in / 11.29 m Length: 32 ft 2.5 in / 9.81 m Height: 12 ft 2 in / 3.72 m Empty weight: 6300 lb / 2858 kg Max loaded weight: 8600 lb / 3901 kg Max speed: 390 mph / 628 kph ROC: 2600 fpm / 792 m/min Service ceiling: 30,000 ft / 9144 m Range: 450 mi Armament: 4 x .20mm Hispano
P-51A / Mustang Mk.II P-51A Engine: Allison V-1710-F3R, 1150 or -81, 1125 hp Wingspan: 37 ft 0.5 in / 11.29 m Length: 32 ft 2.5 in / 9.81 m Height: 12 ft 2 in / 3.72 m Empty weight: 6300 lb / 2858 kg Max loaded weight: 8600 lb / 3901 kg Max speed: 394 mph @ 15,000 ft. ROC: 2600 fpm / 792 m/min Service ceiling: 30,000 ft / 9144 m Range: 450 mi Armament: 4 x .50 mg
P-51B Engine: Packard Merlin V-1650-9, 1520 hp Wingspan: 37 ft 0.5 in / 11.29 m Length: 32 ft 2.5 in / 9.81 m Height: 13 ft 8 in / 4.1 m Empty weight: 6300 lb / 2858 kg Max loaded weight: 8600 lb / 3901 kg Max speed: 390 mph / 628 kph ROC: 2600 fpm / 792 m/min Service ceiling: 30,000 ft / 9144 m Range: 450 mi Max range: 1300 mph Armament: 4 x .50 in Browning mg Bomb load: 2 x 1000 lb
P-51C Engine: Packard Merlin V-1650-9, 1520 hp Wingspan: 37 ft 0.5 in / 11.29 m Length: 32 ft 2.5 in / 9.81 m Height: 13 ft 8 in / 4.1 m Empty weight: 6300 lb / 2858 kg Max loaded weight: 8600 lb / 3901 kg Max speed: 390 mph / 628 kph ROC: 2600 fpm / 792 m/min Service ceiling: 30,000 ft / 9144 m Range: 450 mi Max range: 2700 miles Armament: 4 x .50 in Browning mg Armament: 6 x .50 Browning MG53-2 270 or 400 rds each Bombload: 2 x 1000 lb / 454 kg
P-51D Engine: Packard Merlin V-1650-7 or V-1650-9, 1450 hp / 1,695 hp Propeller: Hamilton Standard 4-Blade 24D50, 134″ Span: 37 ft 0.25 in / 11.89 m Length: 32 ft 3.25 in / 9.85 m Height: 13 ft 8 in / 4.16 m Wing area: 21.65 sq.m / 233.04 sq ft Frontal Area: 13.4 sq.ft. Max take-off weight: 5488 kg / 12099 lb Normal Gross Weight: 9450 lb Empty weight: 3232 kg / 7125 lb Wing Loading: 49.2 lbs/sq.ft. Power Loading: 7.78 lbs/hp Drop tank maximum capacity: 2 x 110 USG Rear fuselage tank capacity : 85 USG Maximum speed: 703 km/h / 437 mph at 25,000 ft Speed @ Sea Level: 326 kts (375 mph, 603 kph) Normal cruise: 240 kt at 65 USgph at 8000 ft Cruise Speed @ 75% Power: 250 kts (300 mph, 483 kph) Range normal: 950 sm, Range max: 1710 sm Service Ceiling: 12770 m / 41,900 ft. Rate of Climb @ gross: 2800 ft/min Climb to 30,000 ft / 9,145 m: 13 minutes 0 seconds Vx (best angle of climb): 87 kts Vy (best rate of climb): 148 kts Va (design maneuvering): 226 kts Vfe (max flaps extended): 143 kts Vle (max landing gear extended): 148 kts Vne (never exceed): 439 kts Vsl (stall, clean): 92 kts Vso (stall, in landing config.): 88 kts Best Glide: 152 kts Armament: Six .50-cal. machine guns / 2,000 lb external Design Limit Load Factor: +8g / -4g @ 8000 lbs / +5.5g / -2.5g @ 11600 lbs. Crew: 1 Cost: $54,000
P-51H P-51H Engine: Packard Merlin V-1650-9, 2218 hp Height: 13 ft 8 in / 4.1 m Wingspan: 37 ft 0.5 in / 11.29 m Length: 33 ft 4 in Max speed: 487 mph @ 25,000 ft Armament: 6 x .50 Browning MG53-2 270 or 400 rds each Bombload: 2 x 1000 lb / 454 kg
P-51J Engine: Allison 119/F32, 1700 hp @ 20,700 ft Max speed: 492 mph @ 27,400 ft.
F-6A Engine: Allison V-1710-F3R, 1150 or -81, 1125 hp Wingspan: 37 ft 0.5 in / 11.29 m Length: 32 ft 2.5 in / 9.81 m Height: 12 ft 2 in / 3.72 m
Designed by Edgar Schmued and Roy Liming, the NAvion embodied many design features of the parent P-51 Mustang, including the famed laminar-flow wing. It was priced at $7,750 which had risen to $8,990 in 1948. A large four seat all metal tourer with sliding canopy produced from 1947 to 1957.
The first 1109 were built by North American, including 47 to the USAF as L-17A (NA-154). With a market slump and increased production costs (planned selling price of $6,000 was a bit unrealistic in the face of a construction cost nearly $18,000), rights were sold in 1948 to Ryan Co, who used a lower-case “A” in the plane’s name. Ryan Aircraft who built about a thousand more.
The first 1109 were built by North American, including 47 to the USAF as L-17A (NA-154). With a market slump and increased production costs (planned selling price of $6,000 was a bit unrealistic in the face of a construction cost nearly $18,000), rights were sold in 1948 to Ryan Co, who used a lower-case “A” in the plane’s name. Ryan Aircraft who built about a thousand more.
In 1948 the original 1946 model was upgraded from 185 hp to 205 hp. The Navion B of 1951 introduced 260 hp, and the 240 and 250-hp Continentals came out in 1958 and 1959 respectively.
Original L-17A was military version of civil NAvion (47-1297-1379) built by North American. When Ryan took over production, 158 more were ordered by U.S.A.F. as L-17B’s. L-17C is L-17A modified by Ryan. Forty-seven L-17A went to National Guard units. All are 4-seat liaison aircraft powered by a 205 h,p. Continental O-470-3 engine. The US,A.F. transferred 170 L-17s to the Civil Air Patrol during 1954. Some were converted to QL-17 target drones.
Ryan produced more than 1000 Navion 205 during 1948-50.
The 1960 Rangemaster G-1 was a five-seat version of North American/Ryan Navion (N514H) first flying on 10 June 1960.
Navion Rangemaster N2420T
One of the later manufacturers introduced the Rangemaster model which had conventional doors and was produced from 1962 to 1970.
Ryan L-17 Navion
Navion Aircraft Co was founded in 1965 by the American Navion Society to provide spares and support for owners of Ryan/North American Navion lightplanes. All rights to the aircraft were acquired and a developed version, the five-seat Navion Rangemaster H, was produced before the company was liquidated and taken over by the Navion Rangemaster Aircraft Company.
In 1972 Navion Rangemaster Aircraft Co purchased the assets of the bankrupt Navion Aircraft Company, including jigs, machine tools, and spare parts to support Ryan/North American Navion lightplanes. In 1973 production of the Navion Rangemaster restarted, the first aircraft flying late the following year. Consolidated Holding Incorporated acquired control of the company in 1975 and announced plans to manufacture the Rangemaster H at the rate of one per week.
Navion Rangemaster
The Navion Rangemaster has been in and out of production in the past, and its 1977 revival has at times seemed surrounded more by promises than production. Where the factory formerly sold Rangemasters direct, all selling will now be done by Two Jacks, of Olive Branch, Mississippi. Two Jacks has, in fact, obligated itself to accept 100 Navion Rangernasters, to be built during 1976-78.
In the summer of 1944, North American Aviation completed the project design for a jet fighter using a wing based on that of the P 51 but with a completely new fuselage with a straight through jet duct from a nose inlet. Two designs were prepared, the second being a longer and heavier aircraft for the USAAF (this was later delayed and finally emerged as the XP 86, the first of the sweptwing Sabre family). The original proposal became the NA 134, ordered by the US Navy as the three XFJ-1 prototypes with the name Fury on January 1, 1945. The Navy became aware of German swept-wing data in the summer of 1945 but, unlike the USAAF, decided not to incorporate it in the new jet fighter.
A US Navy contract for the building of three XFJ-1 prototypes was awarded on 1 January 1945. Designed around the General Electric J35 axial flow turbojet, NAA chose a simple configuration with a nose intake and straight through airflow to the engine in the rear fuselage. This necessitated putting the cockpit above the intake ducting and resulted in a short and stumpy looking fuselage. The armament of six 12.7mm machine guns was installed on the sides of the nose. Fuel was housed in the fuselage and in tip tanks on production aircraft.
Like the same company’s XB 45 four jet bomber, the XFJ 1 was little more than jet propulsion applied to an advanced traditional airframe, with a laminar wing similar in profile to the P 51. The first flight was made at Inglewood on November 27, 1946, the engine being the 1733 kg (3820 lb) thrust General Electric J35 2 (TGA80) axial. By this time Inglewood was building 100 production FJ 1 Furies, with the Allison J3-A 5 2, virtually the same engine but rerated at 1814 kg (4000 lb) thrust, and with full carrier equipment and six 0.3 in (12.7 mm) guns. Features included small dive brakes above and below the non¬-folding wings, tip tanks, a primitive ejection seat and a ‘kneeling’ nose gear for stacking in a tight nose to tail line below decks. Desig¬nated NA 141, this batch was cut to 30 in 1948. Deliveries of these aircraft began in March 1948 with Allison-built engines and served only with VF 5A, soon restyled VF 51, between November 1947 and May 1949. In 1948 VF-5A (later VF-51) became the first jet unit to complete a seagoing tour of duty, aboard USS Boxer, the first carrier landing having been on March 10, 1948.
The Fury was quickly overtaken by the rapid pace of jet fighter development and remained in front line USN service for only 14 months before being relegated to Naval Reserve units. VF-5A / VF-51 was only operational squadron to fly the aircraft.
FJ-1 Fury 1948
One of the prototype FJ-1s achieved a speed of Mach 0.87 in 1947 when, the fastest by any US fighter to that point.
FJ-2
Though the original Fury was no better than several other fighters of the day, the Air Force clearly had made a major advance with the F 86 Sabre, and despite the Cutlass, Skyray and even the later McDonnell Demon the Navy decided to order a naval version of the Sabre in 1950. Confusingly, it decided to designate this FJ 2, instead of F2J, and to perpetuate the name Fury, thereby funds easier to obtain by suggesting that the type was a mere improved FJ 1 instead of a totally new aircraft. The first of the new NA 179 / XFJ-2 Fury prototypes flew on December 27, 1951 (piloted by Bob Hoover). It was essentially an F 86E with four 20 mm (0.79¬in) M 2 guns, an A frame arrester hook, catapult hooks and a lengthened nose leg, the General Electric J47 13 engine remaining.
With successful conclusion of initial carrier qualification trials aboard the USS Midway, this type was ordered into quantity production. Deliveries began in 1954, but only 200 had been completed by 1954 when production switched to the FJ-3.
North American FJ-3 Fury
Carrier qualification was outstanding, and the Columbus, Ohio, factory (previously a Curtiss Wright facility) constructed 300 of the much refined FJ 2 production type, with 2722 kg (6000 1b) thrust J47 2 engine, modified power folding wings, wider track landing gear and APG 30 radar gunsight. Production was assigned lower priority than the F 86F, and when the Korean war ended orders were cut to 200; all were delivered in the first nine months of 1954. All served with shore based Marine fighter squadrons, with bomb racks and, from 1955, the new Sidewinder AAM.
On 3 March 1952, the design of a new Fury shipboard fighter began around the newly-available Sapphire engine, built by Wright and Buick as the J65 2 at 3538 kg (7800 1b) thrust, fed by an enlarged duct which made the fuselage deeper. Assigned the designation FJ-3, the new fighter differed from the FJ-2 primarily in having a redesigned fuselage with a deeper air intake to accommodate the Wright J65 engine, as the US-built version of the Sapphire was known. The fifth FJ-2 was adapted to take the new engine as the NA 196 XFJ-3 and flew on 3 July 1953, and the first of 389 production FJ-3 (NA 194), powered by a J65-W-4 engine rated at 7,650 lb st (3 470 kgp) and carrying an armament of four 20-mm cannon, followed on 11 December 1953. De¬liveries to the US Navy began in September 1954, and, in the following year, the wing slats were discarded in favour of extended leading edges, while, with the 345th aircraft, additional wing stores stations were introduced for 500- or 1,000-lb (227- or 454-kg) bombs or rocket packs. The navy later added 214 NA 215 models with the W 4D engine, but cut this back to an extra 149 only, for a total of 538. In August 1956, as the 538th and last FJ-3 was delivered, a new weapon capability was introduced in the form of the Sidewinder AAM. 80 aircraft subsequently being modified as EJ-3Ms which augmented cannon armament with a pair of the AAMs.
FJ-3 Fury
This fighter/bomber equipped 17 navy and four marine squadrons, and VF 21 in January 1956 became the first combat unit to embark aboard the super carrier Forrestal. (The first FJ 3 unit at sea was VF 173, aboard Bennington, in May 1955.)
From August 1956 a total of 80 FJ 3s were converted to fire Sidewinders as the FJ 3M, while later others were rebuilt as drone targets and as drone (RPY) directors. The FJ¬3D controlled the Regulus 1 ship launched cruise missile, while the FJ 3D2 was parent aircraft to F9F 6K and KDA target aircraft. By 1959 surviving FJ 3s were being rebuilt with a long chord wing, without slats, with integral wing fuel tanks and either three or four weapon pylons. In 1962 the new designations became DF 1C, DF 1D and MF 1C.
In 1953 Columbus, which from the start had a competent and aggressive design and project staff, proposed a completely re-egineered Fury with much enhanced capability. This was soon accepted, and a rebuilt FJ 3 styled NA 208 and with the Navy designation XFJ-4, flew on October 16, 1953. Hardly any part was common to earlier Furies. The wing was much broader and thinner, with mid span ailerons and full integ-ral tankage, inboard high lift flaps and small fences on a fixed leading edge. The sweep was 35 degrees. The very deep reprofiled fuselage combined with the wing to increase internal fuel capacity by M, and with the four underwing pylons all loaded the gross weight was increased by the same proportion compared with the original FJ 2. The tail was thinner, and the vertical surface taller, and much of the engineering was that of the F 100C then in production at the Ohio factory. Main gears had levered suspension and further widened track, and the result was a superior carrier based attack aircraft.
Production FJ 4 (NA 209) Furys flowed from February 1955, the engine being the 3493 kg (7700 1b) thrust J65 16A. The first batch of 150, completed in March 1957, were followed by 222 FJ 4B (71 followed by 151 improved NA 244) which finally closed out production of Sabres and Furys in the United States in May 1958. The FJ 4B had a stiffer wing with six pylons, LABS (Low Altitude Bombing System) for nuclear toss¬-delivery, extra air brakes on the rear fuselage and other changes. It was entirely configured as an attack bomber, and cleared to fire the ASM N 7 Bullpup air to surface guided missile in January 1957.
North American FJ-4B Fury
Five Bullpups could be carried, with the radio command guidance pod on the sixth pylon. In the revised Department of Defense numbering scheme the FJ 4 became the F 1E, and the FJ4B the AF 1E. The AF equipped nine navy and three marine corps attack squadrons, before being progressively transferred to the reserve in 1962 65. A little-¬known research programme involved mixed-power trials using two FJ 4 Furys with North American hydrogen peroxide rockets mounted in a fuselage extension above the normal jetpipe, and with nose extensions housing instrumentation.
Introduced to service in 1957, the FJ-4B was finally retired from the front-line inventory in late 1962 although it continued to fly with second-line squadrons and Reserve units for several more years, the post-1962 designations being F-1C (FJ-3), MF-1C (FJ-3M), F-1E (FJ-4) and AF-1E (FJ-4B). Lesser-used variants were the FJ-3D and FJ-3D2 (DF-1C and DF-1D) drone-director conversions.
FJ-1 Fury Engine: one 4.000-lb (1,814-kg) thrust Allison J35-A-2 turbojet Maximum speed 547 mph (800 km/h) at 9000 ft (2,745 m) Initial climb rate 3,300 ft (1,006 m) per minute Service ceiling 32,000 ft (9,755 m) Range w/max.fuel 1500 miles (2,414 km) Empty weight 8,843 lb (4,011 kg) Maximum take-off weight 15,600 lb (7,076 kg) Wing span 38 ft 2 in (11.63 m) without tip tanks Length 34 ft 5 in (10.49 m) Height 14 ft 10 in (4.52 m) Wing area 221.0 sq ft (20.53 sq.m) Armament: six 0.5-in (12.7-mm) machine guns Crew: 1
FJ-2 Fury Engine: GE J47
FJ-3 Fury Engine: 1 x Wright J-65-W-16A, 3470kW Max speed at sea level, 681 mph (1 096 km/h) Max speed at 35,000 ft (10 670 m) 623 mph (1 002 km/h) Initial climb, 8.450 ft/min (42,93 m/see) Range (clean), 990 mls (1 593 km) Empty weight, 12,205 lb (5536 kg) Loaded weight (clean), 17,189 1b(7 797kg) Span, 37 ft 1 ½ in(11,31 m) Length, 37ft7in(11.45m) Height, l3ft 8 in(4,16 m) Wing area, 302.3 sq ft (28,08 sq.m)
FJ-4 Engine: 1 x Wright J-65-W-16A, 3470kW Max take-off weight: 9131 kg / 20131 lb Empty weight: 5 992 kg Wingspan: 11.91 m / 39 ft 1 in Length: 11.07 m / 36 ft 4 in Height: 4.24 m / 13 ft 11 in Wing area: 31.46 sq.m / 338.63 sq ft Max. speed: 1094 km/h Range: 2390 km / 1485 miles Armament: 4 x 20mm cannon Crew: 1
FJ-4 Engine: 1 x Wright J-65-W-16A, 7700 lb Wingspan: 11.91 m / 39 ft 1 in Length: 37 ft 6 in Height: 12 ft 8 in Wing area: 31.46 sq.m / 338.63 sq ft Max take-off weight: 9131 kg / 20131 lb Empty weight: 5 992 kg Fuel capacity external: 583 Imp.Gal. Max. speed: 687 mph at SL Max ROC: 7500 fpm Range: 2390 km / 1485 miles Max range: 2700 mi Armament: 4 x 20mm cannon Crew: 1 Wheel track: 11 ft 7 in Wheelbase: 16 ft 9.5 in Underwing hard points: 6
FJ-4B/AF 1E Fury Powerplant: one 3493-kg (7,700-lb) thrust Wright J65-W-16A turbojet Maximum speed 1094 km/h (680 mph) at sea level Service ceiling 14265 m (46800 ft) Range 4458 km (2,770 miles) with maximum external fuel. Empty weight 6250 kg (13,778 lb) Maximum take-off weight 12701 kg (28,000 lb) Wing span 11.91 m(39 ft 1 in) Length 11.07 m(36 ft 4 in) Height 4.24 m (13ft 11 in) Wing area 3l.46 sq.m (338.66 sq ft) Armament: four 20-mm cannon External ordnance 2722 kg (6,000 lb)
A derivative of the Super Sabre and originally designated the YF-100B, the North American F-107, or company NA-212, was an all-weather fighter-bomber version of the F-100 powered by a 10660kg thrust Pratt & Whitney YJ75-P-9 turbojet.
North American YF-107A 55-5120
A large dorsal arrangement with bifurcated VAID (Variable Area Inlet Duct) inlets inlet was above and behind the cockpit, so positioned to create space in the nose for radar. The F-107 was equipped with a sidestick flight control system.
North American YF-107A 55-5119
Design work began in June 1953 and a year later the USAF ordered nine aircraft (55-5118 to 55-5126), although only three were actually completed (55-5118 to 55-5120). In 1955, the F-107 lost out to the Republic F-105 in a paper competition even though it had not yet flown and its competitor did not, then, have all-weather capability. Thus, the future of the F-107 was already clouded on 10 September 1956 when Robert Baker made the first flight at Edwards AFB, California, in the first of three service-test YF-107As.
The YF-107A was relatively trouble free but despite good performance, the three YF-107As were soon relegated to permanent test status. Features of the aircraft warranting further evaluation included a flush centre-line fuel tank mounted in the indented fuselage bottom, spoilers on the wing surface instead of ailerons, and a one-piece all-moving rudder, later adopted on the A-5 Vigilante attack bomber.
The first YF-107A eventually found itself in a scrap heap, the second is now on display at the Air Force Museum in Dayton, Ohio, and the third was lost in a crash landing while on loan to NACA. F-107 (Tail number 55-5118) was on display at Pima Air and Space Museum in Tucson.
YF-107A Engine: 1 x Pratt & Whitney J-75-P-9, 24,500-lb (11,115-kg) Max take-off weight: 22204 kg / 48952 lb Empty weight: 16852 kg / 37152 lb Wingspan: 11.2 m / 36 ft 9 in Length: 18.5 m / 60 ft 8 in Height: 6.0 m / 19 ft 8 in Wing area: 39.7 sq.m / 427.33 sq ft Max speed: 2200 km/h / 1367 mph Cruise speed: 700 mph Range: 1900 km / 1181 miles Ceiling: 50,000 ft Armament: 4 x 20mm cannons, 4540kg of weapons Seats: 1
The North American F-86C developed into the YF-93A and eventually became the third design in the penetration fighter competition with the McDonnell XF-88 and Lockheed XF-90. The YF-93A was a bigger, and bulkier than the Sabre. The nose inlet of the F-86 design was replaced with side-mounted inlets and the fuselage was widened to house a 12835kg thrust Pratt & Whitney turbojet. The result was a larger, heavier machine with longer range and greater load-carrying capacity than the Sabre.
On 9 June 1948, the USAF ordered 118 F-93s, but the order was cancelled a year later. The YF-93A lost its second chance to attain production status when it emerged a poor third in the penetration fighter contest which, as it turned out, did not result in any production contract anyway.
The first of the two YF-93As, also known as the company NA-157, was first flown on 24 January 1950. The two machines underwent various modifications during evaluation, including changes in the shape of their lateral air inlets.
After the USAF was no longer a potential buyer, the two airframes were turned over to the National Advisory Committee for Aeronautics (NACA), where they were employed in various tests until eventually being retired and scrapped.
YF-93A Engine: 12835kg thrust Pratt & Whitney turbojet Max take-off weight: 12025 kg / 26511 lb Empty weight: 16360 kg / 36068 lb Wingspan: 11.81 m / 38 ft 9 in Length: 13.44 m / 44 ft 1 in Height: 4.78 m / 15 ft 8 in Wing area: 28.43 sq.m / 306.02 sq ft Max. speed: 1140 km/h / 708 mph Ceiling: 14265 m / 46800 ft
To meet a US Army Air Force requirement for a day fighter that could be used also as an escort fighter or dive-bomber, North American submitted a design known as the NA-140.
Two XP-86 prototypes of the NA-140 design were contracted in late 1944, but when German research data on the characteristics of swept wings became available soon after the end of the war, North American sought USAAF agreement to redesign the XP-86 to incorporate swept wings and tail surfaces. This cost a year’s delay, and it was not until 1 October 1947 that the first prototype was flown with flying surfaces swept at 35 degrees, then powered by a Chevrolet-built General Electric TG-180 (or J35-C-3) turbojet of 1701kg thrust; on 25 April 1948, by then re-engined with a General Electric J47 turbojet as the YP-86A, this aircraft exceeded a speed of Mach 1 in a shallow dive.
The first production version was the P-86A, powered initially by a 2200kg thrust General Electric J47-GE-1 turbojet and flown first on 20 May 1948. A month later USAF redesignation resulted in the P-86A becoming the F-86A and in 1949, by which time it had gained the name Sabre. The new fighter began to enter service with the USAF’s 1st, 4th and 81st Fighter Groups, the 94th Squadron of the 1st Fighter Group receiving the first in February 1949.
On 5 September 1948 at Cleveland, Ohio, an F-86 made an attempt on the world absolute speed record. As a result of faulty timing this flight, estimated to have averaged 669 mph, cannot be claimed as an official record.
F-86A 5 September 1948
F-86A production totalled 554, the majority having 2359kg thrust J47-GE-3, -7, -9, or -13 turbo-jets.
Just six months after it was assigned to duty, the F-86 set a world speed record of 670.9 mph. Later the Sabre beat its own record, upping the bar to 715 mph.
The F-86B (deeper fuselage and larger tyres) and F-86C (redesigned fuselage) did not enter production. The F-86C developed into the YF-93A.
The most extensively built was the F-86D (2,054), a redesigned all-weather/night fighter with a nose radome for all weather fighter duties and rocket armament instead of machine guns. The F-95 designation was assigned initially to the radar-equipped, all-weather interceptor version of the North American F-86 Sabre. The first two YF-95A airframes (50-577/ 578) were hastily assembled in 1949 with the nose configuration but not the radar of production aircraft. The two YF-95As also lacked the missile armament and afterburner of the production machine, being equipped instead with an extremely crude external reheat device at the exhaust for the 2460kg thrust General Electric J47-GE-17 turbojet engine. By the time the first of these machines had been completed and made its first flight on 22 December 1949 with company test pilot Joseph Lynch at the controls, it had been redesignated F-86D.
F-86D / YF-95 Dog Sabre
The F-86D, -K, and -L had a 35 degree sweepback wing with leading edge slats (slots I the F-86L) and trailing edge flaps. The F-86D and -L had a retractable pack of twenty-four 2.75in air-to-air rockets in the bottom of their forward fuselage, the -K having four 20mm cannon.
Subsequent production included the 1950 F-86E (NA-170, -172) with an all-moving tailplane and power-boost controls, and the F-86F (1,539) with a new wing and J47-GE-27 engine. 336 F-86E were built, plus 60 built by Canadair as Sabre Mk.III/IV.
The F-86F was the last day fighter version to be produced by North American and served with many, including Argentina, Nationalist China, Ethiopia, South Korea, Pakistan, Peru, Philippines, Portugal, Saudi Arabia, Spain, Thailand, and Venezuela. Mitsubishi assembled 300 F-86F in Japan for the Japanese Air Self-Defence Force.
The F-86F had the 35 degrees sweptback wings, with tailplane and elevators linked for co-ordinated movements. Fuel tanks are in the fuselage and two or four underwing jettison able tanks were available.
F-86E 51-2721
The sole 1951 F-86G was a provisional designation for an engine test-bed with a modified J47. Production of 406 were completed as F-86D.
The F-86F, QF-86F, RF-86F, and TF-86F (NA-172, -176, -191, -193, -202, -204, -206, -210, -227, -231, -238, -256) of 1952 had new leading edge and boundary layer fences, and six nose guns. First flying on 19 March 1952 (p: George Smith). 2,540 were built, of which one was converted as RF-86F photo-recon and two as two-seat TF-86F (NA-204, -216) trainer (first flying on 5 January 1954). Many were later used as QF-86F targets and drones. The NA-231, 238, and -256 were 300 exports to Japan.
RF-86F 52-4808
TF-86F 52-5016
Destined to be the final production version of the Sabre (477) for the USAF, the F-86H featured a deeper fuselage to accommodate the larger air intake required by an 8,920 lb st (4 046 kgp) General Electric J73-GE-3 engine and permitting a substantial increase in internal fuel capacity. The first F-86H was flown on 30 April 1953 piloted by Joe Lynch, this retaining the slatted wing of the F-86E. Two prototypes were built, 52-1975 and 52-1976. Subsequent aircraft omitted the slats and adopted the extended wing leading edge introduced during F-86F production the final 10 aircraft having both slats and extended wing. Intended for the fighter-bomber role, the F-86H had four underwing stores stations, and could carry a pair of 1,000-lb (463,6-kg) GP bombs or 750-lb (340-kg) napalm bombs in addition to drop tanks, or a 1,200-lb (544-kg) 100-kT nuclear store under the port wing.
F-86H 53-1298
First flying on 4 September 1953, deliveries of the F-86H (NA-187, -203) to the USAF commenced in January 1954, the first 113 having an armament of six 05-in (12,7-mm) machine guns which gave place to four 20-mm cannon in subsequent aircraft, and a total of 473 (plus two pre-series) F-86H Sabres was built with the last being accepted on 11 April 1956.
The F-86K (120) was a simplified version of the F-86D. Evolved from the F-86D specifically for supply to NATO forces under the MDAP, the F-86K differed from its predecessor primarily in having a simpler fire control system and cannon armament which could be supplemented by a pair of AIM-9B Sidewinder AAMs, and was 8’; longer. Development began on 14 May 1953, two F-86D-40s being modified as YF-86K(NA-205) prototypes (52-3630, -3804) and the first of these flying on 15 July 1954. These were subsequently sent to Italy to serve as pattern aircraft for similar aircraft assembled under licence by Fiat. The parent company built 120 F-86Ks, deliveries commencing in May 1955, these being powered by a 147-GE-17B engine rated at 5,425 lb st (2460 kgp) and boosted to 7,500 lb st (3402 kgp) with afterburning, built in armament comprising four 20-mm cannon.
North American F-86K 54-1231
Of the NAA-built F-86Ks (NA-213, -221, -232, -242), 60 were supplied to Norway and 59 to the Netherlands. The first Fiat-assembled F-86K was flown on 23 May 1955, a total of 221 (from North American-built kits of components) being delivered of which 63 were supplied to the Italian air arm, 60 to France, 88 to Germany, six to the Netherlands and four to Norway. The last 45 Fiat-assembled aircraft had the extended wing of the F-86F-40, others being retroactively modified. The Dutch F-86Ks were passed on to Turkey in 1963-64, and, in 1967-68, 47 ex-German aircraft were passed to Venezuela, four of the latter being sold to Honduras in 1969.
In total, 341 were built, plus those license-built by Fiat in Italy, with four 20mm nose cannon.
Production from North American-built kits of components began in Japan, with Mitsubishi leading a group of Japanese companies which first assembled, then increasingly constructed, a total of 300 similar to the F-86F and RF-86F.
The designation F-86L was applied in 1956 to rebuilds (981) from F-86Ds, which introduced a 2’ increased span wing, leading edge slats and electronic equipment integrating them into the American SAGE air defence system.
North American F-86L 52-10143
In 1952 North American installed a 6000lb Avro-Canada Orenda in one F-86A-5 pulled from their own production line as an experimental prototype F-86J (NA-167).
Canadair built a single Sabre Mk.I, based on the original F-86A was followed by 60 F-86Es for the USAF refitted with GE J47, followed by 290 generally similar Sabre Mk 2 fighters, comprising 230 for the RCAF and 60 for the Mutual Defense Assistance Program. These were similar to the F-86E and were fitted with imported J-47-GE-13 engines, rated at 5200 lb.
Canadian production continued with 438 Sabre Mk 4 for the RAF with General Electric engines. Many Mk.2s were brought up to Mk.4 standard.
With the selection in 1948 by the RCAF of the F-86A Sabre as its next-generation fighter it was envisaged from the outset that the indigenous Orenda engine would replace the J47. In the event, this intention was to be frustrated by delays in power plant availability, and it was not until 30 July 1953 that a pre-¬series aircraft was flown with the Canadian engine as the CL-13A Sabre 5.
Almost three years prior to this event, North American had re-engined an F-86A-5 with an Orenda 3 as the F-86A/O, this having flown in October 1950, and the 100th F-86E licence-built airframe completed by Canadair had been similarly powered as the CL- 13 Sabre 3 (alias F-86J) and flown on 4 June 1952.
The Canadair SabreMk.3 was a North American-built F-86E converted for the Avro Orenda engine.
This gave considerably improved performance so the RCAF ordered 470 Sabre Mk.5s based on the F-86F and powered by a 6355 lb Orenda 10.
Twenty-four Canadair Sabre 5 were ordered by Israel and some were completed before the order was cancelled.
Israeli Sabre 5
Powered by a 6,355 lb st (2 883 kgp) Avro Orenda 10 turbojet, the Sabre 5 retained the armament of six 05-in (12,7-mm) machine guns and had the slatless extended wing leading edge introduced by the F-86F. A total of 370 Sabre 5s was built, of which 75 were presented to the Federal German Luftwaffe, before production deliveries commenced of what was to prove the definitive Canadair-built model, the CL-13B Sabre 6 first flown on 2 November 1954. This differed essentially from the Sabre 5 in having the two-stage Orenda 14 of 7,275 lb st (3 300 kgp) and initial aircraft had a similar wing to that of the Sabre 5, but later Sabre 6s reinstated wing slats. Of the 655 Sabre 6s built, six were supplied to Colombia, 34 to South Africa and 225 to Federal Germany.
The CL-13C was a Sabre 5 with an area ruled fuselage and the CL-13E was a Sabre 6 fitted with an afterburner.
JA+111 Canadair CL-13B Sabre Mk.6 1625
The Sabre 6 served the RCAF from 1950-68. The Sabre 6 with its extra power and slatted wings served in many air forces around the world into the 1970’s, though it stood down in Canada in 1968.
Canadair CL-13 Sabre 6
The Commonwealth Aircraft Corporation in Australia also became involved in Sabre production, modifying the F-86F airframe for two 30mm Adens and the 3402kg thrust Rolls-Royce Avon 26 engine. The more powerful engine involved extensive redesign of the fuselage, including a larger intake.
The prototype, first flying on 3 August 1953, and the first 22 production Avon-Sabres had imported Avon RA.7 turbojets and retained the Sabre’s leading-edge slats. These were designated Mk.30, first flying on 13 July 1954.
CA-27 Avon-Sabre
They were followed by 20 Sabre Mk 31s with Commonwealth-built Avon 20 and with the slats replaced by extended wing leading-edges.
Subsequently 69 Sabre Mk32 fighters with Australian-built engines were produced.
The wings had a 35 degree sweepback and the tailplane had 10 degrees dihedral. Slotted trailing-edge flaps and tricycle undercarriage were fitted. The main wheels retract inward into the fuselage and the nosewheel retracts rearward. Airbrakes are on each side of the rear fuselage. Fuel tanks are in the fuselage.
Commonwealth Aircraft Corporation Sabre Mk.32
The RAAF received its aircraft 1956, based at Williamstown, NSW.
More than 9,000 Sabres were built; 1,815 of them in Canada.
The German Luftwaffe purchased 225 Sabres from Canadair and in addition received 75 under MDAP arrangements.
This fighter was the prime contender against the North Korean MiG-15, typically flown by Russian and Chinese pilots. The tally at the end of the war was telling, both about American technology and pilot skills. By the end of hostilities, it had shot down 729 MiGs, loosing only 76 Sabres—a victory ration of 10:1. During the Korean War, approximately 22 Canadian pilots were attached to the USAF (United States Air Force) and flew Sabres in combat.
The Royal Thai Air Force received 45 F-86F-30/40 Sabres. Designated ‘Fighter Type 17’, they served from 1961 to 1973.
A radical development of the F-86 Sabre was the FJ Fury naval fighter.
Bob Hoover tested an F-86D that had the horizontal tail located at the bottom of the fuselage. This was a testbed for the future F-100, which would feature a similar configuration. One of the design characteristics of the test bed was that the dive brakes were located on the top of the fuselage instead of the lower section. When the brakes were extended, the plane pitched down and not up as would be the case with the conventional F-86s.
F-86A Sabre Engine: 1 x General Electric J47-GE-3, -7, -9, or -13 Span: 37ft 1in Length: 37ft 6in Height: 14ft 9in Empty Weight: 10,854lbs Max Take-off Weight: 15,800lbs Max Speed: 679mph at sea level Cruising Speed: 533mph Service Ceiling: 48,000ft Range: 660miles Time to 40,000ft: 10.4 mins Fuel Capacity is 436 gallons internal – external two 100 gallon drop tanks
F-86A/O An F-86A-5 re-engined to serve as the prototype of the Canadair CL-13 Sabre
F-86D Engine: General Electric J47-GE-33, 7650 lb with re-heat Wingspan: 11.30 m / 37 ft 1 in Length: 12.29 m / 40 ft 4 in Height: 4.57 m / 15 ft 0 in Wing area: 287.9 sq ft Max take-off weight: 20,550 lb Empty weight: 11,905 lb Max. speed: 1138 km/h / 707 mph Ceiling: 16640 m / 54600 ft Max ROC: 15,600 fpm Range: 1344 km / 835 miles Armament: 24 x 69.9mm missiles Crew: 1
F-86F Engine: 1 x General Electric J47-GE-27, 5970 lb / 26.3 kN Wing span: 39 ft 1 in (11.91 m) Wing area: 287.9 sq.ft Length: 37 ft 6 in (11.43 m) Height: 14 ft 8 in (4.47m) Empty weight: 10,950 lb Max TO wt: 20.195 lb Wheel track: 8 ft 3 in Max level speed: 655 mph at SL Cruise speed: 603 mph Service Ceiling: 49,600 ft / 15,100 m Range: 1270 mi Ceiling: 50,000 ft Armament: 6 x 0.5in mg Bombload: 2 x 1000 lb bombs
YF-86H Engine: GE YJ73, 9300 lb Wingspan: 39’1″ Length: 38’8″ Useful load: 8016 lb Max speed: 692 mph Range: 1040 mi Ceiling: 49,000 ft
F-86H Engine: G.E.C. J73, 8920 lb Max speed at sea level, 692 mph (1114 km/h) Max speed at 35,000 ft (10 670 m) 617 mph (993 km/h) Initial climb, 12,900 ft/min (65,53 m/sec) Range (two 200-US gal/757-lt drop tanks), 1,040 mls (1674 km) Empty weight, 13,836 lb (6 276 kg) Loaded weight (with two drop tanks), 21,852 lb (9912kg) Span, 39ft 1½ in(l1,92m) Length, 38ft l0in(11,84 m) Wing area, 313.37 sq ft (29,11 sq.m)
F-86K Engine: General Electric J47-GE-17B, 7450 lb with re-heat Span, 37 ft 1.5 in (11,31 m) Length. 40 ft 11 1/8 in (12,47 m) Height, 15 ft0 in (4.57 m) Wing area. 287.9 sq ft (26,7 5 sq.m) Empty weight. 13,367 lb (6063 kg) Loaded weight (clean), 18,379 lb (8337kg) Max speed at sea level, 692 mph (1114km/h) Max speed at 40,000 ft (12 190 m), 612 mph (985 km/h) Initial climb, 12.000 ft/min (60,96 m/sec) Range (with two 120-US gal/454-lt drop tanks), 744 mls (1197 km)
F-86L Engine: General Electric J47-GE-33, 7650 lb with re-heat Wingspan: 39’1″ Length: 40’3″
Canadair Sabre Mk.I
Canadair Sabre Mk.2 Engine: GE J47-GE-13, 5200 lb
Canadair Sabre Mk.3 Engine: Avro Orenda
Canadair Sabre Mk.4 Engine: GE J47-GE-27, 5800 lb
Canadair Sabre Mk.5 Engine: Orenda 10, 6500 lb
Canadair F-86 Sabre 6 Engine: Avro Canada Orenda 14 turbojet, 7275 lb Dimensions as for F-86A Wing Span: 37 ft 11.5 in Empty weight; 10,618 lb / 4816 kg Loaded weight (clean): 14,613 lb / 6628 kg MTOW: 17,560 lb / 7965 kg Engine: Orenenda 14, 7275 lb / 3300 kg Max speed at sea level, 710 mph (1143 km/h) Max speed at 36,000 ft (10 975 m) 620 mph (998 km/h) Range: 363 miles / 584 km Ferry range: 1486 miles / 2391 km Service ceiling: 54,700 ft / 16,460 m Initial climb, 11,800 ft/ min (59,94m/sec) Rate of Climb: 35,000 ft / 10,670m in 4 min 42 sec Armament: 6 x 0.50in (12.7mm) mg , 1602 rounds total (267 rounds per gun)
CA-27 Avon-Sabre Engine: Commonwealth Rolls-Royce Avon 26, 7500 lb.s.t Wingspan: 37 ft 1 in Wing area: 312 sq.ft Length: 37 ft 6 in Height: 14 ft 5 in Wheel track: 8 ft 4 in Empty weight: 12,000 lb MTOW: 17,300 lb Max speed: 700 mph at SL Max ROC: 12,000 fpm Service ceiling: 50,000 ft Max range: 1150 mi Armament: 2 x 30mm Aden cannon Bombload: 2 x 1000 lb
The first heavy attack type to see service from aircraft-carriers of the US Navy, the North American AJ Savage was developed (as the North American NA-146) using two Pratt & Whitney radial engines, augmented by a tail-mounted Allison J33 turbojet. In practice the type saw only limited use in the strategic bombing role for which it had been designed, being replaced from the mid 1950s onwards by the Douglas A3D Skywarrior, but several were subsequently modified to serve as inflight-refuelling tankers with a hose-and-reel unit in place of the turbojet.
In order to meet the specification’s demands a large aircraft was required, this in turn dictating the need far an unusual composite powerplants configuration – a pair of Pratt & Whitney R-2800 Double Wasp radials as the primary engines augmented by an auxiliary Allison J33 turbojet in the lower rear fuselage.
This third engine was intended to provide a high speed ‘dash’ capability during the attack phase of the aircraft’s operation and for extra boost on takeoff when required. Other features included shoulder mounted folding wings, tricycle undercarriage, wing tip fuel tanks and (on the first models) dihedral tail planes.
An initial contract for three prototype XAJ-l (NA-146) aircraft was awarded to North American in late June 1946, and construction of these got under way almost immediately although more than two years were to elapse before the Savage took to the air for the first time on 3 July 1948. In its original guise the Savage was manned by a crew of three and was intended to carry a 4536-kg (10,000-lb) weapon load in an internal bomb bay in the aircraft’s belly. The three prototypes (121460 to 121462), were fitted with a flat horizontal tail.
North American AJ-1
These were followed by 55 initial production AJ-1s (NA-156, -160, and -169, 122590 to 122601, 124157 to 124186, and 124850 to 124864), the first one flying on 10 May 1949. The horizontal tail with dihedral. Production-configured aircraft began to enter service with Composite Squadron VC-5 in mid-September 1949, but it was not until the end of August 1950 that this unit was considered operationally ready, this marking the climax of several months of sea-borne trials aboard the USS Coral Sea. The AJ-1 was re-designated A-2A in 1962. The first carrier landings were performed aboard USS Constellation in August 1950. The first variant to see service with the US Navy was the AJ-l, of which 40 were built, and these were followed by 55 examples of the AJ-2 (NA-163and NA-184, 130405 to 130421, and 134035 to 134072) which featured slightly more powerful radial engines as well as increased fuel capacity, a slightly longer fuselage and a taller fin and rudder to improve handling qualities. The AJ-2 first flew on 19 February 1953 and was re-designated A-2B in 1962.
North American AJ-2 Civil borate bomber N101Z
This photo is AJ-2 130418, probably taken in 1971, possibly at Bridgeport CT. It is wearing markings applied by Avco Lycoming while used an engine test-bed, registered N68667. Following its naval use, it was used as a fire bomber in Oregon, registered N101Z, before going to new owners. In 1984 it was flown to the Naval Air Museum at Pensacola and is now on display in USN markings.
Preceding the AJ-2 bomber was the photo-reconnaissance AJ-2P (NA-175 and NA -183, first flight 30 March 1952) equipped with 18 cameras for day and night photography at high and low altitudes, photo-flash bombs in the weapons bay, automatic control of most of the cameras, the associated electronics equipment in a modified nose and additional fuel capacity. Four US Navy combat squadrons were still operating the AJ-2 in 1958 and these received AJ-2Ps.
A total of 30 AJ-2Ps was built, 128043 to 128051, 129185 to 129195, 130422 to 130425, and 134073 to 134075, this being the last model to see squadron service, not being retired from the active inventory until the beginning of 1960. The AJ-2P has distinctive radar “thimble” nose and zero-dihedral stabilizer.
AJ-2P Savage
A number of AJ-1s and AJ-2s were converted to flight refuelling tankers with a hose-and-reel unit installed in the weapons bay. The few Savages still in service in September 1962 when all USAF and USN aircraft designations were combined into the existing Air Force system were redesignated A-2A (AJ-1) and A-2B (AJ-2).
AJ Air Tankers of Van Nuys CA converted two as fire fighters after removing the J-33 in the tail, showing one in action with no big prop spinners and a firefighting scheme with a big #88 about 1988.
In 1948 North American began work on the NA-163 turboprop-powered derivative of the AJ-1 Savage, two prototypes being ordered in September of that year. The US Navy specified major changes, including deletion of the Allison J33 booster engine, and the first prototype North American XA2J-1, 124439, did not fly until 4 January 1952. Development was hampered by problems with the Allison XT40-A-6 engines, each of which comprised two T38 engines driving contra-rotating propellers through a gearbox, allowing either T38 in each unit to be shut down for long-range cruise. The three-man crew was provided with a pressurised cabin and defensive armament comprised two 20mm guns in a remotely-controlled barbette. Maximum offensive load was 4911kg of bombs. The completed second prototype, 124440, was never flown. One ended up being burned in a fire-fighting demo at Edwards AFB in 1962.
AJ-2 Savage Engines: 2 x 2,500-hp (1864-kW) Pratt & Whitney R-2800-48 radial and 1 x 4,600-lb (2087-kg) thrust Allison J33-A-10 turbojet Max speed: 628 km/h (390 mph) Service ceiling: 12190 m(40,000 ft) Range 3540 km (2,200 miles) Empty wt: 12247 kg (27,000 lb) Maximum take-off wt: 23396 kg (51,580 lb) Wing span 21.77 m (71 ft 5 in) Length 19.23 m (63 ft 1 in) Height 6.22 m (20 ft 5 in) Wing area 77.62 sq.m (835.5 sq ft) Armament: up to 4536 kg (10,000 lb) of bombs carried internally. Crew: 3
AJ-2 Engines: 2 x Pratt & Whitney R-2800-44W, 1790kW + Allison J33-A-19 auxiliary turboprop, 2087kg Max take-off weight: 23973 kg / 52852 lb Wingspan: 22.91 m / 75 ft 2 in Length: 19.20 m / 62 ft 12 in Max. speed: 758 km/h / 471 mph Crew: 3
AJ-2P Savage Carrier-based photo-reconnaissance and attack bomber Engines: 2×2,400 h.p. Pratt & Whitney R2800-48W and 1 x 4,600 lb. thrust Allison J33-A-10 turbojet. Wingspan: 71 ft. 5 in Length: 65 ft. Loaded weight: 55,000 lb. Max. speed: 425 m.p.h. Ceiling: 40,000 ft. Typical range: More than 3,000 miles at 290 mph Payload: 12,000 lbs internal Operational equipment: 18 cameras Armament: 2 x 20mm cannon Crew: 3
XA2J-1 Engines: 2 x Allison XT40-A-6 turboprops Armament: 2 x 20mm cannons, 4900kg of weapons Crew: 3
The Vigilante was designed as a Mach 2 carrier-based attack aircraft capable of carrying nuclear or conventional bombs. The airframe has high-set wings sweptback at 37.5 degrees, and sweptback tail surfaces, both horizontal and vertical surfaces consisting of one-piece all-moving surfaces. There are three section spoilers instead of ailerons. Three-section leading-edge flaps are on each wing. There is a flap blowing system for the trailing-edge flaps. The wingtips fold upward, fin-tip sideways and fuselage nose upward for stowage on board ship. The engines are mounted side-by-side in the rear fuselage, with wedge-shape air intakes on each side of the fuselage. A tricycle undercarriage has a single wheel on each unit, the nosewheel retracts inward and mains retract inward.
Two YA3J-1 (NA-233, -247 / 145157/145158) were built, powered by 16150 lb GE YJ79-GE-2. First deliveries were made to the US Navy were made in June 1961 for service trials. They became YA5-A in 1962.
57 production A3J-1 (NA-247, -258, -263, -269, -272) attack aircraft were delivered to the US Navy during 1960, becoming operational on board USS Enterprise in February 1962 (146694/146702, 147850/147863, 148924/148933, 149276/149299). These became A-5A.
A-5A 147856
A-5A 147858
In 1962 six A3J-2 (NA-269) were built (149300/149305) with Additional fuel in a humped fuselage-top decking. First flying on 29 April 1962, they became A-5B.
First flying on 30 June 1962, 55 A3J-3P (149306/149317, 150823/150842, 151615/151634, 151726/151728, 156608/156643) were built as a long-range photo-recon version of the A3J-2, plus 59 converted A-5A and A-5B. These became A-5C/RA-5C in 1962.
North American A-5C 156638
North American RA-5C
The other major version of the Vigilante was the RA-5G, a reconnaissance type of which more than 90 were built as new; most of the A-5A were subsequently converted to this standard.
A3J-1 Engines: 2x General Electric J79-GE-2, 10,500 lb (15,000 with reheat) Wingspan: 53 ft Length: 73 ft Height: 20 ft
A3J-1 / A-5A Engines: 2 x J-79, 17000 lb Wingspan: 53’0″ Length: 76’6″ Max speed: 1385 mph Cruise speed: 805 mph Stall: 156 mph Range: 985 mi Ceiling: 43,800′
A3J-3P / A-5C / RA-5C Engines: 2 x J79, 17860 lb Length: 76’6″ Useful load: 42,090 lb Max speed: 1290 mph Cruise speed: 783 mph Stall: 154 mph Range internal fuel: 547 mi Range max fuel: 944 mi Ceiling: 48,400′ Combat radius: 1,500 mi
RA 5C Vigilante Engines: 2 x GE J-79-8(N) turbo-jet, 75.6kN Max take-off weight: 27300 kg / 60187 lb Wingspan: 16.2 m / 53 ft 2 in Length: 22.3 m / 73 ft 2 in Height: 5.9 m / 19 ft 4 in Wing area: 65.0 sq.m / 699.65 sq ft Max. speed: M2+ Ceiling: 18300 m / 60050 ft Range: 3700 km / 2299 miles Crew: 2
In 1943, aware of Nazi Germany’s advances in the field of jet propulsion, the Army Air Forces (AAF) asked the General Electric Company to devise a more powerful engine than its prospective axial turboprop. This eventually brought about the production of the J35 and J47 turbojets. In 1944, 1 year after the jet engine requirements were established, the War Department requested the aircraft industry to submit proposals for various jet bombers, with gross weights ranging from 80,000 to more than 200,000 pounds, and only 4 contractors answered the call. The design was frozen in early 1945.
Pressed for time, the AAF in 1946 decided to skip the usual contractor competition, review the designs, and choose among the proposed aircraft that could be obtained first. The multi-jet engine B-45, with the understanding that if a less readily available bomber was to prove superior enough to supplant it (which the Boeing XB-47 did), that aircraft would also be purchased.
The design was generally conventional, though the main gears had very large single wheels which retracted sideways into the wing roots. In normal bomber versions the bomb aimer/navigator occupied the capacious pressurized nose, the two pilots sitting in a tandem fighter like cockpit farther aft and above, with a large multi pane canopy. The crew door was on the left side of the forward fuselage. A gunner was housed in a pressurized tail compartment.
The first flight was on 17 March 1947 (piloted by George Krebs) and testing of the XB-45 prompted pre-production changes. North American Aviation redesigned the nose panel, increased the aircraft’s stabilizer area, and lengthened the tailplane by nearly 7 feet.
North American XB-45 45-59479
North American XB-45 45-59480
In August 1948, 22 of the 90 B-45s, ordered less than 2 years before, reached the newly independent Air Force. However, the B-45’s weight and takeoff distances had increased, and numerous structural and mechanical defects appeared.
In November 1948 the B 45A (NA-147) went into service with the 47th Bombardment Group of the USAF, later based in England. Ninety-six were built (47-001/097, the last one of which was a static test-frame.
North American B-45A 47-011
In June 1951 an RB-45 became the first jet bomber to be refuelled in flight by a Boeing KB-29.
Boeing KB-29 and North American RB-45 Tornado
The DB-45A were conversion of B-45A as guided missile director. The JB-45A 47-096 and JB-45C of 1950 were engine test beds for Westinghouse and General Electric.
North American JB-45A 47-096
North American JB-45C 48-009
The fourteen TB-45A were target tugs modified from B-45A.
The B-45B was a project only, none were built.
Ten B-45C (NA-153 48-001/010) were built in 1950. The DB-45C were conversions of B-45A as guided missile director.
North American B-45C 48-001
Thirty-three RB-45C and JRB-45C (NA-153 48-011/043) were built in 1949 for Photo-recon.
North American RB-45C 48-024
North American JRB-45C 48-017
As the B-47’s future production had become certain, in mid-1948 the Air Staff questioned the B-45’s value as well as its potential use. As President Truman slashed Air Force expenditures, the programmed production of B-45s was reduced to a total of 142 aircraft at a unit cost of US$1,081,000.
Only 96 B 45As were built, plus 10 of the stronger and more powerful B 45C which was disting¬uished by large wingtip tanks. Many A models were modified to B 45C standard. The final 33 aircraft were RB-¬45C camera aircraft, some of which (unlike the bomber versions) operated over Korea. Some had water injection tanks hung under the twin engine nacelles, jettisoned after take off.
Although continuously plagued by engine problems, component malfunctions, lack of spare parts, and numerous minor flaws, the B-45 regained importance. The B-45 was designed to carry both conventional and atomic bombs. Under the code name of Backbreaker, several distinct atomic bomb types and large amounts of new electronics support equipment had to be fitted in place of the standard components. In addition, the 40 B-45s allocated to the Backbreaker program also had to be equipped with a new defensive system and extra fuel tanks. Despite the magnitude of the modification project, plus recurring engine problems, atomic-capable B-45s began reaching the United Kingdom in May 1952, and deployment of the 40 aircraft was completed in mid-June, barely 30 days behind the Air Staff deadline.
B-45C Tornado
The British and American military intelligence services collaborated under utmost secrecy. Thus in 1952 four American RB-45C reconnaissance aircraft, wearing British colours but without registration marks, operated from RAF Sculthorpe on photo-missions over East Germany and other Eastern-bloc countries. Very up-to-date for the time, the RB-45C was equipped with 12 cameras. The aircraft were based at Sculthorpe in January 1952 as a detachment of the 91st Strategic Reconnaissance Wing of SAC.
The last B 45s were withdrawn from combat duty in mid-1958. The entire contingent, Backbreaker and reconnaissance models included, was phased out by 1959. Yet, the B-45 was the Air Force’s first jet bomber and as the first atomic carrier of the tactical forces.
XB-45 / NA-130 Engines: 4 x GE TG180, 4000 lb Speed: 536 mph
B-45A Tornado Engines: 4 x GE J47, 5200 lb Wingspan: 89’1″ Length: 75’4″ Max speed: 575 mph Cruise speed: 455 mp Crew: 3-4
B 45C Tornado / NA-153 Engines: four 2359 kg (5,200 lb) thrust General Electric J47 GE 13/15 turbojets (some with water injection 2722 kg/6,000 lb) Wing span over tip tanks: 29.26 m (96 ft 0 in) Length: 22.96 m (75 ft 4 in) Height 7.68 m (25 ft 2 in) Wing area: 109.2 sq.m (1,175.0 sq ft) Empty weight 22182 kg (48,903 lb) MTOW: 51235 kg (112,952 lb) Max speed 932 km/h (579 mph) at low level Service ceiling: 13165 m (43,200 ft) Range 3074 km (1,910 miles) Armament: two 12.7 mm (0.5 in) machine guns in tail turret Internal bombload of up to 9979 kg (22000 lb). Crew: 3
All Aero 