1/48 - North American/Canadair F-86F-40 Sabre F.4 - released - new CMK sets

[keithjs]

Ah right, thank you. So the forthcoming Airfix kit has the 6-3 wing then? 

[Sabrejet]

Yes

[keithjs]

Right, thank you for your help. So as you said in your previous post the kit options would be modified airframes?

[Max Headroom]

I think the rule here is to make sure you have a photo of your desired subject!

 

Trevor

[Homebee]

Fresh news - incl. the box art - from the Airfix Workbench

 

 

Source: https://www.airfix.com/uk-en/news/workbench/flashing-sabres-of-the-raf

As usual with the Airfix Workbench, some interesting informations among a lot of blabla. 

 

Quote

The RAF’s classic ‘Stop Gap’ jet

 

Yet more box artwork Workbench exclusive delights for your viewing pleasure, this time featuring the image which will grace the box of the early 2021 initial release from our newly tooled 1/48th scale Canadair Sabre F.4. A beautifully graceful aeroplane, this image shows how appealing this aircraft looked when wearing RAF camouflage

 

With its reputation as one of the world’s finest early generation jet fighters, it really does seem inappropriate to describe the North American Sabre, or to be more precise, the Canadian built derivative of the aircraft, as nothing more than a stop-gap aircraft type for the Royal Air Force, but that is essentially how aviation history has judged it. With the RAF having an obligation in fulfilling their NATO commitment to adequately defend Europe against Warsaw Pact forces, the late service introductions of both the Hawker Hunter and Gloster Javelin placed them in a difficult situation, as the nations they were opposing were all introducing more capable aircraft at that time. Unable to delay taking action any longer, they needed to upgrade their existing Meteor and Vampire first generation jets with a more capable aircraft type, in the full knowledge that this new aircraft would itself be immediately replaced once the new indigenously designed British jets became available.

 

An acceptable international solution to this pressing aviation problem came with the procurement of hundreds of Canadian built examples of the F-86 Sabre jet fighter and even though these aircraft would only remain in service for around three years, they would go on to equip twelve RAF squadrons (ten of which operated from bases in Germany) and would form the backbone of the RAF’s NATO fighter commitment during a particularly volatile period in world history. Of even more historical importance, during the early 1950s, Canadian built Sabres were the only swept-wing jet fighters available for the defence of Western Europe.

 

With this uncomfortable situation revealing itself quite early on during the development of new British designs such as the Swift, Hunter and Javelin, movements at the very highest military levels began to take place. Officials were sent to Canada to determine whether the Canadair company had the capacity to fulfil a potential order from the UK, particularly as delivery delays would only exacerbate an already pressing problem. In addition to this, RAF pilots were sent to North America to test fly the Sabre jet and not long after, two evaluation examples were also loaned to Britain, to be operated by the Central Fighter Establishment at West Raynham, in advance of a now increasingly certain acquisition. These aircraft were extensively evaluated against existing Meteor and Vampire fighters, as well as Boeing B-29 Superfortress bombers, to see just how effective the Sabre would be in squadron service. When compared with the Meteor it would effectively be replacing, the Sabre was found to be superior in almost every aspect of operation and more significantly, better than any British fighter currently in service.

 

A CAD screen shot image supplied by our Product Designer Thomas, showing a relatively early stage in his work to recreate the classic Sabre as a 1/48th scale kit. This image clearly shows the beautifully clean lines of the aircraft

 

Later, with the Sabre contract signed and aircraft starting to run off the production lines, it was decided that all of the Canadair produced Sabres destined for RAF service would be flown to Britain, as opposed to making the journey by sea. The operation was given the name ‘Becher’s Brook’, after the Grand National fence, which was a significant obstacle facing the runners and riders at this famous race. This ferry operation would see the aircraft flying a familiar delivery route for aircraft manufactured in North America and heading for European skies. The first Canadair Sabre ‘Becher’s Brook’ ferry flight took place on 9th December 1953 and followed a route which passed them through St Hubert, Quebec, Bagotville, Goose Bay, Bluie West 1 (Greenland), Keflavik and Prestwick. These proved to be particularly demanding flights for ferry pilots and depending on prevailing weather conditions, could take anywhere from a few days to several weeks to complete and even then, not all aircraft would manage the trip without developing technical issues. Once in the UK, the aircraft would generally be handed over to the Royal Air Force at Abingdon for processing.

 

The Canadian built Sabres made their transatlantic flights in standard natural metal finish and were only prepared for RAF service on their arrival in the UK. The application of their RAF camouflage and other squadron markings would take place at the huge Maintenance Units at Kemble and Lyneham, with fighters destined for service with squadrons in Germany being finished in a gloss dark green and dark sea grey upper camouflage, over cerulean (PRU) blue under surfaces.

 

The majority of the Canadian built Sabres destined for Royal Air Force service were to operate under control of the 2nd Tactical Air Force and from bases in Europe. The first RAF Sabres started to appear at their new squadron homes almost as soon as they had been processed through the MUs and not long after making their ‘Becher’s Brook’ ferry flights. The first RAF unit in Europe to receive Sabres was No.67 Squadron based at Wildenrath, who flew their first sortie with the new aircraft in mid-May 1953. They were closely followed by Nos 3, 4 and 93 Squadrons, as the RAF’s Sabres quickly worked up to full operational status.

 

This magnificent newly tooled 1/48th scale model kit example of this beautiful early jet will be a hugely popular addition to the Airfix range and will build into a representation of one of the most attractive aircraft ever to take to the air. With regard to the first release from this new tooling, let’s now take a look at the two RAF Germany schemes which will accompany the new model.

 

Scheme A - Canadair Sabre F.4 XB984, No.3 Squadron, Royal Air Force Germany, Geilenkirchen Air base, 1954

 

 

Wildenrath based No.3 Squadron traded their de Havilland Vampire FB.Mk.5 jets for new Canadair Sabres in May 1953, with the first pair of aircraft arriving at the station on 11th of that month. Although No.67 Squadron may have been the first to receive the Sabre, No.3 Squadron had the distinction of flying the RAF’s first Sabre formation sortie, when on 19th May 1953, the Squadron Commander led a flight of 4 Sabres on a flight over the German countryside. At this time, the squadron was still a mixture of Sabre and Vampire jets, but by the 27th May, it had its full compliment of Sabres and the full type conversion could begin in earnest. The unit’s last Vampire sortie took place on 12th June and from that date, these first generation jets would be flown back to the UK and to something of an uncertain future.

 

Although these aircraft had a vital role to play in European skies, one of their first official duties was to train for the impending Coronation Review, which was due to take place at RAF Odiham. This temporary UK deployment so soon after taking delivery of their new Sabres was something of an inconvenience, but would bring the new jet to the attention of a much wider UK audience as a consequence. On 20th June, famous WWII fighter ace Group Captain Johnnie Johnson led sixteen Sabres across the English Channel to RAF Duxford, where they would spend the next few weeks based whilst practicing for the review flypast, also flying mock dogfights against the Duxford based Meteors above the Cambridgeshire countryside.

On 16th July, the squadron returned to Wildenrath only to be immediately informed that they would be permanently relocating to a new base at Geilenkirchen over the next few days, with the first 16 aircraft arriving at their new home by 20th. The move coincided with the squadron having to play a full role in ‘Exercise Coronet’, which was to be the largest Allied military exercise since the end of the Second World War and a real show of strength for the watching Warsaw Pact nations. Their new base came under simulated attack by other NATO aircraft and a maximum squadron effort was required to meet this challenge - this was the culmination of an extremely busy period for everyone involved with No. 3 Squadron. Thankfully, the beginning of August brought a welcome respite for squadron personnel, as runway resurfacing works at Geilenkirchen brought about a nine day period of no flying for the pilots and hangar tlc for their new aircraft.

 

By May 1956, No.3 Squadron was preparing to enter another significant period in its history, as they awaited the arrival of their new Hawker Hunter jets. During June, all remaining Sabres were serviced in preparation for ferry flights back to the UK, leaving the squadron to commence its Hunter association. Their time with the Canadair Sabre F.4 may have been short and sweet, however, these attractive aircraft were used extensively during this three year period.

 

Canadair Sabre F.4 XB984 was delivered to the RAF on 10th November 1953 and later sent to join No.3 Squadron at RAF Geilenkirchen in Germany. During its time with the squadron, the aircraft was fitted with the modified 6-3 wing and became the personal aircraft of Squadron Leader Hutchinson. The markings it displays are the later ‘bar’ markings, which were adopted by all 2nd TAF Sabre squadrons towards the end of their service lives. The squadron’s motto Tertius primus erit roughly translates as ‘The third will be first’.

 

Scheme B - Canadair Sabre F.4 XB854, No.4 Squadron, Royal Air Force Germany, Jever Air base, 1954

 

 

RAF No.4 Squadron had been using the de Havilland Vampire in a strike fighter role for several years prior to receiving notification that they would be converting to the Canadair Sabre in early 1954. This conversion would initially be carried out in a relatively leisurely manner, but by the beginning of March, all squadron pilots were sent to Wildenrath for in cockpit and classroom tuition with the Sabre Conversion Unit based there. Having the ability to spend time with the new fighters and having the opportunity to take instruction from experienced pilots would have been invaluable for the converting pilots, especially as the engine start-up procedure was significantly more challenging than on their Vampires. They were also given the opportunity to practice taxying the aircraft under their own power and to simulate overcoming a potential problem which had been identified when operating the new jets out of Jever.

 

The runway at Jever was really quite short and flight commanders knew that this could pose problems for their pilots converting to the new jets. Whilst training at Wildenrath, marker flags were placed along to runway to simulate the runway at their home base and it would have been the cause of great concern when some pilots consistently ran past the markers during practice. The situation was made all the more serious when the squadron’s first Sabres were delivered to Jever whilst their pilots were still training at Wildenrath. The Squadron Commander received a phone call to inform him that one of his new Sabres had run off the end of the runway at Jever and whilst not sustaining significant damage, was clearly a rather inglorious start to their Sabre era.

 

The runway situation proved so serious at Jever that extension and resurfacing works were almost immediately commissioned, which resulted in the entire squadron having to temporarily relocate to Ahlhorn, not the ideal way to mark the conversion to a new aircraft type. Once they were back at their newly refurbished home base, the situation only marginally improved, as the runway was still on the short side for the Sabre, with pilots tending to be a little heavy on the brakes when landing. This resulted in quite a high number of pad burn throughs and ground engineers having to be rather resourceful in appropriating pads from aircraft in for servicing, just so they could keep the rest of the fleet operational.

 

One particularly interesting incident which occurred during the early months of No.4 Squadron Sabre operations from Jever took place on 22nd June, when a Sabre engaged in a formation flying exercise with three other aircraft lost sight of the other aircraft in poor weather. With the pilot loosing his bearings and unsure of where the other three aircraft were, he made the decision to return to base, following instrument guidance due to the thick cloud he found himself in. Unfortunately, the navigation equipment had locked on to an incorrect signal and was actually taking the aircraft away from its base. Thinking something wasn’t quite right and with his fuel situation becoming critical, he flew low out of the cloud base and spotted an autobahn, which he immediately decided was going to be his temporary runway. Landing safely on the carriageway, he pulled the aircraft into a layby which was a farmers access to one of his fields, who must have been rather surprised to see an RAF jet fighter blocking his way. Explaining this away to the CO would have definitely required a particularly silver tongue to be used by the pilot in question!

 

In mid-July 1954, the squadron would also be involved in ‘Exercise Dividend’, a significant operation to test UK air defences, where RAF Germany Sabres were sent to perform simulated attacks against several UK RAF stations. The second phase of the exercise was to attempt to completely saturate Britain’s air defence network, in an honest assessment of its capabilities - during this phase, RAF Hawker Hunters intercepted Sabre F.4s for the first time. RAF No.4 Squadron would only spend a short period operating the handsome Sabre jet and by 11th July 1955, they had already taken delivery of their first Hawker Hunters.

 

RAF Sabres ‘Hunted Down’

 

A slightly different version of the main box artwork image, this time with slightly less vibrant colours and giving an impression of two aircraft engaged in a patrol sortie over Germany, as a NATO show of strength to the always watching Warsaw Pact nations

 

After serving faithfully during their time with the Royal Air Force, the Canadian built Sabres were no longer required, once sufficient numbers of Hawker Hunters became available and detailed plans for the full conversion from Sabre to Hunter were drawn up. Under the plan, the RAF would be solely responsible for the overhaul of aircraft prior to handover, which would prove to be a huge undertaking. Ownership of the aircraft was something of a sensitive issue and the subject of ongoing discussions, particularly as they had originally been procured with US financial assistance, even though they were Canadian manufactured aircraft. In the end though, had these aircraft been sent back to Canada, what would they do with over 300 second hand Sabre jets?

 

In the Autumn of 1955, the gradual conversion from Sabre to Hunter began and therefore, so did the exercise of overhauling the aircraft prior to the transfer to US ownership. Aircraft which had not been converted to the 6-3 wing configuration received this modification and newly overhauled Sabres emerged from RAF hangars wearing a smart new coat of RAF camouflage - they also had temporary water soluble USAF delivery flight markings applied. This process would take much longer than was originally envisaged and at significant additional expense to the UK tax payer. The overhauled aircraft were given an ‘M’ designation, to identify them as one of the aircraft modified during this transferral process, before they were eventually sent on to their new owners, the air forces of Italy and Yugoslavia.

 

Rather distressingly for aircraft we would dearly love to discover in museums or perhaps even enjoyed seeing performing display routines at Airshows around the world, not all of the expensively overhauled former RAF Sabres went on to find new homes overseas, with around fifty aircraft left languishing at several locations around the UK. Designated ‘surplus’, they were unceremoniously earmarked for scrapping, with many airframes simply being broken up where they were stored. Others were dismantled for spare parts, despite having only recently had so much time, effort and money lavished on their maintenance, such a sad end to the RAF’s Sabre story. Unfortunately, this final insult marks an unusual episode in RAF history and their short use of one of the most attractive aircraft to ever see service with British squadrons.

 

This 3D computer rendered image created from the new 1/48th scale Canadair Sabre F.4 files show just how clean an aircraft the Sabre was and despite its short tenure in RAF service, it still qualifies as one of the RAF’s most attractive jets

 

For many people who served during the short ‘stop-gap’ service years of RAF Canadair Sabre F.4 operation, they still have extremely fond memories of an aircraft which is regarded as something of an aviation classic. Quickly and efficiently shoring up a potentially embarrassing situation for the Royal Air Force, their Canadair Sabres just got on with every task they were required to perform, with their short tenure marking a particularly hectic period of training, exercises and ceremonial duties for the force. At a time when NATO were desperately trying to highlight the futility of future conflict to their Warsaw Pact opponents, the RAF could not show that they were ‘treading aviation water’ until they could introduce their latest generation of interceptors and their Sabres effectively allowed them to do that. It appears that British Canadair Sabres were much more important that their three years of service actually suggests.

 

Currently scheduled for an early 2021 release, our new 1/48th scale Canadair Sabre F.4 (A08109) will be a popular addition to the range and one whose stunning good looks are sure to win plenty of modelling admirers. The next update from this project will involve bringing blog readers a first look at fully built samples of the kit, wearing the two scheme options to be supplied with the initial release and we very much look forward to that.

 

V.P.

Edited December 11, 2020 by Homebee

[Julien]

On 22/09/2020 at 12:34, Sabrejet said:

 

One day, in a land far, far away, someone will do separate tail sections to give us F-86A options and then the vee-screen and narrow-chord wings to go with it so we can do A, E and the Canadair Sabre 2s.

 

It would be a best-seller.

It really does need to be done.

[Tony Edmundson]

It looks, from the head-on graphics,  that Airfix have placed the wing pylons too far outboard (AGAIN) !!!!!!!!!!

 

Why oh why, if they had access to a real Mk4, couldn't they get it right.

 

Tony

[Paul J]

With the Mk. 6 wing a possibility that means one can do a decent RCAF collection that used lots of  Mk5/6 in Europe and the Golden Hawks!!!!  Also it would be nice if Leading Edge Models can be persuaded to re release all their lovely Sabre decals again to use on this forthcoming kit..... I see A couple Sky Lancer display team builds in my collection to join my 1.72nd ones.

[Tony Edmundson]

24 minutes ago, Paul J said:

With the Mk. 6 wing a possibility that means one can do a decent RCAF collection that used lots of  Mk5/6 in Europe and the Golden Hawks!!!!  Also it would be nice if Leading Edge Models can be persuaded to re release all their lovely Sabre decals again to use on this forthcoming kit..... I see A couple Sky Lancer display team builds in my collection to join my 1.72nd ones.

What Mk 6 wing possibility ????.  I only see a Norwegian F-86F-40 in the future, and yes I know; some converting/chopping and voila, a Mk6 wing

 

Tony

[Julien]

1 hour ago, Tony Edmundson said:

It looks, from the head-on graphics,  that Airfix have placed the wing pylons too far outboard (AGAIN) !!!!!!!!!!

 

Why oh why, if they had access to a real Mk4, couldn't they get it right.

 

Tony

@Sabrejet any comment on that?

 

Thx

[Sabrejet]

7 minutes ago, Julien said:

@Sabrejet any comment on that?

 

Thx

 

Not a clue: I haven't had contact for maaany months and I have no idea what they've been up to. Not sure why they show 200-gal tanks on the painting guide and yes, the graphic does look incorrect. However let's give them a chance and see what the kit actually gives us.

[Paul J]

Sounds like the SONKNISY thread now.  ( Slag of new kits not in shops yet.)

1 hour ago, Tony Edmundson said:

What Mk 6 wing possibility ????.  I only see a Norwegian F-86F-40 in the future, and yes I know; some converting/chopping and voila, a Mk6 wing

 

Tony

Hi Tony... I said"......possibility ...."

[Rabbit Leader]

7 hours ago, Homebee said:

As usual with the Airfix Workbench, some interesting informations among a lot of blabla

How true, certainly no text limit rules within the Airfix Blog’s these days. Can’t see the author ever winning one of those ‘in 25 words or less’ competitions! 

[Paul Thompson]

11 hours ago, Rabbit Leader said:

How true, certainly no text limit rules within the Airfix Blog’s these days. Can’t see the author ever winning one of those ‘in 25 words or less’ competitions! 

I think there is a text rule, if not limit, and that is that they have to have at least one pointless superlative in every gushy, out of breath sentence. The bare nuggets of info are interesting, but buried in so much claptrap I wonder who they think they're aiming it at. Nontheless, that won't put me off getting at least one of the kits.

 

Paul.

[RHWinter]

10 hours ago, Paul Thompson said:

I think there is a text rule, if not limit, and that is that they have to have at least one pointless superlative in every gushy, out of breath sentence. The bare nuggets of info are interesting, but buried in so much claptrap I wonder who they think they're aiming it at. Nontheless, that won't put me off getting at least one of the kits.

 

Paul.

Your words are mine, Paul!

[alt-92]

They do have a way with words, that's for sure.

 

Then again, suppose it went:

 

"Ohai. 
Here's our coming Blackburn Blackburn kit.
[pic]
ktnxbai"

That would be a bit boring.

 

[SharkOwl]

By the way, this morning I have posted this VIQ message on the Airfix facebook page :

 

''Here is the question that the entire worldwide quarter scale modellers community is asking about this quite interesting project :

Will this 1/48 scale Canadair Sabre F.4 be followed by Canadair Sabre Mk.5 and Mk.6 versions ?''

 

If somebody already have the answer to this VIQ (very important question) please do not hesitate to share it with us.

 

SharkOwl

Edited December 20, 2020 by SharkOwl

[Corsairfoxfouruncle]

12 hours ago, SharkOwl said:

Will this 1/48 scale Canadair Sabre F.4 be followed by Canadair Sabre Mk.5 and Mk.6 versions ?''

I sure hope so ! I need a Mk.6 for a South African Sabre.  

[Mike Esposito]

Why oh why won't someone make an OoB slatted wing F-86 sabre? Is there a law out there? All we have is hard wing variants. It seems there is a demand for the slatted wing variant. I'm almost 60 I dont want to buy an aftermarket set.🤨

 

Yes. I know you can cross kit the Sabre Dog. That should NOT be necessary though.  This is one of the most iconic aircraft in aviation history. Spitfire and P-51 calibre. Unbelievable. 

Edited December 21, 2020 by Mike Esposito

[Sabrejet]

On 20/12/2020 at 09:48, SharkOwl said:

By the way, this morning I have posted this VIQ message on the Airfix facebook page :

 

''Here is the question that the entire worldwide quarter scale modellers community is asking about this quite interesting project :

Will this 1/48 scale Canadair Sabre F.4 be followed by Canadair Sabre Mk.5 and Mk.6 versions ?''

 

If somebody already have the answer to this VIQ (very important question) please do not hesitate to share it with us.

 

SharkOwl

 

In short, no.

[dnl42]

On 12/11/2020 at 10:49 AM, Tony Edmundson said:

It looks, from the head-on graphics,  that Airfix have placed the wing pylons too far outboard (AGAIN) !!!!!!!!!!

The blog indicates they have the opportunity to correct that. Time will tell... 

Quote

A CAD screen shot image supplied by our Product Designer Thomas, showing a relatively early stage in his work...

 

On 12/12/2020 at 12:19 AM, Paul Thompson said:

I think there is a text rule, if not limit, and that is that they have to have at least one pointless superlative in every gushy, out of breath sentence. The bare nuggets of info are interesting, but buried in so much claptrap I wonder who they think they're aiming it at. 

Marketeers wrote that! Their job is convert good clean accurate prose into "Marketing Material(TM)". 

[Peter Roberts]

Is there a good reference for the F-86 to show differences across all variants, and serial number link to variants?

[Sabrejet]

4 minutes ago, Peter Roberts said:

Is there a good reference for the F-86 to show differences across all variants, and serial number link to variants?

 

These, from my long-defunct website:

 

https://web.archive.org/web/20041212123412/http://f-86.tripod.com/wings.html

 

https://web.archive.org/web/20040906092913/http://f-86.tripod.com/f86list.htm

[Peter Roberts]

1 hour ago, Sabrejet said:

 

These, from my long-defunct website:

 

https://web.archive.org/web/20041212123412/http://f-86.tripod.com/wings.html

 

https://web.archive.org/web/20040906092913/http://f-86.tripod.com/f86list.htm

 

Thank you - that is marvelous info! I thought some fuselage details changed too - ? Or am I mistaken?

[Sabrejet]

8 hours ago, Peter Roberts said:

 

Thank you - that is marvelous info! I thought some fuselage details changed too - ? Or am I mistaken?

 

No you are quite right: that is another story, and more complex than the wing situation.