Fuel system
Fuel in the aircraft is kept in four tanks. Two fuel tanks are in the fuselage and one fuel tank is inside each half-wing. In order to increase the fuel load, external fuel tanks may be installed on the wings: two tanks under each half-wing. Fuel tank pylons located closer to the fuselage have a capacity of 450 liters (120 gallons). The tanks with a capacity of 750 liters (200 gallons) are mounted on special pylons located further from the fuselage.
A. Normal fuel flow
B. Fuel transfer
C. Air pressure
D. Check valve
E. Booster pump
F. Electrical connection
G. Mechanical linkage
H. Solenoid shutoff valve, spring-loaded open
- Air from engine compressor
- Drop tank control panel
- Left outboard drop tank
- Left inboard drop tank
- Fuel level control valve
- Forward fuselage tank (upper cell)
- Right inboard drop tank
- Right outboard drop tank
- Left wing tank
- Right wing tank
- Throttle
- Forward fuselage tank (lower cell)
- Fuel quantity gage
- Aft fuselage tank
- Engine master switch
- Supply to engine fuel control system
Electrical generating system
The DCS: F-86F is equipped with both DC and AC electrical systems.
Direct-Current (DC) power supplies:
- 28 volt with a power supply from the generator mechanically connected with the engine rotor
- 24 volt with a power supply from the battery, which serves as a standby DC power supply
Alternating-Current (AC) is provided by a single-phase (115V, 400Hz) and two three-phase (36V, 400Hz) inverters.
Hydraulic systems
DCS: F-86F Sabre has three separate hydraulic systems of constant pressure: utility hydraulic system, flight control normal hydraulic system, and flight control alternate hydraulic system.
The utility hydraulic system is completely independent of two boost systems. Moreover, it has a hydraulic accumulator for emergency extension of the nose landing gear.
Utility hydraulic system
The utility hydraulic system provides:
- Landing gear actuation
- Wheel brake operation
- Nose wheel steering
- Airbrake actuation
A. Supply
B. Utility pressure
C. Return
D. Accumulator pressure
E. Metered pressure
F. Pressurized air
G. Electrical connection
H. Mechanical linkage
I. Check valve
- Hydraulic pressure gage
- Hydraulic pressure gage selector switch
- Utility system hydraulic reservoir
- Variable-volume engine-driven pump
- Pressure transmitter
- Nose gear emergency accumulator
- To nose gear extend
- Landing gear emergency release handle
- Landing gear and door selector valve
- Speed brake control valve
- Emergency dump valve
- Speed brake emergency lever
- Landing gear handle
- Speed brake switch
- Speed brake cylinder
- Nose gear steering switch
- Nose gear steering valve
- Nose gear steering unit
- Brake master cylinder
- Parking brake handle
- Parking brake lock
Flight control hydraulic systems
There are two independent boost hydraulic systems: normal hydraulic system and alternate hydraulic system are installed in the F-86F flight control system.
The boost hydraulic systems are intended to control ailerons, horizontal tail and elevator (they transfer the governing input from the control stick to actuation hydraulic drives).
A. Supply
B. Normal pressure
C. Normal return
D. Alternate pressure
E. Alternate return
F. Electrical connection
G. Mechanical linkage
H. Check valve
I. Pressure switch
J. Pressure transmitter
- Flight control alternate system reservoir
- Flight control normal system reservoir
- Electric motor-driven alternate pump
- Hydraulic pressure gage
- Hydraulic pressure gage selector switch
- Engine-driven variable-volume pump
- System accumulator
- Flight control alternate-on warning light
- Flight control switch
- Emergency override handle
- Aileron actuating cylinder
- Hydraulic control valve
- Controllable horizontal tail actuating cylinder
- Aileron
- Controllable horizontal tail
Aircraft control system
The DCS: F-86F control system has a number of unique features:
- Joined by mechanical coupling the elevator and horizontal tail, which is basically the tail unit
- The tail unit and ailerons are operated by the flight control boost hydraulic system, to which the governing input from the control stick is transferred via regulation hydraulic valves
- Inconvertibility of the boost type aircraft control system excludes the inputs to control surfaces not coming from the control stick and also prevents transfer of any variable forces from control surfaces back to the control stick.
Thus, any aerodynamic loads are not tranferred to the control stick. However the pilot still feels input forces on the control stick. This is achieved by introducing roll and pitch feel spring mechanisms into the aircraft control system.
