DCS: F-86F Sabre

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The North American F-86F Sabre was the most capable western fighter of the early- to mid-1950s. This swept wing, single engine jet was the most important western aircraft of the Korean War and often tangled with Russian-made MiG-15s over the infamous “MiG Alley”. It was a hard struggle not only for the Korean sky, but also between two excellent aircraft builders of the East and West. In addition to its primary role as an air-to-air fighter, the Sabre could also carry bombs and air-to-ground rockets to attack ground targets.

The Belsimtek simulation of the Sabre is by far the most authentic recreation of this famous warbird to date. Feel what is to fly the Sabre with a professional level flight model, an interactive cockpit, fully functional weapons, a detailed damage model and a richly detailed aircraft. Experience the strengths and weaknesses of the Sabre in combat and find out why seasoned fighter pilots often look back at the Sabre as the most enjoyable aircraft they ever flew.

As part of DCS World, fly the F-86F Sabre in a fully realized combat environment with working weapon systems and capable air and ground threats.

Release: 04/01/2016

Cockpit pressurization and air conditioning systems

In our simulation, just like in the real F-86F, the pilot's health state in all the range of altitude and speeds is provided by two systems:

  • Cockpit pressurization, which provides pressure-seals in the cockpit and provides certain pressure in the cockpit (difference) depending on the flight altitude
  • The air conditioning system provides a "comfortable" temperature in the cockpit

Both systems use hot air from behind the engine compressor, and for this reason they are combined into one environment control system.

Cockpit pressurization and air conditioning systems
A. Hot air
B. Ram air
C. Cooled air
D. Mixed air
E. Electrical connection
F. Mechanical linkage
G. Shutoff valve
  1. Air from engine compressor
  2. Ammunition compt heat emer shutoff-pull up
  3. Tо engine anti-icing system
  4. To utility hyd reservoir
  5. Cooling air modulating valve
  6. Cockpit temp control box
  7. Cockpit pressure regulator
  8. Ammunition compt
  9. To gun heaters
  10. Refrigeration unit
  11. 4 kW cockpit heater
  1. Gun heater switch
  2. Dump valve
  3. Anti-g suit pressure regulating valve
  4. Canopy and windshield auxiliary defrost lever
  5. Windshield anti-icing outlet
  6. Windshield anti-icing overheat warning light
  7. Windshield anti-icing lever
  8. Canopy auxiliary defrost outlets
  9. Right side outlet
  10. Air outlet control valve
  11. Windshield defrost manifold
  12. Floor outlet

Pressure in the cockpit is maintained by the airflow from vent openings and is set by a differential pressure regulator depending on altitude. The greater the altitude, the more differential pressure (altitude difference) in the pilot's cockpit to maintain the normal vital functions.

Flight altitude and the 'altitude' in the cockpit

Thus, if a player does not observe the environmental control system settings, a "loss of consciousness" and "windshield weeping" may occur.

Aerodynamic performance of the flight model

The flight dynamics model describes the aerodynamic performance of the F-86F with the J47-GE-27 engine and the "6-3" wing of increased area without a drooping slat.

During the simulation, complex calculations of the characteristics of the aircraft constituent elements are performed taking into account their mutual influence in all the range of local angles of attack and of sideslip (including beyond stall angles as well), local ram-air flows and Mach numbers taking into account control deflections, and the level of destruction of certain elements of airframe and control surfaces.

As a result of the simulation, a series of aerodynamic peculiarities of the model should be noted, which according to the available documentation, are typical for the real aircraft.

High speed

Between high indicated airspeed and Mach number (within the flight restrictions), a series of unique characteristics manifest themselves in aircraft behaviour.

Starting at Mach 0.9, unintentional roll (wingheaviness) (to the left or to the right) manifests itself and it strengthens as the Mach number increases up to its limit values. Appearance of this wingheaviness is associated with the geometric asymmetry of half-wings and also with their unequal flexural-and-torsional load-deflection curves. The wingheaviness is accompanied by a significant decrease of the aileron effectiveness related to wave effects and wing deformation during their deflection.

The airflow compressibility influence on longitudinal flying qualities at high speeds remains insignificant up to Mach 0.95. With further increase of the Mach, the aircraft demonstrates excessive tendency to pitching-up, the compensation of which requires additional pushing force on the control stick.

Due to the above-mentioned peculiarities of the aircraft behaviour, the indicated air speed is restricted to 600 knots.

Reason: Developing wing heaviness at considerable decrease of the aileron effectiveness (at high values of the Mach number) and additional wing bending and wing torsion under the action of the airflow at aileron deflection.

Acceleration higher than the value of Mach 0.93 is only possible when descending.

Maneuverability

At all speeds, the aircraft is sensitive to longitudinal control. This is especially true between Mach 0.8-0.9 and indicated air speed values over 500 knots.

The aircraft has relatively high maneuverability at all speeds. Here it should be taken into account that in order to execute most manoeuvers, a slight tail unit deflection (especially pitching displacement) is required.

However, at medium and low altitudes and indicated air speed over 500 knots, roll control becomes slow. This is due to the wing bending and wing torsion. Simultaneously, the aileron effectiveness decreases, which makes it difficult to maneuver at speeds over 550 knots.

Maneuverability

Excess of Allowable Glideslopes

A characteristic feature of piloting is hyperreaction to longitudinal input of the control stick. This feature may lead to a stall of the aircraft or to exceed the operational glideslope.

Excess of Allowable Glideslopes

The warning factor of exceeding the maneuver limitation is the starting wing stalling accompanied by shaking and departure tendency. Piloting at the shaking mode is possible but requires particular attention to the aircraft behaviour and timely decrease of the g force (angle of attack) at a decrease of the indicated air speed of the flight.

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