Tag Archives: North American Aviation Inc.

Distinguished Service Cross, Captain Joseph C. McConnell, Jr., United States Air Force

Captain Joseph C. McConnell, Jr., U.S. Air Force, Suwon Air Base, Korea, 18 May 1953. (U.S. Air Force)
McConnell’s Beautious Butch II at Suwon Air Base (K13), Korea. (U.S. Air Force)

18 May 1953: On his last day of combat, Captain Joseph C. McConnell, Jr., a fighter pilot with the 39th Fighter-Interceptor Squadron, 51st Fighter-Interceptor Wing, United States Air Force, flew two sorties in which he shot down three enemy Mikoyan-Gurevich MiG-15 fighters, bringing his total to 16 aerial victories. He was credited with damaging 5 more enemy aircraft. McConnell was the leading American ace of the Korean War. He had scored all of his victories between 14 January and 18 May, 1953.

For his actions on this date, Captain McConnell was awarded the Distinguished Service Cross:

The President of the United States of America, under the provisions of the Act of Congress approved July 9, 1918, takes pleasure in presenting the Distinguished Service Cross to Captain Joseph McConnell, Jr., United States Air Force, for extraordinary heroism in connection with military operations against an armed enemy of the United Nations while serving as a Pilot with the 39th Fighter-Interceptor Squadron, 51st Fighter-Interceptor Wing, FIFTH Air Force, in action against enemy forces in the Republic of Korea on 18 May 1953. Leading two F-86s on an air superiority mission over North Korea, he sighted a formation of twenty-eight MIG-15 type aircraft. Determined to accomplish his mission and with complete disregard for the numerical odds against him, he immediately attacked. Although under fire himself, he pressed his attack to such extent that he completely disorganized the enemy formation, destroying one of the MIGs and damaging another. Several enemy aircraft were then firing at him but, seeing that the other Sabre in his flight was also being fired upon, he completely ignored enemy cannon fire directed at himself and destroyed the MIG that was pursuing his wingman. These victories, in spite of counterattacks by such superior numbers, completely unnerved the enemy to the extent that they withdrew across the Yalu before further attacks could be made. Through his courage, keen flying ability and devotion to duty, Captain McConnell reflected great credit upon himself, the Far East Air Forces, and the United States Air Force.

Captain Joseph Christopher McConnell, Jr., U.S. Air Force.

During his combat tour in Korea, McConnell flew at least three North American Aviation F-86 Sabre jet fighters: an F-86E and two F-86Fs. He named the airplanes Beauteous Butch, after his wife’s nickname.

On 12 April 1953, after his eighth kill, he was himself shot down by another MiG-15. He ejected from his second Sabre, F-86F-15-NA 51-12971, and parachuted into the Yellow Sea where he was rescued by a Sikorsky H-19A Chickasaw helicopter from the 581st Air Resupply and Communications Wing, based at the island of Chŏ-do.

His last airplane, F-86F-1-NA 51-2910, was painted with 16 red stars and Beauteous Butch II following the last mission. He was awarded the Distinguished Service Cross and the Silver Star.

Captain Joseph C. McConnell, Jr., and Captain Harold Fischer, a double ace, with McConnell's second Sabre, F-86F-15-NA 51-12971, Korea, 1953. (U.S. Air Force).
Captain Joseph C. McConnell, Jr., and Captain Harold E. Fischer, Jr., a double ace, leading McConnell at the time of this photograph, with Joe McConnell’s second Sabre, F-86F-15-NA 51-12971, “Beautious Butch.” This fighter was shot down 12 April 1953. (U.S. Air Force).

Of air combat, Captain McConnell said, “It’s the teamwork out here that counts. The lone wolf stuff is out. Your life always depends on your wingman and his life on you. I may get credit for a MiG, but it’s the team that does it, not myself alone.

Joseph Christopher McConnell, Jr., was born 30 January 1922 at Dover, New Hampshire. He was the second child of Joseph Christopher McConnell, a barber, and Phyllis Winifred Brooks McConnell. Mrs. McConnell died in 1931.

After graduating from high school, Joseph McConnell enlisted in the Medical Corps, United States Army, at Concord, New Hampshire, 15 October 1940. He had enlisted for the Philippine Department. Private McConnell was assigned to Fort Devens, Massachusetts, for training. McConnell was 5 feet, 9 inches (1.75 meters) tall and weighed 134 pounds (60.8 kilograms).

In 1941, McConnell married Miss Pearl Edna Brown at Fitchburg, Massachusetts. They would have three children, Patricia Ann, Kathleen Frances, and Joseph Christopher McConnell III. McConnell called his wife “Butch.” He explained the not-so-flattering nickname by saying that she was, “the butcher of his heart.”

In 1943, McConnell was selected as an aviation cadet, and was trained as a navigator. He was commissioned as a second lieutenant, 18 September 1944.

A Consolidated B-24H Liberator of the 448th Bombardment Group, circa 1945.

Lieutenant McConnell was assigned to the 448th Bombardment Group (Heavy), based at RAF Seething (Army Air Force Station 146) near Norwich, Norfolk, England. The 448th was equipped with B-24 Liberator bombers. McConnell flew as navigator on 60 combat missions.

Following World War II, Lieutenant McConnell remained in the Army Air Force. In 1946, he was assigned to pilot training. He graduated from flight training at Williams Air Force Base, Arizona, and received his pilot’s wings 25 February 1948.

Lieutenant McConnell deployed to the Republic of South Korea in September 1952, and was assigned to the 51st Fighter-Interceptor Wing.

“Beauteous Butch” (Mrs. McConnell) and Captain Joseph C. McConnell, Jr., circa 1953.

Captain McConnell returned to the United States 24 May 1954. After meeting with President Eisenhower in Washngton, D.C., he was assigned to the 435th Fighter-Bomber Squadron, based at George Air Force Base, Victorville, California. The squadron was equipped with the F-86 Sabre. (The former air base is now the Southern California Logistics Airport, VCV.)

The community of Apple Valley, about 8 miles (13 kilometers) southeast of George AFB, donated a two-bedroom house and an acre of land (0.4 hectare) to Captain McConnell and his family, as a sign of its appreciation. The house was constructed in 45 hours. ¹

In the summer of 1954, Captain McConnell was temporarily assigned to Edwards Air Force Base, 35 miles northwest of George, to evaluate the new North American Aviation F-86H Sabre fighter bomber.

Similar to the F-86H-1-NA Sabre flown by Captain McConnell, this is a North American Aviation F-86H-10-NH, 53-1298. (U.S. Air Force)

On 25 August 1954, McConnell was flying F-86H-1-NA 52-1981, the fifth production airplane, performing an aerobatic function check. About 20 minutes into the test flight, McConnell radioed to Edwards that he was experiencing flight control problems, and had to use elevator trim adjustments to control the Sabre’s pitch attitude. He reported that he planned to make an emergency landing on the dry lake bed.

Witnesses reported seeing McConnell eject from the F-86H at about 500 feet (152 meters) above the surface. His parachute did not open. Captain McConnell was killed. The fighter bomber flew on for about one-half mile (0.8 kilometers) before it crashed at approximately 1:00 p.m., local time.

Investigators found that two bolts in the horizontal stabilizer control system had not been properly fastened and had fallen out.

Joseph Christopher McConnell, Jr., was just 31 years old. His remains were interred at the Victor Valley Memorial Park, Victorville, California.

Captain McConnell in teh cockpit of Beauteous Butch II after his final combat mission, 18 May 1953. The airplane is McConnell's third Sabre, F-86F-1-NA 51-2910. (U.S. Air Force)
Captain McConnell in the cockpit of Beauteous Butch II after his final combat mission, 18 May 1953. The airplane is McConnell’s third Sabre, F-86F-1-NA 51-2910. (U.S. Air Force)

¹ The McConnell “appreciation house” is located at 20822 N. Outer Highway 18, Apple Valley, California. The 1,980 square foot (184 square meters) 2 bedroom, 2 bathroom, house, in derelict condition, sold for $47,000 on 16 July 2016, less than 20% of what its value should have been. ***Update: A TDiA reader reports that the McConnell House has been completely renovated to better-than-new condition.

© 2018, Bryan R. Swopes

11 May 1964

XB-70A-1-NA 62-0001 rollout at Air Force Plant 42, 11 May 1964. (North American Aviation, Inc.)

11 May 1964: At Air Force Plant 42 near Palmdale, a small city in the high desert of southern California, the first prototype North American Aviation XB-70A-1-NA Valkyrie, 62-0001, was rolled out. More than 5,000 people were there to watch.

In August 1960, the U.S. Air Force had contracted for one XB-70 prototype and 11 pre-production YB-70 development aircraft. By 1964, however, the program had been scaled back to two XB-70As and one XB-70B. Only two were actually completed.

“Ride of the Valkyrs” by John Charles Dollman, 1909. In Norse mythology, the valkyries were immortal female figures who chose who among those who had died in battle were worthy of being taken to Valhalla.

The B-70 was designed as a Mach 3+ strategic bomber capable of flying higher than 70,000 feet (21,336 meters). Like its contemporaries, the Lockheed Blackbirds, the Valkerie was so advanced that it was beyond the state of the art. New materials and processes had to be developed, and new industrial machinery designed and built.

The XB-70A is a very large aircraft with a canard-delta configuration, built primarily of stainless steel and titanium. It has twin vertical fins combining the functions of stabilizers and rudders. The XB-70A Valkyrie prototype is 193 feet, 5 inches (58.953 meters) long, including the pitot boom, with a wingspan of 105 feet, 0 inches (32.004 meters) and overall height of 30 feet, 9 inches (9.373 meters). The canard span is 28 feet, 10 inches (8.788 meters). The canard has flaps, while the delta wing used multiple separate elevons for pitch and roll control.

North American Aviation XB-70A-1-NA Valkyrie takes off at Edwards Air Force Base, 17 August 1965. (NASA)

The delta wing has an angle of incidence of 0° and its leading edges are swept to 65.57°, with 0° sweep at the trailing edge. The wings have a maximum of -2.60° of twist. The wings of 62-001 have no dihedral, but the second B-70, 62-0207, had 5° dihedral. The total wing area is 6,297.8 square feet (585.1 square meters).

The canard also has 0° of incidence and dihedral. Its leading edge is swept aft 31.70°, while the trailing edge sweeps forward 14.91°. The canard has a total area of 415.59 square feet (38.61 square meters). The canard flaps can be lowered to 20°.

The vertical fins have a height of 15 feet (4.572 meters). The leading edges are swept 51.77° and the trailing edges, 10.89°.

The B-70 was designed to “surf” on its own supersonic shock wave (this was called “compression lift”). The outer 20 feet (6.096 meters) of each wing could be lowered to a 25° or 65° angle for high speed flight. Although this did provide additional directional stability, it actually helped increase the compression lift, which supported up to 35% of the airplane’s weight in flight.

North American Aviation XB-70A-1-NA Valkyrie 62-0001. (U.S. Air Force)

The first prototype, 62-001, had an empty weight of 231,215 pounds (104,877 kilograms), and its maximum takeoff weight was 521,056 pounds (236,347 kilograms).

The XB-70A is powered by six General Electric YJ93-GE-3 engines, grouped together in the tail. These are single-spool, axial-flow, afterburning turbojet engines, which have an 11-stage compressor section and 2-stage turbine. The YJ93-GE-3 has a normal power rating of 17,700 pounds of thrust (78.734 kilonewtons); military power, 19,900 pounds (88.520 kilonewtons); and maximum power, 28,000 pounds (124.550 kilonewtons). All ratings are at 6,825 r.p.m. and are continuous. A special high-temperature fuel, JP-6, is required. The engine is 19 feet, 8.3 inches (6.002 meters) long, 4 feet, 6.15 inches (1.375 meters) in diameter, and weighs 5,220 pounds (2,368 kilograms).

Test firing one the 62-001’s General Electric YJ93-GE-3 afterburning turbojet engines. (LIFE Magazine)

62-0001 had a cruise speed of 1,089 knots (1,253 miles per hour/2,016 kilometers per hour) at 35,000 feet (10,688 meters), and maximum speed of 1,721 knots (1,980 miles per hour/3,187 kilometers per hour) at 79,050 feet (24,094 meters)—Mach 2.97. During flight testing, the XB-70A reached a maximum of Mach 3.08 (1,777 knots) with a sustained altitude of 74,000 feet (22,555 meters).

Fuel was carried in 11 internal tanks in the wings and fuselage and the maximum capacity was 43,646 gallons (165,218 liters), giving the bomber a combat range of 3,786 nautical miles (4,357 statute miles/7,012 kilometers).

The B-70 was designed to carry two B-53 two-stage radiation-implosion thermonuclear bombs in its internal bomb bay. A maximum of fourteen smaller weapons could be carried.

XB-70A-1 62-0001 first flew 21 September 1964, and exceeded Mach 3 for the first time on its 17th flight, 14 October 1965. Its final flight was 4 February 1969.

The second prototype, XB-70A-2-NA 62-0207, was destroyed in a midair collision. The third Valkyrie, XB-70B-NA 62-0208, was cancelled before completion.

62-0001 is in the collection of the National Museum of the United States Air Force. It has made 83 flights with just 160 hours, 16 minutes, total flight time.

XB-70A-1-NA Valkyrie 62-0001 in cruise at very high altitude, 1968. (NASA)
XB-70A-1-NA Valkyrie 62-0001 in cruise at very high altitude, 1968. (NASA)

© 2019, Bryan R. Swopes

5 May 1943

North American Aviation P-51B-1-NA Mustang 43-12093 (102-24541), the first production P-51B. (NASA Langley Research Center Vintage Photographs Collection)

5 May 1943: First flight of a production North American Aviation P-51B-1-NA Mustang, 43-12093 (NAA serial number 102-24541).

Compare the Merlin-powered P-51B, above, to this Allison-engined P-51A-1-NA Mustang, 43-6008 (99-22111). (NASA)

North American Aviation, Inc., located at Mines Field, Los Angeles, California (now, Los Angeles International Airport, or more commonly, LAX), contracted with the British Purchasing Commission to produce a new fighter designed around the liquid-cooled Allison Engineering Company V-1710-F3R V-12 engine. Just 117 days later, the first prototype, the NA-73X, was completed. The airplane made its first flight on 26 October 1940, with free-lance test pilot Vance Breese. The British ordered 320 fighters for the Royal Air Force, and named it the Mustang Mk.I. Soon after, a second order for 300 airplanes came through. On 23 April 1941, North American test pilot Louis Sanford Wait flew the first production airplane, RAF serial number AG345.

The first production Mustang Mk.I, AG345, first flight, 23 April 1941. (North American Aviation, Inc.)

The Mk.I was 30 miles per hour (48 kilometers per hour) faster than its contemporary, the Curtiss-Wright P-40 Warhawk, though both used the same engine and propeller. Below 15,000 feet (4,572 meters), the Mustang was also 30–35 m.p.h (48–56 kilometers per hour) faster than a Supermarine Spitfire, which had the more powerful Roll-Royce Merlin V-12.

Allison V-1710-39 (F3R) V-12 aircraft engine, right rear quarter view. (Allison)

The Mustang Mk.I was heavily armed with eight machine guns. Two Browning .50-caliber machine guns were positioned under the engine, synchronized to fire forward through the propeller arc. Two more .50s and four .303-caliber Browning Mark II machine guns were installed in the wings.

Two Mustang Mk.Is, the fourth and tenth production airplanes, were turned over to the United States Army Air Corps for testing at Wright Field, Dayton, Ohio. These were designated XP-51 by the Air Corps. Test pilot Robert Creed Chilton took the first XP-51, 41-038 (ex-RAF AG348) for its first flight, 20 May 1941. Both airplanes were also extensively tested by the National Advisory Committee for Aeronautics (NACA) at the Langley Memorial Aeronautical Laboratory, Hampton, Virginia.

North American Aviation XP-51 at Wright Field. (Charles M. Daniels Collection, San Diego Air & Space Museum Archives)

The Air Corps initially ordered the airplane as a dive bomber, designated A-36 Apache. With various changes from the British fighter, on 23 June 1942, the Air Corps ordered 1,200 fighters as the P-51A. Chilton flew the first production P-51A, 43-6003, on 3 February 1943.

In England, tests were made of the Mustang Mk.I with Rolls-Royce Merlin 61 and 65 V-12 engines installed in place of the Allison V-1710. Called the Mustang X, it proved to be a superior fighter, particularly at high altitude. The RAF ordered it as the Mustang Mk.III.

Identical to the Inglewood, California-built North American Aviation P-51B Mustang, this is a Dallas, Texas-built P-51C-1-NT, 42-103023. (North American Aviation, Inc.)

In the United States, the Packard Motor Car Company of Detroit, Michigan, had begun building Merlin engines under license from Rolls-Royce. These American engines were designated V-1650. North American modified two P-51As from the production line to install the Packard V-1650-3. These were designated XP-51B. Testing revealed that the new variant was so good that the Army Air Corps limited its order for P-51As to 310 airplanes and production was changed to the P-51B.

The P-51B and P-51C are virtually identical. The P-51Bs were built by North American Aviation, Inc., at Inglewood, California. P-51Cs were built at North American’s Dallas, Texas plant. They were 32 feet, 2.97 inches (9.829 meters) long, with a wingspan of 37 feet, 0.31-inch (11.282 meters) and overall height of 13 feet, 8 inches (4.167 meters) high. The fighter had an empty weight of 6,985 pounds (3,168 kilograms) and a maximum gross weight of 11,800 pounds (5,352 kilograms).

P-51Bs and Cs were powered by a right-hand tractor, liquid-cooled, supercharged, 1,649-cubic-inch-displacement (27.04-liter) Packard V-1650-3 or -7 Merlin single overhead cam (SOHC) 60° V-12 engine which produced 1,380 horsepower at Sea Level, turning 3,000 r.p.m at 60 inches of manifold pressure (V-1650-3) or 1,490 horsepower at Sea Level, turning 3,000 r.p.m. at 61 inches of manifold pressure (V-1650-7). (Military Power rating, 15 minute limit.) These were license-built versions of the Rolls-Royce Merlin 63 and 66. The engine drove a four-bladed Hamilton Standard Hydromatic constant-speed propeller with a diameter of 11 feet, 2 inches (3.404 meters) through a 0.479:1 gear reduction.

A Packard Motor Car Company V-1650-7 Merlin V-12 aircraft engine at the Smithsonian Institution National Air and Space Museum. This engine weighs 1,715 pounds (778 kilograms) and produces 1,490 horsepower at 3,000 r.p.m. Packard built 55,873 of the V-1650 series engines. Continental built another 897. The cost per engine ranged from $12,548 to $17,185. (NASM)

The P-51B/C had a cruise speed of 362 miles per hour (583 kilometers per hour) and the maximum speed was 439 miles per hour (707 kilometers per hour) at 25,000 feet (7,620 meters). The service ceiling was 41,900 feet (12,771 meters). With internal fuel, the combat range was 755 miles (1,215 kilometers).

In U.S. service, armament consisted of four air-cooled Browning AN-M2 .50-caliber machine guns, mounted two in each wing, with 350 rounds per gun for the inboard guns and 280 rounds per gun for the outboard.

1,988 P-51B Mustangs were built at North American’s Inglewood, California plant and another 1,750 P-51Cs were produced at Dallas, Texas. This was nearly 23% of the total P-51 production.

North American P-51B Mustang with identification stripes. (U.S. Air Force)

© 2019, Bryan R. Swopes

30 April 1962

Joseph A. Walker, NASA Chief Research Test Pilot

30 April 1962: The Chief Research Test Pilot at NASA’s High Speed Flight Station, Joseph Albert Walker, flew the first North American Aviation X-15 hypersonic research aircraft, 56-6670, on its twenty-seventh flight. This was Flight 52 of the NASA X-15 Hypersonic Research Program. The purpose of this test flight was to explore aerodynamic heating and stability at very high altitudes.

At an altitude of approximately 45,000 feet (13,716 meters) over Mud Lake, Nevada, the X-15 was released from Balls 8, the NB-52B drop ship, at 10:23:20.0 a.m., Pacific Daylight Savings Time.

This NASA image depicts three X-15 flight profiles. Mud Lake, Nevada, is near the right edge of the image. (NASA)

Walker started the Reaction Motors XLR99-RM-1 rocket engine. The planned burn time was 81.0 seconds, but the engine ran slightly longer: 81.6 seconds. Even with the longer burn, the X-15 undershot the planned speed of Mach 5.35 and peak altitude of 255,000 feet (77,724 meters). The actual maximum speed for this flight was Mach 4.94, and maximum altitude, 246,700 feet (75,194 meters). Walker landed on Rogers Dry Lake. The total duration of Flight 52 was 9 minutes, 46.2 seconds.

Even though the peak altitude reached by the X-15 was 8,300 feet (2,530 meters) lower than expected, Joe Walker established a new Fédération Aéronautique Internationale (FAI) World Record for Altitude Gain, Aeroplane Launched from a Carrier Aircraft, of 61,493 meters (201,749 feet).¹

Joe Walker with the Number 2 North American Aviation X-15, 56-6671, on Rogers Dry Lake. Walker is wearing a David Clark Co. MC-2 full-pressure suit (NASA)

¹ FAI Record File Number 10356

© 2018, Bryan R. Swopes

30 April 1953

North American Aviation YF-86H-1-NA Sabre 52-1975 during a test flight. A long pitot boom is used for initial instrument calibration. (U.S. Air Force)
North American Aviation YF-86H-1-NA Sabre 52-1975 fighter bomber at Edwards AFB. (U.S. Air Force)

30 April 1952, the first North American Aviation F-86H Sabre fighter bomber, YF-86H-1-NA 52-1975, made its first flight with test pilot Joseph A. Lynch, Jr., in the cockpit. It was flown from the Inglewood, California, factory to Edwards Air Force Base for evaluation and testing.

While the F-86A, E and F Sabres were air superiority fighters and the F-86D and L were all-weather interceptors, the F-86H was a fighter bomber, designed to attack targets on the ground with guns, bombs and rockets.

Larger and with a maximum gross weight nearly 4,000 pounds (1,814 kilograms) heavier than an F-86F, the H model’s J73 engine provided almost 40% more thrust. The engine was larger that the J47 used in previous F-86 models, and this required a much larger air intake and airframe modifications. The fuselage was 6 inches deeper and two feet longer than the F-86F. This accommodated the new engine and an increase in fuel load. The tail surfaces were changed with an increase in the height of the vertical fin and the elevators were changed to an “all-flying” horizontal stabilizer. Though it’s top speed was only marginally faster, the F-86H could take off in a shorter distance and climb faster with a higher service ceiling than the earlier models.

Joseph Lynch
Joseph A. Lynch, Jr.

The two pre-production aircraft were built at Inglewood, California, but all production airplanes were built at Columbus, Ohio. The serial numbers of those F-86H Sabres have the suffix -NH.

The North American Aviation F-86H Sabre was 38 feet, 10 inches (11.836 meters) long with a wingspan of 39 feet, 1 inch (11.913 meters) and overall height of 14 feet, 11 inches (4.547 meters). Empty weight was 13,836 pounds (6,276 kilograms) and gross weight was 24,296 pounds (11,021 kilograms).

The F-86H was powered by a General Electric J73-GE-3D or -3E engine, a single-spool, axial-flow, turbojet engine, which used a 12-stage compressor section with variable inlet vanes, 10 combustion chambers and 2-stage turbine section. It produced 8,920 pounds of thrust (39.68 kilonewtons) at 7,950 r.p.m.  (5-minute limit). The J73 was 12 feet, 3.2 inches (3.739 meters) long, 3 feet, 0.8 inches (0.935 meters) in diameter and weighed 3,650 pounds (1,656 kilograms).

North American Aviation F-86H-10-NH Sabre 53-1298. (U.S. Air Force)

The F-86H had a maximum speed of 601 knots (692 miles per hour/1,113 kilometers per hour) at Sea Level and 536 knots (617 miles per hour (993 kilometers) at 35,000 feet (10,668 meters). The fighter bomber had an initial rate of climb of 12,900 feet per minute (65.53 meters per second) and it could reach 30,000 feet (9,144 meters) in 5.7 minutes. The service ceiling was 50,800 feet (15,484 meters). With a full load of bombs, the F-86H had a combat radius of 350 nautical miles (402 statute miles/648 kilometers) at 470 knots (541 miles per hour (870 kilometers per hour). The maximum ferry range was 1,573 nautical miles (1,810 statute miles/2,913 kilometers).

The two pre-production YF-86Hs were unarmed. The first ten production airplanes were built with six .50 caliber Browning machine guns, the same as the F-86F Sabre, but the remaining F-86H Sabres were armed with four M39 20 mm revolver autocannon with 600 rounds of ammunition. In ground attack configuration, a maximum bomb load of 2,310 pounds (1,048 kilograms) could be carried, or one 12–24 kiloton Mark 12 “Special Store” that would be delivered by “toss bombing.”

The F-86H Sabre became operational in 1954. 473 F-86H Sabres were built before production ended. By 1958 all that remained in the U.S. Air Force Inventory were reassigned to the Air National Guard. The last one was retired in 1972.

North American Aviation F-86H Sabre. (U.S. Air Force)

© 2019, Bryan R. Swopes