OK, I looked at a very detailed cutaway and it looks like the Me 262 has 6 slat tracks per side. The F-86 has eight, 2 for each of the four slats and no two have the same part number. But the slat tracks DO look very similar. From the diagram I can't tell if the chord and travel are similar. The slats do not appear to be the same chord but might well run on similar but not the same tracks, since the F-86 tracks are not all placed in the same area.
There MIGHT be one or two with the same profile, but I seriously doubt it since the airfoils were not the same.
The F-86 used an NACA 0009-64 at the root and an NACA 0008.1-64 at the tip while the Me 262 used an NACA 00011-0.825-35 at the root and an NACA 00009-1.1-40 at the tip. Of necessity the slats would not have the same profile, though it could be admittedly close to the naked eye unless one were laid on top of the other.
Seriously there are different part numbers for each F-86 slat as the airfoil changes from root to tip.
Right now I'm having a devil of a time finding slat bearings to continue with the F-86 leading edges I was doing for Steve Hinton. They're out there somewhere, but finding them is proving problematic. It would be very interesting to see an Me 262 slat track since I have a complete set of F-86F slat tracks right at this time, just waiting for bearings, and am very familiar with them just now.
Unfortunately, the Me 262 we USED to have is now in Paul Allen's collection, so I have no access.
So, Joe might be right about one or two slats, but certainly not for a set. It would be interesting to find out by looking at both side by side.
The claim is that the the first 7 F-86 prototypes used actual Me 262 slat hardware comes from this article by by Larry Davis "Sabre Jet
XP-86 SWEPT WING DEVELOPMENT"
http://sabre-pilots.org/classics/v53sabre.htm
Larry Davis has 38 books on Aviation listed on Amazon, most on US types such as the Sabre so he seems highly plausible source to me.
The actual quote from his article is "Slowly but surely, North American's engineers brought the design to its final shape. But the slat design remained a problem. Finally, an entire Me-262 wing was flown in from Wright Field. North American's engineers disassembled the slats and modified the slat track mechanism to fit the XP-86 wing, using the Me-262 slat lock and control switch. Although not perfect, it was a start and the slat worked.
In fact, the first seven aircraft used Me-262 slat locks and tracks. "
The wing section of the F-86 was not however based on that of the Me 262. The 6 digit airfoil used on the Sabre was a refinement of the laminar flow type used by North American on the P-51 which had superb high speed characteristics. The Me 262 wing section was a proper high speed section suitable for supersonic use at an appropriate angle but it was still not as advanced as that of the P-51 series. The main thing was that the 6 digit airfoils offered large internal volume for a strong stiff structure and fuel. The Germans incidentally flew Laminar Flow wings on the Me 309 in Jun 1942, it was all their own work.
Adolf Bussmann published an article on wing sweep on an airfoil at supersonic speed in 1933. It was no secret at the time and actually revealed to American researchers who simply forgot it. Low key research continued but in 1940 a very major German effort started. One of the problems of swept wings is their handling at low speed or rather high angles of attack. For one a property called spanwise flow leads to premature wing tip stall, the other is a that although they have a greatly higher stall angle this comes at a disproportionately greater increase in drag that can be so high that aircraft engine is overpowered and the aircraft falls out of the sky. This can lead to something called "Sabre Dance", it effected the F-100 super sabre and there is a pretty horrific video of it on you tube.
The Germans naturally researched for solutions. One of these was the slat. It is no surprise that NA engineers might have copied some elements of the German slat mechanism, slat engineering is very finicky and these men had no time to waste: the cold war had started and they had competition from Republic, Lockheed and Grumman.
The only US aircraft I know of that used slats were Northrop's flying wings which used power (rather than automatic slats) as part of the auto-stable design.
The other solutions the Germans looked into was the nose flap (also called leading edge flap), the krueger flap. These two leading edge devices are entirely German in development. Another two was the scimitar or crescent wing (seen on the Handley Page Victor but conceived of for a swept wing version of the Arado Ar 234), the forward swept wing (test beded on the Ju 287). A very subtle one was called "aerodynamic twist" where the outer wing was given a blunter profile that would stall later.
Most of the German "secret projects" used these technologies. The book "secret Messerschmidt projects" references most of these. A type of area ruling where the aircraft fuselage is 'waisted' in at the wing so as to reduce span-wise flow across the wing was also found to help conform to the area rule, which had been discovered at Junkers.
From the F-86-30F onwards the slats were abandoned, the wing profile changed by adding different leading edges and wing fences were added at 70% of span, similar to the MiG 15. The F-100 Super Sabre used leading edge flaps.
The Germans were aware of wing fences as well and explored variable sweep. I haven't seen any awareness of dog tooth leading edges or vortilons.
In 1948 American engineers were still digesting the masses of captured German aerodynamic data, there was about 2 years worth.