Republic YRF-84F Thunderstreak FICON
The FICON (Fighter Conveyor) concept was invented during World War II in an effort to solve the fighter escort problem. While the fighters then in use could escort bombers over Germany, the range required for B-29 Superfortresses to reach Japan was beyond even the reach of the P-51 Mustang. Numerous experiments were tried before the war ended, including what would become the F-82 Twin Mustang and the FICON idea. In the latter, fighters would hook on to a bomber and be carried to the target area; they would then switch on their engines, detach, defend the bomber formation, and then return to hook back up to the mothership for the flight home. This would give the fighters plenty of fuel for dogfighting, since they would not be using fuel for the trip to the target.
Though some experiments were carried out during World War II, the USAF's real first attempt at the FICON concept was Project Tip Tow in 1950. In this case, two modified F-84D Thunderjets would attach themselves to the wingtips of a similarly modified B-29. Though hookups were done successfully, it was difficult even in good weather, the long flights were very uncomfortable for the pilots stuck in their fighters, and the presence of one fighter tended to throw off the balance of the mothership.
After a fatal crash of both one of the F-84Ds and the B-29 in 1953, Tip Tow ended, but was replaced with Project Tom Tom. This used the same concept, but attached the two F-84s to the wingtips of a much larger (and faster) B-36 Peacemaker. The problem here was the turbulence caused by the B-36 itself. After one F-84 was torn off the wingtip--luckily not fatally--Tom Tom was also abandoned.
Yet the USAF refused to give up. Attempts at a dedicated parasite fighter--the hideous McDonnell XF-85 Goblin--had failed, but the Goblin's method of being carried in the bomb bay of a B-36 seemed to be the solution to the FICON concept. The Goblin hooked onto a trapeze like device and was winched in and out of the bomb bay. Not only did this solve the turbulence problem (though the extra drag did slightly cut into the B-36's range), it also allowed the pilot to climb out during the flight to and from the target, which greatly allieved fatigue. The USAF modified two RF-84F Thunderflash prototypes and tested the idea in 1952. It was successful, and the USAF duly ordered 25 production RF-84Ks and the modification of 10 B-36s into motherships.
In theory the FICON concept was sound--it gave the RF-84 essentially a 3300-mile range while aboard the B-36, and could dash in and out of enemy territory; since the RF-84K still had guns, it could even operate as an emergency fighter escort for the B-36. In practice, though the trapeze was easier than the wingtip hookup, it was still difficult and very dangerous in bad weather. Though the 91st Strategic Reconnaissance Wing went operational with FICON RF-84s, the advent of air refueling and longer-ranged reconnaissance aircraft (like the RF-101 Voodoo) meant the FICON concept was unnecessary and obsolete. The RF-84K fleet was sent to standard ground-based Thunderflash units.
This aircraft, 49-2430, was actually one of the first F-84F Thunderstreak prototypes. When the USAF began testing the trapeze FICON concept, it was modified to YRF-84F standard, with a retractable hook in the nose (for the trapeze) and downward-canted tailplanes (to allow the Thunderjet to fit in the B-36's bomb bay) . It completed the FICON testing successfully, and was returned to Republic as a testbed after the project became operational. Because of its unique status--as both a F-84F prototype and the prototype for the FICON project--it was donated to the National Museum of the USAF in the late 1950s.
49-2430 is now on display in the NMUSAF's experimental wing, alongside the massive XB-70 Valkyrie. It is finished in aluminum paint rather than bare metal to preserve the aircraft. Just ahead of the olive drab antiglare panel on the nose is the trapeze hook. Though it was designated as a RF-84F, it is actually basically the same as a F-84F; it lacks the Thunderflash's side-mounted intakes and camera nose.
Republic YRF-84F Thunderstreak FICON
The FICON (Fighter Conveyor) concept was invented during World War II in an effort to solve the fighter escort problem. While the fighters then in use could escort bombers over Germany, the range required for B-29 Superfortresses to reach Japan was beyond even the reach of the P-51 Mustang. Numerous experiments were tried before the war ended, including what would become the F-82 Twin Mustang and the FICON idea. In the latter, fighters would hook on to a bomber and be carried to the target area; they would then switch on their engines, detach, defend the bomber formation, and then return to hook back up to the mothership for the flight home. This would give the fighters plenty of fuel for dogfighting, since they would not be using fuel for the trip to the target.
Though some experiments were carried out during World War II, the USAF's real first attempt at the FICON concept was Project Tip Tow in 1950. In this case, two modified F-84D Thunderjets would attach themselves to the wingtips of a similarly modified B-29. Though hookups were done successfully, it was difficult even in good weather, the long flights were very uncomfortable for the pilots stuck in their fighters, and the presence of one fighter tended to throw off the balance of the mothership.
After a fatal crash of both one of the F-84Ds and the B-29 in 1953, Tip Tow ended, but was replaced with Project Tom Tom. This used the same concept, but attached the two F-84s to the wingtips of a much larger (and faster) B-36 Peacemaker. The problem here was the turbulence caused by the B-36 itself. After one F-84 was torn off the wingtip--luckily not fatally--Tom Tom was also abandoned.
Yet the USAF refused to give up. Attempts at a dedicated parasite fighter--the hideous McDonnell XF-85 Goblin--had failed, but the Goblin's method of being carried in the bomb bay of a B-36 seemed to be the solution to the FICON concept. The Goblin hooked onto a trapeze like device and was winched in and out of the bomb bay. Not only did this solve the turbulence problem (though the extra drag did slightly cut into the B-36's range), it also allowed the pilot to climb out during the flight to and from the target, which greatly allieved fatigue. The USAF modified two RF-84F Thunderflash prototypes and tested the idea in 1952. It was successful, and the USAF duly ordered 25 production RF-84Ks and the modification of 10 B-36s into motherships.
In theory the FICON concept was sound--it gave the RF-84 essentially a 3300-mile range while aboard the B-36, and could dash in and out of enemy territory; since the RF-84K still had guns, it could even operate as an emergency fighter escort for the B-36. In practice, though the trapeze was easier than the wingtip hookup, it was still difficult and very dangerous in bad weather. Though the 91st Strategic Reconnaissance Wing went operational with FICON RF-84s, the advent of air refueling and longer-ranged reconnaissance aircraft (like the RF-101 Voodoo) meant the FICON concept was unnecessary and obsolete. The RF-84K fleet was sent to standard ground-based Thunderflash units.
This aircraft, 49-2430, was actually one of the first F-84F Thunderstreak prototypes. When the USAF began testing the trapeze FICON concept, it was modified to YRF-84F standard, with a retractable hook in the nose (for the trapeze) and downward-canted tailplanes (to allow the Thunderjet to fit in the B-36's bomb bay) . It completed the FICON testing successfully, and was returned to Republic as a testbed after the project became operational. Because of its unique status--as both a F-84F prototype and the prototype for the FICON project--it was donated to the National Museum of the USAF in the late 1950s.
49-2430 is now on display in the NMUSAF's experimental wing, alongside the massive XB-70 Valkyrie. It is finished in aluminum paint rather than bare metal to preserve the aircraft. Just ahead of the olive drab antiglare panel on the nose is the trapeze hook. Though it was designated as a RF-84F, it is actually basically the same as a F-84F; it lacks the Thunderflash's side-mounted intakes and camera nose.