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[4S_Vega]

Republic F-84 pack + KB-29P tanker V1.3 20180923

1.3 version

- Fix some Java bug of 1.2
- Modified some weapons drag

1.2 version

- Fixed FM/Java for cruise speed, fuel consumption & overheating
- Modified cockpit Java for F-84F

1.1 version features

a) new F-84F Thunderstreak by Gio
b) updated FM & codes for all;
c) weapons from Dreamk pack;

1.0 version features

a) new E early and late variants, 3d modify by PA_Jeronimo;
b) new FM;
c) autopilot for G variant;
d) separate bomb selector;
e) Java upgrades, lift code, engine code;

WIKI

F-84 Thunderjet

The F-84B, which differed from YP-84A only in having faster-firing M3 machine guns, became operational with 14th Fighter Group at Dow Field, Bangor, Maine in December

1947. Flight restrictions followed immediately, limiting maximum speed to Mach 0.8 due to control reversal, and limiting maximum acceleration to 5.5 g (54 m/s²) due to wrinkling of the fuselage skin. To compound the problem, parts shortages and maintenance difficulties earned the aircraft the nickname, "Mechanic's Nightmare". On 24 May 1948, the entire F-84B fleet was grounded due to structural failures.
A 1948 review of the entire F-84 program discovered that none of the F-84B or F-84C aircraft could be considered operational or capable of executing any aspect of their intended mission. The program was saved from cancellation because the F-84D, whose production was well underway, had satisfactorily addressed the major faults. A fly-off against the F-80 revealed that while the Shooting Star had a shorter takeoff roll, better low altitude climb rate and superior maneuverability, the F-84 could carry a greater bomb load, was faster, had better high altitude performance and greater range. As a temporizing measure, the USAF in 1949 committed US$8 million to implement over 100 upgrades to all F-84Bs, most notably reinforcing the wings. Despite the resultant improvements, the F-84B was withdrawn from active duty by 1952.
The F-84C featured a somewhat more reliable J35-A-13 engine and had some engineering refinements. Being virtually identical to the F-84B, the C model suffered from all of the same defects and underwent a similar structural upgrade program in 1949. All F-84Cs were withdrawn from active service by 1952.
The structural improvements were factory-implemented in the F-84D, which entered service in 1949. Wings were covered with thicker aluminum skin, the fuel system was winterized and capable of using JP-4 fuel, and a more powerful J35-A-17D engine with 5,000 lbf (22.24 kN) was fitted. It was discovered that the untested wingtip fuel tanks contributed to wing structural failures by inducing excessive twisting during high-"g" maneuvers. To correct this, small triangular fins were added to the outside of the tanks. The F-84D was phased out of USAF service in 1952 and left Air National Guard (ANG) service in 1957.


The first effective and fully capable Thunderjet was the F-84E model which entered service in 1949. The aircraft featured the J35-A-17 engine, further wing reinforcement, a 12 in (305 mm) fuselage extension in front of the wings and 3 in (76 mm) extension aft of the wings to enlarge the cockpit and the avionics bay, an A-1C gunsight with APG-30 radar, and provision for an additional pair of 230 gal (870 L) fuel tanks to be carried on underwing pylons. The latter increased the combat radius from 850 to 1,000 miles (740 to 870 nmi; 1,370 to 1,610 km).
One improvement to the original F-84 design was rocket racks that folded flush with the wing after the 5-inch HVAR rockets were fired, which reduced drag over the older fixed mounting racks. This innovation was adopted by other U.S. jet fighter-bombers.
Despite the improvements, the in-service rates for the F-84E remained poor with less than half of the aircraft operational at any given time. This was primarily due to a severe shortage of spares for the Allison engines. The expectation was that F-84Es would fly 25 hours per month, accumulating 100 hours between engine overhauls. The actual flight hours for Korean War and NATO deployments rapidly outpaced the supply and Allison's ability to manufacture new engines. The F-84E was withdrawn from USAF service in 1956, lingering with ANG units until 1959.



The definitive straight-wing F-84 was the F-84G which entered service in 1951. The aircraft introduced a refueling boom receptacle in the left wing, autopilot, Instrument Landing System, J35-A-29 engine with 5,560 lbf (24.73 kN) of thrust, a distinctive framed canopy (also retrofitted to earlier types), and the ability to carry a single Mark 7 nuclear bomb. The F-84G was retired from USAF in the mid-1960s.
Starting in the early 1960s, the aircraft was deployed by the Força Aérea Portuguesa (FAP) during the Portuguese Colonial War in Africa. By 1972, all four operating F-84 aircraft were supplementing the FAP in Angola.


Typical of most early jets, the Thunderjet's takeoff performance left much to be desired. In hot Korean summers with a full combat load, the aircraft routinely required 10,000 ft (3,000 m) of runway for takeoff even with the help of RATO bottles (two or four of these were carried, each producing 1,000 lbf (4.4 kN) of thrust for 14 seconds). All but the lead aircraft had their visibility obscured by the thick smoke from the rockets. Early F-84s had to be pulled off the ground at 160 mph (140 kn, 260 km/h) with the control stick held all the way back. Landings were made at a similar speed, for comparison the North American P-51 Mustang landed at approximately 120 mph (100 kn, 190 km/h). Despite the "hot" landing speeds, the Thunderjet was easy to fly on instruments and crosswinds did not present much of a problem.



 
Thanks to the thick straight wing the Thunderjet rapidly reached its Mach 0.82 limitation at full throttle and low altitude. The aircraft had sufficient power to fly faster, but exceeding the Mach limit at low altitudes resulted in a violent pitch-up and structural failure causing the wings to break off. Above 15,000 ft (4,600 m), the F-84 could be flown faster but at the expense of severe buffeting. Fortunately, the airspeed was sufficiently easy to control to make safe dive bombing from 10,000 ft (3,000 m) possible. The top speed limitation proved troublesome against Soviet Mikoyan-Gurevich MiG-15s in Korea. Slower than the MiG, the F-84 was also unable to turn tightly with a maximum instantaneous-turn load of only 3 Gs followed by rapid loss of airspeed. One F-84E pilot credited with two MiG kills achieved his second victory by intentionally flying his aircraft into pitch-up. The MiGs chasing him were unable to follow the violent maneuver and one crashed into the ground. Luckily for the F-84E pilot, the aircraft did not disintegrate but the airframe did suffer heavy warping. The F-84 was a stable gun platform and the computing gunsight aided in accurate gunnery and bombing. Pilots praised the aircraft for Republic's legendary ruggedness.

The Thunderjet had a distinguished record during the Korean War. Although the F-84B and F-84C could not be deployed because their J35 engines had a service life of only 40 hours, the F-84D and F-84E entered combat with 27th Fighter Escort Group on 7 December 1950. The aircraft were initially tasked with escorting the B-29 Superfortress bombers. The first Thunderjet air-to-air victory was scored on 21 January 1951 at the cost of two F-84s. The F-84 was a generation behind the swept-wing Soviet Mikoyan-Gurevich MiG-15 and outmatched, especially when the MiGs were flown by more-experienced pilots, and the MiG counter-air mission was soon given to the F-86 Sabre. Like its famous predecessor, the P-47, the F-84 switched to the low-level interdiction role at which it excelled.

The F-84 flew a total of 86,408 missions, dropping 55,586 tons (50,427 metric tons) of bombs and 6,129 tons (5,560 metric tons) of napalm. The USAF claimed F-84s were responsible for 60% of all ground targets destroyed in the war. Notable F-84 operations included the 1952 attack on the Sui-ho Dam. During the war, the F-84 became the first USAF fighter to utilize aerial refueling. In aerial combat, F-84 pilots were credited with eight MiG-15 kills against a Soviet-claimed loss of 64 aircraft. The total losses were 335 F-84D, E and G models.



F-84F Thunderstreak
Project Run In completed operational tests in November 1954 and found the aircraft to be to USAF satisfaction and considerably better than the F-84G. However, ongoing engine failures resulted in the entire fleet being grounded in early 1955. Also, the J65 engine continued to suffer from flameouts when flying through heavy rain or snow.[1] As the result of the problems, the active duty phaseout began almost as soon as the F-84F entered service in 1954, and was completed by 1958. Increased tensions in Germany associated with construction of the Berlin Wall in 1961 resulted in reactivation of the F-84F fleet. In 1962, the fleet was grounded due to the corrosion of control rods. A total of 1,800 man hours were expended to bring each aircraft to full operational capacity. Stress corrosion eventually forced the retirement of ANG F-84Fs in 1971.
On 9 March 1955, Lt. Col. Robert R. Scott, in a F-84F Thunderstreak, set a three-hour, 44-minute and 53-second record for the 2,446 mile flight from Los Angeles to New York.
With the appearance of the Republic F-105 Thunderchief, which also used wing-root mounted air intakes, the Thunderstreak became known as the Thud's Mother. The earlier F-84A had been nicknamed the "Hog" and the F-84F "Super Hog," the F-105 becoming the "Ultra Hog".
In what is probably one of the very few air-to-air engagements involving the F-84F, two Turkish Air Force F-84F Thunderstreaks shot down two Iraqi Il-28 Beagle bombers that crossed the Turkish border by mistake during a bombing operation against Iraqi Kurdish insurgents. This engagement took place on 16 August 1962.
The F-84F was retired from active service in 1964, and replaced by the North American F-100 Super Sabre. The RF-84F was replaced by the RF-101 Voodoo in USAF units, and relegated to duty in the Air National Guard. The last F-84F Thunderflash retired from the ANG in 1971. Three Hellenic Air Force RF-84Fs that were retired in 1991 were the last operational F-84s.

CREDITS

3d of F-84F by Gio963tto
F-84F skins by mm
Class editing, 3D Model, FMD & EMD files by Flakiten.
2bits
highlander_262
GAEv Squadron (www.gaev.com.ar)
GJE_52
Mathaus
PeterD
stu
US_GRANT
Reticle Mask addition by Ranwers
E Variant 3d by PA_Jeronimo
Pack, FM and Java upgrades by Vega

air.ini

F84E_Early_ThunderJet  air.F84E_Early 1                           NOINFO  usa01 SUMMER
F84E_Late_ThunderJet  air.F84E_Late 1                           NOINFO  usa01 SUMMER
F84G_ThunderJet  air.F84G 1                           NOINFO  usa01 SUMMER
F84F1_ThunderStreak  air.F84F1 1                           NOINFO  usa01 SUMMER
KB_29P           air.KB_29P 1   NOINFO  usa01 SUMMER

plane

F84E_Early_ThunderJet  Republic F-84E (early) Thunderjet, 1949
F84E_Late_ThunderJet   Republic F-84E (late) Thunderjet, 1950
F84G_ThunderJet       Republic F-84G Thunderjet, 1951
F84F1_Thunderstreak    Republic F-84F Thunderstreak, 1953
KB_29P                 KB-29P Superfortress, 1948

WARNING!! TO RUN THIS MOD YOU NEED:


TO RUN THIS MOD YOU NEED:


JET ERA
https://www.sas1946.com/main/index.php/topic,15649.0.html

COMMON UTILS
https://www.sas1946.com/main/index.php?topic=40490.0

WEAPONS PACK VER. 1.3
https://www.sas1946.com/main/index.php/topic,48603.0.html

SAS Engine MOD western Full-pack
https://www.sas1946.com/main/index.php/topic,52489.0.html

LAST WESTERN WEAPONS PACK
https://www.sas1946.com/main/index.php/topic,53426.0.html

AIR GROUND ORDNANCE PACK BY DREAMK
https://www.sas1946.com/main/index.php/topic,55355.0.html

US WWII ORDNANCE PACK BY DREAMK
https://www.sas1946.com/main/index.php/topic,51925.0.html



Download link
https://www.mediafire.com/file/qtqodo9iy9ofnl8/F-84_pack_V1.3_20180923.rar/file

[SAS~Ghost129er]

Many thanks 4S_Vega! The ThunderJet has been a childhood favorite of mine, can't wait to fly her in IL-2 now and scheme her as the model I had owned!

[SAS~Monty27]

Lovely work mate.  Many thanks for your continuing efforts.

[urmel]

Many thanks Vega!

[max_thehitman]

SUPER NICE!! I love these classic jets !
Thank you very much 4S_Vega!

[4S_Vega]

 

[dsawan]

Yesssssssssssssssssssssss!

[SAS~Tom2]

Many thanks Vega, I love classic jets and this is one of the best in modded IL-2 for its complete 3D e.g. Will try soon. 
Greets

Tom

Also thanks Jero!

[Mopat]

Thanks Vega, also!
Heading straight to the Yalu river
A little question. This pack comtatible with this:
https://www.sas1946.com/main/index.php/topic,46435.0.html
Your former F-84G+F upgrade. Or, with the new pack in hand, the older one dont needed?
Also, we have an old F-84G(nuke bomber)+KB-29 pack. So, your new pack are the upgrade and expansion of this?
Mopat

[4S_Vega]

Thanks Vega, also!
Heading straight to the Yalu river
A little question. This pack comtatible with this:
https://www.sas1946.com/main/index.php/topic,46435.0.html
Your former F-84G+F upgrade. Or, with the new pack in hand, the older one dont needed?
Also, we have an old F-84G(nuke bomber)+KB-29 pack. So, your new pack are the upgrade and expansion of this?
Mopat

you don't need old upgrade, this pack replace all

[Mopat]

THX, Vega!

[BOYAN]

Thank you Vega and Jeronimo, amazing pack!

Would it be possible to adapt a B-29 3d fix for KB-29? https://www.sas1946.com/main/index.php/topic,41721.0.html

It works, but with some gun bases attached...




If I may also point to the lighting glitch present in F-84s, seen from some angles. What exactly causes that anyway. I`ve seen a lot of those kind of glitches on early jets...