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33-852: It is possible to take the Vallée Blanche Cable Car which travels right over the Géant Glacier, from the Aiguille du Midi in France, to Pointe Helbronner on the Italian/French border. Experienced skiers also have an "outstanding attraction" in the challenging run from the Aiguille du Midi telepherique station, down the Vallée Blanche and onto the Géant Glacier then, avoiding the Seracs du Géant, merging onto

66-589: A brief period using ex-French examples, the Israeli Air Force . In 1948, a swept wing version of the F-84 was created with the hope of bringing performance to the level of the F-86 . The last production F-84E was fitted with a swept tail, a new wing with 38.5 degrees of leading edge sweep and 3.5 degrees of anhedral , and a J35-A-25 engine producing 5,300 pound-force (23.58 kN) of thrust . The aircraft

99-409: A different canopy which opened up and back instead of sliding to the rear (a unique design, the canopy was mounted on a pair of hydraulic rams and a pivoted lever arm that allowed it to lift up and backwards while remaining almost level with the fuselage, instead of the more common simple hinged canopy), as well as airbrakes on the sides of the fuselage instead of the bottom of the aircraft. The aircraft

132-505: A distance of some 5 km (3.1 mi). The two peaks have their own cable car system connecting them to their nearby villages. The French Téléphérique de l'Aiguille du Midi connects the peak of Aiguille du Midi to the village of Chamonix, while the Italian Skyway Monte Bianco (Funivie Monte Bianco) connects the peak of Pointe Helbronner to the village of La Palud, just north of Courmayeur. This tourist attraction spans

165-532: A front-line design was brief; it began to be moved to secondary roles as early as 1958. F-84Fs were then offered to NATO member countries and other allies, who took them up in large numbers. Operators included the Belgian Air Force , Royal Danish Air Force , French Air Force , West German Air Force , Hellenic Air Force , Italian Air Force , Royal Netherlands Air Force , Royal Norwegian Air Force , Republic of China Air Force , Turkish Air Force , and for

198-611: A peak above Chamonix ( France ) by passing over the Mont Blanc massif , in the Alps . The engineering was developed by Vittorio Zignoli of Polytechnic University of Turin . No helicopters were used, and all the workers were chosen among locals and alpine guides. After a construction period of four years, it began service in 1958. The cable car connects the peaks of Aiguille du Midi (3,778 m (12,395 ft) elevation) and Pointe Helbronner (3,466 m (11,371 ft) elevation), over

231-504: A periscope to give the pilot better visualization of the target, and a voice recorder to let the pilot narrate his observations. Being largely identical to the F-84F, the Thunderflash suffered from the same production delays and engine problems, delaying operational service until March 1954. The aircraft was retired from active duty in 1957, only to be reactivated in 1961, and finally retired from

264-715: A result, the F-84F was not declared operational until 12 May 1954. The second YF-84F prototype was completed with wing-root air intakes. These were not adopted for the fighter due to loss of thrust. However, this arrangement permitted placement of cameras in the nose and the design was adopted for the RF-84F Thunderflash reconnaissance version. The first YRF-84F was completed in February 1952. The aircraft retained an armament of four machine guns and could carry up to fifteen cameras. Innovations included computerized controls which adjusted camera settings for light, speed, and altitude,

297-615: Is a difference in elevation of 136 m (446 ft), resulting in these cables having a horizontal inclination of some 23° to the direction of the tramway. From this support the cable car runs 447 m (1,467 ft) to Pointe Helbronner (3,466 m (11,371 ft) elevation). On 29 August 1961, the cable car was badly damaged when a Republic F-84F Thunderstreak of the French Armée de l'Air tore its hauling cable. Three cars crashed and six people were killed. Pilot Bernard Ziegler landed his damaged plane safely. The upward cable

330-582: The Air National Guard . The last RF-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. Data from Fighters of the United States Air Force, Combat Aircraft since 1945 General characteristics Performance Armament Avionics Communications Equipment Richard Bach , who later wrote

363-515: The ANG in 1972. Several modified Thunderflashes were used in the FICON project . The Thunderstreak suffered from the same poor takeoff performance as the straight-wing Thunderjet despite having a more powerful engine. In reality, almost 700 pounds-force (3.11 kN) or ten percent of total thrust was lost because the J65 was installed at an angle and its jet pipe was not perfectly straight (in addition to

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396-505: The Alps. This article about a glacier in France is a stub . You can help Misplaced Pages by expanding it . Vall%C3%A9e Blanche Cable Car The Vallée Blanche Cable Car ( Italian : Funivia dei Ghiacciai ; French : Télécabine Panoramic Mont-Blanc , previously Télécabine de la Vallée Blanche ) is a passenger cable car linking a mountain peak above Courmayeur ( Italy ) to

429-549: The F-84F utilized press-forged wing spars and ribs. At the time, only three presses in the United States could manufacture these, and priority was given to the Boeing B-47 Stratojet bomber over the F-84. The YJ65-W-1 engine was considered obsolete and the improved J65-W-3 did not become available until 1954. When the first production F-84F finally flew on 22 November 1952, it differed from the service test aircraft. It had

462-683: 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 with the USAF 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

495-509: The J65 engine continued to suffer from flameouts when flying through heavy rain or snow. 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

528-472: The J65 had a vertically stretched fuselage, with the air intake attaining an oval cross-section. Production delays with the F-84F forced the USAF to order a number of straight-wing F-84Gs as an interim measure. Production quickly ran into problems. Although tooling commonality with the Thunderjet was supposed to be 55 percent, in reality only fifteen percent of tools could be reused. To make matters worse,

561-549: The Mer du Glace to reach the resort of Montenvers In 1862, the physicist and mountaineer John Tyndall gave a series of lectures to the Royal Institution in which he reported on his studies into heat as a form of motion. By placing lines of stakes upon the ice, he made numerous measurements of ice flow from the Géant Glacier and surrounding glaciers into the Mer de Glace. He subsequently published further accounts in his 'Glaciers of

594-559: The air intake to be modified. With these and other changes, the design was finally ready to enter production, but only a fraction of the original production systems could be used and the aircraft was effectively a new design. It finally entered service in November 1954, by which time the Sabre had also undergone many upgrades and the Thunderstreak was relegated to the fighter-bomber role. Its time as

627-451: The airplane. In addition, spins in the F-84F were practically unrecoverable and ejection was the only recourse below 10,000 feet (3,000 m). 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,

660-615: The appearance of the Republic F-105 Thunderchief , which used wing-root mounted air intakes of a similar design to those fitted on the RF-84F, the photorecon variant Thunderflash 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

693-554: The bestseller Jonathan Livingston Seagull , was an ANG F-84F pilot who was once activated for duty in Europe. His first book, Stranger to the Ground , described in detail what it was like to fly the Thunderstreak in the course of an operational flight at night from England to France in adverse weather. F-84Fs were also used to represent North Korean MiG-15 fighters in the 1958 film version of James Salters' novel "The Hunters", because none of

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726-403: 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 miles (3,936 km) flight from Los Angeles to New York. With

759-510: The fixed cables and the rails bending the horizontal direction of the cables by some 8° to the right. Beyond the Gros Rognon, the cabins cross the Géant Glacier and snow valley, a span of 2,831 m (9,288 ft) between supports. Although the cables sag by some 255 m (837 ft), the cabins still have a clearance of some 300 m (980 ft) to the glacier underneath. Between

792-469: The previous versions. Production was repeatedly delayed and another run of the straight-wing Thunderjets were completed as the G models. Looking for a clear performance edge compared to the G models, the engine was upgraded to the much more powerful British Armstrong Siddeley Sapphire built in the United States as the Wright J65 . The larger engine required the fuselage to be stretched into an oval shape and

825-504: The rocks of the Large and the Small Flambeau, three 315 m (1,033 ft) long steel cables are installed, which take over the role of the cable support ( Pylône suspendu / Suspended Support Pillar ). During construction, it was decided to build this unique configuration, because the glacier is unsuitable for high tower construction. Between the anchors of these cables at either side, there

858-461: The stops of the cabins arriving in the stations at either end. The cabins run from the Aiguille du Midi station (3,778 m (12,395 ft) elevation) across a span of 1,684 m (5,525 ft) over Vallée Blanche , a glacier and snow valley, to the Gros Rognon station (3,536 m (11,601 ft)). The Gros Rognon station is not a passenger station—it contains the counterweights of

891-494: The straight-wing Thunderjet with over 55 percent commonality in tooling. In the meantime, the USAF, hoping for improved high-altitude performance from a more powerful engine, arranged for the British Armstrong Siddeley Sapphire turbojet engine to be built in the United States as the Wright J65 . To accommodate the larger engine, YF-84F s with a British-built Sapphire as well as production F-84Fs with

924-467: The usual thrust losses from the long jet pipe). On a hot day, 7,500 feet (2,285 m) of runway were required for takeoff roll. A typical takeoff speed was 160 knots (185 mph, 300 km/h). Like the Thunderjet, the Thunderstreak excelled at cruise and had predictable handling characteristics within its performance envelope. Like its predecessor, it also suffered from accelerated stall pitch-up and potential resulting separation of wings from

957-511: The valleys between the two peaks, high above the Mont Blanc Tunnel , which carries automotive passenger and freight traffic under the two peaks. The Vallée Blanche Cable Car has fixed track cables (one each direction) carrying 12 groups of 3 small cabins each which are pulled by a haulage rope of 10,200 m (33,500 ft) in a single loop. The cabins take some 30 to 35 minutes for the whole distance, including 5 short stops corresponding

990-480: Was considered not ready for operational deployment due to control and stability problems. The first 275 aircraft, equipped with conventional stabilizer-elevator tailplanes, suffered from accelerated stall pitch-up and poor turning ability at combat speeds. Beginning with Block 25, the problem was improved upon by the introduction of a hydraulically powered one-piece stabilator . A number of aircraft were also retrofitted with spoilers for improved high-speed control. As

1023-570: Was designated XF-96A . It flew on 3 June 1950 with Oscar P. Haas at the controls. Although the airplane was capable of 602 knots (693 mph, 1,115 km/h), the performance gain over the F-84E was considered minor. Nonetheless, it was ordered into production in July 1950 as the F-84F Thunderstreak . The F-84 designation was retained because the fighter was expected to be a low-cost improvement of

Géant Glacier - Misplaced Pages Continue

1056-510: Was originally intended to be a relatively simple upgrade to the F-84 Thunderjet to make it more competitive with the F-86 Sabre , differing largely in the use of a swept-wing and tail. Given the small number of changes, it was assigned the next model letter in the F-84 series, F. The prototypes demonstrated a number of performance and handling issues, which resulted in marginal improvement over

1089-434: Was undamaged, but 81 riders had to wait many hours for rescue. On September 8, 2016 110 people were stranded when the cable cars stopped. They needed to be evacuated by helicopter. Download coordinates as: Republic F-84F Thunderstreak The Republic F-84F Thunderstreak is an American swept-wing turbojet -powered fighter-bomber . The RF-84F Thunderflash was a photo reconnaissance version. The design

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