---
product_id: 50294591
title: "F-84F Thunderstreak - Walk Around Color Series No. 59 Paperback – January 1, 2009"
brand: "ken neubeck"
price: "€ 40.11"
currency: EUR
in_stock: true
reviews_count: 5
url: https://www.desertcart.fi/products/50294591-f-84f-thunderstreak-walk-around-color-series-no-59-paperback
store_origin: FI
region: Finland
---

# F-84F Thunderstreak - Walk Around Color Series No. 59 Paperback – January 1, 2009

**Brand:** ken neubeck
**Price:** € 40.11
**Availability:** ✅ In Stock

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- **What is this?** F-84F Thunderstreak - Walk Around Color Series No. 59 Paperback – January 1, 2009 by ken neubeck
- **How much does it cost?** € 40.11 with free shipping
- **Is it available?** Yes, in stock and ready to ship
- **Where can I buy it?** [www.desertcart.fi](https://www.desertcart.fi/products/50294591-f-84f-thunderstreak-walk-around-color-series-no-59-paperback)

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## Description

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## Images

![F-84F Thunderstreak - Walk Around Color Series No. 59 Paperback – January 1, 2009 - Image 1](https://m.media-amazon.com/images/I/81+msTDlgIL.jpg)
![F-84F Thunderstreak - Walk Around Color Series No. 59 Paperback – January 1, 2009 - Image 2](https://m.media-amazon.com/images/I/31AILDA7GnL.jpg)

## Customer Reviews

### ⭐⭐⭐⭐⭐ 5.0 out of 5 stars







  
  
    Quality
  

*by O***. on Reviewed in the United States on December 25, 2020*

Great detail

### ⭐⭐⭐⭐ 4.0 out of 5 stars







  
  
    Accuracy!!!
  

*by F***S on Reviewed in the United States on August 7, 2018*

the walk-around book allowed me to build a more accurate model of the  F-84-F Thunderstreak Aircraft.

### ⭐⭐⭐ 3.0 out of 5 stars







  
  
    Good photos, too many errors in the text
  

*by P***G on Reviewed in the United States on April 2, 2013*

F-84F Thunderstreak Walk Around by Ken Neubeck. Copyright 2008. Squadron Signal SS5559SQUADRON'S WEB SITE DESCRIPTIONThe success of the F-86 Sabre prompted Republic to design its own swept-wing aircraft and the prototype of the Thunderstreak - designated the YF-96A - took to the skies in 1950. The F-84F could reach a top speed of 695 mph, and in March of 1955, the Thunderstreak set a transcontinental speed record by flying from Los Angeles to New York in just 3 hours and 33 minutes. On the basis of the F-84F design, a photo-reconnaissance version, known as the RF-84F Thunderflash, was also developed and placed into production in 1952. Program delays plagued the development of the F-84F, and active duty phase out began almost as soon as it entered service in 1954. By 1958 the F-84F was relegated to the Air National Guard. The Thunderstreak did serve as NATO's front-line fighter-bomber during the 1950s, and France successfully sent F-84Fs into battle against Egypt during the 1956 Suez Canal Crisis. The F-84F remained in service with several European air forces for decades, with Greece only retiring its last Thunderstreak in 1984. Illustrated with more than 250 photographs, color art, and profiles; Neubeck; 80 pages.REVIEWThough a number of tomes documenting the F-84 series have been published over the years, including the F-84 book from Squadron (Aircraft No. 61 by Larry Davis et al), this is the first book dedicated to a walk around of the Thunderstreak. The front and back covers display illustrations by Don Greer. In the book are found photos of a variety of Thunderstreaks, from overall to details, as well as several detail illustrations, views, and profiles by Matheu Spraggins. Most of the photos are by the author, and he also credits a variety of sources for the remainder of the photos.I counted 159 color photos, 42 b&w photos, 11 illustrations, 12 color profiles, and two Republic advertisements. Though Squadron's description states "more than 250 ..." my count including covers is 226. But I submit this count difference is only a nitpick.Quality of the photos is generally very good. Quality of aircraft details varies as some of the aircraft are quite worn and others quite well preserved or restored. The variety will suit as references for a model whether pristine or heavily worn. Some of the detail and other photos are from the Republic and USAF archives which well show the various details at time of production and in original service.Though the photo and illustration coverage of the subject is a welcomed addition to F-84F documentation generally and for modelers specifically, some of the facts cited in captions are somewhat lacking in accuracy, even misleading at times. Thus I have elected to include the following comments; pages and photo locations are referenced.COMMENTSHorizontal TailThe early-series fixed-horizontal-tail-with-elevators is well shown by the photo on page 24. Compare this photo to the photos on page 28 showing the so-called flying tail as adopted to resolve stability problems. The author does mention that during the attempts to resolve the stability problems and before the flying tail scheme was adopted, the ailerons and rudder were "coupled" in a manner similar to that used on the Ercoupe to prevent "cross-control" of these devices. Attempting to model this coupled scheme is not useful as it was accomplished by internal controls and was, in any case, soon abandoned. The only external evidence would be the fixed horizontal stabilizer with elevators, and that is not different than those aircraft absent the coupled "feature."NotationPage 25 (upper left) aircraft is YF-84F s/n 51-1345 (FS-345) which tested lateral intakes in lieu of the nose intake. Though that was not the intent, 51-1345 became, essentially, the first prototype for the RF-84F. 51-1282, designated YRF-84F, became the "intentional" Thunderflash prototype. As one reviewer has pointed out, no RF-84F photos are included in this book so 51-1282 is not shown.YF-96A PhotoThe aircraft photo on page 26 (left) is of the YF-96A s/n 49-2430, not of an early production F-84F. Note the V-shaped windscreen which was similar to that used on the XF-91. This V-shaped windscreen on 49-2430 was later converted to the flat windscreen as was fitted to all other variations of the F-84 series. 49-2430 currently exists with the flat windscreen in its FICON-test form at Dayton, Ohio. Though currently officially designated YRF-84F, it is a very different aircraft from either RF-84F 51-1345 or YRF-84F 51-1282, the prototype Thunderflash. I differentiate 49-3420 from 51-1345 and 51-1282 with the designation YRF-84K, FICON prototype, because RF-84K was the production designation for the operational FICON program.Short-tail/Long-tailNo mention is made of the "short-tail" and "long-tail" versions. On page 56 (right) is 51-9480 which is a "short-tail" and on page 57 (left) is 53-7585 which is a "long-tail." These two photos, being next to each other, are conveniently placed for referencing the difference. 52-6699 shown on page 28 is also a "long-tail" but, interestingly, without the drogue chute installation.Drogue Chute (Early/Late)An "early" Thunderstreak with small suck-in doors, short-tail and no drogue chute is shown on the frontspiece and page 4 (compare to profiles). Other photos showing "early" models with no drogue chute are on pages 22, 23, 24, and 28. Though mention is made of "early" and "late" in various captions, in fact there were many changes made throughout the production runs of both Republic (RE) and General Motors at Wichita, Kansas (GK) and their various production blocks. The most obvious visual separation that might be classified as "early" and "late" is the absence or presence of the drogue chute housing and associated fairing. The former is shown (for example) on page 30 and the latter on page 32 as well as at pages 54 (upper right) and 55 (upper left).Pitot Tube/Shrink StrutThe photo captioned as F-84G Air Intake on page 6 (top right) appears to be an F-84C for the reason (a) there is no compression strut door in the lower nose ring for the nose gear compression strut, (b) there is no shrink strut present, (c) there is no pitot tube in the intake splitter, and (d) there are no weapons pylons present (though that fact is not definitive by itself). Compare the photo below it of the F-84F Air Intake; the compression strut door and the compression strut are both present. This is the same arrangement as used on the F-84D/E/G models but not on XP-84 to F-84C models. Thus, if the "F-84G" photo was actually of an F-84G the door and shrink strut would be present. Also, note that on the F-84A/B/C the pitot tube was located near the top of the vertical stabilizer, on the F-84D the pitot tube was positioned at the vertical center of the intake splitter, and on the F-84E/G it was positioned approximately 35% up from the bottom of the intake splitter in order to accommodate the radar installation present on those models. Keep this in mind when considering the caption for the photo on page 9 (right).Radar PanelOn page 9, the photo caption (right) mentions "the hinge assembly." I am not sure what the author meant by that as I am not aware of any "hinge assembly" in the intake splitter. I have numerous illustrations from Republic's F-84F manuals, plus have extensively photographed four F-84F aircraft, and have nothing suggesting any "hinges" in the nose splitter. But note that the black panel at the top of the splitter is the fiberglass cover for the radar. This panel is essentially the same as that used on the F-84E/G. There was no radar installation on XP-84 to F-84D models so this fiberglass panel was not present on those models. This panel is clearly shown on the F-84F photo on page 36 (upper left). The illustration on page 33 does not include the radar sensor that is present in the intake splitter above the pitot tube.Nose Gear FenderOn page 11, the captions mention the fender is to protect the tire from ground debris. In fact, the fender is to protect the fuselage from debris as it is the tire that picks up the debris with the hazard of throwing such up into the ventral fuselage. The fender mounting brackets shown in the photos on the right were used on later production blocks because the bracket as shown in the left photo proved to be insufficient; the change was not related to "protection from debris."CanopyThe caption on page 34 states the early F-84F "middle and rear sections of the canopy slid toward the rear on rails in the fuselage." This statement is misleading. No production F-84F had the Thunderjet-style bubble canopy, only the prototype YF-96A, YF-84F, and YRF-84F aircraft had that canopy arrangement. All production Thunderstreak and Thunderflash had the upward-opening canopy. The Thunderjet-style canopy had only two parts, the fixed windscreen and the rearward sliding canopy that was one-piece blown Plexiglas. Note that the appearance of "panes" on these canopies was fiberglass bracing straps glued to the outside surface of the canopy, not canopy-frame structure. Technically, the canopy on the F-84F was also only two pieces as the "third" part was a fairing over a fuel tank, the fairing being fitted with glazing in an attempt to improve visibility that was obviously reduced as compared to the bubble canopy as used on the Thunderjet series. The canopy does not "ride straight up on a rail" as stated on page 36 (upper right) but pivots upward and back on three arms as is well shown in the illustration on page 37.Main GearThe author states on page 39 (left) that the "bolt and jack seen in the picture are used strictly for holding the inner access panel in place for this exhibit." In fact, they are to sustain the weight of the exhibit to keep the tires from going flat, a common practice for aircraft exhibits. He also states the color is painted "flat white"; the ventral color for camo schemes, as on this aircraft, was flat gray, not white. At page 40 (right) mention is made that the "scissor assembly shortens the landing gear during the retraction process ..." This "scissor assembly" is also visible, more clearly, on page 41 (right) and is present to prevent the inner strut from rotating relative to the outer strut (i.e., to keep the strut from twisting to the left or right), and is a linkage commonly used on aircraft.Ailerons/FlapsThe author consistently refers to the flaps as ailerons. See, for example page 40 (lower left), page 48 (upper left, upper right). The inner panels were flaps only and the outer panels ailerons only.Wing Spoilers/Speed BrakesPage 47 (upper left, lower right) author states "... a series of elliptical cutouts lined with wire mesh to allow cooling of the linkages." This, of course, is incorrect. Those "cutouts" are part of the aerodynamic design of the wing spoilers in the same manner and for the same purpose as are the perforations present in the air brake assemblies (see page 49). The speed brakes (page 49) were used primarily for landing while the wing spoilers were to slow the aircraft during diving maneuvers such as might be encountered during ground attack (though these uses were not mutually exclusive in practice).Optical SensorOn page 53 (bottom left) is stated "there is a replacement panel on the spine of this aircraft ..." The "panel" referenced is a clear panel present on all Thunderstreaks to accommodate an optical navigation sensor.Suck-in DoorsOn page 73 the photos show the "early" small doors (top) and "late" large doors (bottom). However, these doors were not for engine cooling as mentioned in the captions. The nose intakes on F-84G block 20 and later, and for all F-84F blocks, did not provide sufficient air flow to the face of their engines at low air speeds. As a remedy, these doors were added to increase airflow to the face of the engines at low airspeeds. These doors were not opened and closed by a cable linkage; the doors had spring tensioners located at the hinges. Operationally, the vacuum created in the intake by the engine at lower air speeds "sucked" these doors open against the spring tension as needed to provide additional airflow to the engine. I am not aware that any external linkage as shown in the top photos was present on production aircraft. I can state that categorically because I have Republic documents showing these doors were operated strictly by vacuum with no linkage of any sort attached to them. Any such "linkages" were added to the display aircraft to prevent movement of the doors. Note other photos of these doors where these linkages are not present, and they are not present on Republic illustrations of these doors.Shell Ejection ChuteOn page 75 (upper left) is stated "a fence structure that provides better aerodynamic flow ..." In fact, these devices are the fairings for release of gun powder gases and the shell casing ejection chute for the wing gun on each wing.Rudder Balance WeightThe rudders on F-84F and RF-84F had a hammer-head-shark shaped balance weight attached to the upper part of the rudder and it pivoted with the rudder as it protruded through cutouts in either side of the vertical tail. That device may be seen in several photographs, for example on page 3 (lower right), page 28 (left), and page 55 (lower right). Note that the cutout for this balance weight has been patched over, probably to prevent weather and debris intrusion, on the F-84F shown on page 54 (left top and bottom).ProfilesNote that the upper two profiles on page 76 are of aircraft that (a) did not have the drogue chute fairings and (b) had the smaller suck-in doors. Also, the profiles do not differentiate whether the aircraft illustrated was "short-tail" or "long-tail." The side view on page show both the smaller suck-in doors and the early aft ventral fuselage without the drogue chute housing.CONCLUSIONIt is no doubt clear to the reader (of this review) that I have some quibbles with facts stated in the book. There are many excellent photos; unfortunately there are far too many errors in the text. Whether the errors are by the author or otherwise, at least Squadron should have done due diligence to eliminate the errors prior to publication.Four stars for the photos, two stars because of the too-many errors = three stars.

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*Last updated: 2026-03-17*