The tail was changed to a T-tail to avoid turbulent airflow over the horizontal stabilizer/elevator surfaces from propeller wash. To counter the propeller's torque and " P-factor", the XF-84H was fitted with a fixed dorsal yaw vane. Thrust was adjusted by changing the blade pitch of the 12 ft (3.7 m) diameter Aeroproducts propeller, consisting of three steel, square-tipped blades turning at a constant speed, with the tips traveling at approximately Mach 1.18 (1,446 km/h). The turbine engine also provided thrust through its exhaust an afterburner which could further increase power to 7,230 hp (5,390 kW) was installed but never used. The XF-84H was created by modifying a F-84F Thunderstreak airframe, installing a 5,850 hp (4,360 kW) XT40-A-1 turboprop engine in a centrally-located housing behind the cockpit with a long extension shaft to the nose-mounted propeller. With a projected contract for three prototypes, when the US Navy canceled its order, ultimately, the remaining XF-84H prototypes became pure research aircraft built for the Air Force's Propeller Laboratory at Wright-Patterson AFB to test supersonic propellers in exploring the combination of propeller responsiveness at jet speeds. Originally known as XF-106 (a designation later reused for the Convair F-106), the project and its resultant prototype aircraft were redesignated XF-84H, closely identifying the program as an F-84 variant, rather than an entirely new type. Navy requirement for a carrier fighter not requiring catapult assistance. Although the USAF Wright Air Development Center was the key sponsor of the Republic Project 3347 turboprop fighter, the initial inception came from a U.S.
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