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![History
German railgun diagrams
The concept of the railgun was first introduced by French inventor André Louis Octave Fauchon-Villeplée, who created a small working model in 1917 with the help of the Société anonyme des accumulateurs Tudor (now Tudor Batteries).[13][14] During World War I, the French Director of Inventions at the Ministry of Armaments, Jules-Louis Brenton, commissioned Fauchon-Villeplee to develop a 30 mm to 50 mm electric cannon on 25 July 1918, after delegates from the Commission des Inventions witnessed test trials of the working model in 1917. However, the project was abandoned once World War I ended later that year on 11 November 1918.[14] Fauchon-Villeplee filed for a US patent on 1 April 1919, which was issued in July 1922 as patent no. 1,421,435 "Electric Apparatus for Propelling Projectiles".[15] In his device, two parallel busbars are connected by the wings of a projectile, and the whole apparatus surrounded by a magnetic field. By passing current through busbars and projectile, a force is induced which propels the projectile along the bus-bars and into flight.[16]
In 1923, Russian scientist A. L. Korol'kov detailed his criticisms of Fauchon-Villeplee's design, arguing against some of the claims that Fauchon-Villeplee made about the advantages of his invention. Korol'kov eventually concluded that while the construction of a long-range electric gun was within the realm of possibility, the practical application of Fauchon-Villeplee's railgun was hindered by its enormous electric](https://cdn.bsky.app/img/feed_thumbnail/plain/did:plc:ssfjemvjvbjcx6tultmpciz2/bafkreihntpcr6a2byrxz2b6qy2gohm4tjk34j2oadzhn5j75qoej6nrcue)
![This aircraft, redesignated the XB-36H (and later NB-36H), was modified to carry a 1 MW, air-cooled nuclear reactor in the aft bomb bay, with a four-ton lead disc shield installed in the middle of the aircraft between the reactor and the cockpit. A number of large air intake and exhaust holes were installed in the sides and bottom of the aircraft's rear fuselage to cool the reactor in flight. On the ground, a crane would be used to remove the 35,000 lb (16,000 kg) reactor from the aircraft. To protect the crew, the highly modified cockpit was encased in lead and rubber, with a 1 ft-thick (30 cm) leaded glass windshield. The reactor was operational, but did not power the aircraft as its purpose was to investigate the effect of radiation. Between 1955 and 1957, the NB-36H completed 47 test flights and 215 hours of flight time, during 89 of which the reactor was critical.[citation needed]](https://cdn.bsky.app/img/feed_thumbnail/plain/did:plc:ssfjemvjvbjcx6tultmpciz2/bafkreibujmpstbnfbzqf7g4on4jjzzxvlpr5lup6ha2wldnrpwqyzj2y4q)
![Projects Tip Tow and Tom-Tom involved docking F-84s to the wingtips of B-29s and B-36s. The hope was that the increased aspect ratio of the combined aircraft would result in a greater range. Project Tip Tow was cancelled when an EF-84D and a specially modified test EB-29A crashed, killing everyone on both aircraft. This accident was attributed to the EF-84D flipping over onto the wing of the EB-29A. Project Tom-Tom, involving RF-84Fs and a GRB-36D from the FICON project (redesignated JRB-36F), continued for a few months after this crash, but was also cancelled due to the violent turbulence induced by the wingtip vortices of the B-36.[50]](https://cdn.bsky.app/img/feed_thumbnail/plain/did:plc:ssfjemvjvbjcx6tultmpciz2/bafkreihf3mzsodm433jfatb6t67hmaq4knsthka2rlbgu25gzfdk5jw6we)
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