Convair F-106 Delta Dart

"F-106" redirects here. For the jet engine, see Teledyne CAE F106.
F-106 Delta Dart
Convair F-106A Delta Dart of the 5th Fighter Interceptor Squadron
Role Interceptor
Manufacturer Convair
First flight 26 December 1956
Introduction June 1959
Retired August 1988 (ANG); 1998 (NASA)
Primary users United States Air Force
Air National Guard
Number built 342 (2 prototypes, 277 F-106A, 63 F-106B)
Unit cost
US$4.7 million (1973)[1]
$25.1 million (2014)[2]
Developed from Convair F-102 Delta Dagger

The Convair F-106 Delta Dart was the primary all-weather interceptor aircraft of the United States Air Force from the 1960s through the 1980s. Designed as the so-called "Ultimate Interceptor", it proved to be the last dedicated interceptor in U.S. Air Force service to date. It was gradually retired during the 1980s, with the QF-106 drone conversions of the aircraft being used until 1998 under the Pacer Six Program.[3][4][5]

Design and development

The F-106 was the ultimate development of the USAF's 1954 interceptor program of the early 1950s. The initial winner of this competition had been the F-102 Delta Dagger, but early versions of this aircraft had demonstrated extremely poor performance, limited to subsonic speeds and relatively low altitudes. During the testing program the F-102 underwent numerous changes to improve its performance, notably the application of the area rule to the fuselage shaping and a change of engine, and the dropping of the advanced MX-1179 fire control system and its replacement with a slightly upgraded version of the MX-1 already in use on subsonic designs. The resulting aircraft became the F-102A, and in spite of being considered barely suitable for its mission, the Air Force sent out a production contract in March 1954, with the first deliveries expected the next year.[6][7]

By December 1951 the Air Force had already turned its attention to a further improved version, the F-102B. Initially the main planned change was the replacement of the A-model's Pratt & Whitney J57 (itself replacing the original J40) with the more powerful Bristol Olympus, produced under license as the Wright J67. By the time this would be available, the MX-1179 was expected to be available, and was selected as well. The result would be the "ultimate interceptor" the Air Force wanted originally. However, while initial work on the Olympus appeared to go well, by August 1953 Wright was already a full year behind schedule in development. Continued development did not improve issues, and in early 1955 the Air Force approved the switch to the Pratt & Whitney J75.[8][N 1]

The J75 was somewhat larger than the J57 in the F-102A, and had greater mass flow. This demanded changes to the inlets to allow more airflow, and this led to the further refinement of using a variable-geometry inlet duct to allow the intakes to be tuned to best performance across a wide range of supersonic speeds. This change also led to the ducts being somewhat shorter. The fuselage grew slightly longer, and was cleaned up and simplified in many ways. The wing was slightly enlarged in area, and a redesigned vertical tail surface was used. The engine's 2-position afterburner exhaust nozzle was also used for idle thrust control. The nozzle was held open reducing idle thrust by 40% giving slower taxiing and less brake wear.[9]

A mock-up with the expected layout of the MX-1179, now known as the MA-1, was inspected and approved in December 1955. With growing confidence that the aircraft was now improving, an extended production contract for 17 F-102Bs was sent out on 18 April 1956. On 17 June, the aircraft was officially re-designated as the F-106A.[10][11][12]

The first prototype F-106, an aerodynamic test bed, flew on 26 December 1956 from Edwards Air Force Base, with the second, fitted with a fuller set of equipment, following 26 February 1957.[13] Initial flight tests at the end of 1956 and beginning of 1957 were disappointing, with performance less than anticipated, while the engine and avionics proved unreliable. These problems, and the delays associated with them nearly led to the abandoning of the program,[13][14] but the Air Force decided to order 350 F-106s instead of the planned 1,000. After some minor redesign, the new aircraft, designated F-106A were delivered to 15 fighter interceptor squadrons along with the F-106B two-seat combat-capable trainer variant, starting in October 1959.[15]

F-106A Delta Darts from 5 FIS at CFB Moose Jaw in 1982

On 15 December 1959, Major Joseph W. Rogers set a world speed record of 1,525.96 mph (2,455.79 km/h) in a Delta Dart at 40,500 ft (12,300 m).[16][17][18] That year, Charles E. Myers flew the same model aircraft at 1,544 mph (2484 km/h).[19] Nevertheless, Major Rogers received the award because cold war pressures dictated that a military pilot should be recognized.[20]

The F-106 was envisaged as a specialized all-weather missile-armed interceptor to shoot down bombers. It was complemented by other Century Series fighters for other roles such as daylight air superiority or fighter-bombing. To support its role, the F-106 was equipped with the Hughes MA-1 integrated fire-control system, which could be linked to the Semi-Automatic Ground Environment (SAGE) network for ground control interception (GCI) missions, allowing the aircraft to be steered by controllers. The MA-1 proved extremely troublesome and was eventually upgraded more than 60 times in service.[21] Similar to the F-102, it was designed without a gun, or provision for carrying bombs, but it carried its missiles in an internal weapons bay for clean supersonic flight. It was armed with four Hughes AIM-4 Falcon air-to-air missiles, along with a single GAR-11/AIM-26A Falcon nuclear-tipped semi-active radar homing (SARH) missile (which detected reflected radar signals), or a 1.5 kiloton-warhead AIR-2 (MB-2) Genie air-to-air rocket intended to be fired into enemy bomber formations.[22] Like its predecessor, the F-102 Delta Dagger, it could carry a drop tank under each wing.[23] Later fighters such as the McDonnell Douglas F-4 Phantom II and McDonnell Douglas F-15 Eagle carried missiles recessed in the fuselage or externally, but stealth aircraft would re-adopt the idea of carrying missiles or bombs internally for reduced radar signature.

Ejection seats

The first ejection seat fitted to early F-106s was a variation of the seat used by the F-102 and was called the Weber interim seat. It was a catapult seat which used an explosive charge to propel it clear of the aircraft. This seat was not a zero-zero seat and was inadequate for ejections at supersonic speeds as well as ground level ejections and ejections at speeds below 120 knots (140 miles per hour; 220 kilometres per hour) and 2,000 feet (610 metres). The second seat that replaced the Weber interim seat was the Convair/ICESC (Industry Crew Escape System Committee) Supersonic Rotational B-seat, called the supersonic "bobsled", hence the B designation.[24] It was designed with supersonic ejection as the primary criterion since the F-106 was capable of Mach-2 performance. Fighter pilots viewed high speed ejections as the most important. Seat designers viewed an ejection at low altitude and slow speed as the most likely possibility. The ejection sequence with the B-seat was quite complicated and there were some unsuccessful ejections that resulted in pilot fatalities. The third seat, that replaced the Convair B-seat, was the Weber Zero-Zero ROCAT (for ROcket CATapult) seat. Weber Aircraft Corporation designed a "zero-zero" seat to operate at up to 600 knots (690 miles per hour; 1,100 kilometres per hour). High-altitude supersonic ejections were rare and ejections at relatively low altitudes and low speeds were more likely. The Weber “zero-zero” seat was satisfactory and was retrofitted to the F-106 in 1963.[25]

Operational history

A Soviet Tu-95 is intercepted by a F-106A off Cape Cod in 1982

The F-106 served in the continental US, Alaska, and Iceland, as well as for brief periods in Germany and South Korea. The F-106 was the second highest sequentially numbered P/F- aircraft to enter service under the old number sequence (the F-111 was highest), before the system was reset under the 1962 United States Tri-Service aircraft designation system. In service, the F-106's official name, "Delta Dart," was rarely used, and the aircraft was universally known simply as "The Six."[26]

Although contemplated for use in the Vietnam War the F-106 never saw combat, nor was it exported to foreign users. Following the resolution of initial teething problems – in particular an ejection seat that killed the first 12 pilots to eject from the aircraft [27] – its exceptional performance made it very popular with its pilots. After the cancellation of their own Avro Arrow, the Canadian government briefly considered purchasing the F-106C/D.

In an effort to standardize aircraft types, the USAF was directed to conduct Operation Highspeed, a flyoff competition between the USAF F-106A and the U.S. Navy F4H-1 (F-4B) Phantom, which was not only as capable as the F-106 as a missile-armed interceptor, but could also carry as large a bomb load as the Republic F-105 Thunderchief fighter-bomber.[28] The Phantom was the winner, but would first be tasked to escort and later replace the F-105 fighter-bomber in the late 1960s before replacing older interceptors in Air Defense Command in the 1970s.

An F-106A of the 87th FIS above Charleston AFB, SC in 1982.

The F-106 was progressively updated in service, with improved avionics, a modified wing featuring a noticeable conical camber, an infrared search and track system, streamlined supersonic wing tanks which provided virtually no degradation to overall aircraft performance, better instrumentation, and features like an inflight refuelling receptacle and an arrestor hook for landing emergencies.[29]

Air-to-air combat testing suggested "The Six" was a reasonable match for the McDonnell Douglas F-4 Phantom II in a dogfight, with superior high-altitude turn performance and overall maneuverability (aided by the aircraft's lower wing loading). However, the Phantom had better radar – operated by an additional crewman – and could carry a load of up to four radar-guided Sparrow and four infrared Sidewinder missiles, while the Falcon missiles proved a disappointment for dogfighting over Vietnam.[30] The F-4 had a higher thrust/weight ratio, superior climb performance, and better high speed/low-altitude maneuverability, and could be used as a fighter-bomber. Air combat experience over Vietnam showed the need for increased pilot visibility and the utility of a built-in gun, which had been added to the "E" variant of USAF Phantoms.

In 1972, some F-106As were upgraded in Project Six Shooter that involved fitting the F-106 with a new bubble canopy, a canopy without the metal bracing along the top.[31] This greatly improved pilot visibility. Also added was an optical gunsight, and provision for a single M61 Vulcan 20 mm cannon. The M61 Vulcan had 650 rounds of ammunition in the center weapons bay and it replaced the AIM-26 Super Falcon or Genie.

The F-15A started replacing the F-106 in 1981, with "The Sixes" typically passed on to Air National Guard units. The F-106 remained in service in various USAF and ANG units until 1988.[3]

Retirement and conversion into drones

A QF-106 Delta Dart shows its area ruled fuselage

Between 1 June 1983 and 1 August 1988 the Delta Darts were incrementally retired and sent to the Military Storage and Disposition Center in Arizona.[32][33] When the need for a high performance Full Scaled Aerial Target Drone was required the USAF began withdrawing Delta Darts from storage. Starting in 1986, 194 of the surviving surplus aircraft were converted into target drones and these were designated QF-106As and used for target practice vehicles under the Pacer Six Program by the Aerial Targets Squadron.[34] The last was destroyed in January 1998.[4][5] The drones were still capable of being flown as manned aircraft, such as for ferrying to a test; during the test they were flown unmanned.[35] The QF-106 replaced the QF-100 Super Sabre drone; the last shoot down of a QF-106 (57-2524) took place at Holloman AFB on 20 February 1997 after which the QF-106 was superseded by the QF-4S and QF-4E Phantom II drone. Six of the seven surviving airframes are in various early stages of repair and restoration at a private facility in Texas.

NASA research and test aircraft

Six F-106s were retained by NASA for test purposes through 1998. An F-106B two-seat trainer was operated by NASA Langley Research Center between 1979 and 1991.[36] This Delta Dart was used in research programs ranging from testing supersonic engines to improving maneuverability of fighters. Between 1980 and 1986 the aircraft was modified for the purpose of lightning strike research and became known as the Lightning Strike Plane and was struck 714 times without damage.[37][38] On one hour-long flight at 38,000 feet (12,000 metres) in 1984, lightning struck the research aircraft 72 times.[39] One significant modification was the replacement of the composite nose radome by a metallic radome. Although the maximum speed of the F-106 was Mach 2.3, during the lightning experiments it was flown at subsonic speeds into clouds at 300 knots (350 miles per hour; 560 kilometres per hour) from 5,000 feet (1,500 metres) to 40,000 feet (12,000 metres).[40] The aircraft was equipped with optical sensors which consisted of a video camera and a light detector. Data acquisition was performed with 1980’s state of the art digital waveform recorders.

Eclipse project

NASA used six drones in its Eclipse Project which ran from 1997-1998.[41][42] The Dryden Flight Research Center supported project Eclipse which sought to demonstrate the feasibility of a reusable Aerotow-launch vehicle. The objective was to tow, inflight, a modified QF-106 aircraft with a C-141A transport aircraft. The test demonstrated the possibility of towing and launching a space launch vehicle from behind a tow plane.[43][44]

The Cornfield Bomber

Main article: Cornfield Bomber
The Cornfield Bomber, pictured here shortly after earning its nickname.

On 2 February 1970, an F-106 of the 71st Fighter-Interceptor Squadron, piloted by Captain Gary Foust, entered a flat spin over Montana. Foust followed procedures and ejected from the aircraft. The resulting change of balance caused the aircraft to stabilize and later land "wheels up" in a snow-covered field, suffering only minor damage. The aircraft, promptly nicknamed "The Cornfield Bomber", was then sent back to base by rail, repaired and returned to service, and is now on display at the National Museum of the United States Air Force.[45]

Variants

An F-106A of the Montana ANG viewed from the rear
A two-seat F-106B trainer variant of the New Jersey ANG
Weapons configurations same as F-106A.
The QF-106 Delta Dart target drone.

Operators

 United States
United States Air Force[51]

Air Defense Command / Aerospace Defense Command-cum-Tactical Air Command
2nd Fighter-Interceptor SquadronWurtsmith AFB (1971–1972)
5th Fighter-Interceptor SquadronMinot AFB (1960–1985)
11th Fighter-Interceptor SquadronDuluth AFB (1960–1968)
27th Fighter-Interceptor SquadronLoring AFB (1959–1971)
48th Fighter-Interceptor SquadronLangley AFB (1960–1982)
49th Fighter-Interceptor SquadronGriffiss AFB (1968–1987)
71st Fighter-Interceptor SquadronRichards-Gebaur AFB (1960–1971)
83rd Fighter-Interceptor SquadronLoring AFB (1971–1972)
84th Fighter-Interceptor SquadronHamilton AFB (1968–1973); Castle AFB (1973–1981)
87th Fighter-Interceptor SquadronDuluth AFB (1968–1971); K.I. Sawyer AFB (1971–1985)
94th Fighter-Interceptor SquadronSelfridge AFB (1960–1971)
95th Fighter-Interceptor SquadronAndrews AFB (1959–1973)
318th Fighter Interceptor SquadronMcChord AFB (1960–1983)
319th Fighter-Interceptor SquadronBunker Hill AFB (1960–1963) / Grissom AFB (1971–1972)
329th Fighter-Interceptor SquadronGeorge AFB (1960–1967)
437th Fighter-Interceptor SquadronOxnard AFB (1968–1968)
438th Fighter-Interceptor SquadronKincheloe AFB (1960–1968)
456th Fighter-Interceptor SquadronCastle AFB (1959–1968)
460th Fighter-Interceptor SquadronOxnard AFB (1968–1974)
498th Fighter-Interceptor SquadronGeiger Field (1959–1968)
539th Fighter-Interceptor SquadronMcGuire AFB (1959–1967)

Air National Guard
101st Fighter Interceptor Squadron, MA ANGOtis ANGB (1972–1988)
119th Fighter Interceptor Squadron, NJ ANGAtlantic City ANGB (1972–1988)
159th Fighter Interceptor Squadron, FL ANGJacksonville ANGB (1974–1987)
171st Fighter Interceptor Squadron, MI ANGSelfridge ANGB (1972–1978)
186th Fighter Interceptor Squadron, MT ANG – Great Falls ANGB (1972–1987)
194th Fighter Interceptor Squadron, CA ANGFresno ANGB (1974–1984)

NASA
One of the last two F-106s in active service, seen here in 1990 as a safety chase aircraft in the B-1B aircraft production acceptance flight test program.

Aircraft on display

F-106A
NF-106A
F-106B
NF-106B

Specifications (F-106A)

F-106A Delta Dart from California ANG fires an AIR-2 Genie

Data from Quest for Performance[79]

General characteristics

Performance

Armament

See also

The Mercury Seven stand in front of an F-106B
Related development
Aircraft of comparable role, configuration and era
Related lists

References

Notes
  1. The reason for Wright's problems adapting the Olympus are not well recorded. Bristol appears to have had a smooth time introducing the Olympus in British service, and the design would go on to serve for decades.
  2. It is uncertain if the F-106B was fitted with the modified "Project Sharpshooter" optic sights and gunpack provision.
  3. After the cancellation of the Avro Canada CF-105 Arrow, the Canadian government briefly considered purchasing the F-106C/D. After the F-106C/D project was canceled, it acquired McDonnell CF-101 Voodoos, instead.
Citations
  1. Knaack 1978
  2. http://www.bls.gov/data/inflation_calculator.htm - This value is simply the 1973 cost adjusted for inflation, it does not account for any adjustments in individual prices for materials and what not.
  3. 1 2 Winchester 2006, p. 55.
  4. 1 2 "The "Pacer Six" Program". The 456th Fighter Interceptor Squadron. 1998-2014 www.F106DeltaDart.com. Retrieved 16 July 2014.
  5. 1 2 Kalei, Kalikiano. "A Brief History of the Convair F-106 'Delta Dart'". AuthorsDen.com. AuthorsDen, Inc. Retrieved 16 July 2014.
  6. Knaak, Marcelle Size (1978). Encyclopedia of U.S. Air Force Aircraft and Missile Systems - Volume 1. Washington D.C.: Office of Air Force History. p. 164. ISBN 1478125535.
  7. Converse III, Elliott V. Rearming for the Cold War 1945 -- 1960. Washington D.C.: Defense Dept (U.S.). p. 241. ISBN 9780160911323. Retrieved 17 June 2014.
  8. "History of the 'F-106 Delta Dart'". F-106DeltaDart.com. Convair Aircraft Plant San Diego, CA. Retrieved 17 June 2014.
  9. Flight Manual F-106A and F-106B T.O. 1F106A-1 page 1-22 "Idle thrust control switch"
  10. "The Convair F-102A". 456FIS.ORG. THE 456th FIGHTER INTERCEPTOR SQUADRON. Retrieved 17 June 2014.
  11. Writer, Staff. "Convair F-106 Delta Dart Interceptor Aircraft (1959) : The F-106 Delta Dart began life as the F-102 Delta Dagger". militaryfactory.com. Military Factory. Retrieved 17 June 2014.
  12. "CONVAIR F-106A DELTA DART". The Official Web Site of National Museum of the USAF. National Museum of the US Air Force. Archived from the original on 14 September 2011. Retrieved 17 June 2014.
  13. 1 2 Peacock 1986, p. 200.
  14. Wegg 1990, p. 209.
  15. Green 1964, p. 138.
  16. Drendel 1980, p. 92.
  17. 1 2 Donald 2003, p. 232
  18. "U.S. Jet Sets 1,520.9-M.P.H. Speed Record", Oakland Tribune, 16 December 1959, p. 1.
  19. Samuel, Wolfgang (2015). In Defense of Freedom: Stories of Courage and Sacrifice of World War II Army Air Forces Flyers. University Press of Mississippi. ISBN 978-1-62846-217-3. Retrieved 28 June 2016.
  20. Grazier, Dan. "POGO Remembers Chuck Myers, "Fighter Mafia" Veteran". www.POGO.org. Retrieved 28 June 2016.
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  22. Winchester 2006, p. 54.
  23. Taylor 1995, p. 93.
  24. Carey, Christopher T. "Ejectorseats History". ejectorseats.co.uk. AEOLUS AEROSPACE 5960 S. Land Park Drive, Suite 341 Sacramento, CA 95822-3313. Retrieved 18 July 2014.
  25. Potvin, PhD, Jean. "The Convair F-106 "Delta Dart" Egress System" (PDF). lanset.com. Lanset America Corp. 10321 Placer Lane, Sacramento, CA. US. 95827. Retrieved 18 July 2014.
  26. "F-106 Delta Dart - History of the SIX". F-106DeltaDart.com. Convair Aircraft Plant San Diego, CA. Retrieved 17 June 2014.
  27. Broughton 2007, p. 17.
  28. "F-106 Delta Dart." National Museum of the U.S. Air Force.
  29. Donald 2003, pp. 242, 246.
  30. Donald 2003, pp. 259–260.
  31. Donald 2003, p. 250.
  32. "McChord Air Museum Homepage- F-106 Delta Dart (s/n 56-0459) the 318th FIS's "Ultimate Interceptor" and the Fastest Single-Engine Fighter". The McChord Air Museum. The McChord Air Museum Foundation, McChord AFB, WA. Retrieved 16 July 2014.
  33. "AMARC/AMARG Boneyard". F-106deltadart.com. 1998-2014 www.F-106deltadart.com. Retrieved 16 July 2014.
  34. "QF-106 Drone 'Pacer Six Program' 1990-1998 Full-Scale Aerial Target (FSAT)". F-106DeltaDart.com. 1998-2014 F-106DeltaDart.com. Retrieved 17 July 2014.
  35. Donald 2003, pp. 270–271.
  36. Laroche, Pierre; Delannoy, Alain; Blanchet, Patrice; Issac, François. "Lightning Hazards to Aircraft and Launchers - Experimental Studies of Lightning Strikes to Aircraft" (PDF). AerospaceLab-Journal.org. Aerospace Lab Journal Issue 5 December 2012 Experimental Studies of Lightning Strikes to Aircraft Page 3. Retrieved 18 July 2014.
  37. Saville, Kirk. "Lightning Strike Plane Gets Final Assignment Fighter Weathered 714 Lightning Bolts". articles.dailypress.com. The Daily Press Media Group, 7505 Warwick Blvd., Newport News, VA 23607 May 18, 1991.
  38. "Lightning and the Space Program" (PDF). tstorm.com. John F. Kennedy Space Center Kennedy Space Center, Florida 32899 AC 321/867-2468 - FS-1998-08-16-KSC August 1998 Page 2. Retrieved 18 July 2014.
  39. Schmitt, Eric. "Jet Chases Lightning In Bid To Increase Safety". NYtimes.com. The New York Times September 29, 1985. Retrieved 18 July 2014.
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  41. http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf
  42. "NASA Dryden Past Projects: Eclipse Tow Launch Demonstration | NASA". Nasa.gov. 2009-08-31. Retrieved 2014-08-07.
  43. Curry, Marty. "Eclipse EC97-44159-8: Eclipse program F-106 aircraft in flight Photo Collection". dfrc.nasa.gov. NASA Dryden Flight Research Center August 1997. Retrieved 18 July 2014.
  44. Tucker, Tom. "The Eclipse Project" (PDF). NASA History Division, Office of Policy and Plans. U.S. Government Printing Office, Washington DC 20546. Retrieved 18 July 2014.
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  46. "Factsheets : Convair F-106B". NationalMuseum.af.mil. National Museum of the United States Air Force. Retrieved 18 July 2014.
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  49. "F-106C/D/E/F." Air To Air Combat. Retrieved: 8 April 2011.
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  53. "F-106 Delta Dart/56-0459." McChord Air Museum. Retrieved: 7 November 2012.
  54. "F-106 Delta Dart/56-0460." aerialvisuals.ca Retrieved: 27 January 2015.
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  56. "F-106 Delta Dart/57-0230." aerialvisuals.ca Retrieved: 27 January 2015.
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  62. "F-106 Delta Dart/59-0023." Air Mobility Command Museum. Retrieved: 7 November 2012.
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  80. 1 2 http://www.f-106deltadart.com/specs.htm#Note_1
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