The Convair F-106 Delta Dart all-weather interceptor began its life as the F-102B but was essentially an entirely new aircraft design, having only a delta wing in common with its F-102 precursor. While development of the earlier fighter was delayed by various teething troubles in 1955-6, progress with the later machine became possible with the development of the Hughes MA-1 integrated fire-control system. In November 1955, the USAF placed an order for 17 F-102Bs and in December, a mock-up of the proposed cockpit with radically new equipment and pilot displays was completed. On 17 June 1956, the F-102B was redesignated F-106.
The USAF was tasking Convair to develop an interceptor which could intercept Soviet bombers in all weather at altitudes up to 21336m and over a radius of 692km. Armed with guided missiles and/or unguided rockets with nuclear warheads, the F-106 was data-linked to the semi-automatic ground environment (SAGE) air-defence network and was expected to carry out intercepts at high altitude on the automatic mode.
The first of two YF-106A service-test aircraft (56-451/452) flew on 26 December 1956 at Edwards AFB, California. Like most new fighter types in the 'century series', the F-106 was initially a disappointment. Maximum speed, rate of climb and overall acceleration were significantly below Air Defense Command expectations with the Pratt & Whitney J57-P-9 turbojet employed in the initial machines and the Wright J67, licence-built Olympus, being contemplated. When the latter powerplant failed to materialise, the USAF sharply reduced its requirement from 1,000 to 360 of the new interceptors. Coincidentally, performance was improved sharply with the installation of the 7800kg thrust Pratt & Whitney J75-P-17 turbojet which could provide 11100kg thrust with afterburning.
The F-106A attained its initial operating capability with the 498th Fighter-Interceptor Squadron at Geiger AFB, Washington, in October 1959 and subsequently served with 15 ADC and eight Air National Guard squadrons. Except for brief deployments to Europe and to Korea in 1968, the type served exclusively in North America. Totals of 277 F-106A single-seat interceptors served in company with 63 F-106B two-seat combat trainers, 340 machines actually being completed, and the types remained on active duty until 1982.
I was with the 318th (as a tech on the MA-1 system) when we made that historic little camping trip to Osan, Korea in February of 1968. The "six" was the coolest aircraft in the sky, and we had some wild adventures (most were classified back then) and good times and bad, but its was an experience I wouldn't trade for anything looking back on it (though I wasn't always so happy at the time). Worked with some really good people (and the few inevitable assholes). Haven't had any contact with any of those guys since then, but would love to trade a few lies and a few beers if I should ever meet up with any of them again. Thanks for this website, the memories have been flooding back.
Anybody out there who was in Minot N.D. with the 5th FIS from 1966-68? I was crew chief on 90026 and spent many cold days and nights on that great bird!
Flew the 106 at Duluth, the 11th FIS, (after checkout at Tyndall) for two and 1 /2 years, 1964, 65 and 66. The original Red Bulls. The squadron moved in the late 60's or early 70's and became the 87th. It flew as great as it looked. Went to Tyndall and some of us got fitted in pressure suits that they said were similar to the ones used in the Gemini program. Had a little cooler box and all. We ran on U-2's at 65,000 feet. We were at 60,000. Accelerate to 1.8 mach at about 37,000, then climb at 1.8. The missle firing range at that altitude was 8 miles. And we were not to fly past the U-2. They feared the shock wave from the 106 would flame them out, and might have done some structural damage. Not sure. We also ran quartering head on passes on one of our guys in a Six. He was at 65,000. What a closure rate. 2500 knots or so. And the MA-1 fire control system worked great. Some times I don't think we appreciated just what we were doing at the time. Sure savor the memories. And the fellow pilots and the terrific maintainers. Pretty high tech. As you can see from what Mike is saying, below. I sure never needed to know that much about the system. And the SAGE hook up really worked. We called it auto /auto. Meaning auto pilot and auto track. The system took us out to the target, through the intercept and break away, and back to home base. picked up the ILS. Took over at 100 feet or so. Slick!! Great to have had the opportunity.
This was my Father's favorite aircraft. He always had stories from when he was flying the "6". He has since passed and I was wondering if there were any former pilots or crew that would have any pictures of him and his "6". He would have been a Capt (Bill Leary) at the time (mid to late '70's? I think) and flew with the 87th FIS Red Bulls out of K.I. Sawyer, MI. Any info would be appreciated (I've been looking on the Delta Dart forums as well, with no success. Thanks.
I worked on 6's from 1967-1970. I was in the 539th FIS at McGuire AFB right after tech school and then went to Dover when the 539th was consolidated into the 95th. I have nothing but good things to report about this beautiful airplane and it pains me so much to see that they're all but gone. I spent 2 1 /2 years of my life at DAFB and they were most enjoyable. Fortunately for me, I now live in Delaware and often visit the AMC Museum there, to which I am now a member of the ground crew, to visit a lone F-106A that was actually a 95th bird and still wears the 'Mr. Bones" paint scheme. The 90023, a 1959 model was after my time there, but it gives me chills to look up at that tail and see that logo, on the grounds that I walked for 2 1 /2 years back in the late sixties. It's so hard to believe that the 106 is obsolete and all but gone.....my heart goes out to tail numbers 72470, 72501, and 72499.....
Worked in the F-106 Flight Simulator Section at MANG. Got a ride once in the F-106B. What a blast. Glad that there are many of you keeping the six dream alive through forums like this and at f-106deltadart.com
Dave Simon Captain Citation 560XL (C56XL), Embraer Phenom 100 (EMB500) Million Air Salt Lake City, UT MANG 1979-1984 E-5 AFSC 34154
3500 hrs of my 6927 fighter hours were in this fantasitic Machine. I flew the F-106 for 13 years in the USAF and an additional 7+ years as a Manned Drone (QF-106) at Tyndall & Holloman AFB's. With my years in the AF and 21 years as a Contractor Pilot to the AF i was blessed to fly the Dart for over 20 years!! A big mistake in not building more. When her life was finished as a Drone there were 4 fully operational A /C left. 3 A's and 1 B; all modified as Drones but the mod was transparent when flown manned. Myself and another, Major Barry Brannon took them Back to DM in Tucson on two different trips from Tyndall AFB clean to Kelly the on to DM. (one still has my name on her). I patted her Good-bye and i am not afraid to admit there were TEARS in my eyes. On my Last and the F-106's last FCF for the time in February 98 she still made Mach 1.95 and accelerating (ran out of airspace). An amazing A /C and a true joy to fly; Tactically (she more than held her own DOG fighting even against the F-15, if properly flown; as an interceptor she could handle any ECCM thrown at her. With the Gatling Gun internal center bay mounted she was unbelieveably leathal. Drone wise she was( moded to carry so many things that would have made her a greater operational A /C. Flares, Ecm pods, Tow real etc, Bombs (believe it or not) Aim 9 and many classified external and with her large internal weapons bay, many internal special stores. With the J-75 and at altitude 37 to 39K she would bump up against the Mach .99 at cruise power. SOme straigher A /C (not 787) the 106 would actually stay above the Mach for several minutes in Military power decelerating from Supper sonic. Not supper cruise as it is today but still amazing for the Time and A /C available. With ext tanks she could go for more than 3 hours.. I once did RG (Richard Gabor-spelling) to Edwards AFB 3.3 hours & With Air refueling, of course, unlimited. At 4000 lbs of fuel on board she was 1 to 1 thrust ratio; for a 50's designed A /C that was /is amazing. As you can tell, i loved the Dart and consider myself one of the most lucky /blessed person's in the world to have flown her for 20+ years... As a side note, i had the privilige of being dual current for about 1 1 /2 years when the 106 was a drone. I Flew the QF-4 at that time ( the new Drone). I would Depart at 0800 & Two hop the F-4 from Tyndall AFB to Tinker AFB(Centerline Tank) and then to Holloman AFB and then Come back to Tyndall AFB one hop in the 106. 3 sortie legal day. Best i ever did was 1.6 hours FAA direct HMN to--> (straight in to Runway 13 at Tyndall. Any questions email me... at--> p.grignot@yahoo.com
I FLEW THE F=106 WITH THE 1ST FIGHTER WING (71 FIS) ,AFTER RETURNING FROM TOUR WITH MAAG IN VIETNAM IN 1963. THE "DART" WAS A WONDERFUL A /C TO FLY VERY LIGHT ON THE CONTROLS AND VERY FAST! WE FLEW THE AIRCRAFT CLEAN EXCEPT FOR FERRY FLIGHTS TO ALASKA AND ALERT BIRDS. WE TOOK THE SIX TO ALASKA IN 1963 FOR ROTATIONAL ALERT WITH THE ALASKAN AIR COMMAND. THE A /C REALLY PERFORMED IN THE COLD WX! ON A NIGHT FLIGHT OUT OF SELFRIDGE AFB EXPERIENCED TOTAL ELECTRICAL FAILURE WHEN I RETRACTED THE GEAR ON T /O, I JOINED UP ON CAPT. TERRY STEWARTS WING AND MAKE A FORMATION NO INSTRUMENT /RADIO LANDING ON CAPT. TERRY STEWARTS WING. ON ANOTHER NIGHT T /O I EXPERIENCED A FIRE ON ROTATION , SPIKED THE A /C BACK ON THE RUNWAY AND "TOOK" THE BARRIER AT 175KTS. NO DAMAGE TO THE AIRCRAFT. EXCITING TIMES. I LEFT THE AIR FORCE AND FLEW FOR 40+ YEARS AND THE F-106 IS STILL MY FAVORITE AIRCRAFT. MAYBE IT WAS AT THAT TIME OF MY LIFE , SOME GREAT MEMORIES.
I worked on the Dart Comm /Nav and Data Link systems at KI Saywer (87 FIS Red Bulls) from 73 to 76. Have a lot of fond memories of the 106 and the people I worked and played with there. One of the best assignments I had in the Air Force
The only corrections I want to make on the stories above, are when I worked on F-106's at McChord in 1962-1963, they had P&W J-75's in them,not J57's. In 1964 and 1965 I was in Vietnam, and mostly at Danang. We flew F-102's out of there in support of the South Vietnam A.F. We never had 106's in Nam. At McChord I was in the 325th FMS, and overseas I was in the 405th FMS out of Clark Field in the Philippines. Great stories..
Flew the Six with 125th FG JAX for 10 years until knocked out of fighters by kidney stones. They didn't call it the Cadillac of fighters for nothing. To say she was smooth is an understatement. I could rest my right elbow on my knee and literally fly that beauty with two fingers...until it came time to "turn and burn". Yes, she was fast. Mach 2+ was neat, but used a sh*tload of gas and you had to RTB pretty soon after getting there. Glad we never had to use the AIR2a (Nuke) but firing the ATR was pretty cool. Very large "THUMP" under you butt when that baby lit. I also flew the Deuce (F-102) for 3 years and I think that the Deuce and Six were the only fighters that had IRSTS (IR Search and Track System) back then. Cool thing about IRSTS on the Six was that you could have IR lockon while the radar would continue to search, although I think the radar search in that mode was narrow? I made IR lockon to Space Shuttle from 300 miles away. Anyway...26 years later, I can still close my eyes and see, hear, feel, and smell that incredible airplane. The only thing I didn't like was waking up in the middle of the night thinking I had gone deaf. In the Six, we breathed 100% oxygen under pressure which would force it into the inner ear. If you didn't valsalva a bunch following flight to clear that out, the pressure would build enough while you were asleep to deafen you until you woke up and did valsalva. When I look back on those days I sometime ask myself if I really did that. The answer always comes back..Yup! - Steve Sirois
I was stationed with the 319th FIS at Bunker Hill AFB, Peru, Indiana(was renamed Grissom AFB)August,1961 thru approx. June 1963. I recently visited a Air Force Museum now at Grissom and found that they have very few items to display concerning the 319th FIS or the F-106. The gentleman that is in charge of the museum says there is very little memorabilia available. If any body out there has some items to share with the museum, I am sure he would be interested in obtaining them.
My time at the 319th was the best part of my 4 years in the Air Force and I loved my work on the aircraft as a Jet Engine Mechanic. I was reassigned to Selfridge AFB, Michigan along with several of the F-106's when the 319th discontinued activity on Bunker Hill. I am not sure where the 319th went to but I am pretty sure it was not dissolved at the point-in-time.
The sweetest airplane I ever flew and that includes the F-4. Flew out of Oxnard and Kingsley with the 460th FIS. Flying ACT with the Navy was an education. ADC was great.
As a long time radar technicial on teh F-106 Delta Dart...and actually one of the three names on tghe decals fro the 102FW...I love all these stories. I also know and have known since 1970 the most famous, most hours ever flown, polot of the 106's...retired Col Chuck Townsend. What a great aircraft...what terrifc memoires..thank you for these stories ...J
I am trying to help a very good friend find out what happened to her father. He was killed flying the F-106 in a training accident. If anyone out there can help find out infomation on this accident I would be greatly appreciated. He died in an F-106 that had taken off from Tyndal AFB 10-16-68 the tail number was 57-2526 and the pilot was Major Richard T. Gleeson.
Thanks for any help!!! Jim Brown topgunswa@hotmail.com
What a smooth aircraft. Spent 6 years in the Dart with MANG. Mach 2+ was an absolute cakewalk. Trained with the Genie system (lob an unguided air-to-air nuke at the blips flying over the polar cap toward America, flip an Immelmann, pray your gas lasted until you could ditch in the woods instead of the water or ice). Simply the smoothest bird I have flown (have 11 airframes to my credit).
Still, without a doubt, the sexiest outline on any military bird. Designating them a Q-bird is a sin.
I enjoyed reading all the nice comments about the F-106 which bring back many fond memories of my participation in the program. Fresh out of school, I joined Convair and was assigned to the Hydraulics Design Group where I was put in charge of the hydraulic system component installations in the prototype aircraft. I went with the prototype aircraft to Edwards to represent the design group and soon after, transferred to the Flight Test Group there. I was the Control Engineer on the F-106 that was used for the world speed record runs at Edwards Air Force Base. The official record speed was 1525.95 mph (Mach 2.42). During the trials leading up to the run it was discovered the reason for the lack of performance of the aircraft was due to a fault in the afterburner fuel control schedule which limited fuel flow (thrust) in AB at altitude. As a result, Convair Recovered the performance penalty assessed by the AF. Sometime during the service time of the aircraft, the engine trim was reduced to extend engine life. I also was involved in the 'after market' air-to-air refueling installation and test, and the "six shooter" M61A1 20mm cannon installation and test. It was a great bird and I am proud to have been part of a great test crew and organization to help put it in service.
I flew the "six" at McChord (318FIS) from 1972-1975. What a great jet to fly. Lots of power and smooth controls. It was also very nice to fly in formation. We used to make night formation landings until some Guard fella flipped one over on landing. I flew the F-4 and F-5, but my best memories are of flying the "six". Air Defense Command "ADC" was great.
