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.
The last Active Duty F-106's were flown by the 49th FIS until July 1987. The last ANG F-106's were flown by the 119th FIS, which sent its last plane to AMARC in August 1988. www.f-106deltadart.com
ASIDE FROM THE 2,000 PLUS PEOPLE ON THE KELLY AFB RAMP FOR ARMED FORCES DAY, A CONGA LINE OF AIR FORCE POLICE VEHICLES, A SCREAMING LTC FLIGHT SAFETY OFFICER, AND A TWO STAR GENERAL THAT WANTED ME FIRED, ALL TURNED OUT OK. NEVER PUT A SCRATCH ON ANY F-106.
ACCIDENTALLY LANDED ONE OF THESE BEASTS ON A TAXIWAY AT KELLY AFB ON ARMED FORCES DAY. HAD TO PICK UP A PART SO DIDN'T USE THE CHUTE. MANY SURPRISED AND UPSET PEOPLE INCLUDING A B-52 CREW THAT WAS TAXING IN ON THE OPPOSITE END. I WAS TOLD LATER THAT THEY HAD TO WASH THEIR UNDERWARE. ALSO, DURING THE SAME INCIDENT, ALMOST HIT A TRUCK WHICH WAS JUST ABOUT TO CROSS THE TAXIWAY BUT STOPPED FOR NO REASON. THE DRIVER TOLD ME HE NEVER SAW ME UNTIL I WENT BY HIM AT 100 PLUS KNOTS. HE SAID THAT SOMETHING TOLD HIM TO STOP.
ALSO GOT ONE INTO AN INVERTED SPIN WHILE DOG FIGHTING ANOTHER F-106. WHAT A RIDE! TRIED TO EJECT GOING THROUGH 15,000' BUT COULDN'T REACH THE HANDGRIPS. REALIZED I WAS INVERTED AND APPLIED THE PROPER RECOVERY PROCEDURE, WHICH BROKE THE SPIN GOING THROUGH 10,000.' NEEDED 230KTS MIN BEFORE I COULD START TO PULL, WHICH I DID SOMEWHERE BELOW 5,000.' BROKE ALL THE BLOOD VESSELS IN MY EYES AFTER PULLING 4 NEGATIVE G'S (WHEN I FIRST ENTERED THE SPIN)AND, HAD TO WASH MY UNDERWARE.
ALSO INTERCEPTED THE BEARS OFF THE EAST COAST ON FOUR DIFFERENT OCCASSIONS IN THE OLD GIRL.
BUT SHE WAS A GOOD GIRL THAT I LOVED TO FLY FOR OVER 2,000 HOURS. RECENTLY SAW ONE OF THE LAST ONES THAT I FLEW OUT OF ACY IN THE BONEYARD AT DM. GOOD 'OL 043 PAINTED UP IN BRIGHT ORANGE. BROUGHT BACK LOTS OF GREAT MEMORIES.
Good run down Dick. In the original naritive it states that it was in active duty until 1982. I am sure those people that flew them on active duty until around 1995 would take exception to this. I flew them until 1986 myself, and I was never in the guard or reserves!!! This site is good, but needs to get their information from another source.
I worked the F-106 as line chief at NAFEC (National Aeronautics Flight Evaluation Center) right outside Atlantic City in Plainsville N.J. 1069 - 1971. We were a Dispersed Operating Base with 6 aircraft sitting Alert from Suffolk Co AFB, Long Island, N.Y. (95th FIS) Very similar to the Duece for maintainers.
The F-106 was an exceptionally clean design. Due to its long range, high altitude performance capabilities, low wing loading and maneuverability, it was later modified with a clear top canopy, digital fire control, M61 Gatling gun, a "hotline" hud /gunsight and used extensively as an adversary aircraft for the Navy Top Gun, Red Flag and other air to air exercises. With internal armament and external tanks attached, the F-106 could exceed mach 1.6. An original Convair design was to employ a side stick controller like that on the F-16, and a radar computer selection called AMTI (Advanced Moving Target Indicator) which would display targets much in the fashion of the doppler effect in the F-15. The F-106, as a single seat fighter, was considered the most heavily tasked cockpit although the official Air Force history reports that the airplane was flown by the computer, the computer was actually unable to move the throttles, move the gear, select weapons, arm, unlock, fire the trigger, or even lock onto a target, let alone employ ECM, ECCM, Infrared systems. The F-106 in 2008 still holds the world's speed record for a single engine operational fighter of over 1525 miles per hour. The Delta Dart could carry over 20 cases of Coors in the armament bay and up to 10 bags of 1 gross of oysters. Dick Stultz / 3300 hours in the F-106
