F-106 DELTA DART

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Lineage History F-106A 572489

Convair
F-106A
572489
1957
94
340 (277 A, 63 B)
1959-07-01
1959-12-28
1963-03-19
unknown
498th
Jul 1959 - 94th F-106 produced by Convair at San Diego CA
12 Sep 59 - To 498th FIS Geiger Field WA
17 Jan 61 - To 498th FIS, 84th FG, Spokane IAP WA
19 Mar 63 - Crashed (Approximately 5 miles south of Kennewick WA). Captain William F. Tesmer, 29, Cleveland, Ohio, did not eject, was killed in the crash.

F-106A 57-2489 Accident Report - As researched by Jim H. and Gene Gould http://washingtonwreckchasing.blogspot.kr/2009/05/pasco-f-106-57-2489.html

On Tuesday, March 19, 1963, sometime between 1712Z and 1719Z (zulu), 0912 hours local, F-106A 57-2489 of the 498th FIS, Spokane IAP WA, crashed about 5 miles south of Pasco, Washington while on a local training mission. Its pilot, Captain William F. Tesmer, who had reported control problems, did not eject. He was killed as the aircraft struck the ground nearly vertically creating a crater about 20’ x 30’ and 6’ deep.

While the exact cause was not positively determined, preliminary investigate results later on indicated there had been a loss of control or near loss of control and the aircraft struck at a high speed or a high thrust, given the depth of the hole. The remains of the aircraft were sifted through a screen and laid out in a hangar at Spokane Airport. A report also suggested that maintenance forms and records were not kept. Also, the investigation committee suggested that a steering/control problem had occurred.

Earlier on the morning of March 19, 1963, Captain Tesmer and Lieutenant Donald L. Hatcher briefed for the local training mission. Expected takeoff time was 1615Z, however, their flight was scrambled early at 1557Z (0757 local). Tesmer's call-sign for the mission was AH06 and Hatcher's was AH05. At this time, AH06 reported "dolly invalid." This phrase most likely refers to reporting that his automated guidance/data link was faulty although three voice intercepts were completed against SAC target Y209 (probably a B-52 from a local base). The results were three "MA's" (Mission Accomplished) for three attempts. AH05 then completed two data link passes. The first pairing for AH06 was at 1612Z and the last was at 1647Z. The last intercept was completed about 200NM southwest of Geiger Field.

At this time AH05 had 4800 pounds of fuel and AH06 had 6400. AH05 had gone supersonic, which accounted for the difference. Both were returning to base (RTB), which some reports said was Geiger Field, although the 489th was no longer assigned at Geiger Field so these reports are skecptical. AH06 was 12 miles in trail of AH05 at 40,000 feet. AH06 called tallyho on AH05 (meaning he had picked him up visually) and said he would make a pass on AH05 on the way back to base. At 1657Z AH06 transmitted MAYDAY at GEORFF position DRQA5049.

AH05 stated that to his knowledge AH06's intercepts had been completely normal until his breakaway maneuver had begun. AH06 overtook AH05 on the starboard side "began a medium back turn to the left, passing directly overhead." AH06 transmitted that his "flight controls are frozen" and requested that AH05 follow him. At this time AH05 estimated AH06's mach to be 1.3 or 1.4. AH06 suggested that his "vari-ramps have possibly not returned to their normal [retracted] position" and "there is no light on (vari-ramp), indicating that he was at a supersonic speed sufficient to actuate the vari-ramps" [as airspeed increases the airflow is altered as it enters a jet engine to keep the incoming air subsonic despite the speed of the aircraft].

AH05 observed AH06 perform two tight barrel rolls to the left and then stabilize into a shallow left turn. AH05 joined AH06 for the completion of a 360 degree turn. AH06 had descended from 40,000 feet to about 33,000 feet. At 29,000 feet AH05 lost visual contact with AH06 in the clouds. During the 360 degree turn, AH06 reported that "it feels as though it's stuck in flight mode; the trim button has no effect; I can only maintain 160-170 knots." After he entered the cloud deck there were no more transcripts of the pilot's transmission on the report, although apparently a "Tab U transcript" of the report had more.

Captain Tesmer reported that he was ejecting at 1712Z. Eye witnesses stated that the aircraft passed the east edge of Pasco on a SSE heading at about 1000 feet altitude. They observed the aircraft pull up as it approached rising terrain south of Kennewick, Washington. As it pulled up, an object, probably the canopy, came off the aircraft. "A few seconds later they observed a bright flash, smoke, dust, and heard a loud muffled explosion." The popping of the canopy, which was found about 2 1/2 miles NNW of the crash site, initially seemed to indicate he had ejected or attempted to eject. But, he in fact did not as the pilot's "body had remained with the aircraft upon impact". Original reports indicated that possibly an ejection attempt had been made but a malfunction of the seat prevented ejection. With the F-106’s early years of ejection seat difficulties this could have been plausible, however it was concluded he stayed with the aircraft to ensure avoiding populated areas.

The map appears to show the impact somewhere near Jump Off Joe, a peak of 2200 feet. Not too far from the Nine Canyon Wind Project. The photo shows the crash to be on plowed land. It seems unlikely, however, that there would be any remnants after 45 years of tillings.

The flight path shows the two aircraft came from the west over the Horse Heaen Hills, about half way between the Yakima Valley and the Columbia River. Tesmer is shown as descending to 28,000 feet above Badger, Washington. A few miles later, almost over the impact area, contact was lost with him at 16,000 feet. From here it seems he made a wide descending turn to the left to end up where he did. It would seem to me that Captain Tesmer could have jumped out earlier, but he chose to ride his mount and keep it under control as best he could. Was this to find a spot to land this high speed aircraft with a high landing speed (unlikely)? Or was this to make sure his aircraft did not come down on a populated area? It seems doubtful we will ever know for sure.

At the time of this crash the 498th FIS was at Spokane IAP WA, moving there from Geiger Field, WA 4 years earlier. Captain William F. Tesmer, a graduate of Ohio University, had served 3 1/2 years in Japan before transferring to Geiger Field. He was survived by his wife and two children (ages 1 and 4). His parents lived in Shaker Heights, Ohio.

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Capt. William F. Tesmer
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630319002
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TAC Conventional: Models produced with Tactical 'Round Eye' instruments.


Conventional: Models were originally committed as TEST or BAILMENT aircraft..


TEST-to-TACTICAL: Models returned to Convair and upgraded from TAC Conventional to Vertical
instruments in 1961. Fuselage cut in half at station 412 (Aft bulkhead missile bay) and a new fuselage, cockpit section,
and nose section was installed with the latest production avionics, the same as the last F-106A 590148 and F-106B 590165.
A total of 35 aircraft (28 "A" models and 7 "B" models) were converted and reassigned to various ADC units..


Vertical, 1st Produced: First 'A' and 'B' models produced with vertical instruments.
Tactical Vertical: Models factory produced w/Tactical Vertical instruments: late 1957 and all 1958, 1959..


F-106 Specifications
Role/Function  Fighter-Interceptor
Manufacturer  Convair Division of General Dynamics
Country  United States
Crew  'A' Model 1, 'B' Model 2
Power plant  Pratt & Whitney J-75-P-17 Turbojet
Thrust  24,500 lbs. in Afterburner
Max Speed  1,525 mph (Mach 2.31) @ 40,000 ft
Service Ceiling  53,000 ft
Wing Span  38 ft. 3½ in. 
Length  70 ft 8.78in
Height  20 ft 3.3in
Weight  23,646 lb. empty, 41,831 lb max
Cost USD  $3,305,435 Initial, $4.7M after MODS
Range  2,700 mi. max fuel w/ext tanks
No. Built  340 (277 'A', 63 'B') 
Armament  AIR-2A (1) AIM-4 (4) M61A1 (1) 
Fire Control System  Hughes MA-1 / IBM Semi-Automatic Ground Environment (SAGE) System
Ejection Seats  
1st Seat  Weber Aircraft Corporation Interim seat, not Zero-Zero, inadequate for supersonic speed ejections. 
2nd Seat  Convair/ICESC (Industry Crew Escape System Committee) Supersonic Rotational B-seat, called the supersonic 'Bobsled'. 
3rd Seat Final  Weber Aircraft Corporation Zero-Zero ROCAT (Rocket Catapult), Zero-Zero, High-altitude supersonic ejections, retro-fitted to all aircraft. 
Mfr. Model #  MK No. 8-24
31-05-2021