Menu


F-106 DELTA DART
F-106
The Ultimate Interceptor
'Six' History & Memories
Facebook

Tweet

F-106DELTADART.com

Home of the Ultimate Interceptor

F-106 INVENTORY DATABASE

Aircraft Inventory
Aircraft Inventory

F-106 ALUMNI REGISTRY

Alumni Registry
Alumni Registry

F-106 PHOTOS & VIDEOS

photo gallery

BOOKS & NOVELS

F-106

TOs & MAINTENANCE MANUALS

F-106

B-1B CHASE PROGRAM

F-106

SPECIAL PROGRAMS & PROJECTS

F-106
Special F-106 Programs and Projects

This Day In Aviation History

TDYs
TDY AND EXERCISE PARTICIPATION

Here are a few:

  • Amalgam Chief, Elmendorf AFB, AK
  • Checkered Flag, Tyndall AFB, FL
  • Cold Shoes,
  • College Dart, , Air Superiority Tactices Training, Dissimilar Air Combat Training (DACT) as Aggressors
  • College Shaft, Bear Intercept Missions, Iceland
  • Combat Archer, Tyndall AFB, FL
  • Combat Pike, Tyndall AFB, FL (Weapons-Firing Exercise)
  • Copper Flag, Tyndall AFB, FL
  • Desert Dart, Yuma AZ, Yuma Marine Corps Air Station (MCAS)
  • Federal Virgo, Key West Naval Air Station (NAS), FL
  • Giant Voice, Peterson AFB, Colorado Springs, CO
  • Green Flag, Burlington, VT
  • Maple Flag, Cold Lake, Canada
  • Miramar Naval Air Station, ‎San Diego, CA
  • NATO Exercise, Goose Bay, Labrador, Canada
  • Northern Edge, AK
  • Operation Combat 'Red' Fox, Osan AB, ROK
  • Operation White Shoes, Elmendorf AFB, AK
  • Red Flag, Nellis AFB, NV
  • Sea Strike 1979, Davis Monthan AFB, Az
  • Top Gun, Miramar Naval Air Station (NAS), CA
  • Operation Sky Shield 1962
  • William Tell Weapons Meet, Tyndal AFB, FL. Air Intercept Missile Evaluation (Aimval) test was established.
FIRST FLIGHTS
The first F-106A (56-0451) was finally available by the end of 1956. The first flight was made by Convair test pilot Richard L. Johnson at Edwards AFB on December 26, 1956. He was the same pilot who had made the maiden flight of the F-102. The flight was not entirely glitch-free as it had to be aborted early due to air turbine motor frequency fluctuations, and the speed brakes opened but would not close. Consequently, the aircraft did not go supersonic on its first flight. The second aircraft (56-0452) followed on 26 February 1957. They were both powered by the YJ75-P-1 engine.

F-106A: Serial number 56-0451, the first F-102B/F-106 (YF-106A) produced by Convair at San Diego CA, on 14 Dec 1956 was trucked from Convair to AFFTC Edwards AFB CA. On 22 Dec 1956 it began Taxi tests. On 26 Dec 1956 it made its first flight, which included an air abort due to air turbine motor frequency fluctuations and speed boards that opened and wouldn't close. This first take-off was performed without afterburner, which was comperable to an F-102 Delta Dagger take-off 'with' afterburner. The 20 minute flight took the aircraft to an altitude of 30,000 miles and 0.8 Mach.

F-106B: Serial number 57-2507 was the first F-106B produced by Convair, which was also trucked from Convair to AFFTC Edwards AFB CA. Taxi test runs were completed on 8 April 1958. The first B model flight was made on 10 April 1958 piloted by pilot Fitzpatrick. The first flight lasted for 50 minutes, almost twice as long as the F-106A first flight. The aircraft also reached higher altitudes and obtained faster supersonic speeds than is normal for a first flight. Your author here can only imagine that was due largely but the fact the F-106A was already a tried and true model, which the 'B' models were so much like.

About The F-106 Delta Dart - An Overview

The Convair F-106 Delta Dart was a supersonic, all-weather delta wing interceptor aircraft of the United States Air Force from the 1960s through 1988. Referred to as the "Ultimate Interceptor" it was the last dedicated interceptor in USAF to date. Originally envisioned as an advanced derivative of the F-102A Delta Dagger and given the designation F-102B, the "Ultimate Interceptor", as it was known, entailed such extensive changes that in June, 1956, the designation was changed to F-106. It was designed from the ground up as an Interceptor and nothing but an interceptor. Originally designated the F-102B, it was re-designated the F-106 due to it's extensive structural changes and the more powerful Pratt & Whitney J75 engine. The single seat F-106A first flew on December 26, 1956, was delivered to and entered operational service with the US Air Force (USAF) in May 1959 and achieved initial operational capability in October, 1959. The two-seat F-106B made its maiden flight on April 9, 1958, achieved initial operational capability in July 1960, and retained the full combat capability of the F-106A. All F-106 production ended in late 1960 with a total of 277 F-106A's and 63 F-106B's being built at a cost of about $5 million each.

The F-106 Delta Dart was manufactured by the Convair Division of General Dynamics. It's design, and that of its predecessor the F-102A, is closely linked to Langley and the development of "area ruling" (Area Rule) in the early 1950's. Area Rule reduces drag at transonic speeds and is reflected in the "coke bottle" or "wasp waist" shaped fuselage of the F-106. Area ruling enabled the YF-102A to easily exceed the speed of sound and subsequently led to the go-ahead for the advanced version which became the F-106. The significance of area ruling was recognized by the National Aeronautic Association which awarded the originator, Richard T. Whitcomb, its prestigious Collier Trophy for the greatest achievement in aeronautics in 1955. It was powered by a single Pratt and Whitney J75-P-17 turbojet engine of 16,100 LB thrust (24,500 LB thrust with afterburning).

Developed as an interceptor, its mission was to shoot down other aircraft, bombers in particular. It used a Hughes MA-1 electronic guidance and fire control system. As quoted to me in an e-mail by Dick Stultz, LtCol, USAF (Ret) who was an F-106 Pilot and who "Fired simulated AIR2A in William Tell Competition without Operational MA-1", "The MA-1 NEVER had full control of the aircraft, a capability so many publications erroneously extol. The MA-1, using its data link target information or command information, would provide directives for altitude, airspeed, xyz coordinates and command directions, which would be flown by the autopilot, however, the MA-1 NEVER regulated the throttle at any time, for forward and aft movement, thus the MA-1 could never really fully control the airplane except to provide requested directions that required coupling and thrust selection by the pilot. The pilot HAD to take it off, climb, descend, and land the aircraft, every time!" The F-106 proved its ultimate performance capabilities in providing aggressor "enemy" delta-wing familiarization training to the Navy's best pilots during the time they were implementing TOP GUN. The Navy jocks learned valuable lessons that the Delta winged 106 was almost unconquerable in the dogfight arena, with guns in the air-to-air environment, which you read so little about in the Navy publications. Wing loading of 43 lbs/sq ft and a .8 -1 TWT put it in a class of its own against the A4s, F-104s, F4B,C,D, F-105, F-100, F8 fighters of its time.....not to mention the many many '14s and '15s that blew engines in attempting to fight when it took them above 40,000 feet, to a guns-only environment. Good thing they finally fixed those great fighters to handle the altitudes the 106s formerly ruled.

The F-106 also came in a 2 seat "B". Unlike other popular 2 seat aircraft, such as the F-4, the back seater in the "SIX" had the exact same control capability as the front seater. He could fly the aircraft and perform all operations from his rear seat. The F-106B also could carry the same armament.

On December 15, 1959, Colonel Joe Rogers piloted an F-106A to a World Speed Record of 1,525.695 mph (Mach 2.41). The F-106 still holds the record as the fastest single-engine turbojet-powered airplane.

The F-106 served with the USAF Air Defense Command (ADC), Tactical Air Command (TAC), and Air National Guard (ANG). The Air Force gradually retired the aircraft from active service after a long and distinguished career during the 1980s, last unit in 1988. The post Delta Dart period saw them used as drone targets during air-to-air missile training for our current generation of fighter aircraftThe with the QF-106 drone conversions being used until 1998 under the Pacer Six Program. The Six also saw continued use with many NASA projects. While there are no flyable F-106's remaining, all survivors have been de-milled with most survivors on static display in museums and parks.

Aircraft Specifications

F-106 Delta Dart Convair Aircraft Plant San Diego, CA

Service Year: 1956-1959 (Serial Number Inventory List)
Model Types: A model (1 seat), B Model (2 seats)
National Origin: United States
Manufacturer(s): Convair, Division of General Dynamics
Production Total: 340 (Inventory Database)

F-106A F-106B
Type Supersonic all-weather interceptor Combat-capable trainer
Powerplant
One Pratt & Whitney J75-P-17 twin-spool turbojet, rated @ 76.5 kN (17,200 lb) thrust and 109.0 kN (24,500 lb) thrust with afterburner One Pratt & J75-P-17, rated @ 75.6 kN (17,000 lb) thrust and 106.7 kN (24,000 lb) thrust with afterburner
Crew One Two
Armament One Douglas Genie air to-air nuclear tipped rocket
Four AIM-4 Falcon air-to-air missiles
One M61A1 Vulcan 20MM Cannon

Configured as:
One Douglas AIR-1A or AIR-2G Genie nuclear rocket, or two Hughes AIM-4E or -4F Super Falcon SARH missiles, or two Highes AIM-4G Super Falcon IR-seeking missiles, or (on most aircraft) one internal General Electric 20mm M61 multibarrell cannon instead of the Genie. Missile Bay doors operated on 3,000 psi to drive the doors open in 1.5 seconds and after the selected munitions are fired fired closed in 0.75 seconds.

First flight 26 December 1956 9 April 1958
Number built 277 63
USAF Serial Numbers F-106A-1-CO 17 built 56-451 through 56-467
18 built 57-229 through 57-246
F-106A-65-CO 3 built 57-2453 through 57-2455
F-106A-70-CO 5 built 57-2456 through 57-2460
F-106A-75-CO 5 built 57-2461 through 57-2465
F-106A-80-CO 12 built 57-2466 through 57-2477
F-106A-85-CO 8 built 57-2478 through 57-2485
F-106A-90-CO 21 built 57-2486 through 57-2506
F-106A-95-CO 13 built 58-759 through 58-771
F-106A-100-CO 27 built 58-772 through 58-798
F-106A-105-CO 30 built 59-001 through 59-030
F-106A-110-CO 29 built 59-031 through 59-059
F-106A-120-CO 27 built 59-060 through 59-086
F-106A-125-CO 25 built 59-087 through 59-111
F-106A-130-CO 24 built 59-112 through 59-135
F-106A-135-CO 13 built 59-136 through 59-148
F-106B-1-CO:
41 built 57-2507 through 57-2547
5 built 58-900 through 58-904
17 built 59-149 through 59-165
PERFORMANCE
Max speed Mach 2.31 (2455km/h; 1325kt/1525mph) at 12,200m (40,000ft)
Max maneuvering speed Mach 1.9 (2021km/h; 1091kt/1255mph) at 12,200m (40,000ft)
Range 4347km (2346nm/2700mi) with maximum fuel in external tanks at 982 km/h (530kts/610mph) at 12,500m (41,000ft) 2737 km (1477nm/1700mi) with drop tanks
Combat Radius 926km (500nm/575mi) with internal fuel
Service Ceiling (Altitude) 17,380m (57,000ft)
Zoom Climb Altitude 21,340m (70,000ft)
Initial Climb Rate 9150 m/min (30,000 ft/min)
WEIGHTS
Empty 10,735 kg (23,646 lb) 11,414 kg (25,141 lbs)
MTOW for area
interceptor mission
17,554 kg (38,700 lb)
MTOW 18,975 kg (41,831 lb) 18,195 kg (40,078 lb)
DIMENSIONS
Wingspan 11.68 m (38ft 3.5in)
Length 21.57 m (70ft 8.78in)
Height 6.18m (20ft 3.3in)
Wing Area 61.45m² (661.5 sq ft)
COST
Cost $3,305,435
F-106 Specs drawing
Worlds Fastest Single-Engine Jet Aircraft