Convair F-106 Delta Dart
F-106 Delta Dart | |
---|---|
A Convair F-106 of the California Air National Guard | |
Role | Fighter 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) |
Developed from | Convair F-102 Delta Dagger |
The Convair F-106 Delta Dart was an all-weather interceptor aircraft designed and produced by the American aircraft manufacturer Convair.
The F-106 was designed as the so-called "Ultimate Interceptor" as a consequence of the
Becoming operational in June 1959, the F-106 was the primary all-weather
The F-106 was gradually withdrawn from USAF service during the 1980s as the arrival of newer air superiority fighters, particularly the McDonnell Douglas F-15 Eagle, had made the role of dedicated interceptors increasingly redundant. Numerous F-106s would be operated for a time by the Air National Guard. Many withdrawn aircraft were promptly converted into target drones and redesignated QF-106 under the Pacer Six program; in this guise, the aircraft continued being used up until 1998.[1][2][3] A handful of F-106s were operated by NASA for experimental purposes, such as the Eclipse Project, through to 1998.
Development
Background
The F-106 was the ultimate development of the USAF's
By December 1951, the Air Force had already turned its attention to a further improved version, which was initially referred to as the F-102B. The main planned change was the replacement of the F-102A's
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 two-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.[13]
Competing efforts and production arrangements
Throughout the early development of the F-102B, it had to compete for attention and resources with the F-102A; the aviation author Marcelle Knaack observed that there were fewer funds to develop the more capable systems of the F-102B, which would have been useful in more quickly overcoming some of the technical difficulties that would be encountered.[12] The number of F-102As on order grew substantially beyond that which been originally forecast, indicative of the growing importance attached to what had once been intended to be an interim or 'stop-gap' aircraft to fill in until the F-102B could be delivered. During December 1955, a mock-up with the expected layout of the MX-1179, now known as the MA-1, was inspected and approved.[14]
On 18 April 1956, in a clear sign of growing confidence that the aircraft was improving, an extended production contract for 17 F-102Bs was issued to Convair; however, this order was for substantially fewer aircraft than had been originally anticipated at this stage.[14] On 17 June of that year, the aircraft was officially re-designated as the F-106A.[15][16][17] On 18 August 1956, the USAF issued a systems development directive that called for development and production of the F-106 to occur simultaneously; Knaack attributed this policy as being responsible for several later problems in the programme.[18] During April 1957, the USAF formally rejected Convair's F-102C proposal (essentially a reengined model of the F-102) to concentrate on the more advanced F-106 program, which it had then anticipated to enter service during the following year.[19]
Flight testing
On 26 December 1956, the first prototype F-106, an aerodynamic test bed, performed its maiden flight from Edwards Air Force Base. On 26 February 1957, the second prototype, which was outfitted with a fuller set of equipment, made its first flight.[20][18] Early flight testing around the end of 1956 and beginning of 1957 demonstrated somewhat disappointing results, having achieved less of a performance gain over the F-102 than had been anticipated. Specifically, both the acceleration and maximum speed were beneath Convair's own estimates.[21] Furthermore, both the engine and avionics proved to be somewhat unreliable.[22] These combined problems, and the delays associated with them, were nearly responsible for the termination of the programme.[20][23]
However, the service decided to persist with the F-106 programme after the Air Defense Command had heavily advocated for it.[24] Based upon the test data submitted, USAF officials had determined that modifications to the inlet duct cowling and charging ejectors were likely to increase both acceleration and speed; modifications would be made following the completion of Category II testing and were evaluated during Category III testing.[21] At this stage, the service enacted several measures to hasten development towards production; in April 1957, it authorized the conditional acceptance of several F-106s being used by Convair for flight testing; it also took several quick decisions to settle outstanding development questions.[25] By mid-1957, funding for 120 F-106As had been allocated.[26] The USAF ultimately opted to order 350 F-106s, substantially fewer than the planned fleet of 1,000 aircraft. Deliveries of the single-seat F-106A and the twin-seat F-106B combat-capable trainer variant commenced to 15 fighter interceptor squadrons in October 1959.[27][26]
World Speed record
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).[28][29][30] That year, Charles E. Myers flew the same model aircraft at 1,544 mph (2,484 km/h).[31]
Design
The F-106 was envisaged as a specialized all-weather missile-armed interceptor to shoot down bombers. It was complemented by other
Similarly to the F-102, the F-106 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
The first
Operational history
Early operations of the F-106 were troubled by numerous technical issues, these included generator defects, fuel-flow issues (particularly during cold weather), and combustor-starter malfunctions.[40] During December 1959, all F-106s were temporarily grounded following the accidental jettisoning of the canopy mid-flight on one aircraft. Many, but not all, of these problems were resolved by the start of 1961; this can be partially attributed to two major modification and retrofit programmes conducted during this timeframe.[41] Following the resolution of initial teething problems – in particular an ejection seat that killed the first 12 pilots to eject from the aircraft[42] – its exceptional performance led to the aircraft becoming relatively popular amongst its pilots.
The F-106 served in the contiguous US, Alaska, and Iceland, as well as for brief periods in Germany and South Korea.[43] 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."[44] The arrival of the F-106 in quantity quickly led to the withdrawal of various older aircraft that were being used in the interceptor role, such as the North American F-86 Sabre and the Northrop F-89 Scorpion.[45]
Although contemplated for use in the Vietnam War, the F-106 never saw combat, nor was it exported to foreign users. After the cancellation of their own Avro Arrow, the Canadian government briefly considered purchasing the F-106C/D.
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 carry as large a bomb load as the Republic F-105 Thunderchief fighter-bomber.[46] The Phantom was the winner but would first be used 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.
The F-106 was progressively updated in service, with improved
Air-to-air combat testing suggested "The Six" was a reasonable match for the F-4 Phantom II in a dogfight, with superior high-altitude turn performance and overall maneuverability (aided by the aircraft's lower wing loading). The Phantom had better radar – operated by an additional crewman – and could carry a load of up to four radar-guided AIM-7 Sparrow and four infrared AIM-9 Sidewinder missiles, while the AIM-4 Falcon missiles carried by the F-106 proved a disappointment for dogfighting over Vietnam.[48] The F-4 had a higher thrust/weight ratio with superior climb, 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 canopy without metal bracing which greatly improved pilot visibility.
Retirement and conversion into drones
Between 1 June 1983 and 1 August 1988 the Delta Darts were incrementally retired and sent to the
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.[54] 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.[55][56] On one hour-long flight at 38,000 feet (12,000 metres) in 1984, lightning struck the research aircraft 72 times.[57] 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 to 40,000 feet (1,500 to 12,200 metres).[58] The aircraft was equipped with optical sensors which consisted of a video camera and a light detector. Data acquisition was performed with 1980s state of the art digital waveform recorders.
Eclipse project
NASA used six drones in its
The Cornfield Bomber
On 2 February 1970, an F-106 of the
Variants
- F-102B: The original designation of the F-106A.
- F-106A: (Convair Model 8-24) Improved version of the F-102. Fitted with the MA-1 Integrated Fire Control System with SAGE datalink, J-75 afterburning turbojet, enlarged intake, variable-geometry inlet ramps and shortened intake ducts, refined fuselage shape, modified wings and redesigned tailfin; tailpipe fitted with a device to reduce the tendency of the jet exhaust to blow unsecured objects around while taxiing, yet allowing virtually maximum performance at high thrust settings including afterburner. Performance was deemed unsatisfactory and modifications were made. The aircraft was capable of low supersonic speeds without afterburner (but with a significant range penalty) and had a maximum altitude at least 57,000 ft (17,000 m). Many were fitted with a conically cambered wing for improved takeoff, supersonic and high-altitude flight. To improve the aircraft's range the aircraft was fitted with two streamlined external supersonic tanks that still kept the aircraft capable of sustained roll rates of 100 degrees per second. Since these tanks produced virtually no significant performance degradation they were rarely jettisoned and were routinely carried around. After 1972, many F-106s were refitted with a new canopy featuring improved visibility, improved optic sights and provision for a gunpack in the center weapons bay.
- F-106B: (Convair Model 8-27) Two-seat, combat-capable training version. Pilot and instructor are seated in tandem. Due to the extra seat, the fuselage is actually better area ruled; combined with a likely reduction in weight.[64][N 2] Weapons configurations same as F-106A.
- NF-106B: This designation was given to two F-106Bs used as test aircraft with NASA and associated research facilities from 1966 to 1991.[65]
- F-106C: Unbuilt version. Aircraft was intended to have the AN/ASG-18 radar and fire control system fitted originally developed for the
- F-106D: Unbuilt two-seat version of the F-106C.[68]
- F-106X: Unbuilt version (early 1968). It would have been outfitted with canards and powered by a JT4B-22 turbojet. It was envisioned as an alternative to the Lockheed YF-12, and was to have had a fire control system with "look-down/shoot-down" capability fed by a 40-inch (102 cm) radar dish.[29][69]
- F-106E: Unbuilt version. On 3 September 1968, Convair issued a proposal for an "improved" interceptor that was to be designated F-106E/F. It was to be compatible with the upcoming airborne warning and control systems as well as with the "over-the-horizon" radar defense network. The F-106E/F would have had a longer nose and a new and improved radar with a look-down/shoot-down tracking and missile launch capability. It would also have had a two-way UHF voice and datalink radio. It would have been capable of launching both nuclear and non-nuclear missiles, including the AIM-26 Nuclear Falcon and the AIM-47.[70]
- F-106F: Unbuilt two-seat version of the F-106E.
- QF-106A: Converted into drones, were still capable of being flown both as manned and unmanned aircraft.
- F-106 RASCAL Project: Unbuilt version. It would have been a low cost satellite launcher.[71]
Operators
|
|
Aircraft on display
- F-106A
- 56-0451 – Selfridge Military Air Museum, Selfridge Air National Guard Base, Michigan.[73]
- 56-0454 – Holloman AFB, New Mexico.[74]
- 56-0459 – McChord Air Museum, McChord AFB, Washington.[75]
- 56-0460 – Minot AFB, North Dakota.[76]
- 56-0461 –
- 57-0230 –
- 58-0774 –
- 58-0787 – 49th Fighter Squadron before being brought to the museum in August 1986.[80]
- 58-0793 – Castle AFB, Atwater, California.[81]
- 59-0003 – Davis-Monthan AFB in Tucson, Arizona.[82]
- 59-0010 – McClellan AFB), Sacramento, California.[83]
- 59-0023 –
- 59-0043 –
- 59-0069 –
- 59-0086 – Pacific Coast Air Museum, Santa Rosa, California.[87]
- 59-0105 – Camp Blanding Museum, Camp Blanding Florida National Guard Joint Training Center, Middleburg, Florida.[88]
- 59-0123 – Robins AFB, Warner Robins, Georgia.[89]
- 59-0134 – Peterson AFB, Colorado Springs, Colorado.[90]
- 59-0137 – Evergreen Aviation & Space Museum, McMinnville, Oregon.[91]
- 59-0145 – Tyndall Air Park,
- 59-0146 – Fresno Air National Guard Base, Fresno, California.[93]
- F-106B
- 57-2509 – Palm Springs Air Museum, Palm Springs, California.[94]
- 57-2513 – Yanks Air Museum, Chino, California.[95]
- 57-2523 – Atlantic City Air National Guard Base, Atlantic City, New Jersey.[96]
- 57-2533 – Kelly Field Heritage Museum,
- 59-0158 – Edwards AFB Century Circle, Edwards AFB, California.[98]
- NF-106B
- 57-2516 – Virginia Air and Space Center / Hampton History Center, Hampton, Virginia.[99]
Specifications (F-106A)
Data from Quest for Performance,[100] Convair Deltas[101]
General characteristics
- Crew: 1
- Length: 70 ft 8 in (21.55 m)
- Wingspan: 38 ft 3 in (11.67 m)
- Height: 20 ft 3 in (6.18 m)
- Wing area: 661.5 sq ft (61.46 m2) Original Wing
- 695 sq ft (65 m2) Conically-Cambered Wing
- Aspect ratio: 2.1
- Airfoil: NACA 0004-65 mod[102]
- Empty weight: 24,420 lb (11,077 kg)
- Gross weight: 34,510 lb (15,653 kg)
- Powerplant: 1 × afterburning turbojetengine, 16,100 lbf (72 kN) thrust dry, 24,500 lbf (109 kN) with afterburner
Performance
- Maximum speed: 1,325 kn (1,525 mph, 2,454 km/h) at 40,000 ft (12,200 m)
- Maximum speed: Mach 2.3
- Combat range: 500 nmi (580 mi, 930 km) with internal fuel [103]
- Ferry range: 2,346 nmi (2,700 mi, 4,345 km) with external tanks at 530 kn (610 mph; 982 km/h) at 41,000 ft (12,500 m)[103]
- Service ceiling: 57,000 ft (17,000 m)
- Rate of climb: 29,000 ft/min (150 m/s)
- Time to altitude: 52,000 ft (16,000 m) in six minutes and 54 seconds
- Lift-to-drag: 12.1 (Subsonic, est.)
- Wing loading: 52 lb/sq ft (250 kg/m2)
- Thrust/weight: 0.71
Armament
- Guns: 1 × 20 mm caliber M61A1 Vulcan 6-barreled rotary cannon(After 1972 refit)
- Missiles: 2 × AIM-4F Falcon or
- 2 × AIM-4G Falcon or
- 1 × AIR-2A Genie nuclear-armed rocket (Prior to 1972 refit)
Avionics
- Hughes MA-1 AWCS - weapon system
See also
Related development
Aircraft of comparable role, configuration, and era
- Avro Canada CF-105 Arrow
- Dassault Mirage III
- English Electric Lightning
- Mikoyan-Gurevich MiG-21/Chengdu J-7
- Saab 35 Draken
- Sukhoi Su-9/Su-11
- Sukhoi Su-15
Related lists
- List of fighter aircraft
- List of military aircraft of the United States
References
Notes
- ^ 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.
- ^ It is uncertain if the F-106B was fitted with the modified "Project Sharpshooter" optic sights and gunpack provision.
- ^ 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
- ^ a b Winchester 2006, p. 55.
- ^ a b "The "Pacer Six" Program". The 456th Fighter Interceptor Squadron. 1998-2014 www.F106DeltaDart.com. Archived from the original on 26 July 2014. Retrieved 16 July 2014.
- ^ Knaack 1978, p. 159.
- ^ Knaack 1978, pp. 166-167.
- ^ Knaack 1978, p. 164.
- ^ Converse 2012, p. 241.
- ^ Knaack 1978, p. 163.
- ^ Knaack 1978, p. 207.
- ^ Knaack 1978, pp. 207-208.
- ^ "History of the 'F-106 Delta Dart'". F-106DeltaDart.com. Convair Aircraft Plant San Diego, CA. Archived from the original on 22 July 2014. Retrieved 17 June 2014.
- ^ a b Knaack 1978, p. 208.
- ^ Flight Manual F-106A and F-106B T.O. 1F106A-1 page 1-22 "Idle thrust control switch".
- ^ a b Knaack 1978, pp. 208-209.
- ^ Knaack 1978, p. 162.
- ^ "The Convair F-102A". 456FIS.ORG. THE 456th FIGHTER INTERCEPTOR SQUADRON. Archived from the original on 14 July 2014. Retrieved 17 June 2014.
- ^ "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.
- ^ a b Knaack 1978, p. 209.
- ^ Knaack 1978, pp. 168-169.
- ^ a b Peacock 1986, p. 200.
- ^ a b Knaack 1978, p. 210.
- ^ Knaack 1978, p. 211.
- ^ Wegg 1990, p. 209.
- ^ Knaack 1978, pp. 211-212.
- ^ Knaack 1978, pp. 210-211.
- ^ a b c Knaack 1978, p. 212.
- ^ Green 1964, p. 138.
- ^ Drendel 1980, p. 92.
- ^ a b Donald 2003, p. 232.
- ^ "U.S. Jet Sets 1,520.9-M.P.H. Speed Record", Oakland Tribune, 16 December 1959, p. 1.
- ^ Samuel 2015, p. 407.
- ^ Baugher, Joe. "Convair F-106A Delta Dart." Archived 2010-11-24 at the Wayback Machine USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 19 December 1999. Retrieved: 8 April 2011.
- ^ a b Knaack 1978, pp. 214-215.
- ^ Yenne 2009, p. 154
- ^ Winchester 2006, p. 54.
- ^ Taylor 1991, p. 93.
- ^ Knaack 1978, p. 214.
- ^ Carey, Christopher T. "Ejectorseats History". ejectorseats.co.uk. AEOLUS AEROSPACE 5960 S. Land Park Drive, Suite 341 Sacramento, CA 95822-3313. Archived from the original on 29 May 2014. Retrieved 18 July 2014.
- ^ Potvin, PhD, Jean. "The Convair F-106 "Delta Dart" Egress System" (PDF). lanset.com. Lanset America Corp. 10321 Placer Lane, Sacramento, CA. US. 95827. Archived from the original (PDF) on 8 August 2014. Retrieved 18 July 2014.
- ^ Knaack 1978, pp. 212-213.
- ^ Knaack 1978, p. 213.
- ^ Broughton 2007, p. 17.
- ^ Knaack 1978, p. 216.
- ^ "F-106 Delta Dart - History of the SIX". F-106DeltaDart.com. Convair Aircraft Plant San Diego, CA. Archived from the original on 22 July 2014. Retrieved 17 June 2014.
- ^ Knaack 1978, pp. 79, 106.
- ^ "F-106 Delta Dart." Archived 2014-12-20 at the Wayback Machine National Museum of the U.S. Air Force.
- ^ Donald 2003, pp. 242, 246.
- ^ Donald 2003, pp. 259–260.
- ^ Donald 2003, p. 250.
- ^ "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. Archived from the original on 22 March 2014. Retrieved 16 July 2014.
- ^ "AMARC/AMARG Boneyard". F-106deltadart.com. 1998-2014 www.F-106deltadart.com. Archived from the original on 26 July 2014. Retrieved 16 July 2014.
- ^ "QF-106 Drone 'Pacer Six Program' 1990–1998 Full-Scale Aerial Target (FSAT)". F-106DeltaDart.com. 1998-2014 F-106DeltaDart.com. Archived from the original on 26 July 2014. Retrieved 17 July 2014.
- ^ Donald 2003, pp, 270–271.
- ^ 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. Archived (PDF) from the original on 12 July 2014. Retrieved 18 July 2014.
- ^ Saville, Kirk. "Lightning Strike Plane Gets Final Assignment Fighter Weathered 714 Lightning Bolts". The Daily Press Media Group, 7505 Warwick Blvd., Newport News, VA 23607 May 18, 1991. Retrieved 18 July 2014.
- ^ "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. Archived (PDF) from the original on 4 March 2016. Retrieved 18 July 2014.
- ^ Schmitt, Eric. "Jet Chases Lightning In Bid To Increase Safety". The New York Times. Archived from the original on 26 July 2014. Retrieved 18 July 2014.
- ^ "NASA Lightning Strike Research - NASA Storm Hazards Research Program". F-106DeltaDart.com. 1998-2014 F-106DeltaDart.com. Archived from the original on 26 July 2014. Retrieved 18 July 2014.
- ^ "Archived copy" (PDF). Archived (PDF) from the original on 2010-01-12. Retrieved 2009-12-28.
{{cite web}}
: CS1 maint: archived copy as title (link) - ^ "NASA Dryden Past Projects: Eclipse Tow Launch Demonstration | NASA". Nasa.gov. 2009-08-31. Archived from the original on 2014-08-08. Retrieved 2014-08-07.
- ^ 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. Archived from the original on 23 September 2015. Retrieved 18 July 2014.
- ^ Tucker, Tom. "The Eclipse Project" (PDF). NASA History Division, Office of Policy and Plans. U.S. Government Printing Office, Washington DC 20546. Archived (PDF) from the original on 12 January 2010. Retrieved 18 July 2014.
- ^ "58-0787 Pilot-less Landing: 'Cornfield Bomber'." Archived January 6, 2011, at the Wayback Machine f-106deltadart.com. Retrieved: 31 December 2010.
- ^ "Factsheets: Convair F-106B". NationalMuseum.af.mil. National Museum of the United States Air Force. Archived from the original on 3 September 2014. Retrieved 18 July 2014.
- ^ Baugher, Joe. "Convair F-106B Delta Dart." Archived 2010-11-24 at the Wayback Machine USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 18 December 1999. Retrieved: 8 April 2011.
- ^ Knaack 1978, pp. 217-218.
- ^ Baugher, Joe. "Convair F-106C/D Delta Dart." Archived 2010-11-24 at the Wayback Machine USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 18 December 1999. Retrieved: 8 April 2011.
- ^ Knaack 1978, p. 217.
- ^ Knaack 1978, p. 218.
- ^ "F-106C/D/E/F." Archived 2007-02-04 at the Wayback Machine Air To Air Combat. Retrieved: 8 April 2011.
- ^ "RASCAL Project". F-106 Delta Dart. Archived from the original on 2014-01-16. Retrieved 2014-03-04.
- ^ Baugher, Joe. "F-106 Squadron Assignments." Archived 2012-06-05 at the Wayback Machine USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 18 December 1999. Retrieved: 12 January 2012.
- ^ "F-106 Delta Dart/56-0451." Archived 2016-03-03 at the Wayback Machine Selfridge Air Museum. Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/56-0454." Archived 2015-05-30 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/56-0459." Archived 2014-03-22 at the Wayback Machine McChord Air Museum. Retrieved: 7 November 2012.
- ^ "F-106 Delta Dart/56-0460." Archived 2016-03-04 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/56-0461." Archived 2015-02-17 at the Wayback Machine K.I. Sawyer Heritage Air Museum. Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/57-0230." Archived 2016-01-31 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/58-0774." Archived 2011-06-22 at the Wayback Machine Hill Aerospace Museum. Retrieved: 7 November 2012.
- ^ "F-106 Delta Dart/58-0787." Archived 2016-11-22 at the Wayback Machine National Museum of the USAF. Retrieved: 23 August 2015.
- ^ "F-106 Delta Dart/58-0793." Archived 2015-01-13 at the Wayback Machine Castle Air Museum. Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0003." Archived 2015-06-17 at the Wayback Machine Pima Air & Space Museum. Retrieved: 17 June 2015.
- ^ "F-106 Delta Dart/59-0010." Archived 2015-03-28 at the Wayback Machine Aerospace Museum of California. Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0023." Archived 2015-05-16 at the Wayback Machine Air Mobility Command Museum. Retrieved: 7 November 2012.
- ^ "F-106 Delta Dart/59-0043." Archived 2015-07-22 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0069." Archived 2015-07-13 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0086." Archived 2012-06-25 at the Wayback Machine Pacific Coast Air Museum. Retrieved: 7 November 2012.
- ^ "F-106 Delta Dart/59-0105." Archived 2015-02-04 at the Wayback Machine Camp Blanding Museum. Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0123." Archived 2012-12-03 at the Wayback Machine Museum of Aviation. Retrieved: 7 November 2012.
- ^ "F-106 Delta Dart/59-0134." Archived 2015-01-27 at the Wayback Machine Peterson Air and Space Museum. Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0137." Archived 2011-12-06 at the Wayback Machine Evergreen Aviation & Space Museum. Retrieved: 7 November 2012.
- ^ "F-106 Delta Dart/59-0145." Archived 2015-07-01 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0146." Archived 2015-06-17 at the Wayback Machine aerialvisuals.ca Retrieved: 17 June 2015.
- ^ "Convair F-106 Delta Dart". Palm Springs Air Museum. 2022-10-22. Retrieved 2022-10-12.
- ^ "Convair F-106B Delta Dart". Yanks Air Museum. 2017-01-28. Retrieved 2019-12-28.
- ^ "F-106 Delta Dart/57-2523." Archived 2016-03-04 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/57-2533." Archived 2015-06-03 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/59-0158." Archived 2015-06-19 at the Wayback Machine aerialvisuals.ca Retrieved: 27 January 2015.
- ^ "F-106 Delta Dart/57-2516." Archived 2017-03-18 at the Wayback Machine Virginia Air and Space Center. Retrieved: 27 January 2015.
- ^ Loftin, L.K Jr. "Quest for performance: The Evolution of Modern Aircraft". NASA. Archived from the original on 13 June 2006. Retrieved 22 April 2006.
- ^ Yenne 2009, pp. 118–155.
- ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
- ^ a b "F-106 Delta Dart by Convair". www.f-106deltadart.com. Archived from the original on 25 November 2016. Retrieved 4 May 2018.
Bibliography
- Broughton, Jack (2007). Rupert Red Two: A Fighter Pilot's Life from Thunderbolts to Thunderchiefs. St. Paul, MN: Zenith. OCLC 829025946.
- Converse, Elliott V. III (2012). Rearming for the Cold War 1945 – 1960. History of Acquisition in the Department of Defense. Vol. I. Washington D.C.: ISBN 978-0-16-091132-3.
- Donald, David (2003). "Convair F-106 Delta Dart: The Ultimate Interceptor". Century Jets: USAF Frontline Fighters of the Cold War. Norwalk, Connecticut: AIRtime Publishing. OCLC 56456861.
- Drendel, Lou; Carson, Don A. (1974). F-106 Delta Dart in Action. Warren, Mich.: Squadron/Signal Publications. OCLC 1010385.
- Drendel, Lou (1980). Century Series in Color. Carrollton, Tex.: Squadron/Signal Publications. OCLC 7281280.
- Green, William (1964). The World's Fighting Planes. Garden City, New York: Doubleday. OCLC 1392318.
- Jenkins, Dennis R.; Landis, Tony R. (2008). Experimental & Prototype U.S. Air Force Jet Fighters. North Branch, Minnesota: Specialty Press. OCLC 184982545.
- Knaack, Marcelle Size (1978). Encyclopedia of US Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945–1973 (PDF). Washington, D.C.: Office of Air Force History. OCLC 834250508. Archived from the originalon 3 March 2016.
- Pace, Steve (1991). X-Fighters: USAF Experimental and Prototype Fighters, XP-59 to YF-23. St. Paul, Minnesota: Motorbooks International. ISBN 0-87938-540-5.
- Peacock, Lindsay (October 1986). "Delta Dart ... Last of the Century Fighters". Air International. 31 (4). Stamford, UK: Fine Scroll: 198–206, 217.
- 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.
- Taylor, Michael J.H. (1991). "Convair Delta Dart". Jane's American Fighting Aircraft of the 20th Century. New York: Mallard Press. OCLC 25835648.
- United States Air Force Museum Guidebook. Wright-Patterson AFB, Ohio: U.S. Air Force Foundation, 1975.
- Wegg, John (1990). General Dynamics Aircraft and Their Predecessors. Annapolis, MD: Naval Institute Press. OCLC 22098029.
- Winchester, Jim, ed. (2006). Military Aircraft of the Cold War. The Aviation Factfile. New York: Chartwell Books. OCLC 820481865.
- Yenne, Bill (2009). Convair Deltas: from Seadart to Hustler (1st ed.). North Branch, MN: Specialty Press. ISBN 978-1-58007-118-5.