| 词条 | Convair F-106 Delta Dart |
| 释义 |
{|{{Infobox aircraft begin |name= F-106 Delta Dart |image= File:194thFIS-F-106-58-0797-ADC-CA-ANG (modified).png |caption= A Convair F-106 of the California Air National Guard }}{{Infobox aircraft type |type= Fighter interceptor |manufacturer= Convair |designer= |first flight= 26 December 1956 |introduced= June 1959 |retired= August 1988 (ANG); 1998 (NASA) |status= |unit cost= US$4.7 million (1973)[1] $25.1 million (2014)[2] |primary user= United States Air Force |more users= Air National Guard |produced = |number built= 342 (2 prototypes, 277 F-106A, 63 F-106B) |developed from= Convair F-102 Delta Dagger |variants with their own articles= }} |} The Convair F-106 Delta Dart was the primary all-weather interceptor aircraft of the United States Air Force from the 1960s through the 1980s. Designed as the so-called "Ultimate Interceptor", it proved to be the last dedicated interceptor in U.S. Air Force service to date. It was gradually retired during the 1980s, with the QF-106 drone conversions of the aircraft being used until 1998 under the Pacer Six Program.[3][4][5] Design and developmentThe F-106 was the ultimate development of the USAF's 1954 interceptor program of the early 1950s. The initial winner of this competition had been the F-102 Delta Dagger, but early versions of this aircraft had demonstrated extremely poor performance, limited to subsonic speeds and relatively low altitudes. During the testing program the F-102 underwent numerous changes to improve its performance, notably the application of the area rule to the fuselage shaping and a change of engine, and the dropping of the advanced MX-1179 fire control system and its replacement with a slightly upgraded version of the MX-1 already in use on subsonic designs. The resulting aircraft became the F-102A, and in spite of being considered barely suitable for its mission, the Air Force sent out a production contract in March 1954, with the first deliveries expected in the following year.[6][7] By December 1951 the Air Force had already turned its attention to a further improved version, the F-102B. Initially the main planned change was the replacement of the A-model's Pratt & Whitney J57 (itself replacing the original J40) with the more powerful Bristol Olympus, produced under license as the Wright J67. By the time this would be available, the MX-1179 was expected to be available, and was selected as well. The result would be the "ultimate interceptor" the Air Force wanted originally. However, while initial work on the Olympus appeared to go well, by August 1953 Wright was already a full year behind schedule in development. Continued development did not resolve problems with the engine, and in early 1955 the Air Force approved the switch to the Pratt & Whitney J75.[8][9] 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 2-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.[10] A mock-up with the expected layout of the MX-1179, now known as the MA-1, was inspected and approved in December 1955. With growing confidence that the aircraft was now improving, an extended production contract for 17 F-102Bs was sent out on 18 April 1956. On 17 June, the aircraft was officially re-designated as the F-106A.[11][12][13] The first prototype F-106, an aerodynamic test bed, flew on 26 December 1956 from Edwards Air Force Base, with the second, fitted with a fuller set of equipment, following 26 February 1957.[14] Initial flight tests at the end of 1956 and beginning of 1957 were disappointing, with performance less than anticipated, while the engine and avionics proved unreliable. These problems, and the delays associated with them, nearly led to the abandoning of the program,[14][15] but the Air Force decided to order 350 F-106s instead of the planned 1,000. After some minor redesign, the new aircraft, designated F-106A, were delivered to 15 fighter interceptor squadrons along with the F-106B two-seat combat-capable trainer variant, starting in October 1959.[16] 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).[17][18][19] That year, Charles E. Myers flew the same model aircraft at 1,544 mph (2484 km/h).[20]{{page needed|date=June 2016}} Nevertheless, Major Rogers received the award because cold war pressures dictated that a military pilot should be recognized.[21]{{unreliable source?|date=June 2016}} The F-106 was envisaged as a specialized all-weather missile-armed interceptor to shoot down bombers. It was complemented by other Century Series fighters for other roles such as daylight air superiority or fighter-bombing. To support its role, the F-106 was equipped with the Hughes MA-1 integrated fire-control system, which could be linked to the Semi-Automatic Ground Environment (SAGE) network for ground control interception (GCI) missions, allowing the aircraft to be steered by controllers. The MA-1 proved extremely troublesome and was eventually upgraded more than 60 times in service.[22] Similar 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 AIM-4 Falcon air-to-air missiles, along with a single GAR-11/AIM-26A Falcon nuclear-tipped semi-active radar homing (SARH) missile (which detected reflected radar signals), or a 1.5 kiloton-warhead AIR-2 (MB-2) Genie air-to-air rocket intended to be fired into enemy bomber formations.[23] Like its predecessor, the F-102 Delta Dagger, it could carry a drop tank under each wing.[24] Later fighters such as the McDonnell Douglas F-4 Phantom II and McDonnell Douglas F-15 Eagle carried missiles recessed in the fuselage or externally, but stealth aircraft would re-adopt the idea of carrying missiles or bombs internally for reduced radar signature. Ejection seatsThe first ejection seat fitted to early F-106s was a variation of the seat used by the F-102 and was called the Weber interim seat. It was a catapult seat which used an explosive charge to propel it clear of the aircraft. This seat was not a zero-zero seat and was inadequate for ejections at supersonic speeds as well as ground level ejections and ejections at speeds below {{convert|120|kn|mph km/h|abbr=off}} and {{convert|2,000|ft|m|abbr=off}}. The second seat that replaced the Weber interim seat was the Convair/ICESC (Industry Crew Escape System Committee) Supersonic Rotational B-seat, called the supersonic "bobsled", hence the B designation.[25] It was designed with supersonic ejection as the primary criterion since the F-106 was capable of Mach-2 performance. Fighter pilots viewed high speed ejections as the most important. Seat designers viewed an ejection at low altitude and slow speed as the most likely possibility. The ejection sequence with the B-seat was quite complicated and there were some unsuccessful ejections that resulted in pilot fatalities. The third seat, that replaced the Convair B-seat, was the Weber Zero-Zero ROCAT (for Rocket Catapult) seat. Weber Aircraft Corporation designed a "zero-zero" seat to operate at up to {{convert|600|kn|mph km/h|abbr=off}}. High-altitude supersonic ejections were rare and ejections at relatively low altitudes and low speeds were more likely. The Weber "zero-zero" seat was satisfactory and was retrofitted to the F-106 after 1965.[26] Operational historyThe F-106 served in the contiguous US, Alaska, and Iceland, as well as for brief periods in Germany and South Korea. 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."[27] Although contemplated for use in the Vietnam War the F-106 never saw combat, nor was it exported to foreign users. Following the resolution of initial teething problems – in particular an ejection seat that killed the first 12 pilots to eject from the aircraft [28] – its exceptional performance made it very popular with its pilots. After the cancellation of their own Avro Arrow, the Canadian government briefly considered purchasing the F-106C/D. In an effort 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 also carry as large a bomb load as the Republic F-105 Thunderchief fighter-bomber.[29] The Phantom was the winner, but would first be tasked 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 avionics, a modified wing featuring a noticeable conical camber, an infrared search and track system, streamlined supersonic wing tanks which provided virtually no degradation to overall aircraft performance, better instrumentation, and features like an inflight refuelling receptacle and an arrestor hook for landing emergencies.[30] Air-to-air combat testing suggested "The Six" was a reasonable match for the McDonnell Douglas F-4 Phantom II in a dogfight, with superior high-altitude turn performance and overall maneuverability (aided by the aircraft's lower wing loading). However, 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.[31] 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[32] which greatly improved pilot visibility. Also added was an optical gunsight, and provision for a single M61 Vulcan 20 mm cannon. The M61 Vulcan had 650 rounds of ammunition in the center weapons bay and it replaced the AIM-26 Super Falcon or Genie. The F-15A started replacing the F-106 in 1981, with "The Sixes" typically passed on to Air National Guard units. The F-106 remained in service in various USAF and ANG units until 1988.[3] Retirement and conversion into dronesBetween 1 June 1983 and 1 August 1988 the Delta Darts were incrementally retired and sent to the Military Storage and Disposition Center in Arizona.[33][34] When the need for a high performance Full Scaled Aerial Target Drone was required the USAF began withdrawing Delta Darts from storage. Starting in 1986, 194 of the surviving surplus aircraft were converted into target drones and these were designated QF-106As and used for target practice vehicles under the Pacer Six Program by the Aerial Targets Squadron.[35] The last was destroyed in January 1998.[4][5] The drones were still capable of being flown as manned aircraft, such as for ferrying to a test; during the test they were flown unmanned.[36] The QF-106 replaced the QF-100 Super Sabre drone; the last shoot down of a QF-106 (57-2524) took place at Holloman AFB on 20 February 1997 after which the QF-106 was superseded by the QF-4S and QF-4E Phantom II drone. NASA research and test aircraftSix 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.[37] 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.[38][39] On one hour-long flight at {{convert|38,000|ft|m|abbr=off}} in 1984, lightning struck the research aircraft 72 times.[40] 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 {{convert|300|kn|mph km/h|abbr=off}} from {{convert|5,000|to|40,000|ft|m|abbr=off}}.[41] 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 projectNASA used six drones in its Eclipse Project which ran from 1997–1998.[42][43] The Dryden Flight Research Center supported project Eclipse which sought to demonstrate the feasibility of a reusable Aerotow-launch vehicle. The objective was to tow, inflight, a modified QF-106 aircraft with a C-141A transport aircraft. The test demonstrated the possibility of towing and launching a space launch vehicle from behind a tow plane.[44][45] The Cornfield Bomber{{Main|Cornfield Bomber}}On 2 February 1970, an F-106 of the 71st Fighter-Interceptor Squadron, piloted by Captain Gary Foust, entered a flat spin over Montana. Foust followed procedures and ejected from the aircraft. The resulting change of balance caused the aircraft to stabilize and later land "wheels up" in a snow-covered field, suffering only minor damage. The aircraft, promptly nicknamed "The Cornfield Bomber", was then sent back to base by rail, repaired and returned to service, and is now on display at the National Museum of the United States Air Force.[46] Variants
Operators
United States Air Force[52]{{Col-begin}}{{Col-break}} Air Defense Command / Aerospace Defense Command-cum-Tactical Air Command 2nd Fighter-Interceptor Squadron – Wurtsmith AFB (1971–1972) 5th Fighter-Interceptor Squadron – Minot AFB (1960–1985) 11th Fighter-Interceptor Squadron – Duluth AFB (1960–1968) 27th Fighter-Interceptor Squadron – Loring AFB (1959–1971) 48th Fighter-Interceptor Squadron – Langley AFB (1960–1982) 49th Fighter-Interceptor Squadron – Griffiss AFB (1968–1987) 71st Fighter-Interceptor Squadron – Richards-Gebaur AFB (1960–1971) 83rd Fighter-Interceptor Squadron – Loring AFB (1971–1972) 84th Fighter-Interceptor Squadron – Hamilton AFB (1968–1973); Castle AFB (1973–1981) 87th Fighter-Interceptor Squadron – Duluth AFB (1968–1971); K.I. Sawyer AFB (1971–1985) 94th Fighter-Interceptor Squadron – Selfridge AFB (1960–1971) 95th Fighter-Interceptor Squadron – Andrews AFB (1959–1973) 318th Fighter Interceptor Squadron – McChord AFB (1960–1983) 319th Fighter-Interceptor Squadron – Bunker Hill AFB (1960–1963) / Grissom AFB (1971–1972) 329th Fighter-Interceptor Squadron – George AFB (1960–1967) 437th Fighter-Interceptor Squadron – Oxnard AFB (1968–1968) 438th Fighter-Interceptor Squadron – Kincheloe AFB (1960–1968) 456th Fighter-Interceptor Squadron – Castle AFB (1959–1968) 460th Fighter-Interceptor Squadron – Oxnard AFB (1968–1974) 498th Fighter-Interceptor Squadron – Geiger Field (1959–1968) {{Col-break}}539th Fighter-Interceptor Squadron – McGuire AFB (1959–1967) Air National Guard 101st Fighter Interceptor Squadron, MA ANG – Otis ANGB (1972–1988) 119th Fighter Interceptor Squadron, NJ ANG – Atlantic City ANGB (1972–1988) 159th Fighter Interceptor Squadron, FL ANG – Jacksonville ANGB (1974–1987) 171st Fighter Interceptor Squadron, MI ANG – Selfridge ANGB (1972–1978) 186th Fighter Interceptor Squadron, MT ANG – Great Falls ANGB (1972–1987) {{Col-end}}194th Fighter Interceptor Squadron, CA ANG – Fresno ANGB (1974–1984) NASA Aircraft on display
Specifications (F-106A){{aircraft specifications|plane or copter?=plane |jet or prop?=jet |ref=Quest for Performance[80] |crew=1 |length main=70.7 ft |length alt=21.55 m |span main=38.25 ft |span alt=11.67 m |height main=20.28 ft |height alt=6.18 m |area main=661.5 sq ft/61.52 m² (Original Wing) or 695 sq ft/64.57m² (Conically-Cambered Wing) |airfoil=NACA 0004-65 mod root and tip |empty weight main=24,420 lb |empty weight alt=11,077 kg |loaded weight main=34,510 lb |loaded weight alt=15,670 kg |max takeoff weight main= |max takeoff weight alt= |more general=
|engine (jet)=Pratt & Whitney J75-17 |type of jet=afterburning turbojet |number of jets=1 |thrust main=24,500 lbf |thrust alt=109 kN |max speed main=Mach 2.3 |max speed alt=1,525 mph, 2,455 km/h at 12,200 m (40,000 ft) |combat radius main=926 km (500 nmi/575 mi) with internal fuel [81] |combat range main= 2,900 km (1,600 nmi) |combat range alt= |ferry range main= 4347 km (2346 nmi/2700 mi)with external tanks at 982 km/h (530 kn/610 mph) at 12,500 m (41,000 ft) [81] |ferry range alt= |ceiling main=57,000 ft |ceiling alt=17,380 m |climb rate main=29,000 ft/min |climb rate alt=150 m/s |loading main=52 lb/(sq ft) |loading alt=255 kg/m² |thrust/weight=0.71 |more performance=
|guns=1 20 mm caliber M61A1 Vulcan 6-barreled rotary cannon (After 1972 refit) |missiles=
}} See also{{Portal|United States Air Force}}{{aircontent|related=
|similar aircraft=
|lists=
|see also=
}} References
1. ^{{harvnb|Knaack|1978}} 2. ^{{cite web |url=http://www.bls.gov/data/inflation_calculator.htm |title=Archived copy |accessdate=2013-10-03 |deadurl=no |archiveurl=https://web.archive.org/web/20110315142002/http://www.bls.gov/data/inflation_calculator.htm |archivedate=2011-03-15 |df= }} - This value is simply the 1973 cost adjusted for inflation, it does not account for any adjustments in individual prices for materials and what not. 3. ^1 Winchester 2006, p. 55. 4. ^1 {{cite web|title=The "Pacer Six" Program|url=http://www.456fis.org/PACER_SIX.htm|website=The 456th Fighter Interceptor Squadron|publisher=1998-2014 www.F106DeltaDart.com|accessdate=16 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140726042328/http://www.456fis.org/PACER_SIX.htm|archivedate=26 July 2014|df=}} 5. ^1 {{cite web|last1=Kalei|first1=Kalikiano|title=A Brief History of the Convair F-106 'Delta Dart'|url=http://www.authorsden.com/categories/article_top.asp?catid=73&id=36192|website=AuthorsDen.com|publisher=AuthorsDen, Inc.|accessdate=16 July 2014}} 6. ^{{cite book|last1=Knaak|first1=Marcelle Size|title=Encyclopedia of U.S. Air Force Aircraft and Missile Systems - Volume 1|date=1978|publisher=Office of Air Force History|location=Washington D.C.|isbn=1478125535|page=164|url=https://books.google.com.ua/books?id=0jKTrdTa9eIC&pg=PA164}} 7. ^{{cite book|last1=Converse III|first1=Elliott V.|title=Rearming for the Cold War 1945 -- 1960|publisher=Defense Dept (U.S.)|location=Washington D.C.|isbn=9780160911323|page=241|url=https://books.google.com.ua/books?id=jf5uwY7_7dYC&pg=PA241}} 8. ^{{cite web|title=History of the 'F-106 Delta Dart'|url=http://www.f-106deltadart.com/history.htm|website=F-106DeltaDart.com|publisher=Convair Aircraft Plant San Diego, CA|accessdate=17 June 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140722114037/http://www.f-106deltadart.com/history.htm|archivedate=22 July 2014|df=}} 9. ^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. 10. ^Flight Manual F-106A and F-106B T.O. 1F106A-1 page 1-22 "Idle thrust control switch" 11. ^{{cite web|title=The Convair F-102A|url=http://www.456fis.org/F-102A.htm|website=456FIS.ORG|publisher=THE 456th FIGHTER INTERCEPTOR SQUADRON|accessdate=17 June 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140714155915/http://www.456fis.org/F-102A.htm|archivedate=14 July 2014|df=}} 12. ^{{cite web|last1=Writer|first1=Staff|title=Convair F-106 Delta Dart Interceptor Aircraft (1959) : The F-106 Delta Dart began life as the F-102 Delta Dagger|url=http://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=158|website=militaryfactory.com|publisher=Military Factory|accessdate=17 June 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140701091002/http://militaryfactory.com/aircraft/detail.asp?aircraft_id=158|archivedate=1 July 2014|df=}} 13. ^{{cite web |title=CONVAIR F-106A DELTA DART |url=http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=4085 |website=The Official Web Site of National Museum of the USAF |publisher=National Museum of the US Air Force |accessdate=17 June 2014 |deadurl=yes |archiveurl=https://web.archive.org/web/20110914000635/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=4085 |archivedate=14 September 2011 |df= }} 14. ^1 Peacock 1986, p. 200. 15. ^Wegg 1990, p. 209. 16. ^Green 1964, p. 138. 17. ^Drendel 1980, p. 92. 18. ^1 {{harvnb|Donald|2003|p=232}} 19. ^"U.S. Jet Sets 1,520.9-M.P.H. Speed Record", Oakland Tribune, 16 December 1959, p. 1. 20. ^{{cite book|last1=Samuel|first1=Wolfgang|title=In Defense of Freedom: Stories of Courage and Sacrifice of World War II Army Air Forces Flyers|date=2015|publisher=University Press of Mississippi|isbn=978-1-62846-217-3|url=https://books.google.com/books?id=-YzdBwAAQBAJ}} 21. ^{{cite web|last1=Grazier|first1=Dan|title=POGO Remembers Chuck Myers, "Fighter Mafia" Veteran|url=http://www.pogo.org/straus/issues/military-people-and-ideas/2016/pogo-remembers-chuck-myers.html|website=www.POGO.org|accessdate=28 June 2016|deadurl=no|archiveurl=https://web.archive.org/web/20160813011346/http://www.pogo.org/straus/issues/military-people-and-ideas/2016/pogo-remembers-chuck-myers.html|archivedate=13 August 2016|df=}} 22. ^Baugher, Joe. "Convair F-106A Delta Dart." {{webarchive|url=https://web.archive.org/web/20101124014829/http://joebaugher.com/usaf_fighters/f106_1.html |date=2010-11-24 }} USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 19 December 1999. Retrieved: 8 April 2011. 23. ^Winchester 2006, p. 54. 24. ^Taylor 1995, p. 93. 25. ^{{cite web|last1=Carey|first1=Christopher T.|title=Ejectorseats History|url=http://www.ejectorseats.co.uk/History.html|website=ejectorseats.co.uk|publisher=AEOLUS AEROSPACE 5960 S. Land Park Drive, Suite 341 Sacramento, CA 95822-3313|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140529225717/http://ejectorseats.co.uk/History.html|archivedate=29 May 2014|df=}} 26. ^{{cite web|last1=Potvin, PhD|first1=Jean|title=The Convair F-106 "Delta Dart" Egress System|url=http://webs.lanset.com/aeolusaero/Articles/Convair_F-106_Egress_System_Developments--JUL07.pdf|website=lanset.com|publisher=Lanset America Corp. 10321 Placer Lane, Sacramento, CA. US. 95827|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140808233921/http://webs.lanset.com/aeolusaero/Articles/Convair_F-106_Egress_System_Developments--JUL07.pdf|archivedate=8 August 2014|df=}} 27. ^{{cite web|title=F-106 Delta Dart - History of the SIX|url=http://www.f-106deltadart.com/history.htm|website=F-106DeltaDart.com|publisher=Convair Aircraft Plant San Diego, CA|accessdate=17 June 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140722114037/http://www.f-106deltadart.com/history.htm|archivedate=22 July 2014|df=}} 28. ^Broughton 2007, p. 17. 29. ^"F-106 Delta Dart." {{webarchive|url=https://web.archive.org/web/20141220141150/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2320 |date=2014-12-20 }} National Museum of the U.S. Air Force. 30. ^{{harvnb|Donald|2003|pp=242, 246.}} 31. ^{{harvnb|Donald|2003|pp= 259–260.}} 32. ^{{harvnb|Donald|2003|p=250.}} 33. ^{{cite web|title=McChord Air Museum Homepage- F-106 Delta Dart (s/n 56-0459) the 318th FIS's "Ultimate Interceptor" and the Fastest Single-Engine Fighter|url=http://www.mcchordairmuseum.org/REV%20B%20MAM%20COLLECTION%20F-106%20BORDER.htm|website=The McChord Air Museum|publisher=The McChord Air Museum Foundation, McChord AFB, WA|accessdate=16 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140322022056/http://www.mcchordairmuseum.org/REV%20B%20MAM%20COLLECTION%20F-106%20BORDER.htm|archivedate=22 March 2014|df=}} 34. ^{{cite web|title=AMARC/AMARG Boneyard|url=http://www.f-106deltadart.com/photo_gallery/index.php/Boneyard-AMARG|website=F-106deltadart.com|publisher=1998-2014 www.F-106deltadart.com|accessdate=16 July 2014|deadurl=yes|archiveurl=https://web.archive.org/web/20140726031432/http://www.f-106deltadart.com/photo_gallery/index.php/Boneyard-AMARG|archivedate=26 July 2014|df=}} 35. ^{{cite web|title=QF-106 Drone 'Pacer Six Program' 1990–1998 Full-Scale Aerial Target (FSAT)|url=http://www.f-106deltadart.com/drones.htm|website=F-106DeltaDart.com|publisher=1998-2014 F-106DeltaDart.com|accessdate=17 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140726032643/http://www.f-106deltadart.com/drones.htm|archivedate=26 July 2014|df=}} 36. ^{{harvnb|Donald|2003|pp=270–271.}} 37. ^{{cite web|last1=Laroche|first1=Pierre|last2=Delannoy|first2=Alain|last3=Blanchet|first3=Patrice|last4=Issac|first4=François|title=Lightning Hazards to Aircraft and Launchers - Experimental Studies of Lightning Strikes to Aircraft|url=http://www.aerospacelab-journal.org/sites/www.aerospacelab-journal.org/files/AL05-06_0.pdf|website=AerospaceLab-Journal.org|publisher=Aerospace Lab Journal Issue 5 December 2012 Experimental Studies of Lightning Strikes to Aircraft Page 3|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140712042126/http://www.aerospacelab-journal.org/sites/www.aerospacelab-journal.org/files/AL05-06_0.pdf|archivedate=12 July 2014|df=}} 38. ^{{cite web|last1=Saville|first1=Kirk|title=Lightning Strike Plane Gets Final Assignment Fighter Weathered 714 Lightning Bolts|website=articles.dailypress.com|publisher=The Daily Press Media Group, 7505 Warwick Blvd., Newport News, VA 23607 May 18, 1991|accessdate=18 July 2014}} 39. ^{{cite web|title=Lightning and the Space Program|url=http://www.tstorm.com/images/lightning_space_program.pdf|website=tstorm.com|publisher=John F. Kennedy Space Center Kennedy Space Center, Florida 32899 AC 321/867-2468 - FS-1998-08-16-KSC August 1998 Page 2|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20160304035326/http://www.tstorm.com/images/lightning_space_program.pdf|archivedate=4 March 2016|df=}} 40. ^{{cite news|last1=Schmitt|first1=Eric|title=Jet Chases Lightning In Bid To Increase Safety|url=https://www.nytimes.com/1985/09/29/us/jet-chases-lightning-in-bid-to-increase-safety.html|website=NYtimes.com|publisher=The New York Times September 29, 1985|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140726123656/http://www.nytimes.com/1985/09/29/us/jet-chases-lightning-in-bid-to-increase-safety.html|archivedate=26 July 2014|df=}} 41. ^{{cite web|title=NASA Lightning Strike Research - NASA Storm Hazards Research Program|url=http://www.f-106deltadart.com/nasa_lightning_research.htm|website=F-106DeltaDart.com|publisher=1998-2014 F-106DeltaDart.com|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20140726043438/http://www.f-106deltadart.com/nasa_lightning_research.htm|archivedate=26 July 2014|df=}} 42. ^{{cite web |url=http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf |title=Archived copy |accessdate=2009-12-28 |deadurl=no |archiveurl=https://web.archive.org/web/20100112094620/http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf |archivedate=2010-01-12 |df= }} 43. ^{{cite web |url=http://www.nasa.gov/centers/dryden/history/pastprojects/Eclipse/index.html |title=NASA Dryden Past Projects: Eclipse Tow Launch Demonstration | NASA |publisher=Nasa.gov |date=2009-08-31 |accessdate=2014-08-07 |deadurl=no |archiveurl=https://web.archive.org/web/20140808070632/http://www.nasa.gov/centers/dryden/history/pastprojects/Eclipse/index.html |archivedate=2014-08-08 |df= }} 44. ^{{cite web|last1=Curry|first1=Marty|title=Eclipse EC97-44159-8: Eclipse program F-106 aircraft in flight Photo Collection|url=http://www.dfrc.nasa.gov/Gallery/Photo/Eclipse/HTML/EC97-44159-8.html|website=dfrc.nasa.gov|publisher=NASA Dryden Flight Research Center August 1997|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20150923214113/http://www.dfrc.nasa.gov/Gallery/Photo/Eclipse/HTML/EC97-44159-8.html|archivedate=23 September 2015|df=}} 45. ^{{cite web|last1=Tucker|first1=Tom|title=The Eclipse Project|url=http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf|website=NASA History Division, Office of Policy and Plans|publisher=U.S. Government Printing Office, Washington DC 20546|accessdate=18 July 2014|deadurl=no|archiveurl=https://web.archive.org/web/20100112094620/http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf|archivedate=12 January 2010|df=}} 46. ^"58-0787 Pilot-less Landing: 'Cornfield Bomber'." {{webarchive |url=https://web.archive.org/web/20110106092409/http://www.f-106deltadart.com/71fis_PilotlessLanding_580787.htm |date=January 6, 2011 }} f-106deltadart.com. Retrieved: 31 December 2010. 47. ^{{cite web|title=Factsheets : Convair F-106B|url=http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2317|website=NationalMuseum.af.mil|publisher=National Museum of the United States Air Force|accessdate=18 July 2014|deadurl=yes|archiveurl=https://web.archive.org/web/20140903161355/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2317|archivedate=3 September 2014|df=}} 48. ^Baugher, Joe. "Convair F-106B Delta Dart." {{webarchive|url=https://web.archive.org/web/20101124014751/http://joebaugher.com/usaf_fighters/f106_2.html |date=2010-11-24 }} USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 18 December 1999. Retrieved: 8 April 2011. 49. ^Baugher, Joe. "Convair F-106C/D Delta Dart." {{webarchive|url=https://web.archive.org/web/20101124014809/http://joebaugher.com/usaf_fighters/f106_3.html |date=2010-11-24 }} USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 18 December 1999. Retrieved: 8 April 2011. 50. ^"F-106C/D/E/F." {{webarchive|url=https://web.archive.org/web/20070204033759/http://www.airtoaircombat.com/background.asp?id=52&bg=228 |date=2007-02-04 }} Air To Air Combat. Retrieved: 8 April 2011. 51. ^{{cite web |url=http://www.f-106deltadart.com/rascal_project.htm |title=RASCAL Project |publisher=F-106 Delta Dart |date= |accessdate=2014-03-04 |deadurl=no |archiveurl=https://web.archive.org/web/20140116073611/http://www.f-106deltadart.com/rascal_project.htm |archivedate=2014-01-16 |df= }} 52. ^Baugher, Joe. "F-106 Squadron Assignments." {{webarchive|url=https://web.archive.org/web/20120605121338/http://www.joebaugher.com/usaf_fighters/f106_6.html |date=2012-06-05 }} USAAC/USAAF/USAF Fighter and Pursuit Aircraft: Convair F-106 Delta Dart, American Military Aircraft, 18 December 1999. Retrieved: 12 January 2012. 53. ^"F-106 Delta Dart/56-0454." {{webarchive|url=https://web.archive.org/web/20150530030840/http://aerialvisuals.ca/AirframeDossier.php?Serial=61851 |date=2015-05-30 }} aerialvisuals.ca Retrieved: 27 January 2015. 54. ^"F-106 Delta Dart/56-0459." {{webarchive|url=https://web.archive.org/web/20140322022056/http://www.mcchordairmuseum.org/REV%20B%20MAM%20COLLECTION%20F-106%20BORDER.htm |date=2014-03-22 }} McChord Air Museum. Retrieved: 7 November 2012. 55. ^"F-106 Delta Dart/56-0460." {{webarchive|url=https://web.archive.org/web/20160304003404/http://www.aerialvisuals.ca/AirframeDossier.php?Serial=55183 |date=2016-03-04 }} aerialvisuals.ca Retrieved: 27 January 2015. 56. ^"F-106 Delta Dart/56-0461." {{webarchive|url=https://web.archive.org/web/20150217044803/http://kishamuseum.org/f106a.php |date=2015-02-17 }} K.I. Sawyer Heritage Air Museum. Retrieved: 27 January 2015. 57. ^"F-106 Delta Dart/57-0230." {{webarchive|url=https://web.archive.org/web/20160131082119/http://aerialvisuals.ca/AirframeDossier.php?Serial=15341 |date=2016-01-31 }} aerialvisuals.ca Retrieved: 27 January 2015. 58. ^"F-106 Delta Dart/58-0774." {{webarchive|url=https://web.archive.org/web/20110622070812/http://www.hill.af.mil/library/factsheets/factsheet.asp?id=5727 |date=2011-06-22 }} Hill Aerospace Museum. Retrieved: 7 November 2012. 59. ^"F-106 Delta Dart/58-0787." {{webarchive|url=https://web.archive.org/web/20161122190431/http://www.nationalmuseum.af.mil/Visit/MuseumExhibits/FactSheets/Display/tabid/509/Article/196408/convair-f-106a-delta-dart.aspx |date=2016-11-22 }} National Museum of the USAF. Retrieved: 23 August 2015. 60. ^"F-106 Delta Dart/58-0793." {{webarchive|url=https://web.archive.org/web/20150113025242/http://www.castleairmuseum.org/convairf106a/ |date=2015-01-13 }} Castle Air Museum. Retrieved: 27 January 2015. 61. ^"F-106 Delta Dart/59-0003." {{webarchive|url=https://web.archive.org/web/20150617221235/http://www.pimaair.org/aircraft-by-name/item/convair-f-106a-delta-dart |date=2015-06-17 }} Pima Air & Space Museum. Retrieved: 17 June 2015. 62. ^"F-106 Delta Dart/59-0010." {{webarchive|url=https://web.archive.org/web/20150328234624/http://www.aerospaceca.org/convair-f-106-delta-dart-the-ultimate-interceptor/ |date=2015-03-28 }} Aerospace Museum of California. Retrieved: 27 January 2015. 63. ^"F-106 Delta Dart/59-0023." {{webarchive|url=https://web.archive.org/web/20150516033517/http://amcmuseum.org/at-the-museum/aircraft/f-106a-delta-dart/ |date=2015-05-16 }} Air Mobility Command Museum. Retrieved: 7 November 2012. 64. ^"F-106 Delta Dart/59-0043." {{webarchive|url=https://web.archive.org/web/20150722223738/http://aerialvisuals.ca/AirframeDossier.php?Serial=93400 |date=2015-07-22 }} aerialvisuals.ca Retrieved: 27 January 2015. 65. ^"F-106 Delta Dart/59-0069." {{webarchive|url=https://web.archive.org/web/20150713012925/http://aerialvisuals.ca/AirframeDossier.php?Serial=389 |date=2015-07-13 }} aerialvisuals.ca Retrieved: 27 January 2015. 66. ^"F-106 Delta Dart/59-0086." {{webarchive|url=https://web.archive.org/web/20120625165416/http://pacificcoastairmuseum.org/aircraft/F106DeltaDart.asp |date=2012-06-25 }} Pacific Coast Air Museum. Retrieved: 7 November 2012. 67. ^"F-106 Delta Dart/59-0105." {{webarchive|url=https://web.archive.org/web/20150204070004/http://www.campblanding-museum.org/gallery.html |date=2015-02-04 }} Camp Blanding Museum. Retrieved: 27 January 2015. 68. ^"F-106 Delta Dart/59-0123." {{webarchive|url=https://web.archive.org/web/20121203083124/http://www.museumofaviation.org/F106.php |date=2012-12-03 }} Museum of Aviation. Retrieved: 7 November 2012. 69. ^"F-106 Delta Dart/59-0134." {{webarchive|url=https://web.archive.org/web/20150127015054/http://petemuseum.org/museum-tour-aerial-photos-airpark/ |date=2015-01-27 }} Peterson Air and Space Museum. Retrieved: 27 January 2015. 70. ^"F-106 Delta Dart/59-0137." {{webarchive|url=https://web.archive.org/web/20111206162346/http://www.evergreenmuseum.org/the-museum/aircraft-exhibits/military-aircrafts/ |date=2011-12-06 }} Evergreen Aviation & Space Museum. Retrieved: 7 November 2012. 71. ^"F-106 Delta Dart/59-0145." {{webarchive|url=https://web.archive.org/web/20150701100715/http://aerialvisuals.ca/AirframeDossier.php?Serial=12228 |date=2015-07-01 }} aerialvisuals.ca Retrieved: 27 January 2015. 72. ^"F-106 Delta Dart/59-0146." {{webarchive|url=https://web.archive.org/web/20150617170352/http://aerialvisuals.ca/LocationDossier.php?Serial=1772 |date=2015-06-17 }} aerialvisuals.ca Retrieved: 17 June 2015. 73. ^"F-106 Delta Dart/56-0451." {{webarchive|url=https://web.archive.org/web/20160303212857/http://www.selfridgeairmuseum.org/F-106A.htm |date=2016-03-03 }} Selfridge Air Museum. Retrieved: 27 January 2015. 74. ^[https://yanksair.com/Products/29/104/Convair-8-27-Delta-Dart-F-106B/ "F-106 Delta Dart/57-2513."] {{webarchive|url=https://web.archive.org/web/20150911225741/https://yanksair.com/Products/29/104/Convair-8-27-Delta-Dart-F-106B/ |date=2015-09-11 }} Yanks Air Museum. 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Retrieved: 27 January 2015. 80. ^Loftin, L.K, Jr. "Quest for performance: The Evolution of Modern Aircraft." {{webarchive|url=https://web.archive.org/web/20060613210139/http://www.hq.nasa.gov/pao/History/SP-468/cover.htm |date=2006-06-13 }} NASA SP-468. Retrieved: 22 April 2006. 81. ^1 {{cite web|url=http://www.f-106deltadart.com/specs.htm#Note_1|title=F-106 Delta Dart by Convair|author=|date=|website=www.f-106deltadart.com|accessdate=4 May 2018|deadurl=no|archiveurl=https://web.archive.org/web/20161125081901/http://www.f-106deltadart.com/specs.htm#Note_1|archivedate=25 November 2016|df=}}
External links{{Commons category|Convair F-106 Delta Dart}}
6 : Convair aircraft|Tailless delta-wing aircraft|United States fighter aircraft 1950–1959|Single-engined jet aircraft|Low-wing aircraft|Aircraft first flown in 1956 |
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