Editing Convair F-106 Delta Dart (section)

==Design==
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.<ref name="knaack p212"/> To support its role, the F-106 was equipped with the [[Hughes Aircraft|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.<ref>Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f106_1.html "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.</ref><ref name="knaack p214215"/>

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 [[AIM-4 Falcon]] [[air-to-air missile]]s (either AIM-4G infra-red guided missiles or [[semi-active radar homing]] (SARH)-guided (which detected reflected radar signals) AIM-4E/F missiles<ref>Yenne 2009, p. 154</ref>), along with a single 1.5 [[kiloton]]-warhead [[AIR-2 Genie|AIR-2 (MB-2) Genie]] unguided air-to-air rocket intended to be fired into enemy bomber formations.<ref>Winchester 2006, p. 54.</ref> Like its predecessor, the F-102 Delta Dagger, it could carry a [[drop tank]] under each wing.<ref>Taylor 1991, p. 93.</ref> 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]].

The 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 ejection seat#Zero-zero ejection seat|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.<ref name="knaack p214">Knaack 1978, p. 214.</ref><ref>{{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|access-date=18 July 2014|url-status=live|archive-url=https://web.archive.org/web/20140529225717/http://ejectorseats.co.uk/History.html|archive-date=29 May 2014}}</ref> It was designed with supersonic ejection as the primary criterion since the F-106 was capable of [[Mach number|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.<ref>{{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|access-date=18 July 2014|archive-url=https://web.archive.org/web/20140808233921/http://webs.lanset.com/aeolusaero/Articles/Convair_F-106_Egress_System_Developments--JUL07.pdf|archive-date=8 August 2014}}</ref>