Editing Convair F-106 Delta Dart

{{short description|All-weather interceptor aircraft}}
{{Redirect|F-106|the jet engine|Teledyne CAE F106}}
<!-- This article is a part of [[Wikipedia:WikiProject Aircraft]]. Please see [[Wikipedia:WikiProject Aircraft/page content]] for recommended layout. -->{{Infobox aircraft
 |name= F-106 Delta Dart
 |image= File:F-106A_Chase_Dart.JPEG
 |image_caption= An F-106 over the [[Mojave Desert]]. This aircraft had been used as a [[chase plane]] during flight testing for the [[Rockwell B-1 Lancer]]
 |aircraft_type= [[Interceptor aircraft|Fighter interceptor]]
 |manufacturer= [[Convair]]
 |designer=
 |first_flight= 26 December 1956
 |introduction= June 1959
 |retired= August 1988 (ANG); 1998 (NASA)
 |status=
 |unit cost= US$4.7 million (1973)<ref>{{harvnb|Knaack|1978}}</ref><br />$25.1 million (2014)<ref>{{cite web |url = http://www.bls.gov/data/inflation_calculator.htm |title = CPI Inflation Calculator |access-date = 3 October 2013 |url-status = live |archive-url = https://web.archive.org/web/20110315142002/http://www.bls.gov/data/inflation_calculator.htm |archive-date = 15 March 2011 }} - 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.</ref>
 |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=
}}

The '''Convair F-106 Delta Dart''' is an all-weather [[interceptor aircraft]] designed and produced by the American aircraft manufacturer [[Convair]].

The F-106 was designed in response to the [[1954 interceptor]] program. Envisioned as an imagined "Ultimate Interceptor", it was a development of the [[Convair F-102 Delta Dagger|F-102 Delta Dagger]], and commenced as the ''F-102B'' prior to being redesignated by the [[United States Air Force]] (USAF). The F-106 was designed without a gun or provision for carrying bombs, instead carrying its [[AIM-4 Falcon]] [[air-to-air missile]]s within an internal weapons bay; its clean exterior was beneficial to supersonic flight. Major differences from the F-102 included the adoption of the more powerful [[Pratt & Whitney J75]] [[turbojet]] engine, heavily redesigned air inlets along with a [[intake ramp|variable-geometry inlet duct]] to suit a wide range of supersonic speeds, and a general increase in size. On 26 December 1956, the first [[prototype]] performed its [[maiden flight]]. After flight testing demonstrated lesser performance gains than anticipated, the USAF only ordered 350 of the planned 1,000 F-106s.

Becoming operational in June 1959, the F-106 was the primary all-weather [[interceptor aircraft]] of the USAF through much of the [[Cold War]] era; it ended up being the final specialist interceptor to be used by the service to date. It was never used in combat nor were any exported. During the 1960s, a competitive evaluation between the F-106 and the [[McDonnell Douglas F-4 Phantom II]] determined the latter to be marginally superior, yet the type continued to be operated for a further two decades due to extensive demand for the F-4 in other roles. Convair proposed various improved models of the F-106, typically focused on the [[radar]], communications, and other avionics, but none of these schemes were pursued. In one incident over [[Montana]] on 2 February 1970, an [[Cornfield Bomber|unmanned F-106]] recovered from a [[Flat spin (aviation)|flat spin]] after its pilot had ejected, [[belly landing]] relatively intact in a snow-covered field; it was recovered and continued to be flown for numerous years afterwards.

The F-106 was gradually withdrawn from USAF service during the 1980s as the arrival of newer [[air superiority fighter]]s, particularly the [[McDonnell Douglas F-15 Eagle]], had made the role of dedicated interceptors obsolete. Numerous F-106s were operated for a time by the [[Air National Guard]]. Many withdrawn aircraft were converted into target drones and redesignated ''QF-106'' under the ''Pacer Six'' program, which were used up in 1998.<ref name="Winchester-2006-55">Winchester 2006, p. 55.</ref><ref name="fis1998">{{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 |access-date=16 July 2014|url-status=usurped|archive-url=https://web.archive.org/web/20140726042328/http://www.456fis.org/PACER_SIX.htm|archive-date=26 July 2014}}</ref><ref name="authorsden1">{{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.|access-date=16 July 2014}}</ref> A handful of F-106s were operated by [[NASA]] for experimental purposes, such as the [[Eclipse Project]], until 1998.

==Development==
===Background===
The F-106 was the ultimate development of the USAF's [[1954 interceptor]] program of the early 1950s.<ref name="knaack p159">Knaack 1978, p. 159.</ref> The initial winner of this competition had been the [[Convair F-102 Delta Dagger|F-102 Delta Dagger]], but early versions of this aircraft had demonstrated extremely poor performance, being limited to flying at subsonic speeds and relatively low altitudes.<ref name="knaack p166167">Knaack 1978, pp. 166-167.</ref> 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, under which the first deliveries were expected during the following year.<ref name="knaack p164">Knaack 1978, p. 164.</ref><ref>Converse 2012, p. 241.</ref>

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 [[Pratt & Whitney J57]] (which had itself replaced the original J40<ref name="knaack p163">Knaack 1978, p. 163.</ref>) with the more powerful [[Wright J67]] (a [[Bristol Olympus]] [[licensed production|produced under license]]).<ref name="knaack p207">Knaack 1978, p. 207.</ref> By the time this engine would be available, the MX-1179 was expected to be available, and thus it was selected as well. The intended result would be the "ultimate interceptor" that the USAF had originally sought.<ref name="knaack p207208">Knaack 1978, pp. 207-208.</ref> However, while initial work on the Olympus design 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]].<ref>{{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 |access-date = 17 June 2014 |url-status = live |archive-url = https://web.archive.org/web/20140722114037/http://www.f-106deltadart.com/history.htm |archive-date = 22 July 2014}}</ref><ref name="knaack p208"/>

The J75 was somewhat larger than the J57 in the F-102A, and had greater {{clarification needed span|text=mass flow.|reason=What is "mass flow"?  Appropriate link or reliable citation, please.|date=May 2024}} This demanded changes to the inlets to allow more airflow, and led to the further refinement of using a somewhat shorter [[intake ramp|variable-geometry inlet duct]] to allow the intakes to be tuned to best performance across a wide range of supersonic speeds. 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, held open to decrease thrust by 40%, resulting in slower taxiing and less brake wear.<ref>Flight Manual F-106A and F-106B T.O. 1F106A-1 page 1-22 "Idle thrust control switch".</ref>

===Competing efforts and production arrangements===
Throughout its early development, the F-102B 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 arose.<ref name="knaack p208">Knaack 1978, p. 208.</ref> The number of F-102As on order grew substantially beyond that which had 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.<ref name="knaack p208209">Knaack 1978, pp. 208-209.</ref>

On 18 April 1956, an extended production contract for 17 F-102Bs was issued to Convair, representing substantially fewer aircraft than had been originally anticipated at this stage.<ref name="knaack p208209"/> On 17 June of that year, the aircraft was officially re-designated as the F-106A.<ref name="knaack p162">Knaack 1978, p. 162.</ref><ref>{{cite web |title=The Convair F-102A |url=http://www.456fis.org/F-102A.htm |website=456FIS.ORG |publisher=THE 456th FIGHTER INTERCEPTOR SQUADRON |access-date=17 June 2014 |url-status=usurped |archive-url=https://web.archive.org/web/20140714155915/http://www.456fis.org/F-102A.htm |archive-date=14 July 2014}}</ref><ref>{{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 |access-date = 17 June 2014  |archive-url = https://web.archive.org/web/20110914000635/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=4085 |archive-date = 14 September 2011 }}</ref> On 18 August 1956, the USAF issued a systems development directive that called for development and production of the F-106 {{clarification needed span|text=to occur simultaneously;|reason=With what?|date=May 2024}} Knaack attributed this policy as being responsible for several later problems in the program.<ref name="knaack p209">Knaack 1978, p. 209.</ref> 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.<ref name="knaack p168169">Knaack 1978, pp. 168-169.</ref>

===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.<ref name="Peacock p200">Peacock 1986, p. 200.</ref><ref name="knaack p209"/> 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.<ref name="knaack p210">Knaack 1978, p. 210.</ref> Furthermore, both the engine and avionics proved to be somewhat unreliable.<ref name="knaack p211">Knaack 1978, p. 211.</ref> These combined problems, and the delays associated with them, were nearly responsible for the termination of the program.<ref name="Peacock p200"/><ref>Wegg 1990, p. 209.</ref>

However, the service decided to persist with the F-106 program after the Air Defense Command had heavily advocated for it.<ref name="knaack p211212">Knaack 1978, pp. 211-212.</ref> 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.<ref name="knaack p210"/> 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.<ref name="knaack p210211">Knaack 1978, pp. 210-211.</ref> By mid-1957, funding for 120 F-106As had been allocated.<ref name="knaack p212">Knaack 1978, p. 212.</ref> 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.<ref>Green 1964, p. 138.</ref><ref name="knaack p212"/>

===World Speed record===
[[File:ConvairF-106DeltaDart01.JPG|thumb|F-106A Delta Darts from 5 FIS at [[CFB Moose Jaw]] in 1982]]

On 15 December 1959, Major Joseph W. Rogers set a world speed record of 1,525.96&nbsp;mph (2,455.79&nbsp;km/h) in a Delta Dart at 40,500&nbsp;ft (12,300 m).<ref>Drendel 1980, p. 92.</ref><ref name="Donald 2003, p. 232">Donald 2003, p. 232.</ref><ref>"U.S. Jet Sets 1,520.9-M.P.H. Speed Record", ''Oakland Tribune'', 16 December 1959, p. 1.</ref> That year, [[Charles E. Myers]] flew the same model aircraft at 1,544&nbsp;mph (2,484&nbsp;km/h).<ref>Samuel 2015, p. 407.</ref>

==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>

==Operational history==
[[File:F-106A 102FIW Tu95D CapeCod 1982.jpeg|thumb|A Soviet [[Tupolev Tu-95|Tu-95]] is intercepted by a F-106A off [[Cape Cod]] in 1982]]

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.<ref name="knaack p21213">Knaack 1978, pp. 212-213.</ref> 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 program conducted during this timeframe.<ref name="knaack p213">Knaack 1978, p. 213.</ref> Following the resolution of initial teething problems – in particular an ejection seat that killed the first 12 pilots to eject from the aircraft<ref>Broughton 2007, p. 17.</ref> – 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.<ref name="knaack p216">Knaack 1978, p. 216.</ref> The F-106 was the second highest sequentially numbered P/F- aircraft to enter service under the old number sequence (the [[General Dynamics F-111 Aardvark|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."<ref>{{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|access-date=17 June 2014|url-status=live|archive-url=https://web.archive.org/web/20140722114037/http://www.f-106deltadart.com/history.htm|archive-date=22 July 2014}}</ref> 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]].<ref name="knaack p79106">Knaack 1978, pp. 79, 106.</ref>

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 Canada CF-105 Arrow|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.<ref>[http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2320 "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.''</ref> 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.

[[File:F-106 Delta Dart 87th FIS.JPEG|thumb|left|An F-106A of the 87th FIS above [[Charleston AFB]], SC in 1982]]

The F-106 was progressively updated in service, with improved [[avionics]], a modified wing featuring a noticeable conical camber, an [[Infra-red search and track|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.<ref>Donald 2003, pp. 242, 246.</ref><ref name="knaack p214215">Knaack 1978, pp. 214-215.</ref>

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.<ref>Donald 2003, pp. 259–260.</ref> 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.

[[File:Eclipse program QF-106 aircraft in flight, view from tanker.jpg|thumb|upright|A NASA QF-106 Delta Dart from the Eclipse program shows its [[area rule]]d fuselage]]
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.<ref>Donald  2003, p. 250.</ref> Also added was an optical gunsight and provision for a [[M61 Vulcan]] 20&nbsp;mm [[cannon]]. The M61 Vulcan had 650 rounds of ammunition in the center of the weapons bay, being used in place of the [[AIR-2]] Genie. Many F-106 units opted to fly without the gun, retaining their nuclear payload instead. The F-15A Eagle 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.<ref name="Winchester-2006-55"/>

===Retirement and conversion into drones===
Between 1 June 1983 and 1 August 1988 the Delta Darts were incrementally retired and sent to the [[309th Aerospace Maintenance and Regeneration Group|Military Storage and Disposition Center]] in Arizona.<ref>{{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|access-date=16 July 2014|url-status=live|archive-url=https://web.archive.org/web/20140322022056/http://www.mcchordairmuseum.org/REV%20B%20MAM%20COLLECTION%20F-106%20BORDER.htm|archive-date=22 March 2014}}</ref><ref>{{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|access-date=16 July 2014|archive-url=https://web.archive.org/web/20140726031432/http://www.f-106deltadart.com/photo_gallery/index.php/Boneyard-AMARG|archive-date=26 July 2014}}</ref> 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 drone]]s and these were designated '''QF-106A'''s and used for target practice vehicles under the ''Pacer Six Program'' by the [[82d Aerial Targets Squadron|Aerial Targets Squadron]].<ref>{{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|access-date=17 July 2014|url-status=live|archive-url=https://web.archive.org/web/20140726032643/http://www.f-106deltadart.com/drones.htm|archive-date=26 July 2014}}</ref> The last was destroyed in January 1998.<ref name="fis1998"/><ref name="authorsden1"/> 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.<ref>Donald 2003, pp, 270–271.</ref> The QF-106 replaced the QF-100 [[North American F-100 Super Sabre|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 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.<ref>{{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|access-date=18 July 2014|url-status=live|archive-url=https://web.archive.org/web/20140712042126/http://www.aerospacelab-journal.org/sites/www.aerospacelab-journal.org/files/AL05-06_0.pdf|archive-date=12 July 2014}}</ref> 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.<ref>{{cite web|last1=Saville|first1=Kirk|title=Lightning Strike Plane Gets Final Assignment Fighter Weathered 714 Lightning Bolts|url=https://www.dailypress.com/|publisher=The Daily Press Media Group, 7505 Warwick Blvd., Newport News, VA 23607 May 18, 1991|access-date=18 July 2014}}</ref><ref>{{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|access-date=18 July 2014|url-status=live|archive-url=https://web.archive.org/web/20160304035326/http://www.tstorm.com/images/lightning_space_program.pdf|archive-date=4 March 2016}}</ref> On one hour-long flight at {{convert|38,000|ft|m|abbr=off}} in 1984, lightning struck the research aircraft 72 times.<ref>{{cite news|last1=Schmitt|first1=Eric|title=Jet Chases Lightning In Bid To Increase Safety|work=The New York Times |date=29 September 1985 |url=https://www.nytimes.com/1985/09/29/us/jet-chases-lightning-in-bid-to-increase-safety.html|access-date=18 July 2014|url-status=live|archive-url=https://web.archive.org/web/20140726123656/http://www.nytimes.com/1985/09/29/us/jet-chases-lightning-in-bid-to-increase-safety.html|archive-date=26 July 2014}}</ref> 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}}.<ref>{{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|access-date=18 July 2014|url-status=live|archive-url=https://web.archive.org/web/20140726043438/http://www.f-106deltadart.com/nasa_lightning_research.htm|archive-date=26 July 2014}}</ref> 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 storage oscilloscope|digital waveform recorders]].

====Eclipse project====
NASA used six drones in its [[Eclipse Project (NASA)|Eclipse Project]] which ran from 1997 to 1998.<ref>{{cite web |url=http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf |title=Archived copy |access-date=2009-12-28 |url-status=live |archive-url=https://web.archive.org/web/20100112094620/http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf |archive-date=2010-01-12 }}</ref><ref>{{cite web |url=http://www.nasa.gov/centers/dryden/history/pastprojects/Eclipse/index.html |title=NASA Dryden Past Projects: Eclipse Tow Launch Demonstration &#124; NASA |publisher=Nasa.gov |date=2009-08-31 |access-date=2014-08-07 |url-status=live |archive-url=https://web.archive.org/web/20140808070632/http://www.nasa.gov/centers/dryden/history/pastprojects/Eclipse/index.html |archive-date=2014-08-08 }}</ref> The [[Neil A. Armstrong Flight Research Center|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 [[Lockheed C-141 Starlifter|C-141A]] transport aircraft. The test demonstrated the possibility of towing and launching a space launch vehicle from behind a tow plane.<ref>{{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|access-date=18 July 2014|url-status=live|archive-url=https://web.archive.org/web/20150923214113/http://www.dfrc.nasa.gov/Gallery/Photo/Eclipse/HTML/EC97-44159-8.html|archive-date=23 September 2015}}</ref><ref>{{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|access-date=18 July 2014|url-status=live|archive-url=https://web.archive.org/web/20100112094620/http://www.nasa.gov/centers/dryden/pdf/88791main_Eclipse.pdf|archive-date=12 January 2010}}</ref>

===The Cornfield Bomber===
[[File:F-106 unmanned landing.jpg|thumb|The Cornfield Bomber, pictured here shortly after earning its nickname]]

{{Main|Cornfield Bomber}}
On 2 February 1970, an F-106 of the [[71st Fighter-Interceptor Squadron]], piloted by Captain Gary Foust, entered a [[Spin (flight)|flat spin]] over [[Montana]]. Foust followed procedures and ejected from the aircraft. The resulting change of balance caused the aircraft to stabilize and later [[belly landing|belly land]] 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]].<ref name="F-106">[http://www.f-106deltadart.com/71fis_PilotlessLanding_580787.htm "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.</ref>

==Variants==
[[File:F-106A from rear right.jpg|thumb|An F-106A of the Montana ANG viewed from the rear]]
* '''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 {{convert|57,000|ft|abbr=on}}. 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.
* [[File:F-106B Delta Dart.jpg|thumb|A two-seat F-106B trainer variant of the New Jersey ANG]]'''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.<ref>{{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 |access-date = 18 July 2014  |archive-url = https://web.archive.org/web/20140903161355/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2317 |archive-date = 3 September 2014}}</ref>{{refn|It is uncertain if the F-106B was fitted with the modified "Project Sharpshooter" optic sights and gunpack provision.|group=N}} 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.<ref name=Baugher106B>Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f106_2.html "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.</ref>
* '''F-106C''': Unbuilt version. Aircraft was intended to have the AN/ASG-18 radar and fire control system fitted originally developed for the [[North American XF-108 Rapier]]. For its time, it was the largest radar to ever be fitted to a fighter, actually requiring hydraulic actuators to turn the antenna. To accommodate this larger radar system, the nose cone was longer and of greater diameter. The design featured an improved raised canopy design featuring better visibility, canards and lengthened rectangular inlet ducts. The aircraft was to be capable of carrying one GAR-9/[[AIM-47]]A in its center bay and one AIM-26A in each side bay. At one time, the US Air Force had considered acquiring 350 of these advanced interceptors, but the F-106C/D project was cancelled on 23 September 1958.<ref name="knaack p217218">Knaack 1978, pp. 217-218.</ref><ref>Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f106_3.html "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.</ref>{{refn| 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 Voodoo]]s, instead.|group=N}}
* '''F-106D''': Unbuilt two-seat version of the F-106C.<ref name="knaack p217">Knaack 1978, p. 217.</ref>
* '''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 {{convert|40|inch|cm|adj=on|0}} radar dish.<ref name="Donald 2003, p. 232"/><ref name="knaack p218">Knaack 1978, p. 218.</ref>
* '''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.<ref>[http://www.airtoaircombat.com/background.asp?bg=228&id=52 "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.</ref>
* '''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.<ref>{{cite web |url=http://www.f-106deltadart.com/rascal_project.htm |title=RASCAL Project |publisher=F-106 Delta Dart |access-date=2014-03-04 |url-status=live |archive-url=https://web.archive.org/web/20140116073611/http://www.f-106deltadart.com/rascal_project.htm |archive-date=2014-01-16 }}</ref>

==Operators==
;{{USA}}
:'''[[United States Air Force]]'''<ref>Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f106_6.html "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.</ref>
{{Col-begin}}
{{Col-break}}
::''[[Air Defense Command]] / [[Aerospace Defense Command]] / [[Tactical Air Command]]''
:::[[2d Fighter Squadron|2nd Fighter-Interceptor Squadron]] – [[Wurtsmith Air Force Base|Wurtsmith AFB]] (1971–1972)
:::[[5th Flying Training Squadron|5th Fighter-Interceptor Squadron]] – [[Minot AFB]] (1960–1985)
:::[[11th Fighter-Interceptor Squadron]] – [[Duluth Air National Guard Base|Duluth AFB]] (1960–1968)
:::[[27th Fighter Squadron|27th Fighter-Interceptor Squadron]] – [[Loring AFB]] (1959–1971)
:::[[48th Flying Training Squadron|48th Fighter-Interceptor Squadron]] – [[Langley AFB]] (1960–1982)
:::[[49th Fighter Training Squadron|49th Fighter-Interceptor Squadron]] – [[Griffiss AFB]] (1968–1987)
:::[[71st Fighter Squadron|71st Fighter-Interceptor Squadron]] – [[Richards-Gebaur AFB]] (1960–1971)
:::[[83d Fighter Weapons Squadron|83rd Fighter-Interceptor Squadron]] – [[Loring AFB]] (1971–1972)
:::[[84th Flying Training Squadron|84th Fighter-Interceptor Squadron]] – [[Hamilton AFB]] (1968–1973); [[Castle AFB]] (1973–1981)
:::[[87th Fighter-Interceptor Squadron]] – [[Duluth Air National Guard Base|Duluth AFB]] (1968–1971); [[K.I. Sawyer AFB]] (1971–1985)

:::[[94th Fighter Squadron|94th Fighter-Interceptor Squadron]] – [[Selfridge AFB]] (1960–1971)
:::[[95th Fighter Squadron|95th Fighter-Interceptor Squadron]] – [[Andrews AFB]] (1959–1973)
:::[[318th Fighter Interceptor Squadron]] – [[McChord AFB]] (1960–1983)
:::[[319th Fighter Interceptor Training Squadron|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)
:::[[539th Fighter-Interceptor Squadron]] – [[McGuire AFB]] (1959–1967)
{{Col-break}}
::''[[Air National Guard]]''
:::[[101st Intelligence Squadron|101st Fighter Interceptor Squadron]], [[Massachusetts Air National Guard|MA ANG]] – [[Otis ANGB]] (1972–1988)
:::[[119th Fighter Squadron|119th Fighter Interceptor Squadron]], [[New Jersey Air National Guard|NJ ANG]] – [[Atlantic City Air National Guard Base|Atlantic City ANGB]] (1972–1988)
:::[[159th Fighter Squadron|159th Fighter Interceptor Squadron]], [[Florida Air National Guard|FL ANG]] – [[Jacksonville International Airport|Jacksonville ANGB]] (1974–1987)
:::[[171st Air Refueling Squadron|171st Fighter Interceptor Squadron]], [[Michigan Air National Guard|MI ANG]] – [[Selfridge ANGB]] (1972–1978)
:::[[186th Fighter Squadron|186th Fighter Interceptor Squadron]], [[Montana Air National Guard|MT ANG]] – [[Great Falls International Airport|Great Falls ANGB]] (1972–1987)
:::[[194th Fighter Squadron|194th Fighter Interceptor Squadron]], [[California Air National Guard|CA ANG]] – [[Fresno Air National Guard Base|Fresno ANGB]] (1974–1984)
{{Col-end}}
:'''[[NASA]]'''

==Aircraft on display==
[[File:QF-106 aircraft taking off.jpg|thumb|The QF-106 Delta Dart target drone]]
;F-106A
* 56-0451 – [[Selfridge Military Air Museum]], [[Selfridge Air National Guard Base]], [[Michigan]].<ref>[http://www.selfridgeairmuseum.org/F-106A.htm "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.</ref>
* 56-0454 – [[Holloman AFB]], [[New Mexico]].{{Cn|date=September 2024}}
* 56-0459 – [[McChord Air Museum]], [[McChord Field|McChord AFB]], [[Washington (state)|Washington]].<ref>[http://www.mcchordairmuseum.org/REV%20B%20MAM%20COLLECTION%20F-106%20BORDER.htm "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.</ref>
* 56-0460 – [[Minot AFB]], [[North Dakota]].{{Cn|date=September 2024}}
* 56-0461 – [[K. I. Sawyer AFB]] Heritage Air Museum at the former [[K. I. Sawyer AFB]] / now [[Sawyer International Airport]], [[Marquette, Michigan]].<ref>{{usurped|1=[https://web.archive.org/web/20150217044803/http://kishamuseum.org/f106a.php "F-106 Delta Dart/56-0461."]}} ''K.I. Sawyer Heritage Air Museum.'' Retrieved: 27 January 2015.</ref>
* 57-0230 – [[125th Fighter Wing]], [[Jacksonville Air National Guard Base]] at [[Jacksonville International Airport]], [[Florida]].{{Cn|date=September 2024}}
* 58-0774 – [[Hill Aerospace Museum]], [[Hill AFB]], [[Utah]].<ref>[http://www.hill.af.mil/library/factsheets/factsheet.asp?id=5727 "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.</ref>
* 58-0787 – [[National Museum of the United States Air Force]], [[Wright-Patterson AFB]], [[Dayton, Ohio]]. Nicknamed the "[[Cornfield Bomber]]", this F-106 landed itself with relatively minor damage in a farmer's field after its pilot lost control and ejected. It last served with the [[49th Fighter Squadron]] before being brought to the museum in August 1986.<ref>[https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196408/convair-f-106a-delta-dart/ "F-106 Delta Dart/58-0787."]  ''National Museum of the USAF.'' Retrieved: 23 August 2015.</ref>
* 58-0793 – [[Castle Air Museum]] at the former [[Castle AFB]], [[Atwater, California]].<ref>[http://www.castleairmuseum.org/convairf106a "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.</ref>
* 59-0003 – [[Pima Air & Space Museum]], adjacent to [[Davis-Monthan AFB]] in [[Tucson, Arizona]].<ref>[http://www.pimaair.org/aircraft-by-name/item/convair-f-106a-delta-dart "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.</ref>
* 59-0010 – [[Aerospace Museum of California]], McClellan Airfield (former [[McClellan AFB]]), [[Sacramento, California]].<ref>[http://www.aerospaceca.org/convair-f-106-delta-dart-the-ultimate-interceptor/ "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.</ref>
* 59-0023 – [[Air Mobility Command Museum]], [[Dover AFB]], [[Delaware]].<ref>[http://amcmuseum.org/at-the-museum/aircraft/f-106a-delta-dart/ "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.</ref>
* 59-0043 – [[309th Aerospace Maintenance and Regeneration Group]], [[Davis-Monthan AFB]], [[Arizona]].{{Cn|date=September 2024}}
* 59-0069 – [[Great Falls Air National Guard Base]], [[Great Falls Airport]], [[Montana]].{{Cn|date=September 2024}}
* 59-0086 – [[Pacific Coast Air Museum]], [[Santa Rosa, California]].<ref>[http://www.pacificcoastairmuseum.org/aircraft/F106DeltaDart.asp "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.</ref>
* 59-0105 – [[Camp Blanding]] Museum, [[Camp Blanding]] Florida National Guard Joint Training Center, [[Middleburg, Florida]].<ref>[http://www.campblanding-museum.org/gallery.html "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.</ref>
* 59-0123 – [[Museum of Aviation (Warner Robins)|Museum of Aviation]], [[Robins AFB]], [[Warner Robins, Georgia]].<ref>[http://www.museumofaviation.org/F106.php "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.</ref>
* 59-0134 – [[Peterson Air and Space Museum]], [[Peterson AFB]], [[Colorado Springs, Colorado]].<ref>[http://petemuseum.org/museum-tour-aerial-photos-airpark/ "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.</ref>
* 59-0137 – [[Evergreen Aviation & Space Museum]], [[McMinnville, Oregon]].<ref>[http://www.evergreenmuseum.org/the-museum/aircraft-exhibits/military-aircrafts/ "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.</ref>
* 59-0145 – Tyndall Air Park, [[Tyndall AFB]], [[Florida]].{{Cn|date=September 2024}}
* 59-0146 – [[144th Fighter Wing]], [[Fresno Air National Guard Base]], [[Fresno, California]].{{Cn|date=September 2024}}

;F-106B
* 57-2509 – [[Palm Springs Air Museum]], [[Palm Springs, California]].<ref>{{Cite web|url=https://palmspringsairmuseum.org/wp-content/gallery/aircraft/image00014.jpeg|title=Convair F-106 Delta Dart|date=2022-10-22|website=Palm Springs Air Museum|language=en-US|access-date=2022-10-12}}</ref>
* 57-2513 – [[Yanks Air Museum]], [[Chino, California]].<ref>{{Cite web|url=https://yanksair.org/collection/convair-8-27-delta-dart-f-106b/|title=Convair F-106B Delta Dart|date=2017-01-28|website=Yanks Air Museum|language=en-US|access-date=2019-12-28}}</ref>
* 57-2523 – [[Atlantic City Airport|Atlantic City Air National Guard Base]], [[Atlantic City, New Jersey]].{{Cn|date=September 2024}}
* 57-2533 – Kelly Field Heritage Museum, [[Lackland AFB]]/[[Kelly Field]] (former [[Kelly AFB]]), [[Texas]].{{Cn|date=September 2024}}
* 59-0158 – Edwards AFB Century Circle, [[Edwards AFB]], [[California]].{{Cn|date=September 2024}}

;NF-106B
* 57-2516 – [[Virginia Air and Space Center]] / Hampton History Center, [[Hampton, Virginia]].<ref>[http://www.vasc.org/visit/exhibits/aircraft "F-106 Delta Dart/57-2516."] {{webarchive|url=https://web.archive.org/web/20170318055040/http://vasc.org/visit/exhibits/aircraft |date=2017-03-18 }} ''Virginia Air and Space Center.'' Retrieved: 27 January 2015.</ref>

==Specifications (F-106A)==
[[File:Convair F-106 Delta Dart 3-View line art.svg|thumb|Convair F-106A Delta Dart 3-view drawings]]
[[File:Convair F-106A Delta Dart 1.jpg|thumb|F-106A Delta Dart from California ANG fires an [[AIR-2 Genie]] ]]

{{Aircraft specs
|ref= ''Quest for Performance'',<ref>{{cite web |last = Loftin |first = L.K Jr. |url = http://www.hq.nasa.gov/pao/History/SP-468/cover.htm |title = Quest for performance: The Evolution of Modern Aircraft |archive-url = https://web.archive.org/web/20060613210139/http://www.hq.nasa.gov/pao/History/SP-468/cover.htm |archive-date = 13 June 2006  |publisher = NASA |access-date = 22 April 2006}}</ref> ''Convair Deltas''<ref>Yenne 2009, pp. 118–155.</ref>
|prime units?= kts
<!--
        General characteristics
-->
|crew= 1
|length m= 21.55
|length note=
|span m= 11.67
|span note=
|height m= 6.18
|height note=
|wing area sqft= 661.5
|wing area note= Original Wing
::::{{cvt|695|sqft|0}} Conically-Cambered Wing
|aspect ratio= 2.1
|airfoil= [[NACA airfoil|NACA 0004-65 mod]]<ref name="Selig">{{cite web |last1 = Lednicer |first1 = David |title = The Incomplete Guide to Airfoil Usage |url = https://m-selig.ae.illinois.edu/ads/aircraft.html |website = m-selig.ae.illinois.edu |access-date = 16 April 2019}}</ref>
|empty weight lb= 24,420
|empty weight note=
|gross weight lb= 34,510
|gross weight note=
|max takeoff weight lb=
|max takeoff weight note=
|fuel capacity=
|more general=
<!--
        Powerplant
-->
|eng1 number= 1
|eng1 name= [[Pratt & Whitney J75-P-17]]
|eng1 type= [[afterburning turbojet]] engine
|eng1 lbf= 16,100
|eng1 note=
|eng1 lbf-ab= 24,500

<!--
        Performance
-->
|max speed kts= 1,325
|max speed note= at {{cvt|40000|ft|-2}}
|max speed mach= 2.3
|cruise speed kts=
|cruise speed note=
|stall speed kts=
|stall speed note=
|never exceed speed kts=
|never exceed speed note=
|range nmi=
|range note=
|combat range nmi= 500
|combat range note= with internal fuel <ref name="f-106deltadart.com">{{cite web |url=http://www.f-106deltadart.com/specs.htm#Note_1 |title=F-106 Delta Dart by Convair |website=www.f-106deltadart.com |access-date=4 May 2018 |url-status=live |archive-url=https://web.archive.org/web/20161125081901/http://www.f-106deltadart.com/specs.htm#Note_1 |archive-date=25 November 2016}}</ref>
|ferry range nmi= 2,346
|ferry range note= with external tanks at {{cvt|530|kn|mph km/h|0}} at {{cvt|41000|ft|-2}}<ref name="f-106deltadart.com"/>
|endurance=<!-- if range unknown -->
|ceiling ft= 57,000
|ceiling note=
|g limits=<big>+</big>7, <big>-</big>3<ref>{{cite web |title=T.O. 1F-106A-1 |url=https://f-106deltadart.com/manuals/T.O.%201F-106A-1%20(1980,%20rev.1985).pdf |website=F-106 Delta Dart |publisher=United States Air Force |access-date=18 July 2024}}</ref>
|roll rate=<!-- aerobatic -->
|lift to drag= 12.1 (Subsonic, est.)
|climb rate ftmin= 29,000
|climb rate note=
|time to altitude= {{cvt|52000|ft}} in six minutes and 54 seconds
|wing loading lb/sqft= 52
|wing loading note=
|fuel consumption lb/mi=
|thrust/weight= 0.71

|more performance=<!--
* '''Take-off run:''' {{cvt||ft|0}}
* '''Take-off distance to {{cvt|50|ft|0}}:''' {{cvt||ft|0}}
* '''Landing run:''' {{cvt||ft|0}}
* '''Landing distance from {{cvt|50|ft|0}}:''' {{cvt||ft|0}}-->
<!--
        Armament
-->
|guns= 1 × 20 mm caliber [[M61A1 Vulcan]] 6-barreled [[rotary cannon]] (Available after 1972 refit)
|missiles= 2 × [[AIM-4 Falcon|AIM-4F Falcon]] and 2 × AIM-4G Falcon
** 1 × [[AIR-2 Genie|AIR-2A Genie]] nuclear-armed rocket (Not available later with M61A1)

|avionics=
* Hughes MA-1 AWCS - weapon system
}}

==See also==
[[File:Mercury Seven astronauts with aircraft.jpg|thumb|The [[Mercury Seven]] stand in front of an F-106B]]
{{aircontent
|related=
* [[Convair XF-92]]
* [[Convair F-102 Delta Dagger]]
* [[Convair Kingfish#Kingfish|Convair Kingfish]]
|similar aircraft=
* {{lwc|Avro Canada CF-105 Arrow}}
* {{lwc|Dassault Mirage III}}
* {{lwc|English Electric Lightning}}
* {{lwc|Mikoyan-Gurevich MiG-21}} / {{lwc|Chengdu J-7}}
* {{lwc|Saab 35 Draken}}
* [[Sukhoi Su-9]] / {{lwc|Sukhoi Su-11|Su-11}}
* {{lwc|Sukhoi Su-15}}
|lists=
* [[List of fighter aircraft]]
* [[List of military aircraft of the United States]]
|see also=
* [[Century Series]]
* [[Sky Scorcher]]
}}

==References==
=== Notes ===
{{reflist|group=N}}

=== Citations ===
{{Reflist|30em}}

=== Bibliography ===
{{Refbegin}}
* {{Cite book |last=Broughton |first=Jack |year=2007 |title=Rupert Red Two: A Fighter Pilot's Life from Thunderbolts to Thunderchiefs |publisher=Zenith |isbn=978-1-61673-967-6 |location=St. Paul, MN |oclc=829025946 |url-access=registration |url=https://archive.org/details/rupertredtwofigh0000brou}}
* {{cite book |last=Converse |first=Elliott V. III |title=Rearming for the Cold War 1945 – 1960 |series=History of Acquisition in the Department of Defense |volume=I |publisher=[[United States Department of Defense|Department of Defense]] |location=Washington D.C. |isbn=978-0-16-091132-3 |url=https://books.google.com/books?id=jf5uwY7_7dYC&pg=PA241 |date=2012}}
* {{Cite book |last = Donald |first = David |chapter = Convair F-106 Delta Dart: The Ultimate Interceptor |title = Century Jets: USAF Frontline Fighters of the Cold War |location = Norwalk, Connecticut |publisher = AIRtime Publishing |isbn = 1-880588-68-4 |oclc = 56456861 |date = 2003}}
* {{Cite book |last1 = Drendel |first1 = Lou |title = F-106 Delta Dart in Action |last2 = Carson |first2 = Don A. |publisher = Squadron/Signal Publications |year = 1974 |location = Warren, Mich. |oclc = 1010385}}
* {{Cite book |last = Drendel |first = Lou |url = https://archive.org/details/centuryseriesinc00dren |title = Century Series in Color |publisher = Squadron/Signal Publications |year = 1980 |isbn = 978-0-89747-097-1 |location = Carrollton, Tex. |oclc = 7281280 |url-access = registration}}
* {{Cite book |last = Green |first = William |url = https://archive.org/details/worldsfightingpl0000unse_m7j3 |title = The World's Fighting Planes |publisher = Doubleday |year = 1964 |location = Garden City, New York |oclc = 1392318 |url-access = registration}}
* {{Cite book |last1 = Jenkins |first1 = Dennis R. |title = Experimental & Prototype U.S. Air Force Jet Fighters |last2 = Landis |first2 = Tony R. |publisher = Specialty Press |year = 2008 |isbn = 978-1-58007-111-6 |location = North Branch, Minnesota |oclc = 184982545}}
* {{Cite book |last = Knaack |first = Marcelle Size |url = https://books.google.com/books?id=145BAAAAIAAJ |title = Encyclopedia of US Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945–1973 |location = Washington, D.C. |publisher = Office of Air Force History |year = 1978 |isbn = 0-912799-59-5 |archive-date = 3 March 2016 |archive-url = https://web.archive.org/web/20160303182633/http://www.afhso.af.mil/shared/media/document/AFD-100526-027.pdf |oclc = 834250508}}
* {{Cite book |last = Pace |first = Steve |title = X-Fighters: USAF Experimental and Prototype Fighters, XP-59 to YF-23 |location = St. Paul, Minnesota |publisher = Motorbooks International  |date = 1991 |isbn = 0-87938-540-5}}
* {{Cite journal |last = Peacock |first = Lindsay |title = Delta Dart ... Last of the Century Fighters |journal = [[Air International]] |volume = 31 |number = 4 |date = October 1986 |pages = 198–206, 217 |location = Stamford, UK |publisher = Fine Scroll}}
* {{cite book |last=Samuel |first=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}}
* {{Cite book |last = Taylor |first = Michael J.H. |chapter-url = https://archive.org/details/janesamericanfig0000unse_1991/page/93 |title = Jane's American Fighting Aircraft of the 20th Century |publisher = Mallard Press |year = 1991 |isbn = 978-0-7924-5627-8 |location = New York |chapter = Convair Delta Dart |oclc = 25835648 |chapter-url-access = registration}}
* ''United States Air Force Museum Guidebook''. Wright-Patterson AFB, Ohio: U.S. Air Force Foundation, 1975.
* {{Cite book |last = Wegg |first = John |title = General Dynamics Aircraft and Their Predecessors |publisher = Naval Institute Press |year = 1990 |isbn = 978-0-87021-233-8 |location = Annapolis, MD |oclc = 22098029}}
* {{Cite book |url = https://archive.org/details/AvionesMilitaresDeLaGuerraFria/page/n54 |title = Military Aircraft of the Cold War |publisher = Chartwell Books |year = 2006 |isbn = 978-0-7858-2957-7 |editor-last = Winchester |editor-first = Jim |series = The Aviation Factfile |location = New York |oclc = 820481865 |url-access = registration}}
* {{cite book |last=Yenne |first=Bill |title=Convair Deltas: from Seadart to Hustler |date=2009 |publisher=Specialty Press |location=North Branch, MN |isbn=978-1-58007-118-5 |edition=1st}}

{{Refend}}

==External links==
{{Commons category|Convair F-106 Delta Dart}}
* [https://www.f-106deltadart.com/ F-106 Delta Dart Ultimate Interceptor]
* [http://www.joebaugher.com/usaf_fighters/f106_1.html Convair F-106A Delta Dart]
* [https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196408/convair-f-106a-delta-dart/ Convair F-106A Delta Dart] – [[National Museum of the United States Air Force]]
* {{usurped|1=[https://web.archive.org/web/20080119081111/http://www.aero-web.org/locator/manufact/convair/f-106.htm  AeroWeb list of surviving F-106 Delta Darts on display in the US including radio-controlled drones]}}

{{Convair aircraft}}
{{USAF fighters}}
{{USAF system codes}}
{{Century Series}}
{{Authority control}}

[[Category:1950s United States fighter aircraft|Convair F-0106 Delta Dart]]
[[Category:Aircraft first flown in 1956]]
[[Category:Convair aircraft|F-106]]
[[Category:Low-wing aircraft]]
[[Category:Single-engined jet aircraft]]
[[Category:Tailless delta-wing aircraft]]
[[Category:Aircraft with retractable tricycle landing gear]]