Convair F-106 Delta Dart#Retirement and conversion into drones

The F-106 was the ultimate development of the USAF's 1954 interceptor program of the early 1950s.Knaack 1978, p. 159. The initial winner of this competition had been the 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.Knaack 1978, pp. 166-167. 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.Knaack 1978, p. 164.Converse 2012, p. 241.

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 J40Knaack 1978, p. 163.) with the more powerful Wright J67 (a Bristol Olympus produced under license).Knaack 1978, p. 207. 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.Knaack 1978, pp. 207-208. 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.{{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}}

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 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.Flight Manual F-106A and F-106B T.O. 1F106A-1 page 1-22 "Idle thrust control switch".

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.Knaack 1978, p. 208. 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.Knaack 1978, pp. 208-209.

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. On 17 June of that year, the aircraft was officially re-designated as the F-106A.Knaack 1978, p. 162.{{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}}{{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 }} 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.Knaack 1978, p. 209. 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.Knaack 1978, pp. 168-169.

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.Peacock 1986, p. 200. 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.Knaack 1978, p. 210. Furthermore, both the engine and avionics proved to be somewhat unreliable.Knaack 1978, p. 211. These combined problems, and the delays associated with them, were nearly responsible for the termination of the program.Wegg 1990, p. 209.

However, the service decided to persist with the F-106 program after the Air Defense Command had heavily advocated for it.Knaack 1978, pp. 211-212. 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. 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.Knaack 1978, pp. 210-211. By mid-1957, funding for 120 F-106As had been allocated.Knaack 1978, p. 212. 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.Green 1964, p. 138.

File:ConvairF-106DeltaDart01.JPG in 1982]]

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).Drendel 1980, p. 92.Donald 2003, p. 232."U.S. Jet Sets 1,520.9-M.P.H. Speed Record", Oakland Tribune, 16 December 1959, p. 1. That year, Charles E. Myers flew the same model aircraft at 1,544 mph (2,484 km/h).Samuel 2015, p. 407.

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.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.

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 missiles (either AIM-4G infra-red guided missiles or semi-active radar homing (SARH)-guided (which detected reflected radar signals) AIM-4E/F missilesYenne 2009, p. 154), along with a single 1.5 kiloton-warhead AIR-2 (MB-2) Genie unguided air-to-air rocket intended to be fired into enemy bomber formations.Winchester 2006, p. 54. Like its predecessor, the F-102 Delta Dagger, it could carry a drop tank under each wing.Taylor 1991, p. 93. 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 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.Knaack 1978, p. 214.{{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}} 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.{{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}}

File:F-106A 102FIW Tu95D CapeCod 1982.jpeg 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.Knaack 1978, pp. 212-213. 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.Knaack 1978, p. 213. Following the resolution of initial teething problems – in particular an ejection seat that killed the first 12 pilots to eject from the aircraftBroughton 2007, p. 17. – 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.Knaack 1978, p. 216. 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."{{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}} 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.Knaack 1978, pp. 79, 106.

Although contemplated for use in the Vietnam War, the F-106 never saw combat, nor was it exported to foreign users. After the cancellation of their own Avro Arrow, the Canadian government briefly considered purchasing the F-106C/D.

To standardize aircraft types, the USAF was directed to conduct Operation Highspeed, a flyoff competition between the USAF F-106A and the U.S. Navy F4H-1 (F-4B) Phantom, which was not only as capable as the F-106 as a missile-armed interceptor but could carry as large a bomb load as the Republic F-105 Thunderchief fighter-bomber.[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. 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, SC in 1982]]

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.Donald 2003, pp. 242, 246.Knaack 1978, pp. 214-215.

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.Donald 2003, pp. 259–260. 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.jpgd 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.Donald 2003, p. 250. Also added was an optical gunsight and provision for a M61 Vulcan 20 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.

Between 1 June 1983 and 1 August 1988 the Delta Darts were incrementally retired and sent to the Military Storage and Disposition Center in Arizona.{{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}}{{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}} 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.{{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}} The last was destroyed in January 1998. 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.Donald 2003, pp, 270–271. 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.

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.{{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}} 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.{{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}}{{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}} On one hour-long flight at {{convert|38,000|ft|m|abbr=off}} in 1984, lightning struck the research aircraft 72 times.{{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}} 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}}.{{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}} 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.

NASA used six drones in its Eclipse Project which ran from 1997 to 1998.{{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 }}{{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 |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 }} 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.{{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}}{{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}}

File:F-106 unmanned landing.jpg

{{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 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.[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.

File:F-106A from rear right.jpg

• 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.jpgF-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.{{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}}{{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.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.
• 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-47A 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.Knaack 1978, pp. 217-218.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.{{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 Voodoos, instead.|group=N}}
• F-106D: Unbuilt two-seat version of the F-106C.Knaack 1978, p. 217.
• 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.Knaack 1978, p. 218.
• 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.[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.
• 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.{{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 }}

;{{USA}}

:United States Air ForceBaugher, 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.

{{Col-begin}}

{{Col-break}}

::Air Defense Command / Aerospace Defense Command / 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)

:::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)

:::194th Fighter Interceptor Squadron, CA ANG – Fresno ANGB (1974–1984)

{{Col-end}}

:NASA

File:QF-106 aircraft taking off.jpg

;F-106A

• 56-0451 – Selfridge Military Air Museum, Selfridge Air National Guard Base, Michigan.[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.
• 56-0454 – Holloman AFB, New Mexico.{{Cn|date=September 2024}}
• 56-0459 – McChord Air Museum, McChord AFB, Washington.[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.
• 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.{{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.
• 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.[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.
• 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.[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.
• 58-0793 – Castle Air Museum at the former Castle AFB, Atwater, California.[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.
• 59-0003 – Pima Air & Space Museum, adjacent to Davis-Monthan AFB in Tucson, Arizona.[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.
• 59-0010 – Aerospace Museum of California, McClellan Airfield (former McClellan AFB), Sacramento, California.[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.
• 59-0023 – Air Mobility Command Museum, Dover AFB, Delaware.[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.
• 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.[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.
• 59-0105 – Camp Blanding Museum, Camp Blanding Florida National Guard Joint Training Center, Middleburg, Florida.[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.
• 59-0123 – Museum of Aviation, Robins AFB, Warner Robins, Georgia.[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.
• 59-0134 – Peterson Air and Space Museum, Peterson AFB, Colorado Springs, Colorado.[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.
• 59-0137 – Evergreen Aviation & Space Museum, McMinnville, Oregon.[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.
• 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.{{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}}
• 57-2513 – Yanks Air Museum, Chino, California.{{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}}
• 57-2523 – 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.[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.

File:Convair F-106 Delta Dart 3-View line art.svg

File:Convair F-106A Delta Dart 1.jpg ]]

{{Aircraft specs

|ref= Quest for Performance,{{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}} Convair DeltasYenne 2009, pp. 118–155.

|prime units?= kts

|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 0004-65 mod{{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}}

|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=

|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

|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 {{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}}

|ferry range nmi= 2,346

|ferry range note= with external tanks at {{cvt|530|kn|mph km/h|0}} at {{cvt|41000|ft|-2}}

|endurance=

|ceiling ft= 57,000

|ceiling note=

|g limits=+7, -3{{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}}

|roll rate=

|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=

|guns= 1 × 20 mm caliber M61A1 Vulcan 6-barreled rotary cannon (Available after 1972 refit)

|missiles= 2 × AIM-4F Falcon and 2 × AIM-4G Falcon

• 1 × AIR-2A Genie nuclear-armed rocket (Not available later with M61A1)

|avionics=

• Hughes MA-1 AWCS - weapon system

}}

File:Mercury Seven astronauts with aircraft.jpg stand in front of an F-106B]]

{{aircontent

|related=

• Convair XF-92
• Convair F-102 Delta Dagger
• 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

}}

{{reflist|group=N}}

{{Reflist|30em}}

{{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=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}}

{{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}}

Convair F-0106 Delta Dart

Category:Aircraft first flown in 1956

F-106

Category:Low-wing aircraft

Category:Single-engined jet aircraft

Category:Tailless delta-wing aircraft

Category:Aircraft with retractable tricycle landing gear