The Convair F-106 Delta Dart was the primary all-weather interceptor aircraft for the United States Air Force from the 1960s through the 1980s. Designed as the so-called "Ultimate Interceptor", it has proven to be the last dedicated interceptor in USAF service to date. It was gradually retired during the 1980s, with the QF-106 drone conversions of the aircraft being used until 1998.

The F-106 emerged from the USAF's 1954 interceptor program of the early 1950s as an advanced derivative of the F-102 known as the "F-102B", for which the United States Air Force placed an order for in November 1955. The aircraft featured so many modifications and design changes it became a new design in its own right, redesignated F-106 on June 17th, 1956.

The F-102's delta wing had to be redesigned with an area ruled fuselage to achieve supersonic speed in level flight. To exceed Mach 2, the largely new F-106 featured a more powerful Pratt & Whitney J-75-P-17 afterburning turbojet with enlarged intake diameter to compensate for the increased airflow requirements and a variable geometry inlet duct, which allowed the aircraft improved performance particularly at supersonic speeds, as well as permitting a shorter inlet duct. The fuselage was cleaned up and simplified in many ways featuring a modified, slightly enlarged wing area and a redesigned vertical tail surface. The aircraft's exhaust nozzle featured a device known as an idle thrust reducer, which allowed taxiing without the jet blast blowing unsecured objects around, without adversely affecting performance at high thrust levels, including afterburners. The fuselage was also slightly longer than the F-102 Delta Dagger's.

The first prototype F-106, an aerodynamic test bed, flew on December 26th, 1956, from Edwards Air Force Base, with the second, fitted with a fuller set of equipment, following February 26th, 1957. Initial flight tests at the end of 1956 and beginning of 1957 were disappointing, with performance less than anticipated, while the engine and avionics proved unreliable. These problems, and the delays associated with them nearly led to the abandoning of the program, but the Air Force decided to order 350 F-106s instead of the planned 1,000. After some minor redesign, the new aircraft, designated F-106A were delivered to 15 fighter interceptor squadrons along with the F-106B two-seat combat-capable trainer variant, starting in October 1959.

The F-106 was envisaged as 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. Similar to the F-102, it was designed without a gun, or provision for carrying bombs, but it carried its missiles in an internal weapons bay for clean supersonic flight. It was armed with four Hughes AIM-4 Falcon air-to-air missiles, along with a single GAR-11/AIM-26A Falcon nuclear-tipped semi-active radar (SAR)-homing missile (which detected reflected radar signals), or a 1.5 kiloton-warhead AIR-2 (MB-2) Genie air-to-air rocket intended to be fired into enemy bomber formations. Like its predecessor, the F-102 Delta Dagger, it could carry a drop tank under each wing. 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 fighters would re-adopt the idea of carrying missiles or bombs internally for reduced radar signature.

Pictured here is a 1:72 scale replica of a USAF Convair F-106 Delta Dart interceptor that was attached to the 125th Fighter Interceptor Group, Florida Air National Guard, during December 1983. Sold Out!

Dimensions:
Wingspan: 6-1/4-inches
Length: 11-1/4-inches

Release Date: December 2017

Historical Account: "Guarding America, Defending Freedom" - The 125th Fighter Wing (125 FW) is a unit of the Florida Air National Guard, stationed at Jacksonville Air National Guard Base, Florida. If activated to federal service with the United States Air Force, the 125 FW is gained by the Air Combat Command.

In July 1960, the 125th converted from the F-86D to the all-weather, supersonic F-102A and F-102B Delta Dagger. In 1971, following completion of the new Jacksonville International Airport, the 125 FIG relocated from the Jacksonville Imeson Airport to a newly constructed military installation, the current Jacksonville Air National Guard Base, at the new airport. With the concurrent closure of Imeson Airport to all flight operations and its conversion to an industrial park, the 125 FIG vacated its former facilities and turned over same to the City of Jacksonville.

In 1965, given increased Soviet Air Force aircraft operations in Cuba, the 125 FIG established Operating Location Alfa Alfa (OL-AA) and 125 FIG, Detachment 1, at Homestead AFB, Florida to provide air defense ready alert fighter aircraft in the southern portion of Florida. This same alert detachment continues operations today at the present day Homestead ARB with 125th aircraft, pilots and support personnel periodically rotated from home station in Jacksonville.

In January 1968, Air Defense Command was renamed Aerospace Defense Command (ADC) and continued to be the 125 FIG's gaining command.

In July 1974, the 125 FIG converted to the F-106A and F-106B Delta Dart. Only one year after the F-106 conversion, the unit again earned the right to compete that year's annual Air Force air-to-air weapons competition, WILLIAM TELL '76, at Tyndall AFB, Florida.