On the cover: German armed forces 1st Lt. Tim Jantzen, Joint Terminal Attack Controller (JTAC) with the 131st Artillery Battalion in Weiden, Germany, aims a training weapon inside the 227th Air Support Operations Squadron's new Air National Guard Advanced JTAC Training System at the 177th Fighter Wing of the New Jersey Air National Guard in Egg Harbor Township, N.J. on Feb. 26, 2016. U.S. Air Force JTACs from the 227th hosted a five day combined training event which included close air support controlling at Warren Grove Bombing Range in Ocean County, N.J. (U.S. Air National Guard photo by Master Sgt. Andrew J. Moseley/Released)

MARCH 2016, VOL. 50 NO. 3

THE CONTRAIL STAFF

177TH FW COMMANDER COL . JOHN R. DiDONNA CHIEF, PUBLIC AFFAIRS CAPT. AMANDA BATIZ EDITOR/SUPERINTENDENT, PUBLIC AFFAIRS MASTER SGT. ANDREW J. MOSELEY PHOTOJOURNALIST TECH. SGT. ANDREW J. MERLOCK

PHOTOJOURNALIST SENIOR AIRMAN SHANE S. KARP

AVIATION HISTORIAN DR. RICHARD PORCELLI

WWW.177FW.ANG.AF.MIL

This funded newspaper is an authorized monthly publication for members of the U.S. Military Services. Contents of The Contrail are not necessarily the official view of, or endorsed by, the 177th Fighter Wing, the U.S. Government, the Department of Defense or the Depart- On desktop computers, click For back issues of The Contrail, ment of the Air Force. The editorial content is edited, prepared, and provided by the Public Affairs Office of the 177th Fighter Wing. All Ctrl+L for full screen. On mobile, and other multimedia products photographs are Air Force photographs unless otherwise indicated. tablet, or touch screen device, from the 177th Fighter Wing, tap or swipe to flip the page. please visit us at DVIDS! Lead with value-based decision-making by Col. Patrick Kennedy, Vice Commander

The Army defines military ethics as the mor- duty. This is the expectation of our profes- Secretary Carter’s memo identifies using al principles that guide us in the conduct of sion, and is the standard against which our values such as honesty, integrity, loyalty, missions, performance of duty and all as- fellow service members and the American accountability for actions and decisions, pects of life. Moral principles are what in- public hold us. The Air Force Professional is fairness and impartiality, respect and re- spires and motivates all of us to make the a trusted servant of our Nation who ad- sponsibly citizenship into our decision mak- right decisions and take the proper actions heres to the highest standards of charac- ing process. Every Airman is absolutely vital at all times. The USAF publishes the Ameri- ter, courage and competence. How we act to our mission success and serves as a lead- ca’s Air Force – A Profession of Arms; this is represents to countless others the collec- er at some level. Use these values as a the document we used to know as “The tive identity of the United States Air guide in your decision making; the results Little Blue Book”. Force.” will improve our ability to execute our mis- Col DiDonna recently challenged all Jersey sion and deepen trust. Devils to unconditionally trust each other to execute the mission and to trust the The 177th Fighter Wing’s priorities listed leadership throughout the Wing to uphold below speak to the same values and ethical the highest standards. In addition to that behavior Secretary Carter is encouraging intra-wing trust, we should never forget leaders at every level. Continue the great we serve the citizens of both New Jersey work you always do and thank you for your and the United States. Any actions that dedication to our state and nation. are contrary to or violate our Core Values Recently, Secretary of Defense Ash Carter can and likely will break the trust of our sent out a memorandum challenging DoD fellow Airmen and the citizens we serve. leaders at every level to implement value- based decision-making with the intent to “foster a culture of ethics and promote ac- countability, respect and transparency ONE TEAM: unified focus ISO the Wing Mission, supportive of the “Wingman Culture” throughout the Department”. This message is consistent with the Air Force Core Values; Transparent Operations and Accountable Execution Integrity first, Service before self, Excellence in all we do. It is an excellent reminder and guide of the Disciplined/Regulatory/Compliant Approach to Mission Execution= Effective/Safe Ops values and principles for all Air Force mem- bers. Below is a paragraph from “A Profes- Leadership that Empowers, Mentors, & Challenges

sion of Arms” that I believe captures what it Focused Professional Development: producing leaders at Community/State/National takes to be a professional Airman: levels “For those of us who join this proud com- munity of Airmen - whether officer, enlist- ed, civilian, Active, Guard, or Reserve- be- ing a part of the Air Force family requires we commit to living these values, on and off Training with NATO allies promotes standardization

Story and photos by MSgt. Andrew Moseley 177th FW/PA

German armed forces Joint Terminal Attack Controllers (JTACs) trained with JTACs from the 227th Air Support Operations Squadron (ASOS) at the Warren Grove Bombing Range and at the 177th Fighter Wing of the New Jersey Air Nation- al Guard on Feb. 25, 2016. The five day combined training event included familiarization briefs, hands-on Combat Air Sup- port (CAS) controlling and simulations. The differences in the way American JTACs train was readily seen by the Germans. “It’s incredible that you have all of the JTACS pooled in one position, you have a fighter wing right next to it, and you have a simulator indoors, right around the corner. It’s all nice and com- pact,” said 2nd Lt. Michael Barthel, German JTAC from the 26th Airborne Regiment in Zweibrücken, Germany. Fluent in English, the international language of aviation, the German JTACs appreciated being able to meet and brief with F-16 fighter pilots from the 177th FW prior to training.

From left, U.S. Air Force Tech. Sgt. Chris Donohue, Joint Terminal Attack Controller (JTAC) with the 227th Air Support Operations Squadron (ASOS), and German armed forces JTAC 1st Lt. Marius Sokol prepare equipment for close air support training at the Warren Grove Bombing Range in Ocean County, N.J. on Feb. 25,

“Training assets are more spread out over the country of Germany, which makes it more difficult to work on the Combat Air Support sequence from start to finish,” said Barthel. “We know the pilots are going to show up at some point overhead of the training area, but actually meeting with them face to face is really hard because they’ll be taking off somewhere in the north of Germany and we practice in the south. You might get a phone call….that’s what amazes me.” The German JTACs are part of their country’s army, including artillery and airborne units, unlike the U.S. JTACs, who are part of the U.S. Air Force.

German armed forces 1st Lt. Marius Sokol, Joint Terminal Attack Controller (JTAC) from the 131st Artillery Battalion in Weiden, Germany, performs close air support training at the Warren Grove Bombing Range in Ocean County, N.J. on Feb. 25, 2016. Master Sgt. Johannes Pszolla, JTAC with the 131st Artillery Battalion in Weiden, Germany, is stationed at Grafenwoehr Training Area and also commented on the differences in training stating, “We often work with Apache Helicopters from Spangdahlem, sometimes -A 10s, but the play time with the F-16 is not that much due to the transit time.” The American JTAC program has some similarities From left, German Joint Terminal Attack Controllers (JTACs) Master Sgt. Johannes Pszolla and 2d Lt. Michael to the German army JTACs. U.S. JTACs supplement Barthel speak to U.S. Air Force Maj. Alexis Scott, -F 16 pilot with the New Jersey Air National Guard, and Maj. Daniel Roske and Lt. Col. Albert Danza, both with the 227th Air Support Operations Squadron (ASOS), dur- the Army ground commander with a Joint Fires Ob- ing a meet and greet at the 119th Fighter Squadron. server, an Army member who can do just about everything a JTAC can do, such as passing nine line reports and lazing targets, but doesn’t have weap- ons release authority.

German armed forces Capt. Sebastian Pflueger, left, and 1st Lt. Tim Jantzen, train inside the Air National Guard Advanced JTAC Training System at the 227th Air Support Operations Squadron in Egg Harbor Town- ship, N.J. on Feb. 26, 2016.

From left, German armed forces Joint Terminal Attack Controllers (JTACs) 1st Lt. Marius Sokol, Capt. Sebastian Pflueger and 2d Lt. Michael German armed forces Joint Terminal Attack Controllers (JTACs) from the 5th unit/131 Artillery Battalion in Barthel, perform close air support training at the Warren Grove Bombing Range in Ocean County, N.J. on Feb. 25, 2016. Weiden and the 26th Airborne Regiment in Zweibrücken, Germany take part in close air support training at the Warren Grove Bombing Range in Ocean County, N.J. on Feb. 25, 2016. German armed forces Capt. Sebastian Pflueger, Joint Terminal Attack Controller (JTAC) with the 26th Airborne Regiment in “Having our NATO allies here, and when we go Zweibrücken, Germany, operates a range finder inside the Air National Guard Advanced JTAC Training System at the 227th Air Sup- to train with them, is really good because we port Operations Squadron. want to standardize…we all want to be on the same page, because that breaks down those barriers that we used to have, where, even the Air Force and the Army on the U.S. side didn’t talk to each other,” said Lt. Col. Albert Danza, commander of the 227th ASOS. “Now we’re speaking to German, Dutch and British JTACs on the ground and we have all different air- frames from all over the world that you could be flying with so it’s good that we standardize and get all on the same page.” The five day combined training exercise in- cluded an F-16 familiarization brief and training in the 227th's new $1.2 million Air National Guard Advanced JTAC Training System. “It’s pretty nice to use the simulator with our own night vision devices…there are huge possi- bilities,” said armed forces JTAC 1st Lt. Tim Jantzen, with the 131st Artillery Battalion. “It seems pretty realistic….maybe they could add more grass or bushes in the distance, but it ful- fills its purpose, absolutely. It was a great expe- rience.” “The J in JTAC stands for Joint, so the thing we focus on is being able to speak Air Force to the Army guys and translate what the F-16 is saying to the Army ground commander,” said Danza. “The JTAC can clear hot with final con- trol authority, something we think we’re best suited to do.”

The State Command Chief - A few nuggets that helped me in my success. First, always stay engaged; don’t “step up” only when Changing Lanes there is a promotion or selfish gain to be had. If you don’t succeed at the first opportunity, keep trying; The traffic lanes of life and career progression in a there may be some other plan for you down the perfect world should run parallel to one another, road. Senior leadership positions are not guaran- but with so many variables it proves to be virtually teed, be thankful and appreciative for the opportuni- impossible. Last year I retired from my civilian ca- ties you’ve had thus far and remember you didn’t get reer which I considered to be very challenging and there on your own. Traditions that enhance esprit de rewarding, further propelled me closer to the com- corps, unit moral, and cohesion should not be waiv- pletely retired lane I desire to be in. As I prepare erable. When exercised, personal and moral courage to change lanes once again, I would like to take a will demonstrate who your friends are. Lip service is few moments and express my sincerest gratitude quickly identified when challenged; don’t over prom- for being able to serve not only the men and wom- ise or spin things in your favor. Lastly, if you tell en of the New Jersey National Guard but also the someone “no”, explain to them why and show them United States Military. We are a special group of a way to “yes”. individuals who are members of the best military I’ve had a career fulfilling journey and wish all of you force the world has ever seen. I can personally great success in the most rewarding service of all, attest to that because I witnessed our military en- Service to your Country gaged in a complex attack while deployed to Af- ghanistan. When you wear the cloth of our coun- try; much is expected and much is required. Re- VINCENT P. MORTON, Chief, NJANG member, how you act, what you say, and what you State Command Chief put out in social media matters when you are on the number one team. From sunrise to sunset: New gym equipment offers more options for strength and conditioning

Story by Senior Airman Shane Karp, photos by Master Sgt. Andrew Moseley 177th FW/PA

New Jersey Air National Guard members will now have an alternative to the on-base gym when it comes to fitness upkeep while at the 177th Fighter Wing. The completion of six new workout stations, Jan. 6, located alongside the new on-base track, offer members an additional means of staying fit to fight. New workout stations include: the back extension, horizontal bars, push up bars, a sit up bench, the sky climber (a variation of a horizontal ladder), and uneven bars, said 1st Lt. Natalia Rojas, from the 177th Civil Engineering Squadron.

U.S. Air Force Tech. Sgt. Bob Johnson, management inspector with the 177th Fighter Wing Logistics Readiness Squadron of the New Jersey Air National Guard, tries out a new workout station located alongside the on-base running track at the Atlantic City U.S. Air Force Tech. Sgts. Rosemarie Perry, above and left, and Bob Johnson, with the Logistics Readiness Squadron of the 177th Fighter Air National Guard Base, N.J. on Mar. 3, 2016. ANG photo/Master Sgt. Andrew J. Moseley Wing - New Jersey Air National Guard, try out new workout stations on Mar. 3, 2016. ANG photo/Master Sgt. Andrew J. Moseley “The goal of having the track equipment is to provide additional benefits to unit members, giving them more options for strength and conditioning, with the added bonus of cardio that the track provides,” Rojas said. Rojas expects the new equipment, which took roughly 90 days to install, has potential in the future to be used for high-intensity workouts - including cardio and strength intervals often seen with other popular workout regimens. “The new equipment is great because it doesn’t limit members to use only the equipment the base gym offers, especially on those sunny spring and summer days,” Rojas said. “There is also a project in the works to have lights powered by stored solar ener- gy on the track, to allow personnel to use the equipment before or after the sun comes out.” The equipment is also built to last – outlined with dark grey- colored composite lumber, instead of traditional pressure-treated landscape timbers, in order to avoid rotting, and utilizing rubber mulch instead of traditional pine-bark mulch, Rojas added. Equipment is open for use from sunrise to sunset, and the only rules Rojas noted is applying common sense, and only using the equipment as it was intended.

New workout station located alongside the on-base running track at the Atlantic City Air National Guard Base, N.J. on Mar. 3, 2016. New workout stations include: the back extension, horizontal bars, push up bars, a sit up bench, the sky climber (a variation of a horizontal ladder), and uneven bars. ANG/Master Sgt. Andrew J. Moseley

To watch video of the new fitness equipment being used, click on this link: Trying out New Fitness Equipment Story by Dr. Richard V. Porcelli

The F-106A Delta Dart – The Ultimate Interceptor Background – The F-102A Interim Interceptor In the last issue of the Contrail, we told the story of the origins of the delta Part 2: Development And Initial Service wing concept, how Convair demonstrated it with its early XF-92A test aircraft and the protracted (and painful) development of the first operational delta, the Convair F-102A Delta Dagger. Also as related last month, the F-102A failed to achieve the initial targets outlined in the “1954 Ultimate Interceptor” project, and in 1951 the Air Force decided that rather than delay service entry of the sorely needed supersonic interceptor, it would procure and deploy the F-102A without the full specified capabilities as an interim measure while the development of the true “Ultimate Interceptor” continued. The plan looked great on paper, but in practice, it was problematic. Even though the F-102A was thought to be an easy “interim” solution, with a less powerful engine and less capable electronics package, there were still considerable development snags that a number of times threatened the entire project. Furthermore, corrections to the F-102A came out of the more plentiful production contract funds, while the money needed for the improved version came from scarcer R&D funds. While airframe issues described in last month’s issue hampered the F-102A’s development the basic funding limits retarded progress with the improved version, the F-102B, which was intended to finally meet the Ultimate Interceptor requirements.

The F-102B Becomes The F-106A While it was initially called the F-102B, it became obvious that the number and extent of changes required would justify a new designation, the F- 106A. Convair basically retained the same 60-degree leading edge sweep of the delta wing, first demonstrated on the XF-92A test aircraft, and used on the F-102A and later on the B-58 supersonic bomber. Initially the F- 106A used the exact wing design of its predecessor but flight-testing proved that modifications would be needed. In terms of the power plant, Curtiss-Wright’s troubles developing the J-67 turbojet, based on the Rolls Royce Olympus turbojet, continued to a point that the Air Force decided to replace it. The new engine selected by the Air Force, the Pratt & Whitney J-75, became an important engine for and as the JT-4A for airliners as well. It powered the Lockheed A-12 (the CIA’s predecessor to the SR-71 Blackbird), Lockheed U- 2, Republic F-105, Martin P6M, North American XF-107, Avro CF-105 Arrow and Vought XF8U-3; as well as versions of the 707 and Douglas DC- 8 airliners. The J-75-P9 afterburning turbojet used in the early F-106As had a thrust of 20,500 pounds in afterburner. It was longer but A California ANG F-106A fires an MB-1/AIR-2 Genie rocket. (USAF) . narrower than the J-57 engine used in the F-102A and being of higher thrust, required a greater mass flow of air. These differences required changes in the inlets to allow camber and twist. The vertical tail was larger and had a this greater flow of inlet air. The longer but narrower Pre-production -F 106A, 57-0231, shows off its missile armament of four AIM-4 Falcons and one AIR-2 Genie. modified, squared off profile. engine also allowed a fuselage change, becoming longer There were also problems with the reliability of the J75-P- and less bulky than the F-102A. 9 engine. To cure this a more powerful J75-P-17 engine The prototype F-106A (56-0451) was basically an was substituted, rated at 17,200 lbs thrust dry and 24,500 aerodynamic test bed. It first flew from Edwards on 26 lbs thrust in afterburner. Compounding the problems December 1956. The second prototype (56-0452), were issues with the Hughes MA-1 fire control system and equipped with a fuller set of electronic equipment and with the cockpit layout. instrumentation, flew 26 February 1957. Note that since In an anticipation of its later use in the F-16 (remember, the first prototypes were initially considered F-102Bs, the the F-16 was originally a Convair project, before Convair “buzz numbers” were with the same “FC” prefix of the was bought by General Dynamics, which was then bought production F-102As. Starting with the fourth F-106A, the by Lockheed!) the control stick was moved to the right buzz number prefix became “FE” which was carried by all side of the cockpit to give the pilot a better unrestricted subsequent production jets. In case the reader is view of the Horizontal Situation Indicator and intercept unfamiliar with this identification system, all post-World guidance instruments. Test pilots found that this War II USAF aircraft were marked on the fuselage with a arrangement was not viable, and the control column was large letter/number combination used to identify the type moved back to the center and equipped with a U-shaped (denoted the letters) and specific aircraft (the numbers two-handed grip; the right-hand grip was used for control being the last three digits of the serial number). They of the aircraft and the left-hand grip was used for were called “buzz numbers” because their main purpose operation of the radar. A button in the middle of the was to provide a means of identifying aircraft that might yoke controlled the movement of the radar antenna, and be guilty of illegal “buzzing” or unauthorized low-level another button on the left grip controlled the target flight. The practice was discontinued in the mid-1960s pipper. Missile selection was by a switch on the left with the introduction of tactical aircraft camouflage. console, with the trigger on the right hand grip. The prototypes and subsequent production examples Both conventional round-faced and vertical-tape were manufactured during 1955-1969 alongside F-102s at instruments were evaluated. Early production examples Convair’s Aircraft Plant #2 located at San Diego’s Lindberg were fielded with analog “steam gauges” but production Field. Once the basic airframe and engine were switched to easier to read vertical tape instruments, assembled, the aircraft was flown pretty much with an known as the Integrated Instrument Display (IID). Most empty nose to the Convair’s plant at Palmdale, California, 1.7, and another 2.5 minutes to reach Mach 1.8. The fuel Early Modifications early production aircraft were later retrofit with the IID. just down the road from Edwards AFB, for installation of consumption to achieve those anemic results was also With the restriction in development funds it was not Flight tests also pointed out the need for further wing the Avionics, Radar, Fire Control Systems including the unacceptably high. surprising that early performance was disappointing. modifications. Early F-106As retained the boundary layer MA-1 system. Palmdale is where all the actual post However the Air Force did make some concessions. After review of flight test data, Convair and the Air Force fences of the F-102, but production aircraft had wing production Flight Testing was done. Initial testing by While the minimum top speed requirement remained developed a fix. The poor speed and acceleration was leading-edge slots instead. In mid-1957, the F-106A the Convair lasted about four months. Mach 2, the combat ceiling requirement was reduced cured by altering the aircraft's air intake cowling and Air Force approved the popular name Delta Dart. The prototypes and 34 subsequent developmental aircraft from 70,000 to 55,000 feet. Other requirements, charging ejectors. The air capture area of the intake ducts were then flown to Edwards AFB for Air Force testing and however, were established including the capability of was enlarged and the duct lips were thinned down. evaluation which started on 29 April 1957. Initial Air operating from a 6,000-foot runway. The armament was Later, they were modified to feature variable-geometry F-106A Procurement Falls Far Short Of Original Goal Force test results were disappointing, with performance also specified as one MB-1 Genie and four radar guided inlet ducts to allow the intakes to be adjusted to give the By 1957, severe fund shortages threatened many that failed to meet requirements and poor reliability of GAR-3 or infrared guided GAR-4 Falcon air-to-air missiles optimum performance over the full speed range, from programs throughout the Air Force and all branches of the J-75 power plant and electronics. In fact the results launched as salvos or in pairs. The provision for unguided low speed landing approaches to the Mach 2+ top speed. the military. The F-106A came under more than average were deceptive. While a top speed of Mach 1.9 and an rockets in the F-102A was not carried over to the F-106A. The internal ducts themselves were shorter, a result of scrutiny at this time because of the high total cost of the altitude of 57,000 feet were achieved, subsequent The specification also added TACAN (tactical air the longer engine. The two-position afterburner exhaust program, and early problems with the airframe, engine Category II testing involving 70 flights showed the overall navigation), BROFICON (BROadcast FIghter CONtrol), and nozzle could also be used to control idle thrust. For and Hughes MA-1 Electronic Control System [ECS]. In performance to be less impressive. Acceleration and top AMTI (Airborne Moving Target Indication) to aid in target example, when taxiing the nozzle was held open, reducing fact, at the start of 1957 problems with both the speed were still less than Convair’s projections and interception. Like the F-102A, the F-106A was also thrust by 40%, with a resulting decrease in brake wear. engine and ECS remained severe and disruptive of considered by the Air Force to be unacceptable. For compatible with the SAGE ground-based Command- As noted above, the basic wing design was retained but the development program. example it took 4.5 minutes to go from Mach 1 to Mach Control-Communications system. with a slightly increased area as well as a modified The Delta Dart Goes Operational With Growing Pains The first Air Defense Command F-106As were delivered to McGuire AFB’s 539th Fighter Interceptor Squadron on 30 May 1959. They replaced the North American F-86L Sabre. (The L model was externally identical to the F-86D Sabre Dog, but was equipped with the data link that would allow control by the SAGE system.) Air Force history indicates that the first F-106A ADC squadron to go “operational” was the 498th Fighter Interceptor Squadron at Geiger AFB in Washington, with an Initial Operating Capability date of 31 October 1959. In any case, whether the honor goes to McGuire or Geiger AFB squadrons, operations did not begin until five years later than originally planned. The end of 1960 saw the completion of supply of F-106As to a total of 15 ADC squadrons. While the F-106A was achieving operational capability throughout the ADC, the Air Force capitalized on the capabilities of their new Ultimate Interceptor by setting a number of world records. Of particular note, on 15 December 1959, Major Joe Rogers piloted Delta Dart 56-467 to a world's absolute speed record of 1525.96 mph at 40,500 feet, which beat the previous record of 1483.83 mph set by Russian Georgiy Mossolov in a Soviet Ye-6/3 (which was developed into the MiG-21) on 31 October that same year. F-106 Delta Darts in production at Convair’s Plant #2, San Diego in the same factory that turned out B-24 Liberators during WWII. (Courtesy www.f-106deltadart.com)

On 15 December 1959 Major Joe Rogers set the world’s absolute speed record of A fleet of 37 aircraft was used for the flight test and equipment development programs. Original Air Force procurement was set at 1525.96 mph at Delta Dart 56-467. (USAF) 1000 F-106As to equip 40 plus Air Defense Command squadrons. But the program delays, starting with the F-102A and snowballing into

the F-106A were so severe that the Air Force decided to order the cheaper, twin-engine but less capable McDonnell F-101B Voodoo to Early ADC experience was not without some drama, however, including generator defects; supplement the Delta Dart. For this reason the F-106 program lost fuel-flow deficiencies, particularly acute in cold weather; and fuel-combustion-starter some funding and momentum and was actually in danger of malfunctions. In December of 1959, after a canopy had been accidentally jettisoned in flight, cancellation. The Air Defense Command fought hard against all F-106s were temporarily grounded until the problem could be fixed. cancellation and argued that if anything, the two-seat F-101B and F- Category III testing at McGuire’s 539th FIS was done simultaneously with entry into service 106A were complementary aircraft, giving a mix of higher and lower with the 498th FIS, explaining why the latter is attributed with “first in operational service.” capability. The ADC argument won the day. While the F-106 That testing as well as subsequent squadron experience led to a continuing series of program fortunately survived somewhat intact, limitation of funds engineering changes, each of which had to be defined, studied, approved and then caused a drastic cutback in the number of F-106As procured and by integrated into the production line. It is not surprising, then, that by 1960 the ADC September 1958 the total order was reduced by a factor of three, possessed so many different F-106 configurations that maintenance and spare-part support enough to equip only 14 ADC squadrons plus a training unit. The was almost impossible. In fact, both the F-102 and F-106 programs shared similar problems cutback in procurement was so severe, limited to 260 production that were a direct result of the Cook-Craigie production policy that strangely was re- aircraft that the Air Force decided to convert all of the 35 surviving F- Major Joe Rogers is congratulated after setting the world’s absolute speed record of endorsed for the programs in 1956. Even after the Air Force declared theF-106A to be 106A test aircraft to operational status. In this way they could equip 1525.96 mph at Delta Dart 56-467. (USAF) “operationally suitable”, other changes were made to enhance the aircraft’s performance. an additional interceptor squadron or increase the complement of the existing squadrons. The first was an obvious project, called “Wild Goose,” which started in September which ultimately were installed, included long range detection and counter-counter measures indication it was being tracked. The results were so encouraging, that itwas 1960 with the goal of bringing all existing Delta Darts to a single standardized [CCM] capability, including “parametric amplifiers along with angle chaff, silent lobing and pulse- incorporated into the “Broad Jump” project. configuration that matched aircraft coming off the production line. It was completed to-pulse frequency shifts.” in 1 year and involved 63 changes to the fire control system and 67 changes to the The “Wild Goose” and “Broad Jump” projects were followed by project “Dart airframe! It was largely accomplished by retrofits done at the ADC bases themselves Board” which was aimed at correcting continued problems with the F-106A’s with assistance of roving teams of engineers, technicians and mechanics from the Air The original ejection seat was also of great concern, after a number of tragic events. Convair weapons system, as well as implementing fixes identified earlier. Changes Material Command, the Air Defense Command and Convair. The second was a struggled to develop a better ejection seat that would work at low speeds as well as high speeds. included the addition of a pilot’s thermal flash blindness protection hood; longer-term project, called “Broad Jump.” This program was done at Sacramento’s Their improved seat was installed in the final 37 production aircraft and retrofit to earlier aircraft. further improvements in the Convair Upward Rotational Ejection Seat; and the Air Material Command facility, requiring two months work per aircraft. It was addition of devices to prevent fuel starvation-caused engine flameouts, a cause Independently, Hughes developed and flight tested an infrared search-and-track sight that could completed in 1963. of many early emergency landings and accidents. operated at low altitudes and against various backgrounds; this would give the interceptor the Going beyond these two programs, the Air Force continued to think of even greater ability to see targets that would be difficult using radar along, and without giving the enemy an But despite these programs, reliability deficiencies remained in the Hughes MA- enhancements to the F-106A’s capabilities. The Air Force “wish list”, most items of 1 fire control system, which was described at the time as “the most complex, sophisticated and completely integrated automated weapon control system designed for all-weather fighter-interceptor aircraft.” The Air Force, Hughes and Convair continued in their correction efforts installing the desired parametetric amplifiers to increase the systems detection and lock-on range by 30%. Another dealt with the addition of anti-chaff electronics. These two changes were completed “in house” at ADC bases by 1963, and involved 314 F- 106A aircraft. Modernization Programs By December 1960, production of the Delta Dart was completed. A total of 275 single-seat F-106As and 63 two-seat F-106Bs were produced. As noted earlier, the Delta Dart equipped 15 ADC operational and training squadrons. By 1965, however, the Air Force saw the need for further upgrading and modernization for its best interceptor. The first modernization project involved replacing the original TACAN unit with the first in history to use microelectronic circuits, making it 1/3 the size and weight of the existing unit, while providing for 450 hours maintenance-free operation. At the same time, the Air Force added the air-to-air refueling capability for long-range missions and deployment/ferry flights, with a slipway added to the aircraft’s spine behind the cockpit. Also to increase range, a new supersonic external fuel tank was designed and installed. These changes were implemented starting in 1967, which was just in time for the deployment of F-106As to Korea during the Pueblo Crisis. The perceived weaknesses in the armament were also addressed. As on the F- 102A, the missile armament was housed internally in a spacious ventral weapons bay. The initial armament consisted of a single Douglas MB-1 (AIR-2A/ B) Genie unguided missile equipped with a 1.5 kiloton nuclear warhead, plus four Hughes GAR-3 Falcon radar-homing or GAR-4 infrared-homing (later designated AIM-4E and AIM-4F, respectively) air-to-air missiles. The missile bay’s double-folding door system operated on a 3,000-psi air system that opened the doors in 1.5 seconds; after the selected weapons were fired, the doors closed in 0.75 seconds. The actual timing of a firing sequence depended on the weapons deployed. The F-106A (and two-seat F-106B) could fire its air-to -air missiles in salvo or pairs, but not singly. Incidentally, the IR-guided GAR-4/ AIM-4F was fired from the rear set of weapons rails first so that they would not home on the GAR-3/AIM-4E missiles fired from the front set of rails. Control panel evolution, showing original panel (left) with “steam gauges” and final panel (right) with tape displays. (USAF) Pre-production F-106A, 56-0457, is shown during Air Force testing, Edwards Delta Dart’s missile bay with racks in lowered position; radar guided Falcon AIM-4Es are mounted in front of a pair of IR guided AIM-4Fs. (USAF) AFB. After squadron service it was converted to a target drone and shot down in 1991 by an AIM-7 Sparrow. (USAF)

Firing in salvo or pairs was programmed so that the missiles would fly in trail, rather than one next to another. The sequence of extending the rear set of launch rails, retracting them, extending the front set, then retracting them was considered too long a time and needed improvement. The Genie was carried in the rear half of the missile bay; it was powered by a Thiokol SR-49-TC solid fueled rocket motor and had a maximum speed of Mach 3.3. The Genie was the fastest launched because 5 impulse cartridges ejected it downward from the weapons bay in 0.23 seconds. Thus, there were three shots available – a pair of AIM-4Fs, a pair of AIM-4Es and one Genie. The MA-1 fire control system was a persistent source of reliability problems and was upgraded more than 60 times during the life of the F- 106. While this sounds onerous, it must be remembered that it was pushing the electronics state-of-the-art at that time. Part of that advance was the ability of the F-106 to be operated in conjunction with the SAGE (Semi-Automatic Ground Environment) system mentioned previously. Using network data links via the MA-1 fire control system, the course needed for the intercept of enemy aircraft was plotted, the aircraft automatically maneuvered to sight and lock on the target, fire the air-to-air missiles and then place the F-106 on the correct course to safely disengage the target. In principal, the pilot was only needed for takeoff, landing and to monitor the automatic system, and take over in case of its failure. Despite these concerns, the F-106 weapon system was still the best interceptor in the world; ADC’s focus therefore was mainly on improved reliability. The ADC was surprised that the F-106A turned out to be so maneuverable, showing potential as an excellent dogfighter. Two 119th FIS Delta Darts show off their six barrel, 20 mm M61A1 Vulcan cannon installations, a result of Project Six-Shooter modifications. (NJANG) Two 119th FIS Delta Darts show off their six barrel, 20 mm M61A1 Vulcan cannon installations, a result of Project Six-Shooter modifications. (NJANG)

On 30 May 1959 the 539 FIS at McGuire AFB became the first squadron to receive the F-106A, mainly for Cat III testing. (USAF)

There were even thoughts of using the F-106 in Vietnam as top cover for the bombing raids. In mock combats between the F-106A and the new Navy- developed F4H Phantom II, the newer radar that equipped the Phantom had a longer range and greater reliability. But in visual close-in air combat, the F-106 pilots held the advantage over the Phantom. However, this air combat maneuvering advantage was not the stimulus for the addition of an internal gun; it was intended to give the pilot more capability of close- in kills against enemy bombers flying at low level. In support of this program, “Project Six-Shooter” was implemented which installed an internal cannon, an optical gun-sight and a clear-view cockpit canopy. The internal 20-mm M61A1 Vulcan rotary cannon with 650 rounds was fitted inside the rear half of the weapons bay, replacing the Genie nuclear tipped rocket. The ability to carry four Falcons was not disturbed. The gun was installed as a package inside an enclosure that itself was mounted inside the missile bay to provide an aerodynamic shield for the portion of the gun protruding below the missile bay into the air stream. The bulged fairing under the fuselage identified gun- equipped F-106s.

The F-106 Delta Dart story will continue in next month’s Contrail with a description of what it was like to fly during its long and sterling service in the Air Defense Command and Air National Guard.

On 31 October 1959 the “Satan’s Kittens” of the 498th FIS at Geiger Field, WA, was the first squadron to gain initial operating capability. (USAF)

Final Photo

Harry Nieves, civilian contractor, sits at the console of the 227th Air Support Operations Squadron's (ASOS) new Air National Guard Advanced JTAC Training System at the 177th Fighter Wing of the New Jersey Air National Guard in Egg Harbor Township, N.J. on Feb. 26, 2016. (U.S. Air National Guard photo by Master Sgt. Andrew J. Moseley/Released)