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F-106B "Delta Dart"

The new features in the B model of the F-106 were a tandem two seat cockpit, a redesigned fuselage tank area, and Hughes AN-ASQ-25 fire control system equivalent to the F-106A's MA-1.

On 3 August 1956 the Air Force authorized production of a trainer version of the F-106A. A late August decision not to confine the aircraft to a trainer role prompted its redesignation. The future TF-106A became the F-106B, a two seater packing the F-106As tactical punch.

Procurement of the F-106B was included in the third F-106A contract, but the F-106B definitive contract was not finalized until 3 June 1957.

Basically similar to the F-106A, the F-10B shared the former's development and production vicissitudes. The Air Force accepted nine F-106Bs between April and December 1958, but did not initially release any of them to the operational forces.

Eight months after ADC achieved an IOC with the A model. The first F-106B, earmarked from the onset for the operational inventory, was accepted from Convair in February 1959.

One F-106B (prototype) was accepted in FY 58 (April 1958), 11 in FY 59, 36 in FY 60, and 15 in FY 61 (during the last 6 months of 1960).

The F-106B had a Flyaway Cost Per Production Aircraft of $4.9 million-airframe, $2,200,000; engine (installed), $274,000; electronics, $1,350,000; ordnance, $24,000; armament, $1,089,000.

The F-106B, of necessity, participated in all F-106A modification and modernization programs. Like the 35 F-106As initially allocated to testing, the first 12 F-106B productions were eventually brought up to the tactical standards of the entire F-106 fleet. In the process, they exchanged their original J75-P-9 turbojet engine for the more powerful J75-P-17. All 64 F-106Bs received Convair's new ejection seats (two stage boom seats) after production.

Production ended with delivery of the last two F-106Bs in December 1960. A total of 63 F-106Bs were accepted.

Each ADC and ANG F-106 squadron had several two seaters for normal intercept missions as well as combat proficiency training and checks. Hence, the F-106B's operational life was likely to last as long as that of the F-106A.



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