#convair f 102 delta dagger

[stone-cold-groove]

The new American tradition... be prepared. Ad for the Convair F-102A Delta Dagger - 1955.

[pukindog-v2]

The oldest F-4 Phantom II in the inventory at the time, belonging to the Michigan Air National Guard, shot down the last F-102 manufactured in its last flight as a QF- drone. (See article for remaining details.)

[usafphantom2]

Convair jewels

B-58 Hustler

F-102 Delta Dagger

@IL_wheels via X

[dronescapesvideos]

Convair YF-102-CO Delta Dagger Test Aircraft 52-7995, 1954. ➤VIDEO: https://youtu.be/AbapD8n3iZw

➤COLD WAR ERA VIDEOS: https://dronescapes.video/ColdWar

➤HD IMAGE: https://dronescapes.video/f102

[lonestarflight]

Colorized photo of the Convair F-102 Delta Dagger.

source

[historyofguns]

The article, "Convair F-102 Delta Dagger," authored by Friedrich Seiltgen and published on The Armory Life, delves into the history and significance of the Convair F-102 Delta Dagger, a Cold War-era supersonic interceptor. Known as "The Deuce," the F-102 was the first operational all-weather supersonic aircraft used by over 25 Air Defense Command Squadrons of the United States Air Force. It was developed to intercept Soviet bombers with a design focused on guided missiles, excluding guns. Despite a challenging development phase marked by a redesign due to performance issues, the F-102 went on to set a world speed record in 1959. The article also highlights its service in the U.S. Air Force, including deployment in Vietnam, and its limited foreign service with Turkey and Greece. Although eventually superseded by newer models like the F-106 Delta Dart and F-4 Phantom, the F-102 remains a notable aircraft in the history of aerial defense strategy.

[dangerousthingobservation]

RARE USAF Convair F-106 Delta Dart Fighter Interceptor Patch Cold War Century

RARE USAF Convair F-106 Delta Dart Fighter Interceptor Patch Cold War Century. This patch is an exact copy of the one Convair awarded to its test pilots and USAF pilots early in the F-106 program. The F-106 all-weather delta wing interceptor was developed from the Convair F-102 Delta Dagger. RARE, beautifully detailed 4" Convair F-106 Delta Dart patch. This patch is an exact copy of the one Convair awarded to its test pilots and USAF pilots early in the F-106 program.  I have yet to see an original for sale and it would certainly cost you hundreds of dollars if you were to find one.  Convair also produced an F-102 version of this patch which is a near mirror copy except for the name obviously and the relatively small differences between the two planes such as the exhaust, intakes, etc.  I also have the F-102 version in my eBay store.   The F-106 all-weather delta wing interceptor was developed from the Convair F-102 Delta Dagger. Originally designated F-102B, it was redesignated F-106 because it had extensive structural changes and a more powerful engine. The first F-106A flew on December 26, 1956, and deliveries to the Air Force began in July 1959. Production ended in late 1960 after 277 F-106As and 63 F-106Bs had been built. The F-106 used a Hughes MA-1 electronic guidance and fire control system. After takeoff, the MA-1 could be given control of the aircraft to fly it to the proper altitude and attack position where it could then fire the Genie and/or Falcon missiles, break off the attack run and return the aircraft to the vicinity of its base. The pilot would take control back for the landing (USAF Museum Fact Sheet).  It was the last of the Century Series fighters unless you count North American's F-107.

[crownedstoat]

Convair F-102 Delta Dagger

[nocternalrandomness]

USAF F-102′s from the  82d Fighter-Interceptor Squadron over South Korea (1970)

[stone-cold-groove]

Convair’s B-58... America’s first supersonic bomber - 1957.

[enriquemzn262]

So, do you know what happens when you let an aircraft design bureau known for making bombers, make an interceptor?

You get, from Convair, know for making the B-58 Hustler

the world’s first supersonic bomber

The F-102 Delta Dagger

And the F-106 Delta Dart

And from Tupolev, known from pretty much being THE bomber-maker of the Soviet Union, among them the Tu-22 “Blinder”

The Soviet Union’s first supersonic bomber, and the only supersonic bomber to be available for export customers, you get

The Tu-128, the world’s heaviest “fighter” aircraft.

Oh, and for the opposite, see what happens when you let Dassault, known for making France’s fighter jets since WW2

especially supersonic delta wing designs, you get

The Mirage IV, the world’s shortest-ranged nuclear bomber.

[usafphantom2]

Convair F-102's official designation, "Delta Dagger," was rarely used in everyday conversation; aircraft was almost exclusively referred to as "Deuce." Similarly, TF-102 variant earned nickname "Tub" due to its wider fuselage, designed to accommodate side-by-side twin seating

@CcibChris via X

[captain-price-unofficially]

USAF Convair F-102 Delta Daggers, 1966.

[skyfire85]

- Convair XF2Y-1 Sea Dart (BuNo 137634) landing on shore. | Photo: US Navy

FLIGHTLINE: 128 - CONVAIR F2Y-1 SEA DART

Designed after WWII, the Sea Dart was the US Navy's first and only supersonic seaplane fighter, though it never saw production.

In the wake of WWII, the US Navy sought a supersonic interceptor aircraft, but doubts about operating jet aircraft, especially supersonic jets, from carriers led to the request for a seaplane interceptor. Convair's design team under Ernest Stout proposed a plane based on the F-102 Delta Dagger, modified with retractable skis.

-Orthograph of the Sea Dart. | Illustration: Convair

In order to reduce the chances of water ingestion, the intakes were moved behind the cockpit, high on the fuselage. The aircraft would sit level in the water, with the wingtips providing floatation for some measure of stability. At 10mph, the skis would extend to an intermediate position, pushing the fuselage out of the water. Between forty-five and fifty-five mph the skis would be fully extended; take off speed would be 145mph. Production aircraft were expected to be fitted with a pair of Westinghouse J46 turbojets, though the prototypes were equipped with J34s instead, as the former were not available. The prototypes were unarmed, but operational F2Ys were to be fitted with four Colt Mk12 20mm cannon and an unspecified number of folding fin aerial rockets; a similar weapons loadout was carried by the F-89 Scorpion and F-94 Starfire.

-Line drawing of the XF2Y-1 prototype with its single ski. | Illustration: blueprints.com

During construction of the XF2Y-1, the contract was altered, eliminating the second prototype and adding 4 service test aircraft (YF2Y) and eight production F2Y models. The prototype was also fitted with a single larger ski compared to the test types. In December 1952 the XF2Y was transported from Convair's San Diego factory to San Diego Bay for testing. On 14 January 1953 it achieved a short flight during taxi testing, with the first official flight occurring on 9 April.

-The XF2Y with a trailer and access ladder. | Photo: US Navy

-The XF2Y in flight over San Diego. The yellow markings against the dark blue provided a reference of the aircraft's attitude for engineers. | Photo: US Navy

Flight testing on the XF2Y showed that the plane was (as expected) underpowered with the J34 engines, and was unable to exceed Mach 1. The design, based on the pre-area rulled F-102 fuselage, generated excessive drag, which only exacerbated the issue. In addition, the hydroskis proved to be less effective than hoped, and even with the shock-absorbing oleo legs the aircraft experienced jarring vibrations during takeoffs and landings. Engineers attempted to correct the flaws by refining the ski design, switching to two skis, removing the beaching wheels, and changing the oleo legs, but the vibration issue was never fully solved.

With the cancellation of the second XF2Y, the first two YF2Y test types were fitted with J46s engines and began their test program in 1954. Unfortunately, the J46 proved to also be underpowered, and the Sea Dart was still unable to exceed Mach 1 in level flight. That said, the aircraft did go supersonic on several flights by executing a shallow dive, making it the sole seaplane to break the sound barrier. Tragedy struck on 4 November 1954, when Convair test pilot Charles Richbourg was killed during a demonstration flight. YF2Y-1 BuNo 135762 broke apart in mid-air when the aircraft's structural limitations were exceeded. This accident, combined with lingering issues with the hydroski design and advancing technology allowing supersonic jets to fly from carriers saw the Sea Dart project relegated to experimental status, with the eight production aircraft cancelled and the last two test aircraft completed without engines.

-One of the last photos of Convair pilot Charles Richbourg and the F2Y prior to their ill-fated flight. Photo: US Navy

Flights of the remaining Sea Darts continued, at a reduced tempo, until 1957 after which the aircraft were placed into storage. For this reason, the aircraft were still technically "on the books" in 1962 and were thus redesignated the YF-7A under the Tri-Service scheme, even though they had not flown for some 5 years. One XF2Y prototype and three YF2Y test aircraft survive, on display across the US:

-XF2Y-1 Sea Dart, Bureau Number 137634, is in bad shape due to a mistake with a crane and is awaiting restoration for the Smithsonian Institution in Washington D.C..

-YF2Y-1 Sea Dart, Bureau Number 135763, is on display at the San Diego Air & Space Museum in Balboa Park.

-YF2Y-1 Sea Dart, Bureau Number 135764, is on display at the Wings of Freedom Aviation Museum at NAS Willow Grove, Pennsylvania.

-YF2Y-1 Sea Dart, Bureau Number 135765, is on display at the Florida Air Museum

[airmanisr]

54-1366 1956 Convair TF-102A Delta Dagger USAF Pima Air & Space 25.06.99 by Phil Rawlings Via Flickr: Because the handling characteristics of delta-wing aircraft are very different from conventional aircraft, particularly at take-off and landing it was determined that a dedicated trainer was needed for pilots transitioning to the F-102. Nicknamed “The Tub” for its redesigned bulbous nose the TF-102A allowed pilots to learn the intricacies of high-speed interceptor tactics as well as of the plane’s tricky handling. Each squadron that flew Delta Daggers was assigned two trainers as well. A total of 111 TF-102s were ordered but only 63 were built.

[aviationgreats]

Convair F-102 Delta Dagger