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This installment of#FunWithAviation was a walkaround of our TF-102A Delta Dagger \”The Tub\” featuring guest presenter Garry Goff, museum docent. Comparisons of the area rule \”Coke bottle\” effect are pointed out between the TF-102, F-4C, and FA-18.
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Convair F-102A Delta Dagger Photo Walk Around
F-102A Delta Dagger Photo Walk Around. Unless otherwise indicated, all photos by Fotios Rouch. Copyright © 2008 Rouch Works, all rights reserved.
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Date Published: 2/10/2021
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Walk around – Convair F-102 Delta Dagger (4x)
The Convair F-102 Delta Dagger was the first operational supersonic interceptor and delta-wing fighter of the USAF.
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F-102 Delta Dagger – Walk Around No. 64: Neubeck, Ken
The Convair F-102A Delta Dagger was developed for the US Air Force as a supersonic interceptor at the onset of the Cold War. It featured a 60-degree swept …
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9780897476157: F-102 Delta Dagger – Walk Around No. 64 …
AbeBooks.com: F-102 Delta Dagger – Walk Around No. 64 (9780897476157) by Neubeck, Ken and a great selection of similar New, Used and Collectible Books …
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F-102 Delta Dagger Walk Around by Ken Neubeck | Goodreads
The Convair F-102A Delta Dagger was developed for the US Air Force as a supersonic interceptor at the onset of the Cold War. It featured a 60-degree swept …
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Convair F-102 Delta Dagger – Wikipedia
The Convair F-102 Delta Dagger was an American interceptor aircraft designed and manufactured by Convair. Built as part of the backbone of the United States …
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Convair F-102A Delta Dagger Photo Walk Around
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Convair F-102 Delta Dagger (4x)
Walk around – Convair F-102 Delta Dagger (4x)
The Convair F-102 Delta Dagger was the first operational supersonic interceptor and delta-wing fighter of the USAF. Its main purpose was to intercept invading Soviet bomber fleets and no gun was fitted, only missiles to intercept. It used an internal weapons bay to carry both guided missiles and rockets. Its wing was designed after many aerodynamic high speed exploration using swept wings and delta wings like on the Convair XF-92. The F-102 got a Delta wing and the prototype flew October 1953 but experienced an unknown high drag. Tests revealed this to be caused by the pressure distribution along the aircraft length and cross-section. So as originally designed, it could not achieve supersonic flight. A major fuselage redesign was made, using the technique called “area ruling”. This reduced drag.
The USAF put the type into service April 1956, primarily in the Air Defense Command. It was armed with missiles only. During its career, a wing XX modification on some aircraft was also done with a cambered wing tip, reducing drag . The type was also used from 1962 in the Vietnam war until 1968.
The official name for the F-102 was Delta Dagger but the most common term used was “Deuce”. Almost 900 planes were manufactured when production ended in September 1958. The TF-102A was a two-seat training version with a side-by-side cockpit , leading to a very different appearance than the normal Delta Dagger, the side by side seating resulting in a much wider fuselage nose.
Many of the F-102s were transferred to United States Air National Guard duty by the mid-to-late 1960s, and the type was retired from operational service in 1976.
F-102A 32 FIS USAF EUROPE
In the Netherlands, the USAF in Europe also deployed F-102 ‘s. At the Dutch Soesterberg air base, January 1959 saw the arrival of 18 new F-102A Delta Daggers and USAF 32 squadron was once again re-designated, this time as an FIS. On July 1, 1960 the 32nd FIS was assigned to the USAFE 86th Air Division at Ramstein Air Base in West Germany. The 32nd divided its aircraft in 3 flights: red, white and blue. The aircraft markings varied over the years from red-white-blue vertical tail, red-white-blue flaps but also they wore a green/brown camouflage scheme.
Here an F-102 is seen in a 32FIS colour scheme, but please note that this restoration is not very accurate regarding colours and the airframe is incomplete. It is presented nevertheless and now this aircraft is on display outside the new National Dutch Military museum (NMM) at the former Soesterberg air base, The Netherlands.
Photographed 2015 by Meindert de Vreeze (C) Copyright IPMS Nederland
F-102A Delta Dagger USAF
This F-102A with serial 56-1114 served with the USAF and is on loan from the Dayton USAF museum. Here it is on display at the March Field Museum, Riverside, California USA.
Photographed 2015 by Cees Hendriks (C) Copyright IPMS Nederland
TF-102A Delta Dagger USAF
This two seater trainer TF-102A coded USAF 54-1353 has a sun protected overcoated canopy. The aircraft was seen at the ‘Century Circle’ display of the AFFTC museum at the West Gate to Edwards AFB, CA, USA.
Photographed 2016 by Cees Hendriks (c) Copyright IPMS Nederland
F-102A-80-CO
This is a F-102A of unclear origin. It has been restored and painted as “61188” of the Texas ANG. (It is reported that it is painted in a scheme as flown by later president George W. Bush at the early 1970s). It was seen at the Palm Springs Air Museum in Palm Springs, Ca.
Photographed November 2016 by Cees Hendriks (c) Copyright IPMS Nederland
OFFICIAL USAF COLOUR INFORMATION F-102
from USAF handbook Technical order TO 1-1-4. Collection M. de Vreeze (used with permission)
Standard System colour numbers refer to the Federal Standard system with 5 digit numbered colours. Deviations on real aircraft may occur.
Various kits in many scales are available. In odd scales Revell had various old kits as well as Aurora . In 1/144 Otaki and Arii had kits. In 1/72 there was the FROG kit, also released later by Hasegawa and Minicraft and good in shape but basic. Recently MENG has issued very nice kits in 1/72 scale (with 2 types of wing) which are really great!
In 1/48 there is a good Monogram / Revell kit. In 1/32 scale only a very basic Combat Models vacuform kit was available which is now quite rare.
The first version of this page was published in October 2016 by M. de Vreeze
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9780897476157: F-102 Delta Dagger
The Convair F-102A Delta Dagger was developed for the US Air Force as a supersonic interceptor at the onset of the Cold War. It featured a 60-degree swept delta wing to lessen drag coefficient and yield stability at very high altitudes. True to its design, the F-102A made more than 1,000 intercepts of Soviet bombers in defense of Western airspace. Within the US, 22 Air National Guard squadrons were equipped with the Dagger from 1960 until its retirement in 1976. The 102 was also deployed to Vietnam during the war in Indochina, initially to protect bases from North Vietnamese aircraft. Later, it flew fighter patrols, escorted B-52s, and was used offensively to attack ground installations. Exported to NATO allies Greece and Turkey, the Turks flew the F-102A during their invasion of Cyprus in 1974. After retirement in the US, 152 of the planes were converted to high-speed, unmanned drones for use as test targets for newer fighters.
“synopsis” may belong to another edition of this title.
F-102 Delta Dagger Walk Around
The Convair F-102A Delta Dagger was developed for the US Air Force as a supersonic interceptor at the onset of the Cold War. It featured a 60-degree swept delta wing to lessen drag coefficient and yield stability at very high altitudes. True to its design, the F-102A made more than 1,000 intercepts of Soviet bombers in defense of Western airspace. Within the US, 22 Air Nat
The Convair F-102A Delta Dagger was developed for the US Air Force as a supersonic interceptor at the onset of the Cold War. It featured a 60-degree swept delta wing to lessen drag coefficient and yield stability at very high altitudes. True to its design, the F-102A made more than 1,000 intercepts of Soviet bombers in defense of Western airspace. Within the US, 22 Air National Guard squadrons were equipped with the Dagger from 1960 until its retirement in 1976. The 102 was also deployed to Vietnam during the war in Indochina, initially to protect bases from North Vietnamese aircraft. Later, it flew fighter patrols, escorted B-52s, and was used offensively to attack ground installations. Exported to NATO allies Greece and Turkey, the Turks flew the F-102A during their invasion of Cyprus in 1974. After retirement in the US, 152 of the planes were converted to high-speed, unmanned drones for use as test targets for newer fighters.
Convair F-102 Delta Dagger
USAF interceptor
The Convair F-102 Delta Dagger[N 2] was an American interceptor aircraft designed and manufactured by Convair. Built as part of the backbone of the United States Air Force’s air defenses in the late 1950s, it entered service in 1956. Its main purpose was to intercept invading Soviet strategic bomber fleets (primarily the Tupolev Tu-95) during the Cold War. A total of 1,000 F-102s were built.
A member of the Century Series, the F-102 was the USAF’s first operational supersonic interceptor and delta-wing fighter. It used an internal weapons bay to carry both guided missiles and rockets. As originally designed, it could not achieve Mach 1 supersonic flight until redesigned with area ruling. The F-102 replaced subsonic fighter types such as the Northrop F-89 Scorpion, and by the 1960s, it saw limited service in the Vietnam War in bomber escort and ground-attack roles. It was supplemented by McDonnell F-101 Voodoos and, later, by McDonnell Douglas F-4 Phantom IIs.
Many of the F-102s were transferred from the active duty Air Force to the Air National Guard by the mid-to-late 1960s, and, with the exception of those examples converted to unmanned QF-102 Full Scale Aerial Target (FSAT) drones, the type was totally retired from operational service in 1976. The follow-on replacement was the Mach-2 Convair F-106 Delta Dart, which was an extensive redesign of the F-102.
Design and development [ edit ]
Initial designs and problems [ edit ]
The YF-102 with its straight sided fuselage.
On 8 October 1948, the board of senior officers of the U.S. Air Force (USAF) made recommendations that the service organize a competition for a new interceptor scheduled to enter service in 1954; as such, the all-new design would initially be dubbed the “1954 Ultimate Interceptor”.[2] Four months later, on 4 February 1949, the USAF approved the recommendation and prepared to hold the competition the following year. In November 1949, the Air Force decided that the new aircraft would be built around a fire-control system (FCS). The FCS was to be designed before the airframe to ensure compatibility.[3] The airframe and FCS together were called the weapon system.
In January 1950, the USAF Air Materiel Command issued request for proposals (RFPs) to 50 companies for the FCS, of which 18 responded. By May, the list was revised downward to 10. Meanwhile, a board at the U.S. Department of Defense headed by Major General Gordon P. Saville reviewed the proposals, and distributed some to the George E. Valley-led Air Defense Engineering Committee. Following recommendations by the committee to the Saville Board, the proposals were further reduced to two competitors, Hughes Aircraft and North American Aviation. Although the Valley Committee thought it was best to award the contract to both companies, Hughes was chosen by Saville and his team on 2 October 1950.[4][5]
Proposals for the airframe were issued on 18 June 1950, and in January 1951 six manufacturers responded.[6] On 2 July 1954, three companies, Convair, Republic and Lockheed won the right to build a mockup. Until then, Convair had done research into delta-winged aircraft, experimenting with different designs, two of which fell under the name P-92. Of the three, the best design was to win the production contract under the name “Project MX-1554”. In the end, Convair emerged as the victor with its design, designated “XF-102”, after Lockheed dropped out and Republic built only a mockup.[5] The development of three different designs was too expensive and in November, only Convair was allowed to continue with its Model 8-80.[7] To speed development, it was proposed to equip the prototypes and pre-production aircraft with the less-powerful Westinghouse J40 turbojet. Continued delays to the J67 and MA-1 (formerly “MX-1179”)[8] FCS led to the decision to place an interim aircraft with the J40 and a simpler fire control system (dubbed “E-9”) into production as the F-102A. The failure of the J40 led to the Pratt & Whitney J57 turbojet with afterburner, rated with 10,000 pounds-force (44 kN) of thrust[9] being substituted for the prototypes and F-102As.[10][11] This aircraft was intended to be temporary, pending the development of the F-102B, which would employ the more advanced Curtiss-Wright J67, a licensed derivative of the Bristol-Siddeley Olympus which was still in development.[12] The F-102B would later evolve to become the F-106A, dubbed the “Ultimate Interceptor”.[9]
The prototype YF-102 made its first flight on 23 October 1953, at Edwards AFB, but was lost in an accident nine days later. The second aircraft flew on 11 January 1954, confirming a dismal performance. Transonic drag was much higher than expected, and the aircraft was limited to Mach 0.98 (i.e. subsonic), with a ceiling of 48,000 ft (14,630 m), far below the requirements.[13]
Major redesign [ edit ]
YF-102A with pinched fuselage, narrower canopy and redesigned intakes
To solve the problem and save the F-102, Convair embarked on a major redesign, incorporating the recently discovered area rule, while at the same time simplifying production and maintenance.[14] The redesign entailed lengthening the fuselage by 11 ft (3.35 m), being “pinched” at the midsection (dubbed the “Coke Bottle configuration”), with two large fairings on either side of the engine nozzle, with revised intakes and a new, narrower canopy. A more powerful model of the J57 was fitted, and the aircraft structure was lightened.[15][16]
At the same time the wing was redesigned, being made thinner and wider. The leading edge was given a conical droop, with the apex at the root, to improve handling at low speeds. Because the droop remained within the shock cone of the leading edge, the drag rise at supersonic speeds was minimal. A second, inboard fence was added.[17][18]
A TF-102A, illustrating the widened cockpit
The first revised aircraft, designated YF-102A flew on 20 December 1954, 118 days after the redesign started, exceeding Mach 1 the next day.[16] The revised design demonstrated a speed of Mach 1.22 and a ceiling of 53,000 ft (16,154 m). These improvements were sufficient for the Air Force to allow production of the F-102, with a new production contract signed in March 1954.[19]
Hughes MC-3 fire control system and radar antenna
The production F-102A had the Hughes MC-3 fire control system, later upgraded in service to the MG-10. It had a three-segment internal weapons bay under the fuselage for air-to-air missiles. Initial armament was three pairs of GAR-1/2/3/4 (Later re-designated as AIM-4) Falcon missiles, which included both infrared homing and semi-active radar homing variants. The doors of the two forward bays each had tubes for 12 FFARs (for a total of 24) with initially 2 in (5.1 cm) being fitted and later 2.75 in (70 mm) replacing them. The F-102 was later upgraded to allow the carrying of up to two GAR-11/AIM-26 Nuclear Falcon missiles in the center bay.[20] The larger size of this weapon required redesigned center bay doors with no rocket tubes. Plans were considered to fit the MB-1 Genie nuclear rocket to the design, but although a Genie was test fired from a YF-102A in May 1956, it was never adopted.[21]
The F-102 received several major modifications during its operational lifetime, with most airframes being retrofitted with infrared search/tracking systems, radar warning receivers, transponders, backup artificial horizons, and improvements to the fire control system.[22] A proposed close-support version (never built) would have incorporated, in addition, an internal Gatling gun, an extra two hardpoints for bombs (in addition to the two underwing pylons for drop tanks that were fitted to all production F-102s), bigger internal fuel tanks, and an in-flight-refueling probe.[22] The F-102 was subsonic when fitted with drop tanks.[23]
To train F-102A pilots, the TF-102A trainer was developed, with 111 eventually manufactured. The aircraft was designed with side-by-side seating to facilitate pilot training, a popular concept in the 1950s (also used with the American Cessna T-37, British Hawker Hunter T.7 and English Electric Lightning T.4, among others). This required a redesign of the cockpit and a nose almost as wide as that of a Convair 340 commercial airliner. The new nose introduced buffeting, the source of which was traced to the bulbous canopy. Vortex generators were added to the top of the canopy to prevent the buffet which had started at about Mach 0.72.[24] The intake ducts were revised as the inlets were repositioned. Despite the many changes, the aircraft was combat-capable, although this variant was predictably slower, reaching only subsonic speeds in level flight.[25]
The numerous inherent design and technical limitations of the F-102 led to a proposed successor, initially known as the F-102B “Ultimate Interceptor”. The improved design, in which the proposed Curtiss-Wright J67 jet engine was eventually replaced by a Pratt & Whitney J75, underwent so many aerodynamic changes (including variable-geometry inlets) that it essentially became an entirely new aircraft and hence was redesignated and produced as the F-106 Delta Dart. Convair would also use a delta wing design in the Mach 2 class Convair B-58 Hustler bomber.
Operational history [ edit ]
Introduction to service [ edit ]
The first operational service of the F-102A was with the 327th Fighter-Interceptor Squadron at George Air Force Base,[21] in April 1956, and eventually a total of 889 F-102As were built, production ending in September 1958.[26] TF-102s and F-102s were used in the 1960s by the Air Defense Command (ADC) at Perrin AFB, Texas to train new F-102 pilots. They also provided platform training on flight characteristics of delta-winged aircraft for pilots who were destined to fly the B-58 Hustler bomber for the Strategic Air Command (SAC).
The F-102’s official name, “Delta Dagger”, was never used in common parlance, with the aircraft being universally known as the “Deuce.” The TF-102 was known as the “Tub” because of its wider fuselage with side-by-side twin seating.[citation needed]
During the time the F-102A was in service, several new wing designs were used to experiment with the application of increased conical camber to the wings. Ultimately, a design was selected that actually increased elevon area, reduced takeoff speed, improved the supersonic L/D ratio and increased the aircraft’s ceiling to 56,000 ft (17,069 m). A modification was required to the landing gear doors due to the wing redesign.
The Air Defense Command had F-102 Delta Daggers in service in 1960 and the type continued to serve in large numbers with both Air Force and Air National Guard units well into the 1970s. George W. Bush, later President of the United States, flew the F-102 in the 147th Fighter Interceptor Group based at Ellington AFB in Houston, Texas as part of his Texas Air National Guard service from 1968 to 1972.[27]
Vietnam War service [ edit ]
The F-102 served in the Vietnam War, flying fighter patrols and serving as bomber escorts. A total of 14 aircraft were lost in Vietnam: one to air-to-air combat,[28] several to ground fire and the remainder to accidents.
Initially, F-102 detachments began to be sent to bases in Southeast Asia in 1962 after radar contacts detected by ground radars were thought to possibly be North Vietnamese Vietnam People’s Air Force (VPAF) Il-28 “Beagle” bombers – considered to be a credible threat in that time period. The F-102s were sent to Thailand and other nearby countries to intercept these aircraft if they threatened South Vietnam.
F-102As of the 509th FIS over Vietnam, November 1966. These aircraft wear standard Southeast Asia camouflage (T.O. 1-1-4).
Later on, Boeing B-52 Stratofortress strikes, codenamed “Arc Light”, were escorted by F-102s based in the theater. It was during one of these missions that an F-102 was shot down by a VPAF Mikoyan-Gurevich MiG-21 using an AA-2 Atoll heat-seeking missile. The MiGs approached undetected, and one of the F-102s was hit by an air-to-air missile, which did not explode immediately, but remained lodged in the aft end of the aircraft, causing stability problems. As the pilot reported the problem to his wingman, the wingman observed the damaged Delta Dagger explode in midair, killing the pilot.[29] This was the only air-to-air loss for the F-102 during the Vietnam War. The other F-102 pilot fired AIM-4 missiles at the departing MiG-21s, but no hit was recorded.
The F-102 was employed in the air-to-ground role with limited success, although neither the aircraft nor the training for its pilots were designed for that role. The 509th Fighter-Interceptor Squadron’s Deuces arrived at Da Nang Air Base, 4 August 1964 from Clark Air Base, Philippines.[30] The interceptor was equipped with 24 2.75 in (70 mm) FFARs in the fuselage bay doors. These could be used to good effect against various types of North Vietnamese targets in daylight. At night it proved less dangerous to use heat-seeking Falcon missiles in conjunction with the F-102’s nose-mounted IRST (Infrared Search & Track) on nighttime harassment raids along the Ho Chi Minh Trail. Some F-102As were configured to accommodate a single AIM-26 Super Falcon in each side bay in lieu of the two conventional AIM-4 Falcons. Operations with both the F-102A and TF-102A two-seaters (which were used in a Forward Air Control role because its two seats and 2.75 in/70 mm rockets offered good versatility for the mission) continued in Vietnam until 1968 when all F-102s were returned to the United States.
Later use [ edit ]
In 1973, six aircraft were converted to target drones as QF-102As and later PQM-102Bs (simulating MiG-21 threat aircraft) under a Full Scale Aerial Target (FSAT) project known as Pave Deuce.[43] Eventually, the program converted hundreds of F-102s for use as target drones for newer fighter aircraft, as well as testing of the U.S. Army’s Patriot missile system.[44]
The F-102 and TF-102 were exported overseas to both Turkey and Greece. The Turkish F-102s saw combat missions during the 1974 Turkish invasion of Cyprus. There have been claims of air combat between Greek F-5s and Turkish F-102s above the Aegean Sea during the Turkish invasion. A Greek internet website editor, Demetrius Stergiou, claims that the Greek F-5s had shot down two Turkish F-102s, while the Turkish side has claimed that their F-102s had shot down two Greek F-5s;[45] however, both Greece and Turkey still officially deny any aircraft losses. The F-102 was finally retired from both of those air forces in 1979.
The F-102 left U.S. service in 1976, while the last QF-102A / PQM-102B drone was expended in 1986. No F-102s remain in flyable condition today,[when?] although many can be seen at museums or as permanent static displays as gate guardians at Air Force and Air National Guard installations.
Variants [ edit ]
YF-102 Prototypes. Non area-ruled fuselage. Powered by 14,500 lbf (64.5 kN) J57-P-11, two built. YF-102A Area-ruled prototypes. Powered by 16,000 lbf (71.2 kN) J57-P-23. Four converted from pre-production aircraft. F-102A Production Model. Initial eight pre-production aircraft built with non-area ruled fuselage. Remainder built (879) with area ruled fuselage. TF-102A Two-seat training version, 111 built. F-102B The original designation of the F-106A. F-102C Proposed tactical attack version with J57-P-47 engine. Two converted As, as YF-102C engineering test beds.[46] QF-102A Target drones converted from the F-102A. Six built.[47] PQM-102A Unpiloted target drones. 65 converted.[47] PQM-102B Revised target drone conversion, capable of being flown remotely or by pilot in cockpit. 146 converted.[47]
Operators [ edit ]
A Hellenic Air Force TF-102A Delta Dagger at the Hellenic Air Force Museum, at Dekeleia AFB. Shows vortex generators added to canopy to prevent buffet
Hellenic Air Force[48]
In 1969, Greece acquired 24 of these aircraft for use by the 114th Combat Wing at Tanagra Air Base. 19 of them were single-seat F-102As, five were two-seat TF-102As. They served with the Greek air force until 1977, when the F-102s were replaced by Mirage F1CG fighters. .[49]
Turkish Air Force
Beginning in 1968, approximately 50 F-102As and TF-102As were transferred to Turkey from USAF stocks. Before transfer to Turkey, they were overhauled by CASA in Seville. They were initially assigned to the 191st Filo (Squadron) based at Murted, replacing the F-84F Thunderstreaks previously assigned to this unit. This unit was redesignated 142nd Filo in early 1973. In 1971, F-102s were also assigned to the 182nd Filo based at Diyarbakır, replacing the F-84Fs previously being flown by this unit. F-102s remained in service with these two squadrons until mid-1979, when they were replaced by the F-104G in the 142nd Filo and by the F-100C in the 182nd Filo.
United States Air Force[50]
Aircraft on display [ edit ]
F-102 Delta Dagger from the 317th Fighter-Interceptor Squadron.
Canada [ edit ]
F-102A
Greece [ edit ]
F-102A
TF-102A
Netherlands [ edit ]
F-102A
Registration unknown – On display at the Nationaal Militair Museum, Soesterberg. Former Greek aircraft, painted as 56-1032, 32nd FIS USAF.[56]
Turkey [ edit ]
F-102A
TF-102A
United States [ edit ]
YF-102A
TF-102A
F-102A
Convair F-102 Delta Dagger at the MAPS Air Museum at the Akron-Canton Airport in Ohio
F-102 on display at Sheppard AFB.
Specifications (F-102A) [ edit ]
3-view drawing of the F-102A Delta Dagger.
Data from The Great Book of Fighters[110]
General characteristics
Crew: 1
1 Length: 68 ft 4 in (20.83 m)
68 ft 4 in (20.83 m) Wingspan: 38 ft 1 in (11.61 m)
38 ft 1 in (11.61 m) Height: 21 ft 2.5 in (6.464 m)
21 ft 2.5 in (6.464 m) Wing area: 695 sq ft (64.6 m2) conically cambered wing
661.5 sq ft (61.46 m2) YF-102
Performance
Maximum speed: 825 mph (1,328 km/h, 717 kn) at 40,000 ft (12,192 m)
825 mph (1,328 km/h, 717 kn) at 40,000 ft (12,192 m) Maximum speed: Mach 1.25, Mach 0.95 with drop tanks [112]
Mach 1.25, Mach 0.95 with drop tanks Range: 1,350 mi (2,170 km, 1,170 nmi)
1,350 mi (2,170 km, 1,170 nmi) Service ceiling: 53,400 ft (16,300 m)
53,400 ft (16,300 m) Rate of climb: 13,000 ft/min (66 m/s)
13,000 ft/min (66 m/s) Wing loading: 35 lb/sq ft (170 kg/m 2 )
35 lb/sq ft (170 kg/m ) Thrust/weight: 0.7
Armament
Rockets: 24 × 2.75 in (70 mm) FFAR (Folding Fin Aerial Rocket) unguided rockets in missile bay doors
24 × 2.75 in (70 mm) FFAR (Folding Fin Aerial Rocket) unguided rockets in missile bay doors Missiles: ** 6 × AIM-4 Falcon air-to-air missiles or 3 × AIM-4 Falcon 1 × AIM-26 Falcon with conventional or nuclear warhead
** 6 × AIM-4 Falcon air-to-air missiles
Avionics
Hughes MG-10 fire control system
See also [ edit ]
Related development
Aircraft of comparable role, configuration, and era
Related lists
References [ edit ]
Notes [ edit ]
^ The USAF retired its F-102s from service in 1976, followed by both Greece and Turkey in 1979. The USAF F-102s remained as target drones until 1986. ^ Machete;[1] it is unclear when the Delta Dagger name was adopted. It appears that the aircraft was originally intended to be namedit is unclear when the Delta Dagger name was adopted.
Citations [ edit ]
키워드에 대한 정보 f 102 delta dagger walkaround
다음은 Bing에서 f 102 delta dagger walkaround 주제에 대한 검색 결과입니다. 필요한 경우 더 읽을 수 있습니다.
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사람들이 주제에 대해 자주 검색하는 키워드 TF-102A Delta Dagger Walk-around – 9 May 2020
- TF-102
TF-102A #Delta #Dagger #Walk-around #- #9 #May #2020
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주제에 대한 기사를 시청해 주셔서 감사합니다 TF-102A Delta Dagger Walk-around – 9 May 2020 | f 102 delta dagger walkaround, 이 기사가 유용하다고 생각되면 공유하십시오, 매우 감사합니다.
