{{Samolot infobox|
nazwa            = F-106 Delta Dart|
grafika          = 300px|
podpis           = |
kraj             = |
producent        = Convair|
typ              = myśliwiec przechwytujący|
konstrukcja      = półskorupowa, metalowa|
zaloga           = 1 pilot|
oblot            = 26 grudnia 1956|<!-- data oblatania-->
produkcja        = |<!--lata produkcji-->
wycofany         = |<!--data wycofania z użytku-->
egzemplarze      = |<!--zachowane egzemplarze-->
sprawne          = |<!--zachowane sprawne-->
wypadki          = |<!--wypadki i incydenty-->
katastrofy       = |<!--w tym katastrofy-->
silnik           = 1 × Pratt & Whitney J75-17|
moc              = 109 kN z dopalaniem|
rozpietosc       = 11,67 m|<!-- tylko samoloty/chyba, że śmigłowiec ma skrzydła na uzbrojenie -->
srednica_wirnik  = |<!-- tylko śmigłowce-->
dlugosc          = 21,55 m|
dlugosckadlub    = |<!-- tylko śmigłowce -->
szerokosc        = |<!-- kadłuba, dla śmigłowca -->
wysokosc         = 6,18 m|
pow_nosna        = 61,52 m²|<!-- tylko samoloty-->
mwlasna          = 11077 kg|
muzyteczna       = |
mstart           = 15668 kg|
mladowania       = |<!-- samoloty transportowe-->
muzbrojenia      = |<!-- militarne-->
mpaliwa          = |
pmax             = 2455 km/h|
pprzelotu        = |
pmin             = |
pekonomiczna     = |<!-- śmigłowce-->
ppatrolowa       = |<!-- militarne-->
pdopuszczalna    = |<!-- szybowce-->
pholowania       = |<!-- szybowce-->
opadaniemin      = |<!-- szybowce-->
wznoszenie       = 8839 m/min|<!--  samoloty-->
wznoszeniepoziom = |<!-- tylko śmigłowce -->
wznoszeniepion   = |<!-- tylko śmigłowce -->
pulap            = 11 000 m|<!-- samoloty-->
pulappraktyczny  = |<!-- tylko śmigłowce -->
z_ziemia         = |<!-- tylko śmigłowce -->
bez_ziemia       = |<!-- tylko śmigłowce -->
zasieg           = 4345 km|
promiendzialania = 2897 km|
czaslotu         = |
rozbieg          = |<!-- tylko samoloty-->
dobieg           = |<!-- tylko samoloty-->
zapaspaliwa      = |
doskonalosc      = |<!-- szybowce (dla v=85km/h)-->
wspobciazeniakon = |<!-- współczynnik obciążenia konstrukcji; szybowce-->
uzbrojenie       = 4 × M61 Vulcan|
miejsca          = |<!-- dla pasażerskich -->
ladownia         = |<!-- ładownia; dla transportowych -->
equipment        = |<!--wyposażenie dodatkowe; np. walki elektronicznej itp. -->
wlasciciele      = USAF|
rzut             = 300px
}}

'''Convair F-106 Delta Dart''' — amerykański naddźwiękowy Sił Powietrznych Stanów Zjednoczonych i użytkowany przez nie w latach 60. i 70. XX wieku. Maszynę określano jako ''zaawansowany myśliwiec przechwytujący'' i był on ostatnim dedykowanym do takich zadań samolotem w amerykańskich siłach powietrznych.

== Historia ==
Samolot F-106 Delta Dart został zbudowany w ramach projektu zaawansowanego myśliwca przechwytującego, który zaczęto realizować pod koniec lat 50. Początkowo rolę tę miał spełniać samolot F-102 Delta Dagger, ale długi i kłopotliwy program rozwojowy tej maszyny spowodował, że 17 czerwca 1956 rozpoczęto budowanie opartego na F-102, ale będącego całkowicie nową konstrukcją samolotu, który oznaczono F-106 Delta Dart.

Pierwsze testy w locie przeprowadzone pod koniec 1956 i na początku 1957 roku pokazały, że nowa maszyna charakteryzuje się o wiele gorszymi parametrami niż zakładano. Program rozwojowy maszyny był zagrożony, ale dzięki zamówieniu złożonym przez siły powietrzne na 350 zamiast planowanych 1000 maszyn prace kontynuowano. Po wprowadzeniu drobnych zmian konstrukcyjnych rozpoczęto dostawy maszyn F-106A i dwumiejscowych F-106B do jednostek.

W grudniu 1959 na samolocie F-106 Delta Dart ustanowiono rekord prędkości osiągając 2455,79 km/h  na pułapie 12 300 metrów.

F-106 był wyposażony w zintegrowany jądrową służący do niszczenia całych formacji bombowców. System kierowania ogniem MA-1 okazał się bardzo kłopotliwy i podczas całego okresu jego użytkowania był modyfikowany ponad 60 razy.

Samoloty F-106 Delta Dart były użytkowane przez USAF głównie na kontynencie amerykańskim, przez krótki czas także w Niemczech i Korei Południowej. Planowano użyć tych maszyn do działań w F-4 Phantom II, dorównując mu zwrotnością i górując przyspieszeniem. Głównym niedostatkiem w porównaniu z Phantomem było gorsze uzbrojenie rakietowe i radar.

F-106 był wielokrotnie modyfikowany podczas służby poprzez wymianę awioniki, dodanie sensorów umożliwiających wykrywanie i naprowadzanie w podczerwieni, a także dodanie sondy do tankowania w powietrzu oraz haka do lądowania w sytuacjach awaryjnych.

Niektóre maszyny F-106A zostały zmodyfikowane w ang. Gatlinga M61 Vulcan z zapasem 650 sztuk amunicji, zainstalowane w komorze uzbrojenia zamiast pocisku AIR-2 Genie.

<!-- This article is a part of Wikipedia:WikiProject Aircraft. Please see Wikipedia:WikiProject Aircraft/page content for recommended layout. -->
{{Infobox Aircraft
|name=F-106 Delta Dart
|type=Interceptor
|manufacturer=Convair
|image=Image:F-106 Delta Dart 5th IS.JPEG
|caption=Convair F-106A Delta Dart of the 5th Fighter Interceptor Squadron
|designer=
|first flight=1956
|introduced=June 1959
|retired=August 1988 (ANG) 
|number built=340
|status=
|unit cost=US$4.7 million<ref name="knaack">Knaack, Marcelle Size. ''Encyclopedia of US Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945-1973''. Washington, DC: Office of Air Force History, 1978. ISBN 0-912799-59-5.</ref>
|primary user=United States Air Force
|more users=
|developed from=F-102 Delta Dagger 
|variants with their own articles=
}}

thumb|right|F-106A Delta Darts from 5 FIS at [[CFB Moose Jaw in 1982]] 
thumb|right|Convair F-106A (front) and F-106B of the Florida [[Air National Guard over Jacksonville, Florida]]

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, although the '''QF-106''' drone conversions of the aircraft were used until 1998.<ref> Winchester 2006, p. 55.</ref>

==Design and development==
The F-106 emerged from the USAF's 1955. The aircraft featured so many modifications and design changes it became a new design in its own right, redesignated '''F-106''' on 17 June 1956.<ref>Pace 1991, p. 138.</ref>

The major change was to an area ruled fuselage, enabling supersonic speed in level flight. In addition, the F-106 featured a more powerful J-75 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, yet allowing virtually full performance at high thrust levels, including afterburners. The fuselage was also slightly longer than the F-102 Delta Dagger.

Initial flight tests at the end of 1956 and beginning of 1957 were disappointing, with performance much less than anticipated, but after nearly abandoning the program, 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.<ref>Green 1964, p. 138.</ref>

In December 1959, Major Joseph W. Rogers set a world speed record of 1,525.96 mph (2455.79 km/h) in a Delta Dart at 40,500 ft (12,300 m).<ref>Drendel 1980, p. 92</ref><ref>Donald 2003, p. 232.</ref>

The F-106 was equipped with the Hughes MA-1 integrated AIM-26A Falcon nuclear-tipped semi-active radar (SAR)-homing missile (which detected reflected radar signals), or a 1.5 AIR-2 (MB-2) Genie air-to-air  rocket intended to be fired into enemy bomber formations.<ref>Winchester 2006, p.54.</ref> The MA-1 proved extremely troublesome and was eventually upgraded more than 60 times in service.<ref>Baugher, Joe. ''Convair F-106A Delta Dart''. [http://home.att.net/~jbaugher1/f106_1.html Convair F-106A Delta Dart] Retrieved: 26 February 2007.</ref>

==Operational history==
thumb|right|F-106A Delta Dart from California ANG fires the [[AIR-2 Genie missile.]]
thumb|right|An F-106A Delta Dart of the 87th Fighter Interceptor Squadron above [[Charleston AFB, SC in 1982.]]
The F-106 served in the continental USA, Alaska, and Iceland, as well as brief periods in Germany and South Korea. The F-106 was the second highest sequentially numbered P/F- aircraft to enter service under the old number sequence (the F-111 was highest), before the system was reset under the 1962 United States Tri-Service aircraft designation system. In service, the F-106's official name, "Delta Dart," was rarely used, and the aircraft was universally known simply as the "Six."

Although contemplated for use in Vietnam, it never saw combat, nor was it exported to foreign users. After initial teething problems were resolved, its exceptional performance made it very popular with its pilots. Air-to-air combat testing suggested the "Six" was a reasonable match for the F-4 Phantom II in a dogfight, with superior high-altitude turn performance and overall maneuverability (aided by the aircraft's lower wing loading), although pilots conceded the Phantom had better radar and missiles.<ref>Donald 2003, pp. 259–260.</ref> The F-4 also featured a greater missile capacity than the F-106, featured a higher thrust/weight ratio, superior climb performance, and better high speed/low-altitude maneuverability.

The F-106 was progressively updated in service, with improved infrared search and track system, streamlined supersonic wing tanks which provided virtually no degradation to overall aircraft performance, better instrumentation, and features like an inflight refuelling receptacle and an arresting hook for landing emergencies.<ref>Donald 2003, pp. 242, 246.</ref>

Some F-106As were upgraded in '''Project Six Shooter'''<ref>Donald 2003, p. 250.</ref> in 1972, fitted with a new bubble canopy without the metal bracing along the top (which greatly improved pilot visibility), an optical gunsight, and provision for a single M61 Vulcan 20 mm cannon with 650 rounds of ammunition in the center weapons bay, replacing the AIM-26 Super Falcon or Genie. 

The F-15A started replacing the F-106 in 1981, with the "Sixes" typically passed on to Air National Guard units. The F-106 remained in service in various USAF and ANG units until 1988.<ref>Winchester 2006, p. 55.</ref>

Starting in 1986, many of the surviving aircraft were converted into drones, designated '''QF-106A''', and used for target practice. The last was destroyed in January 1998. The drones were still capable of being flown as manned aircraft, such as for ferrying to a test; during the test they were flown unmanned.<ref>Donald 2003, pp. 270–271.</ref>A handful of F-106s were retained by NASA for test purposes through 1998.

==Variants==
thumb|right|A two-seat F-106B trainer variant of he New Jersey ANG.
thumb|right|The QF-106 Delta Dart target drone.
*'''F-102B''' : The original designation of the F-106A. Fitted with the MA-1 Integrated Fire Control System with SAGE datalink, J-75 afterburning turbojet, enlarged intake, variable geometry inlet ramps and shortened intake ducts, refined fuselage shape, modified wings and redesigned tailfin; tailpipe fitted with a device to reduce the tendency of the jet exhaust to blow unsecured objects around while taxiing, yet allowing virtually maximum performance at high thrust settings including afterburner. Performance was deemed unsatisfactory and modifications were made.
:Weapons configurations (projected)
::2 x AIM-4 Falcon, 2 x AIM-4 Falcon, and 2 x AIM-4 Falcon or
::2 x AIM-4 Falcon, 1 x AIM-26 Super Falcon, and 2 x AIM-4 Falcon  or
::2 x AIM-4 Falcon, 1 x AIR-2A Genie, 2 x AIM-4 Falcon 
*'''F-106A''' : Modified F-106 with improved performance.  Maximum speed at least Mach 2.5, with some estimates as high as Mach 2.85 in level flight. The aircraft is capable of low supersonic speeds without afterburner with a significant range penalty and maximum altitude at least 57,000 ft. Many were fitted with a conically cambered wing for improved takeoff, supersonic, and high-altitude flight. To improve the aircraft's range, the aircraft was fitted with two streamlined supersonic tanks which were capable of sustaining roll rates of 100 degrees per second.  Since these tanks produced virtually no significant performance degradation, they were rarely jettisoned and were routinely carried around. After 1972, many F-106s were refitted with a new canopy featuring improved visibility, improved optic sights, and provision for a gunpack in the center weapons bay.
::Weapons configurations 
::2 x AIM-4 Falcon, 2 x AIM-4 Falcon, and 2x AIM-4 Falcon or
::2 x AIM-4 Falcon, 1 x AIM-26 Super Falcon, and 2 x AIM-4 Falcon or
::2 x AIM-4 Falcon, 1 x AIR-2A or AIR-2B Genie, and 2 x AIM-4 Falcon
::2 x AIM-4 Falcon, 1 x M61 gunpack with 650 rounds, and 2 x AIM-4 Falcon
*'''F-106B''' : Two-seat, combat-capable training version. Pilot and instructor are seated in tandem. Due to the extra seat, the fuselage is actually better area ruled; combined with a likely reduction in weight, this increases top speed by a 10th of a Mach number. Maximum speed is at least Mach 2.6, with some estimates as high as Mach 2.95. Many were fitted with the conically cambered wing, improving the supersonic lift to drag ratio.<ref>It is uncertain if the F-106B was fitted with the modified Project Sharpshooter optic sights and gunpack provision.</ref>
::Weapons configurations (same as F-106A) 
*'''NF-106B''' : This designation was given to two F-106Bs used as temporary test aircraft.
thumb|right|An F-106A of the Montana ANG viewed from the rear.
*'''F-106C''' : Unbuilt version. Aircraft was intended to have the AN/ASG-18 radar and fire control system fitted originally developed for the CF-101s, instead.</ref>
*'''F-106D''' : Unbuilt two seat version of the F-106C.
*'''F-106X''' : Unbuilt version (early 1968). Would have been outfitted with canards and powered by a JT4B-22 turbojet. It was envisioned as an alternative to the Lockheed YF-12, and was to have had a fire control system with "look-down, shoot-down" capability fed by a 40-inch radar dish.<ref>Donald 2003, p. 232.</ref>
*'''F-106E''' : Unbuilt version. On 3 September 1968, Convair issued a proposal for an "improved" interceptor that was to be designated F-106E/F. It was to be compatible with the upcoming airborne warning and control systems as well as with the "over-the-horizon" radar defense network. The F-106E/F would have had a longer nose and a new and improved radar with a look-down/shoot-down tracking and missile launch capability. It would also have had a two-way UHF voice and datalink radio. It would have been capable of launching both nuclear and non-nuclear missiles, including the AIM-26 Nuclear Falcon and the AIM-47.<ref> [http://www.airtoaircombat.com/background.asp?bg=228&id=52 Air To Combat: ''F-106C/D/E/F''] </ref>
*'''F-106F''' : Unbuilt two seat version of the F-106E.