Convair 8 / F-102 Delta Dagger

The Convair F-102 Delta Dagger resulted from a 1950 USAF design competition for an integral all-weather interceptor weapon system. Combining the Hughes Falcon air-to-air missile, the delta wing platform first flown on the XF-92A, and the 4944kg thrust Pratt & Whitney J57-P-11 turbojet, the first of 10 YF-102s (52-7994/7995 and 53-1779/1786) flew at Edwards AFB, California, on 24 October 1953, piloted by Dick Johnson. The prototype was lost in a mishap nine days later.

The YF-102 was not a success, proving unable to maintan supersonic speeds in level flight. The fuselage was completely redesigned into a ‘coke bottle’ shape using the area rule concept, and a more powerful engine installed. The indented fuselage or 'area rule' configuration was developed by NACA's Richard Whitcomb was introduced in the much-altered YF-102A, which was assembled in 117 days.

The first of four YF-102As (53-1787/1790) flew at Edwards AFB on 20 December 1954, again piloted by Dick Johnson, not merely with 'area rule' but with cambered wing, new canopy (except on 53-1788) and 5443kg thrust Pratt & Whitney J57-P-23. The new design was supersonic and met USAF expectations.

Development included the introduction pf a larger fin from the 23rd production aircraft.

The primary weapon was the Hughes AIM-4 Falcon air-to-air missle, coupled with the Hughes MG-10 fire control system. Introduced later was the AIM-26, some nuclear tipped.

The production F-102A began to reach Air Defense Command squadrons in June 1955. The first two-seat TF-102A combat proficiency trainer (54-1351) flew at Edwards AFB 8 November 1955 and operated alongside F-102As in ADC service.

Service entry began with the first examples delivered in April 1956 to the 327th Fighter Interceptor Squadron (FIS) at George, California.

The F-102B designation was briefly assigned to a new aircraft completed as the F-106. The little-known YF-102C (53-1806), a converted F-102A model, tested change in the internal fire control system, but these were not adopted.

 

 

Most F-102A squadrons had converted to other types by the end of 1971. The last US operational user was the Hawaii Air National Guard’s 199th FIS which received its first F-4C Phantom replacement in October 1975.

Greece retired their F-102As in 1979, with Turkey withdrawing its last 13 fighters and five trainers on 5 June 1979.

In March 1973, the USAF awarded Sperry a contract to convert an initial 6 F-102As as a fully manoeuvrable manned or unmanned target drones under the Pave Deuce programme as PQM-102As. Over 200 were eventually converted, operating until 1986.

Numerous F-102A airframes have been saved, the 199th Fighter Interceptor Squadron of the Hawaii Air National Guard having retained no fewer than four non-flyable F-102As for display purposes after transitioning to the F-4C Phantom.

Total Delta Dagger production was exactly 1000 airplanes built at San Diego’s Lindbergh Field, comprising 10 YF-102, 4 YF-102A, 875 F-102A and 111 TF-102A trainers.