F-102 Jet Fighter - In: All articles with unsourced statements, Articles with unsourced statements from February 2020, Pages with broken file links,
It was an American fighter aircraft built as part of the air defense backbone of the United States Air Force in the late 1950s. Entering service in 1956, its main purpose was to intercept the Soviet strategic bomber class (mainly the Tupolev Tu-95) during the Cold War. Designed and manufactured by Convair, 1,000 F-102s were made.
F-102 Jet Fighter
Part of the Century series, the F-102 was the USAF's first operational supersonic and delta-wing fighter. An internal weapons bay was used to carry both missiles and evocatives. As originally planned, Mach 1 failed to achieve supersonic flight before returning via regional regulation. The F-102 was replaced by subsonic fighter types such as Northrop's F-89 Scorpius, and from the 1960s saw limited service in the Vietnam War in bomber escort and attack roles. This was supplemented by the McDonnell F-101 Voodoos and later the McDonnell Douglas F-4 Phantom II.
File:496th Fighter Interceptor Squadron Convair F 102 Delta Dagger 54 1406.jpg
Many of the F-102s were transferred from the active Air Force to the Air National Guard in the mid-late 1960s, with the exception of those empty QF-102 examples converted to Full Scale Airborne (FSAT) drones. The type was completely withdrawn from operational service in 1976. The closest replacement was the Mach-2 Convair F-106 Delta Dert, which was a large redesignation of the F-102.
On October 8, 1948, the United States Air Force (USAF) Executive Board recommended that the service hold competition for a new interceptor to enter service in 1954; as such, the all-new model would initially be called the "Ultimate Interceptor 1954."
Four months later, on February 4, 1949, the USAF received the recommendation and prepared to hold the competition the following year. In November 1949, the Air Force decided that a new aircraft would be built around the Fire Control System (FCS). The FCS had to be designed before the airframe to make it compatible.
In January 1950, the USAF Air Materiel Command issued a request for proposals (RFP) to 50 companies for the FCS, of which 18 responded. In May, the list was revised up to 10. Meanwhile, the United States Department of Defense Board, chaired by Major General Gordon P. Savile, reviewed the proposals and distributed some of the Air Defense Committee, chaired by George E. Valle. Following the committee's recommendations to the Savile board, the proposals were further narrowed down to two competitors, Hughes Aircraft and North American Aviation. Although the Valley Committee felt it would be best to contract with both companies, Savile and his team chose Hughes on 2 October 1950.
Convair F 102 Delta Dagger V11 Usaf 3d Model Rigged
On July 2, 1954, three companies, Convair, Republic and Lockheed, were awarded the right to build the model. Hitherto Convair had researched delta-horn aircraft and had tested several designs, two of which were under the name P-92. Out of the three, the best plan was to win the production contract under the name "Project MX-1554". In the end, Convair emerged victorious with its design, dubbed the "XF-102", while Lockheed dropped out and the Republic built only a prototype.
The development of three different models was too expensive and in November only allowed Convair to continue with the 8-80 model.
To accelerate development, the plan is to fit prototypes and pre-production aircraft with the less powerful Westinghouse J40 engine. J67 and MA-Constantine stop 1 (formerly "MX-1179").
FCS led the plan to put an interim aircraft with the J40 and a simpler fire control system (designated "E-9") into production as the F-102A. The failure of the J40 led to a Pratt & Whitney J57 turbojet with an afterburner rated at 10,000 lbf (44 kN) thrust.
Razbam's Convair F 102 Delta Dagger
Intended in the interim until the development of the F-102B, this aircraft would use the more advanced Curtiss-Wright J67, a licensed derivative of the Bristol-Siddeley Olympia, which was still under development.
The YF-102 prototype first flew on October 23, 1953 at Edwards Airfield, but was lost in an accident nine days later. The second aircraft flew on January 11, 1954, confirming the sad fact. Transonic drag was much greater than expected, and the aircraft had a maximum speed of Mach 0.98 (or subsonic speed) with a maximum altitude of 48,000 ft (14,630 m), far below the requirements.
To solve the problem and save the F-102, Convair began a major redesign that incorporated newly discovered airframe rules to simplify production and maintenance.
The redesign involved the production of a 3.35 meter body and "pressing" it in the middle (the "Coke Bottle configuration") and with two large envelopes on either side of the engine's nozzle, redesigned curves and a new, narrower canopy. A more efficient J57 model was installed and the aircraft structure was lightened.
Th Fighter Interceptor Squadron Convair F 102 Delta Dagger 57 0836 Stock Photo
The first revised aircraft, designated the YF-102A, flew on December 20, 1854, 118 days after the redesign began, surpassing Mach 1 the next day.
The revised design had 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 authorize production of the F-102, and a new production contract was signed in March 1954.
The production F-102A had the Hughes MC-3 fire control system, which was later upgraded to the MG-10. It had three internal web bays under the fuselage for air-to-air missiles. The initial armament consisted of three pairs of GAR-1/2/3/4 (later designated AIM-4) Falcon missiles, which included both infrared and semi-active radar missiles. The doors to the two front spaces each replaced the tubes for 12 FFARs (24 in total) initially with 2-inch (5.1 cm) and later 2.75-inch (70 mm) tubes. The F-102 was later upgraded to allow for two GAR-11/AIM-26 Falcon nuclear missiles in the center section.
The larger size of this weapon required a redesigned center port without a rocket tube. The plans were considered to fit the MB-1 Genie nuclear rocket design, but the Genie was tested and fired by the YF-102A in May 1956 and was never approved.
F 102 Delta Dagger Landing
The F-102 received several significant modifications during its service life, with most aircraft being retrofitted with infrared search/track systems, radar warning receivers, transponders, artificial optical illusions, and improvements to the fire control system.
The design of the close support version (never built) additionally included an internal Gatling gun, two additional points for bombs (two pylons under the drop tanks that were installed on all production F-102s), larger internal fuel tanks and an in-flight refueling probe.
To train F-102A pilots, the TF-102A trainer was developed, of which 111 were eventually produced. The boat was designed with seats to facilitate pilot training, a concept popular in the 1950s (also used by the Americans. Cessna T-37, British Hawker Hunter T.7) and English Electric Lightning T.4). This redesign required a cockpit and nose almost as wide as the Convair 340. A new canopy of tube bulbs has been introduced. Vortex generators were attached to the top of the canopy to prevent the buffeting that started at around Mach 0.72.
The lead intake was lowered when the pockets were replaced. Despite many modifications, the aircraft was combat-ready, but this variant was predictably slower and only reached subsonic speed in level flight.
F 102 Delta Dagger's Weapons Bays Combined Rockets And Missiles In A Feat Of Cold War Ingenuity
The F-102's numerous structural and technical limitations led to the design of a successor, initially known as the F-102B "Ultimate Interceptor". The improved design, which later replaced the proposed Curtiss-Wright J67 jet engine with the Pratt & Whitney J75, made so many aerodynamic changes (including variable-geometric thrusters) that it was essentially a new aircraft, and therefore reengineered and remanufactured. similar F. 106. Delta dErt. Convair would also use delta wings on the Mach 2 class Convair B-58 Hustler bomber.
The F-102A was first operational with the 327th Fighter-Interceptor Wing at George Air Force Base.
TF-102s and F-102s were used by the Air Defense Force in the 1960s at Perry AFB, Texas to train new F-102 pilots. They also provided ground training in aircraft flying known to Delta-Horn pilots who fly the B-58 Hustler bomber for Technical Air Command (SAC).
The official name of the F-102 "Delta Pagger" was never used in common parlance, and the aircraft was commonly known as the "Deuce". The TF-102 is known as the "Tub" because of its wider body and two attached seats.
Meet The 5 Worst U.s. Fighter Jets Of All Time (yes, The F 35 Is On The List)
In service with the F-102A, several new wing designs were used experimentally with the application of a conical wing chamber. In the end, a design was chosen that actually increased the elevator area, reduced the takeoff speed, improved the supersonic L/D ratio, and raised the cabin to 56,000 feet (17,069 meters). A change to the port gear doors was required due to the renovation of the wing.
Air Defense Command had F-CII Delta Daggers in service in the 1960s, and the type continued to serve in large numbers in both Air Force and National Guard units well into the 1970s. George W. Bush, later president of the United States,
Second degree assault washington state, 2nd degree assault sentence, 2nd degree aggravated assault, 2nd degree assault mn, 2nd degree assault, 2nd degree assault definition, 3rd degree assault washington state, 4th degree assault washington state, 2nd degree felony assault, 4th degree assault washington, what is assault 2nd degree, 2nd degree assault charges