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Post by daoleguy A.J. Hoehn (deceased) on Dec 2, 2007 10:15:20 GMT 9
I know it's out there. Let's make a list of trivia facts on the Six.
How about who was the first test pilot to fly it?
Who was first to hit MACH one? (Two?)
Who was the first to make an air lauch of a Falcon or Genie?
How about who was the first to eject?
Here's a good one, who was the first Six Crew Chief or last?
How about who last flew the Six?
Who successfully shot down the first target?
What was the longest air duration of the Six?
Who flew the first inflight refuel?
Oh this is a good one. Who was the boomer that fueled it that day and where from?
Who crashed the first one (last one)?
How many foreign countries did the Six see service in?
What was the best thing about a Six? (The worst?)
Which was faster, an A or B? (Should be easy)
Why a tail hook?
Did anyone ever use the Tail hook?
What was the max altitude a Six ever achieved?
What was the strangest mission ever given a Six?
What was the strangest configuration of Six?
What was the worst damage a Six had that still landed?
How many did wheels up landings?
What was the dumbest ground incident with a Six?
Did one ever really hit a Moose?
Based on Myth. Was anyone ever really killed in the missile bay doors closing?
What was the strangest write up ever (Dumbest maybe)?
Did anyone really get sucked up an intake?
Oh and also what was the biggest myth about the Six?
Go for it guys. I know a few, but hardly all. Give it the best details. This should be interesting.
AJ
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rich256
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Post by rich256 on Dec 20, 2007 0:32:58 GMT 9
As for the first to fire a Falcon my first thought was Jim Eastham: members.cox.net/salvagemike/aviators/test_pilots/eastham.htmThen had second thoughts. Without a doubt it would have been one of the Hughes Aircraft test pilots. I think I know who it was but the name slips my mind right now. That guy died in the 60s following a Penicillin shot. I now remember Jim saying he had flowen all configurations of the 106 but never a complete production model. He had flown 102's with the MA-1 and F-106 without it. Most likely whoever fired the first Falcon also shot down the first drone. Could have been Rocky Jones. Next is who was the first AF Test pilot? The tail hook was supposed to be used if the drouge chute didn't. There were cables at the end of the runway. Someone at Duluth "used' the hook. He says that as he rolled over the arresting cable it bounced up and the hook caught it. As a result a cover was put over the hook when it was in place. As I remember the Handle for the hook and the handle for the chute were pretty close together (Pulled the wrong one?). A pilot from Duluth was the first one to use the Supersonic Seat. I saw a pair of 6's landing at Duluth where the 2nd one went into the gravel in the approach. Ripped off his gear. He was a ball of fire sliding behind his wing man who had popped his chute. Thought he might catch up to him for a while. They were from Merced and on their way home from Tyndall. Guess they wanted to show the Duluth Cats how to land in formation. During a modification (Wild Goose?) a box for the landing gear got installed upside down. As a result one main did not come down. The AF pilot that was testing it did a good job. He was unable to shake it loose so landed on one wheel. Held it up for a long time and then when the wing dipped it spun around once. Had the bird back in the air in a month. A notice was sent out to all the bases to mark those boxes with an arrow. A couple weeks later another 106 at another base had the same problem. WHen they looked the box had the arrow pointing down. THen they put a pin in to prevent the wrong installation. As for the A or B being the fastest, a bit of trivia. For the F-102 the B model had side by side seating so the cockpit area was wider. It made a coke-bottle effect of the airframe and the B was faster. |
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Post by Cougar on Dec 20, 2007 14:08:27 GMT 9
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Post by Jim on Dec 20, 2007 22:50:40 GMT 9
The First approach end use of the tail hook was at Loring when Lt Smith (QC OIC and FCF pilot) landed with the tail hook down without his knowledge...When he walked into the office for debrief I played like a Navy LSO with a pair of ping pong paddles  Shortly thereafter a TCTO came out installing a Tailhook Down light......... BTW, there was never a B model F102- it was called TF-102, someplace I have a photo of the data legend painted just below the canopy of the one that I went Mach 1 in at the Griff in 58....  The Old Sarge |
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rich256
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Post by rich256 on Dec 21, 2007 0:43:53 GMT 9
Hey Cougar,
I remember that incident well. I was just walking out of a building to the east of the hargar. Saw the two in approach. Dual landings not allowed in Duluth as I remember. When the 2nd plane caught fire it was just a ball of flame with the nose sticking out. My concern was that we did not know what weapons might be on board. As I remember the first thing there was that big crane they used to lift aircraft. He just happened to be out near the runway. Seemed like forever before the canopy finally opened and the pilot got out and ran. I remember seeing a couple pretty meek pilots sitting in operations that night.
We salvaged almost all the MA-1 equipment.
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sixerviper
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Post by sixerviper on Jan 7, 2008 12:31:25 GMT 9
B-model Six was supposedly faster due to the curvature of the canopy and the resultant reduction in induced drag. The T-deuce was supposedly not supersonic in level flight, but could make Mach 1 in a dive. I  -never worked on one, but saw a few at Duluth when the ANG had a couple. Damn they were ugly!!! |
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rich256
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Post by rich256 on Feb 5, 2008 0:14:25 GMT 9
Yeah, TF-102, not F-102B. Memory was going bad and getting models mixed up. Seems I remember the 2B was a forerunner of the106. I remember being told that all the TF-102s got put together in a NG squadron in Texas. As I remember no two of them were idential, each having it's own wiring book. That would have been a maintenance nightmare.
I saw a F-106C at the Palmdale (abt 1960). That is where they installed the MA-1. The time was at the end of the 106 production and I think the C was getting ready to be restored to an A configuration. It had a 40 inch radar dish. The nose continued out another foot or two and it had a huge radome.
Plans were to put in the ASG-18 radar (the one scheduled for the F-108 and eventually went into the YF-12 - Then the YF-12 got cancelled because the bomber threat went away).
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Post by Deleted on Jun 11, 2008 1:47:55 GMT 9
Okay - so I'm not a pilot - never in the military, female to boot - am able to share a few points. 'rich256' mentioned a few names I recognized. My dad was William (Bill) R. Austin, Project Manager, Hughes Aircraft - we grew up in Alamogordo, New Mexico - mid 50's to early 70's - he was heavily involved in development of the Falcon, SAM-D programs, etc. They were all a very tight group - was a small town. Great place to grow up. Have a few great posters with the team signatures.
Jim Eastham, Rocky Jones - the Hughes test pilots had dinner (barbecue our backyard) on a reg basis. Great guys - orange flight suits - always had time for my sisters and me. When English Grandmother visited us in NM, my Mother took her out to Holloman - Rocky was flying and buzzed the tower for her so she could see a close up - got into trouble over it. Saw Jim a number of years ago a Hughes reunion in Alamo. Last saw Rocky when he participated in the Reno Air Show - very early '90's. He was killed the following year in an air race he flew/raced experimentals. I have some really great Hughes photos of the Hughes project team and pilots in front of various jets and would be happy to e-mail them to anyone who would enjoy seeing them.
While I remember the death of the pilot with the severe reaction to the penicillen shot - was not Rocky.
You all probably knew all this - not really important - it was a blast for a kid and family who developed life long friends.
Thanks, PJ
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Durden
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Post by Durden on Jun 13, 2008 22:10:03 GMT 9
Okay - so I'm not a pilot - never in the military, female to boot - am able to share a few points. 'rich256' mentioned a few names I recognized. My dad was William (Bill) R. Austin, Project Manager, Hughes Aircraft - we grew up in Alamogordo, New Mexico - mid 50's to early 70's - he was heavily involved in development of the Falcon, SAM-D programs, etc. They were all a very tight group - was a small town. Great place to grow up. Have a few great posters with the team signatures. Jim Eastham, Rocky Jones - the Hughes test pilots had dinner (barbecue our backyard) on a reg basis. Great guys - orange flight suits - always had time for my sisters and me. When English Grandmother visited us in NM, my Mother took her out to Holloman - Rocky was flying and buzzed the tower for her so she could see a close up - got into trouble over it. Saw Jim a number of years ago a Hughes reunion in Alamo. Last saw Rocky when he participated in the Reno Air Show - very early '90's. He was killed the following year in an air race he flew/raced experimentals. I have some really great Hughes photos of the Hughes project team and pilots in front of various jets and would be happy to e-mail them to anyone who would enjoy seeing them. While I remember the death of the pilot with the severe reaction to the penicillen shot - was not Rocky. You all probably knew all this - not really important - it was a blast for a kid and family who developed life long friends. Thanks, PJ Welcome PJ. I lived at Holloman in 1948 where I attended the first grade. I remember White Sands and a lot of scorpions. My father was stationed there. After Holloman, we moved to Fairbanks, Alaska. A big climate difference. 60 degrees below zero in the winter. As a kid, I saw the movie, The Thing in 1951 at the Base Theater and then walked home in the snow looking for the creature. I would like to see your photos. My email is adurden@earthlink.net |
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Post by Cougar on Jun 14, 2008 3:30:33 GMT 9
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Post by vff on Jun 14, 2008 10:58:21 GMT 9
B-model Six was supposedly faster due to the curvature of the canopy and the resultant reduction in induced drag. The B was faster as I was told by an FCF pilot at loring for that very reason. |
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Post by Cougar on Mar 19, 2009 13:33:03 GMT 9
A couple of trivia questions I don't have an answer for. 1. Does anybody know when they started painting the AGE equipment green?  2. As delivered from Convair the landing gear was painted silver. When did they start painting it white, or was that just a squadron thing? :green-beer :drunk :green-beer |
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Post by jwcoon on Mar 24, 2009 12:44:36 GMT 9
Okay - so I'm not a pilot - never in the military, female to boot - am able to share a few points. 'rich256' mentioned a few names I recognized. My dad was William (Bill) R. Austin, Project Manager, Hughes Aircraft - we grew up in Alamogordo, New Mexico - mid 50's to early 70's - he was heavily involved in development of the Falcon, SAM-D programs, etc. They were all a very tight group - was a small town. Great place to grow up. Have a few great posters with the team signatures. Jim Eastham, Rocky Jones - the Hughes test pilots had dinner (barbecue our backyard) on a reg basis. Great guys - orange flight suits - always had time for my sisters and me. When English Grandmother visited us in NM, my Mother took her out to Holloman - Rocky was flying and buzzed the tower for her so she could see a close up - got into trouble over it. Saw Jim a number of years ago a Hughes reunion in Alamo. Last saw Rocky when he participated in the Reno Air Show - very early '90's. He was killed the following year in an air race he flew/raced experimentals. I have some really great Hughes photos of the Hughes project team and pilots in front of various jets and would be happy to e-mail them to anyone who would enjoy seeing them. While I remember the death of the pilot with the severe reaction to the penicillen shot - was not Rocky. You all probably knew all this - not really important - it was a blast for a kid and family who developed life long friends. Thanks, PJ Welcome PJ. I lived at Holloman in 1948 where I attended the first grade. I remember White Sands and a lot of scorpions. My father was stationed there. After Holloman, we moved to Fairbanks, Alaska. A big climate difference. 60 degrees below zero in the winter. As a kid, I saw the movie, The Thing in 1951 at the Base Theater and then walked home in the snow looking for the creature. I would like to see your photos. My email is adurden@earthlink.netI got to Holloman/Alamogordo in 1984, worked AT-38Bs, F-15A and Full Scale Aerial Targets then went to South Korea in 1995, ended up back at Holloman at the Test Group in 97, retired in 99. love this area, still here, and originally from MI to boot lol. |
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MOW
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Post by MOW on Mar 24, 2009 19:42:46 GMT 9
I got to Holloman/Alamogordo in 1984, worked AT-38Bs, F-15A and Full Scale Aerial Targets then went to South Korea in 1995, ended up back at Holloman at the Test Group in 97, retired in 99. love this area, still here, and originally from MI to boot lol. Where did you work in Korea in 95? Osan or the Kun? I've been here in Korea (this time) since 1993 at Osan. Retired in 1998 while at Osan and was hired as a DoD GS employee... still here. |
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Post by dude on Mar 25, 2009 16:07:57 GMT 9
After I got out in '79 I eventually went to work for the outfit that built the big yellow can (FDT) that fits over the nose of the aircraft and tests the MA-1 system. So I went to several active and guard six bases doing FDT mods. The first time I ever saw white landing gear on a six was the pictures on this site from the Hill museum.
Don't remember green AGE. Certainly not at a Guard base. Not saying it didin't happen, but if it did, my best guess would have been during or just prior to the transition of ADC to ADTAC (circa '81-'82), which would have levied different mobility requirements on any remaining six squardrons.
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Post by dude on Mar 25, 2009 16:18:17 GMT 9
 OK I've got two here that probably fall into the seriously lame myth category. #1 - I was told by a pilot in our squardron that if all weapons were expended in battle and enemy aircraft were still coming, they were suppose to drop the tailhook and attempt to rake the canopy of the enemy plane. True or False? #2 - I was told by an old ANG Egress MSgt that there was a pouch on the side of the ejection seat that held chaff packs that the pilot was suppose to toss as he was coming down. True or False?
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Post by lindel on Mar 25, 2009 19:18:19 GMT 9
#1 - What I was told was that they were supposed to use the rudder to damage the other a/c.
#2 - I never heard of this one.
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Post by Jeff Shannon on Mar 25, 2009 23:37:51 GMT 9
OK I've got two here that probably fall into the seriously lame myth category. #1 - I was told by a pilot in our squardron that if all weapons were expended in battle and enemy aircraft were still coming, they were suppose to drop the tailhook and attempt to rake the canopy of the enemy plane. True or False? #2 - I was told by an old ANG Egress MSgt that there was a pouch on the side of the ejection seat that held chaff packs that the pilot was suppose to toss as he was coming down. True or False? I can answer #2 as a USE TO BE See Below I remember doing the TCTO to remove them. However I don't know about the Pilot tossing the chaff. From 1975 through 1988: * In 1978, installation of a smaller and simpler “elbow”-shaped seat-mounted parachute actuator. The seat shown here features this more recent elbow parachute actuator. Note that the MA-6 lap belt also shown in the photograph with the elbow actuator is actually an historical mismatch; an HBU-4A belt would have been more appropriate. * In 1979, the shoulder harness inertia reel system was replaced by a gas-powered (or “ballistic”) shoulder harness retraction reel, which caused automatic and proper positioning of the pilot against the seat. The gas generator and reel motor were installed behind the seat headrest. This modification also required the installation of a M3A2 initiator under the seat pan (photo, leftmost initiator). Triggered by the rotation of a torque tube upon ejection handle pull, the M3A2 sent gas to activate the shoulder harness retractor initiator. * The removal of the chaff dispenser from the upper right side of the seat. * Installation of a metal strap ROCAT protector. * Removal of the ditching lever. This lever allowed the pilot to manually disconnect the parachute deployment cable from the seat-mounted parachute actuator. Its removal followed the conversion to the elbow-type parachute actuator. * In 1983, replacement of the HBU-4A lap belt by the HBU-12A lap belt (not shown on the photos). Everything you might need to know about the ejection seat is right here... www.f-106deltadart.com/ejection_seat.htm |
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Post by Cougar on Mar 26, 2009 0:54:01 GMT 9
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Post by Tom Dlugosh on Mar 26, 2009 2:30:36 GMT 9
I recall that, after all weapons were deployed, the aircraft itself became the primary weapon. I'm not a pilot, but it seems that trying to hit another flying aircraft with just an extended arrester hook would be extremely difficult.
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-never worked on one, but saw a few at Duluth when the ANG had a couple. Damn they were ugly!!!
OK I've got two here that probably fall into the seriously lame myth category.
