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Post by pat perry on Dec 7, 2015 3:50:03 GMT 9
I started this thread for Doug Barbier who is writing the latest book about the F-106. Doug often asks questions via emails that I will put here or he can put here to find some answers.
I call this one "Asked and answered re Hughes Aircraft
Guys,
Are there any old Hughes folks around? I realized that I have never managed to get in touch with them to hear the Hughes side of the story.
Also - there is an absolute lack of any good photography of the maintenance guys working on a Six. There are some weapons load shots around, but not much in the way of either wrench bending or avionics work. I would like to give the ground guys as much credit as the drivers, but photos & war stories are in much shorter supply.
About 65,000 words down & starting to wade through photos to see which will make the cut.
Pat - I should be getting your slides back in the mail shortly. Thank you!
Doug
answered by Bobski: Hi Doug,
You know one now, me! When I got out of the Air Force in 72 at Wurtsmith I became a Hughes Tech Rep. My first assignment was Otis. I was only there for 8 months, then got assigned to Selfridge. I was Rep there for about a year, then wanted to send me to Iran, so I quit Hughes and joined the 191st full time, WS10.
I do keep in contact with another Hughes Tech Rep, Chuck Gonsowski, he lives in California.
Sent from my iPhone,
Bobski
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Post by pat perry on Dec 7, 2015 3:53:15 GMT 9
From Doug Barbier:
Six guns and updates - request for help
All of the (then) existing ADC units got the guns by FY 76, but since they had no gunsight, the guns sat in storage for several years. So question becomes -
Exactly when did the sights get installed? (after 1978)
Did any guard units other than FLA and NJ get the gun? I know Michigan did not. Neither Mass nor Mont could carry, so that leaves California as a question.
As I am coming to the end of the project, I am finding that anything after about 1973 is a big, black hole in my research materials as far as Six modification programs go. I am good through Block "S" and the PUP mod. WHAT ELSE got done to the jets after that?
Some of the things that I have heard about include:
Possible (wing) reskinning?
Project "Gold Plate" - a complete re-wiring job & new electrical connectors?
?? What was done to improve the radar (if anything)??
what am I missing?
Hopefully this will be the last blast asking for help. If I can get over the "last modifications to the fleet" hurdle, all that is left is the fleet retirement, NASA usage, drone program and the DARPA proposal. After that it is just listings & tables.
I know some guys here have the answers. Pat P.
Doug
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Post by pat perry on Dec 7, 2015 5:21:19 GMT 9
Doug,
I think you need to talk with Marv Donnelly MA-1 troop and instructor and TDY to Hughes aircraft engineering. I copied him in. He can probably answer your questions below.
I did a Forum search on mods and about 100 posts deep I found the enclosed post from Marv:
Thread: F-106 M-61 20mm Gatling Gun
Lorin - you would have been amazed at just how well the MA-1 performed at the end of the program!
First - the IR was all revamped for the 3rd time when we installed TEC - Thermo Electric Cooldown. that eliminated the compressor, the nitro lines, the evaporators, the dehydrators and we never ever serviced any nitrogen again!
Then we had AHRG. This eliminated the stable table and most all of the SCRG units. One main gyro with a lot of computer help. You could almost do a "waypoint" navigation to anywhere you wanted to go!
Optical sight was pretty much gone and the HUD was installed on all the "A" models fitted with the gun.
The Single generator feature was fantastic with the addition of PUP - the Power Upgrade. No longer needed the big ECU-10 or M-32 for ground power. All that was needed on ground was basically a 28VDC power. All power was derived from internal circuitry. We had a "589" unit in the 05 hole and a 926 unit in the RADAR rack to provide all power to our system. ALL those nasty old vacuum tube filters and voltage regulators were gone! MGUAMPS were never seen again!
The AFCS was a great addition back in 1972-73. The old AFCS units in the 05 hole were removed and I personally kicked one across the hangar floor at speedliine at Hamilton!
The bubble canopy and gun mod was added and when we picked up the HUD - Heads up Display- along with a totally new 149 unit the package really nested very well with our system. The only real hindrance was that only "A" model - Vertical taped birds would be used for the gun. NO "B" model was ever modded. The gun was in a pod mount and totally replaced the MB-1 rack in the weapons bay. Check with Ralph Robledo at Castle Air museum for close up pictures. He has the only gun pod - with gun - that I know of!
UHF was modded and improved at least 3 times. The last radio I saw was an ARC-169. The TACAN was pretty much left alone though internal upgrades were accomplished.
I'm sure there are a few other mods I missed - like the "Gold Plate" project that replaced ALL the coax connectors in the aircraft and the box and rack plugs with gold plated pins and connectors. That really made the system click!
For the airframe - one big mod I do remember was a re-skinning of the aircraft wings. The upper skins were cracking at the rivit seams and the repairs were beginning to leak more than ever. The A.F. decided to re-skin the wings - thus giving many more flying hours to the airframes. In the end - the program was winding down so the numbers of airframes being modded were also reduced. The final tally on reskinning and gun mods along with the new RADAR receiver were reduced to about 85 total airframes.
Oh - the new RADAR receiver was an all solid state model taken from the F-18! The paramp was replaced with a solid state device and really improved the reception and lockon range. Though the lockon - max range was left the same. I was there for some of the receiver testing on the HUGHE"S -WOOD NOSE" test mockup! YES - the frame of that mockup was actually made of wood - PLYWOOD to be exact! I had heard of it all my early career and finally got to see- and touch it!
There was a whole new RADAR set with and new computer in the works for our MA-1. The computer would have mounted in the computer compartment along with a whole new rack. The new RADAR would have consisted of 4 units. The TX - The recr - and the video procesor AND a new antenna. Also - there would have been a whole lot of lead ballast added to balance out the airframe.
So - you can see some of what you missed! If you have any questions - send me a message and I'll do my best to fill you in!
I don’t know how he remembers all this stuff from 45 years ago. Must be all that good clean living with no beer. As he reads this he is probably rolling on the floor with laughter. ;-)
Pat P.
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Post by pat perry on Oct 4, 2016 3:16:43 GMT 9
Doug Barbier's long awaited book is coming out on April 15, 2017.
I preordered one today from Amazon:
www.amazon.com/Worlds-Fastest-Single-Engine-Jet-Aircraft/dp/1580072372
World's Fastest Single-Engine Jet Aircraft: Convair's F-106 Delta Dart Interceptor (hardcover) 
From Amazon website link above: Developed for the Air Force in the early 1950s as a next-generation interceptor following Convair's pioneering delta-wing F-102, the F-106 excelled in every aspect of the Air Defense Command mission. With its advanced Hughes radar system, Falcon air-to-air missiles, and a top speed in excess of Mach 2, the Delta Dart became known as "the ultimate interceptor," able to scramble, launch, find its targets, and blow them out of the sky. The 'Dart was also the lightest-weight aircraft ever powered by a Pratt & Whitney J75 turbojet.
This book provides an insightful and in-depth look at the sixth member of the Air Force "Century Series" family of supersonic fighters. From initial concept through early flight test and development and into operational service, every facet of the F-106's career is examined and explained in comprehensive, yet easy-to-read text. All USAF Air Defense Command units that operated F-106s are covered, and aircraft markings and color schemes are included as well.
The Convair F-106 remains to this day as one of the most successful military aircraft ever built. This book now gives the reader a thorough and meticulous reference source on the F-106 using excellent photographs and technical illustrations to tell the story of this history-making aircraft, while also providing valuable detailed information for modelers and historians.
About the Author: Col. Doug Barbier grew up to the sound of F-106s flying out of Selfridge AFB, MI, where a visit on Armed Forces Day 1962 began a lifelong interest in the jet. A U.S. Air Force Command Pilot with more than 3,500 flight hours, he flew the Lockheed T-33, the supersonic Northrop T-38, and logged more than 1,000 hours in the McDonnell F-4 Phantom II. Barbier finished his military career flying the F-16, spending many hours sitting Air Defense alert, and making three intercepts of Soviet Tu-95 Bears along the way. After retiring from the Air Force, he flew for a major airline for twenty years. Barbier has had over 200 photographs published worldwide, and this is his first full-length feature book.
Pat P
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Post by Jim on May 1, 2017 5:09:04 GMT 9
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Post by shadowgunner on Jun 15, 2017 8:29:40 GMT 9
I just received a copy of Doug's book. I have been so busy at the museum, I haven't had a chance to actually read it yet. Me and the crew at the museum skimmed through it at lunch; all approve! This may be my favorite F-106 book.
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Post by Jim on Jun 15, 2017 11:20:07 GMT 9
Welcome back shadowgunner
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Post by pat perry on Mar 15, 2018 3:38:21 GMT 9
A message from Doug Barbier via Bobski - Pat P.
All F-106 Troops,
FYI. Doug Barbier's outstanding, best ever written documentation on the F-106 Worlds-Fastest-Single-Engine-Jet-Aircraft will be getting a second printing! Congratulations Doug!
Here's where you can order:
www.amazon.com/Worlds-Fastest-Single-Engine-Jet-Aircraft/dp/1580072372/ref=sr_1_fkmr0_1?ie=UTF8&qid=1521050533&sr=8-1-fkmr0&keywords=F-106+ultimate+interceptor
Bobski
PS: Stay tuned for 2019 Tucson Reunion info coming after our committee visits Tucson after April 28!
From: dcbrb@yahoo.com
Subject: Six book reprint
Bobski,
My Six book is being reprinted as the original run has pretty well sold out. I think that may be the fastest reprint in Specialty Press history - less than one year on the market. And the second run will also be hardcover.
Doug Barbier 
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Post by pat perry on Mar 16, 2018 10:14:55 GMT 9
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Post by pat perry on Apr 22, 2018 6:04:25 GMT 9
Email from LtCol M. Ross Shulmister (Ret) to a number of his friends. Pat P.
Amazon Customer Review
🌟🌟🌟🌟🌟
The Penultimate Reference Book on the F-106, history, development, and operations
By M. Ross Shulmister on April 21, 2018
Verified Purchase
For anyone who has had any connection with this amazing fighter, this is the penultimate reference book, not for the specifications, but for its history and the operational squadrons and higher organizations. The research that must have gone into this is simply staggering.
If the development challenges and politics are something you eschew, you can skip those parts, but if you ever thought that developing and building a combat airplane is not a big deal, you'd be missing an incredibly convoluted story.
I was astounded that the author discovered a combat mission I flew and thought was classified (yeah, I'm an ex-dart driver). It was a case where they said it couldn't be done, but the Delta Dart did it anyway (see pages 125 and 155).
And without this book I never could have appreciated the challenges faced by the maintenance personnel, especially of the fire control system (which seemed to differ from one plane to the next).
If you're assigned to an air combat squadron, this book needs to be in your ready room or lounge.
There are more pictures of F-106s than I thought existed.
Warning: there is a plethora of detail on individual planes by tail number, so you may find some of that to be tedious. Just scan that portion and move on to the parts that interest you.
Politicians: You need to read this to understand the problems you can create if you're more in to the politics than the country's military needs.
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Post by pat perry on Jun 20, 2018 6:13:51 GMT 9
Message from Doug Barbier - Pat P. Guys, Due to popular request, I will keep plugging away on the follow-on volume to my F-106 book and attempt to repeat the process with the Deuce. However, in order to make that happen, I am going to need a lot of help with good, crisp photos as by the time I first picked up a camera, the Deuce fleet was pretty much in the boneyard. I am also going to need to find some good aerial photography of birds with squadron markings. Finally, I would like to make contact with anyone who flew or worked on the F-102 to gain some of the "first hand" stories and information that really add interest to the story. Please contact me directly if you are able to help. Thanks! Doug dcbrb@yahoo.com |
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Post by pat perry on Feb 9, 2019 10:46:47 GMT 9
Doug Barbier our great F-106 Book author is now writing a similar book on the F-102.
Here's a message from Bobski and Doug:
This email is going out to everyone on our F-106 Reunion list. There are a lot of you who flew or worked on the F-102. Doug Barbier, who authored a wonderful F-106 book ("World's Fastest Single Engine Aircraft") has been working on a book for the "Deuce." Look below at some of his questions and respond/reply directly to him if you can help him out. dcbrb@yahoo.com
Good Luck Doug and Thank You for your dedication to preserving the history of our beloved aircraft!
Bobski
Guys, here is a question for you - did any of the TF-102s in the deuce units that received the aerial refueling mod get modified as well? I have seen conflicting statements but no photographic proof that it happened. You would think that with the fat, wider, cockpit area of the tub, that the F-102A probe and external plumbing would not work. BTW - a total of four squadrons received A/R mods. Everyone knows about the 82nd and 64th that flew to PACAF using tanker support, but the 325th FIS at Truax and 326th at R-G also received it. Both of the latter two squadrons were ADC's "worldwide deployment package". Once the Sixes got A/R capability those two deuce units lost the mission and were subsequently deactivated.
Another brain teaser: Where did the F-102's in PACAF receive depot maintenance? Itazuke? Naha? Both? Neither? And how about the deuces that were sent to Greece & Turkey - who did the depot work for them??
Slowly putting pieces together & starting to write.....
Doug
So far, Doug has received 9 emails from our F-106 Reunion Email list members. Can you answer any of Doug's questions? If so, reply here or directly to Doug at his email addy above.
Thanks,
Pat P.
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Post by pat perry on Feb 9, 2019 13:44:20 GMT 9
This was one of the first replies that Doug Barbier received from Bobski's email about Doug's upcoming F-102 book. It was from the spouse of a F-102 troop and reminded me that often our spouses of many years know as much or more about our USAF careers than we ever thought. I knew that F-102s were deployed to Vietnam and Korea but I never knew that we lost some pilots.
Thanks,
Pat P.
From: Beverly Kai
Date: February 8, 2019 at 2:58:40 AM EST
To: Bob ski
Cc: Dougg Barbier
Subject: Re: F-102 questions for Doug
I was there the day the 64th FIS took off from Payne Field WA to transfer to Clark in the PI.
My husband had been a member of the 64th but we did not go to Clark with our friends. We did PCS to McChord AFB.
As for the refueling modification, no Deuces remained at Payne after this mass takeoff. I would have heard the engine and recognized it. I would have heard it and asked my husband about it.
By extrapolation, I am risking it to say that the Deuce trainer was modified for R/A, and flew out with the rest of the men.
I was among the wives standing on the ramp as the pilots took off. Looking back I remember the clutch of young women as looking like they just stepped out of a movie poster.
I am happy that you are doing the Deuce [book]. We had already lost two guys over Vietnam on their TDYs tours of combat.
One of the losses was Clifton Cushman, an Olympic medalist. He could have requested an assignment to do nothing but train for the next Olympics. He did much thinking about commitments and duty. He ran to work every morning and finished the workout with a run around the runway.
He wanted to at last earn a gold Olympic medal. But he took the TDY to Vietnam and died within weeks.
The other casualty during a TDY was Dave Wagner. A man so cool that he made tee-totaling acceptable.
The Girls, the wives, were oriented by experience in the simulator. We also got an afterburner ride down the runway in the Tub. No nose wheel left the tarmac.
I am hoping that your project will turn up the squadron banner I made for the 64th when they deployed to Clark.
Beverly Kai
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