The F-106A was followed into service by the "F-106B", a two-seat conversion trainer variant which retained its combat capabilities at the expense of performance. The student and instructor was seated in tandem, forcing a redesign of the forward fuselage (as in the F-102/TF-102 trainer series prior). These modified forms were produced to the tune of some 63 completed examples.
The F-106C was one of a series of proposed F-106 variants. This particular mark was to house the massive AN/ASG-18 radar in a lengthened and enlarged nose cone assembly. The F-106D would have been the two-seat version of this production mark. Both were ultimately cancelled in September of 1958. The F-106X was another "forgotten" developmental mark which was intended to compete with the Lockheed YF-12. The F-106E was another proposed F-106 variant that came to naught - intended to be an improved production form. The two-seat version would have taken the F-106F designator though neither were eventually used. NASA was granted use of two modified F-106B production models under the designation of "NF-106B" for research (until 1991).
In practice, the F-106 performed admirably and her pilots enjoyed their time spent in the cockpit - "hotrod" in its truest form. The technologically-laden aircraft was not without fault, however, for her advanced MA-1 fire control system proved meddlesome throughout her career despite numerous attempts to right the software and functionality. Her ejection seats also proved quite fatal to her early pilots, killing all twelve in their respective attempts. Additionally, the F-106 saw extremely limited production figures when compared to the 1,000 F-102s delivered and they only ever served within the Air Defense Command section of the USAF prior to being delivered to Air National Guard units. None ever saw combat (unlike the F-102, which served for a time in the Vietnam War) while stationed at bases in Europe, Iceland, Alaska and South Korea. At its peak usage, the F-106 stocked some 13 American interceptor squadrons versus the 26 of the F-102.
Attempts to better the aircraft were made through various upgrade initiatives. However, the success of the excellent McDonnell Douglas F-4 Phantom II soon ended any future hope concerning the F-106 series for it proved the better platform in nearly every conceivable category. Wartime experience in Vietnam also showcased several requirements that the F-106 lacked - including that of excellent cockpit visibility, broadened weapons carrying capabilities and - of course - an internal gun (F-4E). The "missile war" envisioned by American war planners had never materialized for the close-in dogfight involving cannon proved alive and well.
In 1972, a new initiative was furthered to help bring about several major revisions to the F-106 family. This included the installation of a 20mm internal Gatling-type cannon as well as a "bubble" canopy (this replacing the original framed versions). Despite this, time and technology were not on the side of the F-106. Within time, the aircraft was inevitably forced out of the long-term USAF plans. The arrival of the McDonnell Douglas F-15A Eagle "air superiority" fighter brought an end to America's last dedicated interceptor. For its time, the F-106 represented the most important aircraft type in the ADF inventory and soldiered on until 1981 to which then the systems were handed down to the Air National Guard to run out their useful lives. Others were converted into aerial target drones for USAF training. ANG examples served until 1988 while the F-106 in its drone forms lasted until 1998.
Including the two developmental prototypes and twin seat trainers, F-106 production peaked at 342 units. Production ended in 1962.
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