Northrop 3A. (Dan Shumaker Collection/1000aircraftphotos.com)Lieutenant Arthur Henry Skaer, Jr. (David Schwind/Ancestry)
30 July 1935: The Northrop 3A was a prototype pursuit built to compete for the U.S. Army Air Corps’ fighter contract. It flew against the Curtiss-Wright Model 75 Hawk, X17Y, and the Seversky SEV-1XP, X18Y. During flight testing, the Northrop entry was found to have undesirable spin characteristics and was returned to the builder for further work.
On the afternoon of 30 July 1935, 1st Lieutenant Arthur Henry Skaer, Jr., Air Corps Reserve, who was employed by Northrop as a test pilot, took off from Mines Field (now Los Angeles International Airport, LAX) to conduct spin tests.
Skaer never returned. An extensive search was conducted of the nearby Palos Verdes Peninsula and the southern California coastal waters. An Air Corps search plane spotted what appeared to be fresh oil on the surface, but no other sign of Lieutenant Skaer or the Northrop 3A were ever found.
The United Press reported:
Mystery Airplane Of Army Missing; Hunt Under Way
Fear felt for Safety of Reserve Flier in Coast Hills
(By United Press)
LOS ANGELES, July 30—Fear for the safety of Lieutenant Arthur Skaer, lost in a test flight in a new “mystery” pursuit plane—reportedly the fastest army plane in the world—deepened tonight when planes searching the desolate Palos Verdes hills, where he was last seen.
Skaer, army reserve test flier, took off shortly afternoon from Mines field, and the plane has not been reported since.
Others to Search
At dawn, planes from the sheriff’s air detail, national guard planes from the Long Beach, Cal., airport, and possibly planes from the army air base at March field, Riverside, Cal., will join the search, combing a 200-mile coastal strip from San Diego northward.
The plane, latest weapon in army air warfare, reportedly was able to travel 300 miles an hour, and was a secret design, rigidly guarded by the U.S. army and officials of the Northrop factory, where it was built.
Last Report of Sighting
Reports that his plane had been last seen over the Palos Verdes area between San Pedro and Venice, Cal., resulted in a search by a squad of army reserve planes from the Long Beach air base under Lieutenant John K. Nissley.
The planes circled over the hills until after dark, but saw no sign of the Northrop. Meanwhile, Captain Claude Morgan of the sheriff’s air detail was preparing to join the search in the morning.
—The Salt Lake Tribune, Vol. 131, No. 108, Wednesday, 31 July 1935, Page 1, Column 3
—Los Angeles Times, Vol. LIV, Thursday, 1 August 1935, Page 1, Column 6 and 7
Arthur Henry Skaer, Jr., was born at Denver, Colorado, circa 1911. He was the son of Arthur Henry Skaer, Sr., purchasing agent for a manufacturing company, and Ada Jane Scott Skaer.
Skaer graduated from East High School in Denver in 1929. While there, he was a member of the student council, the track and wrestling teams, and the cooking club.
On 29 April 1935, Lieutenant Skaer married Miss Dorothy B. Firebaugh, a fellow student from East High School. They resided in Walnut Park, California.
Northrop 3A
The Northrop 3A was a single engine, single place, low wing monoplane with an enclosed cockpit and retractable landing gear. It was of all-metal monocoque construction. The airplane was 22 feet, 3 inches (6.782 meters) long with a wingspan of 34 feet, 6 inches (10.516 meters) and height of 9 feet, 1 inch (2.769 meters). It had an operational weight of 3,900 pounds (1,769 kilograms).
The Northrop 3A, photographed 30 July 1935, the day it disappeared off the coast of southern California. No trace was found of it or the pilot, 1st Lieutenant Arthur Henry Skaer, Jr. (Ray Wagner Collection, San Diego Air & Space Museum Archives, Catalog #: 16_005638)
The Northrop 3A was powered by an air-cooled, supercharged, 1,535.387-cubic-inch displacement (25.160 liters) Pratt & Whitney Twin Wasp Junior, two-row, 14-cylinder radial engine. The specific model is not known but most sources state that it was rated at 700 horsepower.
The prototype was unarmed, but was planned to carry a single .30-caliber or .50-caliber machine gun.
Captain Frank Peak Akers, United States Navy, commanding USS Saratoga (CV-3), circa 1945.(U.S. Navy)
30 July 1935: Lieutenant Frank Peak Akers, United States Navy, took of from the Naval Air Station San Diego, California, flying a specially-equipped Berliner-Joyce OJ-2 biplane. With his cockpit covered by a hood to prevent his seeing outside, he flew completely by reference to electronic devices on board the airplane.
The purpose of Lieutenant Akers’ flight was to locate the aircraft carrier USS Langley (CV-1) at an unspecified position approximately 150 miles (241 kilometers) to the west of the California shoreline. Then, still flying solely by his instruments, he was to land aboard the carrier.
Akers accomplished his tasks, for which the Navy awarded him the Distinguished Flying Cross.
Lt. Frank P. Akers, wearing flight helmet and goggles, explains the instrument landing equipment to Rear Admiral Ernest J. King, seated in the aft cockpit, at NAS Anacostia, circa 1934. (U.S. Navy)
The instrument flying equipment had been developed by the Washington Institute of Technology, founded by former members of the U.S. National Bureau of Standards. The Navy tested these devices at College Park, Maryland. On 1 May 1934, Lieutenant Akers took off from NAS Anacostia in the hooded OJ2 and landed, “blind” at College Park.
A Berliner-Joyce OJ-2, Bu. No. 9204, with a retractable hood over the rear cockpit and a large radio mast. (U.S. Navy)
The Berliner-Joyce OJ-2 was a single-engine two-place biplane designed as an observation aircraft for operation from U.S. Navy light cruisers. The fuselage was constructed of welded chrome moly tubing, with the forward section covered in sheet metal. The aft section and wooden wings were covered with fabric. The airplane could readily be reconfigured from a float plane to conventional landing gear.
Three-view illustration of the Berliner-Joyce OJ-1/2 biplane, (FLIGHT, No. 1324, Vol. XXVI, 10 May 1934, Page 468, Column 1)
The OJ-2 was 25 feet, 8 inches (7.823 meters) long with an upper wing span of 33 feet, 8 inches (10.262 meters) and height of 10 feet, 10 inches (3.302 meters). The total wing area was 284.2 square feet (26.40 square meters). The airplane weighed 2,323 pounds (1,054 kilograms) empty, and 3,713 pounds (1,684 kilograms), gross.
The OJ-2 was powered by a Pratt & Whitney R-985-38 Wasp Jr. engine rated at 400 horsepower at 2,200 r.p.m., at Sea Level. The direct-drive engine had a compression ratio of 6:1, and turned a two-bladed propeller. The engine was enclosed by a Townend ring.
Its maximum speed was 154 miles per hour (248 kilometers per hour) at Sea Level, and 121 miles per hour (195 kilometers per hour) at 15,000 feet (4,572 meters). The airplane could climb to that altitude in 12.1 minutes. The service ceiling was 15,300 feet (4,663 meters), and its absolute ceiling was 16,700 feet (5,090 meters). The maximum range of the OJ-2 was 461 nautical miles (531 statute miles/854 kilometers).
The OJ-2 was equipped with radio transmitters and receivers. It could be armed with a single fixed Browning .30 caliber (7.62 mm) machine gun in the upper wing with 500 rounds of ammunition, and a second gun in the rear cockpit with 600 rounds of ammunition. A maximum of 500 pounds (227 kilograms) of bombs could be carried.
A Berliner-Joyce OJ-2 observation plane, Bu. No. 9197, assigned to Scouting Squadron 5B, USS Memphis, photographed at NAS San Diego, 1934. (United States Navy)
Frank Peak Akers was born 28 March 1901 at Nashville, Tennessee. He was the second of four sons of Albert Warren Akers, an attorney in private practice, and Lillian Crenshaw Akers.
Frank Akers was appointed to the United States Naval Academy at Annapolis, Maryland. He entered as a midshipman on 12 June 1918. Midshpman Akers graduated and was commissioned as an ensign, United States Navy, 3 June 1922.
USS Sumner (DD-333), a Clemson-class “flush-deck” or “four-stack” destroyer, circa 1920s. (United States Navy)
Ensign Akers was assigned to the Clemson-class destroyer USS Sumner (DD-333), serving in the engineering department. He remained with the ship for the next two years.
In 1925, Ensign Akers was promoted to the rank of lieutenant (junior grade) and transferred to NAS Pensacola, Florida, for flight training. After qualifying as a naval aviator, 11 September 1925, Lt. (j.g.) Akers was assigned to Observation Squadron Two (VO-2) aboard the class-leading battleship, USS Nevada (BB-36).
USS Nevada (BB-36), 1925. (Allan C. Green/State Library of Victoria.)Members of Observation Squadron Two (VO-2) aboard USS Nevada (BB-36), circa 1925. The officer in the back row, second from left, may be Lt.(j.g.) Frank Akers. The next three officers are Lt. George Seitz, Lt.(j.g.) W.K. Berner, and CPO Ludika. (VPNavy.org)
In 1926, Lt. (j.g.) Akers was reassigned to Aircraft Squadrons, Battle Fleet, aboard the aircraft carrier USS Langley (CV-1).
USS Langley (CV-1) underway, circa 1926. (U.S. Navy)
In 1927 Akers transferred from Langley to Fighter Squadron Five (VF-5 S), aircraft squadrons, Scouting Fleet, aboard USS Wright (AV-1), a former airship tender which had been converted to a sea plane tender.
Lieutenant (j.g.) Frank Peak Akers married Miss Mary Bayliss House in Sumner County, Tennessee, 25 January 1928. They would have a son, Albert Bayliss Akers, born 12 November 1928, and who would later be a major general, United States Army.
Akers served at NAS Pensacola from 1928 to 1930 as a fighter instructor. He was promoted to lieutenant 26 November 1929. Leaving Pensacola, Lieutenant Akers returned to Langley.
Lieutenant Akers was a postgraduate student in electronics at Annapolis in 1932. The Navy then sent him to Harvard University, Cambridge, Massachusetts. He earned a master’s degree in electronic communications in 1933. He was then assigned to NAS Anacostia, where he was involved in experimental instrument landing systems.
In 1937 Lieutenant Akers was assigned as the communications officer, Aircraft Base Force, once again aboard USS Wright.
Akers was promoted to lieutenant commander, 23 June 1938. He was assigned to the Bureau of Engineering at the Navy Department, Washington, D.C.
USS George E. Badger (AVP-16), 5 September 1940. (U.S. Navy History and Heritage Command 80-G-0466188)
Lieutenant Commander Akers took command of the USS George E. Badger (AVP-16), 8 January 1940. This was a Clemson-class destroyer which had been converted to a sea plane tender. He was promoted to the rank of commander (temporary), 1 January 1942, with the rank becoming permanent on 30 June 1942.
During the early months of World War II, Commander Akers was the Navigator aboard USS Hornet (CV-8). He participated in the Halsey-Doolittle Raid, giving Colonel James H. Doolittle the latest position of the aircraft carrier just before he took off to attack Japan, 18 April 1942. Two months later, Commander Akers was aboard Hornet during the Battle of Midway.
USS Hornet (CV-8), Captain Marc A. Mitscher, U.S.N., commanding, 27 October 1942. The aircraft carrier is painted in Measure 12 camouflage, Sea Blue 5-S, Ocean Gray 5-O and Haze Gray 5-H. (U.S. Navy)
Commander Akers was promoted to captain (temporary) 1 April 1943. On 15 April 1945, he took command of the newly-repaired Lexington-class aircraft carrier, USS Saratoga, CV-3. He remained in command until 4 February 1946.
USS Saratoga (CV-3) under way in Puget Sound, 15 May 1945, Captain Frank P. Akers, commanding. (U.S. Navy)
Captain Akers’ rank was made permanent on 1 May 1949. Less than a year later, 1 March 1950, Captain Akers was promoted to rear admiral. He remained in the Navy until April 1963, when he retired with nearly 45 years of service.
Rear Admiral Frank Peak Akers, United States Navy (Retired) died at the George Washington University Hospital, Washington, D.C., 22 March 1988, 6 days before his 89th birthday. He was buried at the Arlington National Cemetery.
Captain Jack Wilton Weatherby, United States Air Force, with his McDonnel RF-101C Voodoo. (Darlene Pistocchi)
AIR FORCE CROSS
CAPTAIN JACK WILTON WEATHERBY
The President of the United States of America, authorized by Title 10, Section 8742, United States Code, takes pride in presenting the Air Force Cross (Posthumously) to Captain Jack Wilton Weatherby, United States Air Force, for extraordinary heroism in military operations against an opposing armed force while serving as Pilot of an RF-101 aircraft of the 45th Tactical Reconnaissance Squadron, Tan Son Nhut Air Base, Vietnam, in action over North Vietnam on 29 July 1965. On that date, Captain Weatherby voluntarily flew an unarmed aircraft at extremely low altitude deep into hostile territory which was heavily defended, to photograph a target of vital significance to the United States Air Force and Republic of Vietnam Air Force. As he approached the target area, his aircraft was severely damaged by accurate ground fire. With complete disregard for his personal safety, Captain Weatherby elected to press on to the target until his badly damaged aircraft exploded and crashed. Captain Weatherby’s courage and devotion to duty are in keeping with the highest traditions of the American fighting man under attack by an opposing armed force. Through his extraordinary heroism, superb airmanship, and aggressiveness in the face of hostile forces, Captain Weatherby reflected the highest credit upon himself and the United States Air Force.
Air Force Cross
Jack Wilton Weatherby was born in the state of Arkansas 7 August 1935. He was the first of two sons of Herchel Clayton Weatherby, a worker in a packing house, and Elizabeth Eula Eddelman. Shortly after his birth, the family relocated to Fort Worth Texas.
Jack Weatherby (The Bulldog 1953)
Jack Weatherby attended Trimble Technical High School in Fort Worth, graduating in June 1953. He played on the school’s basketball team.
Weatherby enlisted in the United States Air Force, 21 March 1955. He completed basic training at Lackand Air Force Base. The following year, April 1956, he entered the Aviation Cadet Program. He trained as a pilot at Bryan Air Force Base, Texas, and Luke AFB, Arizona. He graduated 27 April 1957 and was commissioned as a second lieutenant, United States Air Force..
Lieutenant Weatherby married Miss Barbara Nell Hackney, a 1953 graduate of R. L. Paschal High School in Fort Worth. They would have two children, D’Ann Elizabeth and Richard Kennon Weatherby.
Captain Weatherby was killed in action over North Vietnam 29 July 1965. His remains were located and returned to the United States 28 August 1978. They were positively identified 11 September 1978 and interred at the Fort Sam Houston National Cemetery, Bexar, Texas.
Major General John Meyer presents the Air Force Cross to Captain Weatherby’s son, Richard, at Carswell Air Force Base, Texas, 23 November 1965. With Richard are Mrs. Weatherby and his sister, D’Ann. (U.S. Air Force 140113-F-DW547-039)
The Air Force Cross was presented to Captain Weatherby’s family by Major General John C. Meyer, commanding Twelfth Air Force (and later, chief-of staff, Strategic Air Command), in a ceremony held at Carswell Air Force Base, Fort Worth, Texas, 23 November 1965. Also presented to the family were the Purple Heart and the Air Medal with four oak leaf clusters.
The aircraft flown by Captain Weatherby on 29 July 1965 was a McDonnell RF-101C Voodoo, 56-0067. This was an unarmed reconnaissance variant of the F-101C fighter. It was 69 feet, 4 inches (21.133 meters) long with a wingspan of 39 feet, 8 inches (12.090 meters). The height was 18 feet (5.486 meters). Empty weight for the RF-101C was 26,136 pounds (11,855 kilograms), with a maximum takeoff weight of 51,000 pounds (23,133 kilograms).
This McDonnell RF-101C-60-MC Voodoo, 56-055, is the sister ship of the Voodoo flown by Captain Weatherby on 29 July 1965.
The RF-101C was powered by two Pratt & Whitney J57-P-13 turbojet engines. The J57 was a two-spool axial-flow turbojet which had a 16-stage compressor (9 low- and 7 high-pressure stages), 8 combustors and a 3-stage turbine (1 high- and 2 low-pressure stages). The J57-P-13 was rated at 10,200 pounds of thrust (45.37 kilonewtons), and 15,800 pounds (70.28 kilonewtons) with afterburner.
The aircraft had a maximum speed of 1,012 miles per hour (1,629 kilometers per hour) at 35,000 feet (10,668 meters). The service ceiling was 55,300 feet (16,855 meters). The Voodoo could carry up to three drop tanks, giving a total fuel capacity of 3,150 gallons (11,294 liters) and a maximum range of 2,145 miles (3,452 kilometers).
The RF-101C carried six cameras in its nose. Two Fairchild KA-1s were aimed downward, with four KA-2s facing forward, down and to each side.
Beginning in 1954, McDonnell Aircraft Corporation built 807 F-101 Voodoos. 166 of these were the RF-101C variant. This was the only F-101 Voodoo variant to be used in combat during the Vietnam War. The RF-101C remained in service with the U.S. Air Force until 1979.
For details of Captain Weatherby’s mission, see “Valor: Valiant Volunteer,” at https://www.airforcemag.com/article/valor-valiant-volunteer/
29 July 1958: Dwight David Eisenhower, Thirty-fourth President of the United States of America, signed Public Law #85-568 (72 Stat. 426), the National Aeronautics and Space Act of 1958, which established the National Aeronautics and Space Administration (NASA).
Congress declared a requirement for aeronautics and space research, and
…that it is the policy of the United States that activities in space should be devoted to peaceful purposes for the benefit of all mankind.
Dwight David Eisenhower, 34th President of the United States of America. (Photographed by Louis Fabian Bachrach, Jr., 1952)
President Eisenhower had proposed civilian National Aeronautics and Space Agency to Congress in a letter sent 2 April 1958. The Bill passed on 16 July.
The proposal included an early black and white version of the NASA insignia. This had been designed by industrial artist George Neago of the Lockheed Missiles and Space Company, Sunnyvale, California, and submitted to NACA for a design competition.
Early black and white version of the NASA insignia. (George Neago, Lockheed Missiles and Space Company/National Advisory Committee for Aeronautics)
The red chevron in the NASA insignia is a representation of a wind tunnel model of Mach 3+ hypersonic wing that the insignia designers had observed during a tour of the NACA Langley Memorial Aeronautical Laboratory. This emphasizes the aeronautics mission of NASA.
A NACA Langley Memorial Aeronautical Laboratory wind tunnel model of a hypersonic wing, circa January 1958. (NASA/NACA L-00502)National Aeronautics and Space Administration insignia, circa 1963–1975. (NASA)
Bendix Trophy winner Captain Kenneth D. Chandler, U.S. Air Force, in the cockpit of Convair F-102A-65-CO Delta Dagger 56-1196 (Jet Pilot Overseas)
29 July 1957: Captain Kenneth D. Chandler, 11th Fighter Interceptor Squadron, 343d Fighter Group (Air Defense), United States Air Force, won the 1957 Bendix Trophy Race, flying a Convair F-102A Delta Dagger from O’Hare International Airport, Chicago, Illinois, to Andrews Air Force Base, near Washington, D.C., a distance of 619.73 miles (997.36 kilometers).
His elapsed time was 54 minutes, 45.5 seconds, for an average speed of 679.053 miles per hour (1,092.830 kilometers per hour).
Convair F-102A-65-CO Delta Dagger 56-1196 with its drogue ‘chute deployed on landing at Andrews Air Force Base, 28 July 1957. (From the Collection of Johan Ragay)
The six F-102A interceptors in the race departed O’Hare at five minute intervals. Captain Chandler, flying the fifth Delta Dagger, departed at 1320.0 hours.
Captain Chandler’s commanding officer, Colonel Robert L. Gould, also flying an F-102, placed second in the race.
Chandler’s F-102 ran out of fuel while taxiing to the ramp.
Captain Kenneth D. Chandler’s Convair F-102A Delta Dagger, 56-1196, at Andrews Air Force Base, 28 July 1957. (From the Collection of Johan Ragay)
The Chicago Daily Tribune reported the event:
KOREA JET ACE WINS BENDIX TROPHY RACE
Sets New Record of 679 M.P.H.
Washington, July 28 (AP)—Capt. Kenneth D. Chandler, a Korean War jet ace, set a new Bendix Air Race record of 679 miles an hour today.
Chandler, 33, flew a Convair F-102 delta wing interceptor 620 miles from Chicago’s O’Hare field to nearby Andrews Air Force Base, Md., in 54 minutes, 45½ seconds. Five other Air Force pilots made the race, flying F-102s.
Second place went to Col. Robert L. Gould of Baltimore, with an elapsed time of 55:16:8.
Chicagoan Is Third
Captain Leroy W. Svendesen of Chicago placed third with an elapsed time of 55:17:2. There was a difference of only about two minutes in the times of the first and last place planes.
Chandler smashed the 666 mile an hour set last year by Maj. Manuel (Pete) Fernandez. Fernandez flew an F-100 from Victorville, Cal., to Oklahoma City.
The Ricks Memorial trophy flight today also ended at Andrews. The winner of the 2,680 mile flight from Fresno, Cal., was Maj. Peter R. Phillipy, 35, of Pittsburgh. Phillipy made the trip in 4 hours, 13 minutes and 40 seconds, averaging 638 miles an hour.
Springfield Pilot 2d
Second place was won by Capt. Shirley V. Drum, 29, of Springfield, Ill.
Chicago area pilots in the race were Maj. Aloysius X. Hiltgen, 33, of Park Ridge, whose time was 4:31:7, and Capt. John C. Nowacki, 34, of Cicero, 4:31:36.
The Bendix and Ricks air races were highlights of an air show sponsored by the Air Force Association, in a salute the 50th anniversary of the United States Air Force.
A crowd estimated at more than 75,000 persons witnessed the first public flights of the Ryan X-13 Vertijet and the Republic F-105 supersonic fighter-bomber.
—Chicago Daily Tribune, Volume CXVI—NO. 180, Monday, July 29, 1957, Part 1, Page 15, Columns 1–3.
The tally board shows the departure times and elapsed times of each pilot. Chandler is number five. (Jet Pilot Overseas)
Kenneth Donald Chandler was born 14 October 1923 at Vancouver, British Columbia, Canada, the second of six children of Thomas Brown Chandler, a cabinet maker, and Gladys A. Smith Chandler. While growing up, his family lived in Phoenix, Arizona, and Compton, California.
During World War II, Chandler flew Republic P-47 Thunderbolt fighter bombers in the European Theater of Operations. In 1950, he flew a North American Aviation F-86A Sabre as Captain Chuck Yeager’s wingman during the filming of aerial sequences for Howard Hughes’ movie, “Jet Pilot,” which starred John Wayne and Janet Leigh. (RKO Pictures, 1957.)
While flying an F-86 Sabre with the 336th Fighter Interceptor Squadron, 4th Fighter Interceptor Group, 18 November 1951, Chandler, flying just ten feet over the ground, destroyed four enemy Mikoyan-Gurevich MiG 15s parked at the south end of Uiju Airfield, on the North Korean side of the Yalu River. He and his wingman, Lieutenant Dayton W. Ragland, damaged several others. On 13 December, he shot down a MiG 15, but his Sabre, F-86A-5-NA 49-1159, ingested debris from the damaged enemy airplane. Chandler flew the crippled fighter to the vicinity of Chŏ-do Island, where he bailed out and was rescued by two South Korean airmen in a small boat, and taken to a waiting helicopter.
Captain Chandler and 1st Lieutenant Frank Latora, both of the 343d Fighter Group, were killed when their Lockheed T-33A Shooting Star jet trainer crashed 12 miles (19 kilometers) north east of Parker, Colorado, while on a ground-controlled approach to Lowry Air Force Base on the night of Friday, 28 March 1958. Captain Chandler’s remains are buried at Rose Hills Memorial Park, Whittier, California.
Captain Kenneth D. Chandler, United States Air Force, with the Bendix Trophy. (Jet Pilot Overseas)Convair XF-92A 46-682 on Muroc Dry Lake, 1948. (U.S. Air Force)
The Convair F-102A Delta Dagger was a single-place, single engine, supersonic all-weather interceptor. It featured a delta wing and was based on the experimental Convair XF-92A of 1948.
The F-102A was the first production model and was vastly improved over the YF-102 pre-production prototypes, which had first flown 24 October 1953. The redesigned YF-102A made its first flight 20 December 1954, and the first production F-102A flew six months later, 24 June 1955.
The Convair F-102A was 68.3 feet, (20.82 meters) long, including the pitot boom, with a wingspan of 38.1 feet (11.61 meters) and overall height of 21.2 feet (6.46 meters). It had an empty weight of 19,283 pounds (8,747 kilograms) and maximum takeoff weight of 27,950 pounds (12,678 kilograms), and 31,559 pounds (14,315 kilograms), maximum inflight weight or overload takeoff.
The F-102A’s delta wing leading edges were swept aft to 60° 6′. The angle of incidence was 0° and there was no dihedral. The total wing area was 695.1 square feet (64.58 square meters).
The F-102A was powered by a Pratt & Whitney J57-P-23 axial-flow turbojet engine. The J57 had a 9-stage, low-pressure and 7-stage high-pressure compressor section, and a single-stage high-pressure turbine and 2-stage low-pressure turbine. The J57-P-23 had a maximum continuous power rating of 8,700 pounds of thrust (38.70 kilonewtons). The Military Power rating was 10,200 pounds (45.37 kilonewtons) (30 minute limit), or 16,000 pounds (71.17 kilonewtons) with afterburner (5 minute limit). The engine was 20 feet, 5.1 inches (6.226 meters) long and 3 feet, 3.8 inches (1.011 meters) in diameter. It weighed 5,045 pounds (2,288 kilograms).
A Convair F-102A-90-CO Delta Dagger, 57-0809. The “wasp waist” area-ruled fuselage is very noticeable. (U.S. Air Force)
The Convair Delta Dagger was the first American production interceptor that could reach supersonic speed in level flight. Its maximum speed was 710 knots (817 miles per hour, 1,315 kilometers per hour)—Mach 1.24—at 35,000 feet (10,668 meters). The service ceiling was 55,500 feet (16,916 meters). The F-102A could reach 50,000 feet (15,240 meters) in 6.4 minutes from a standing start at Sea Level. It had a combat radius of 430 nautical miles (495 statute miles/796 kilometers), and its maximum ferry range with internal fuel was 1,140 nautical miles (1,312 statute miles/2,111 kilometers).
A Convair F-102A Delta Dagger launches three AIM-4 Falcon guided missiles. (U.S. Air Force)
Armament consisted of six Hughes GAR-1D Falcon radar-homing, or GAR-2 Falcon infrared-seeking, air-to-air guided missiles, or a combination of both, carried in two internal bays. (The Falcon missiles were re-designated AIM-4A and AIM-4B in 1962.) The missile bay doors contained launch tubes for twenty-four 2.75-inch (70 millimeter) unguided Folding Fin Aerial Rockets (FFAR). The Delta Dagger was not armed with a gun.
A Convair F-102A Delta Dagger fires a salvo of 2.75-inch Folding-Fin Aerial Rockets. (LIFE Magazine via Jet Pilot Overseas)
Between 1955 and 1958, Convair built 889 F-102A Delta Dagger interceptors. The F-102A remained in service with the U.S. Air Force Air Defense Command until 1973, and with the Air National Guard to 1976.
The Bendix Trophy-winning F-102A, 56-1196, was delivered from Convair to the 326th Fighter Interceptor Squadron, 328th Fighter Group (Air Defense), at Richards-Gebaur Air Force Base, south of Kansas City, Missouri, on 2 July 1957. It later served with a number of Air Force and Air National Guard squadrons. Its last operational unit was the 157th Fighter Interceptor Squadron, South Carolina Air National Guard. Placed in storage at Davis-Monthan Air Force Base, Tucson, Arizona, in March 1975. 56-1196 was converted to a QF-102A target drone, and in August 1978, a PQM-102B.
The Bendix Trophy-winning Convair F-102A Delta Dagger, 56-1196, in storage at The Boneyard, circa 1975. The interceptor is wearing the markings of the South Carolina Air National Guard. The interceptor’s fuselage missile bays are open.
Note: TDiA would like to express its appreciation to Johan Ragay for the use of the photographs of 56-1196, and for some additional details of its service history.
