And what country can preserve its liberties if their rulers are not warned from time to time that their people preserve the spirit of resistance? Let them take arms. The remedy is to set them right as to facts, pardon and pacify them. What signify a few lives lost in a century or two? The tree of liberty must be refreshed from time to time with the blood of patriots and tyrants.
The 5th started to transition to F-15s later in the year but were deactivated the following year. Those brand new planes ended up with the Mass Air Guard. Why? Because Ted Kennedy wanted them for his own state.
102's were Darts. 106''s were Daggers. My dad built them in San Diego. I Crew Chiefed on the 102's at their last active duty station, Iceland, 1972-73. Bush 2 was flying 102's for the Texas Air Guard in 72-73. After having my very own multi million $ jet fighter( I loaned it to pilots) I couldn't get a job working on Piper Cubs when I got out of the Air Force. That was 1 month after the Paris Peace Accords, Lots of discharged jet mechanics running around. So I became Tree Mike. Makes sense, right?
Thinking this is flipped backwards "102's were Darts. 106''s were Daggers."
"The F-106 was a derivative of the F-102 Delta Dagger, which had a troubled development and never seemed to quite live up to the Air Force’s expectations for performance. Originally dubbed the F-102B, the F-106 eventually received its own designation and its official nickname, Delta Dart. To most who flew it and worked on it, however, it was simply the “Six.”"
https://www.airforcemag.com/article/0409gary/
Not familiar with "Tree Mike" - perhaps a regional thing?
If I recall correctly, if you had an engine problem at 12,000ft or below, the only single thing on the checklist was "bail out NOW". Also Bush could not safely manage the 102. He was changed to C-130 co pilot. From what I heard, he rarely flew after that.
I suspect it was not engine failure that would trigger an ejection below that altitude, but a stall/spin situation. That was a common problem in the early Century Series fighters. I know the F-104 had a similar stall recovery altitude requirement (I think it was 10k agl).
Bush was an accomplished F-102 pilot, and was used as an instructor for a bit. He was listed as requesting posting to SEA, but the AF required something like 500-600 hours in that type before transfer, but he only had 300-400 hours by the time the F102 was pulled from service there. As far as flying a C130, I find no mention that he was certified for 4 engine transports. F102 and T38 were his normal flying mounts. There were a number of attempts to make him look bad in his flying history, but most all of them turned out to be bogus. The only negative records found were that toward the end of his service, he stopped flying, apparently due to being unable to get a transfer to the area he had moved to in the SE, and again when he moved to Boston to attend Harvard. He was released early from his six year contract, but there were a lot of pilots that also got let go in that time frame, due to the war effort ending.
I remember sonic booms and the odd shattered window in the 1960s. More precise, as late as 1965 because that is the year we drove to Key West from North Carolina. Lucky us, in NC then the house we visited and at least one neighbor in Clearwater. I helped dad replace windows.
Phannies and Deltas!
ReplyDeleteBayouwulf
Delta Darts were said to be one of the best flying aircraft ever. Wish I had the chance to find out for myself.
ReplyDeleteF-106A Delta Darts 56-0461, 59-0002, 59-0130 of the 5th FIS Minot, ND, on the ground at Tyndall AFB, Florida, circa 1984
ReplyDeleteThe 5th started to transition to F-15s later in the year but were deactivated the following year. Those brand new planes ended up with the Mass Air Guard. Why? Because Ted Kennedy wanted them for his own state.
Delete102's were Darts. 106''s were Daggers. My dad built them in San Diego. I Crew Chiefed on the 102's at their last active duty station, Iceland, 1972-73. Bush 2 was flying 102's for the Texas Air Guard in 72-73. After having my very own multi million $ jet fighter( I loaned it to pilots) I couldn't get a job working on Piper Cubs when I got out of the Air Force. That was 1 month after the Paris Peace Accords, Lots of discharged jet mechanics running around. So I became Tree Mike. Makes sense, right?
DeleteThinking this is flipped backwards "102's were Darts. 106''s were Daggers."
Delete"The F-106 was a derivative of the F-102 Delta Dagger, which had a troubled development and never seemed to quite live up to the Air Force’s expectations for performance. Originally dubbed the F-102B, the F-106 eventually received its own designation and its official nickname, Delta Dart. To most who flew it and worked on it, however, it was simply the “Six.”"
https://www.airforcemag.com/article/0409gary/
Not familiar with "Tree Mike" - perhaps a regional thing?
If I recall correctly, if you had an engine problem at 12,000ft or below, the only single thing on the checklist was "bail out NOW". Also Bush could not safely manage the 102. He was changed to C-130 co pilot. From what I heard, he rarely flew after that.
DeleteI suspect it was not engine failure that would trigger an ejection below that altitude, but a stall/spin situation. That was a common problem in the early Century Series fighters. I know the F-104 had a similar stall recovery altitude requirement (I think it was 10k agl).
DeleteBush was an accomplished F-102 pilot, and was used as an instructor for a bit. He was listed as requesting posting to SEA, but the AF required something like 500-600 hours in that type before transfer, but he only had 300-400 hours by the time the F102 was pulled from service there. As far as flying a C130, I find no mention that he was certified for 4 engine transports. F102 and T38 were his normal flying mounts.
There were a number of attempts to make him look bad in his flying history, but most all of them turned out to be bogus. The only negative records found were that toward the end of his service, he stopped flying, apparently due to being unable to get a transfer to the area he had moved to in the SE, and again when he moved to Boston to attend Harvard. He was released early from his six year contract, but there were a lot of pilots that also got let go in that time frame, due to the war effort ending.
Delta Darts. They were doing suburban sonic boom tests out of Pittsburgh International when I was a kid. Dad did not like replacing windows.
ReplyDeleteThis was in the 50's
DeleteI remember sonic booms and the odd shattered window in the 1960s. More precise, as late as 1965 because that is the year we drove to Key West from North Carolina. Lucky us, in NC then the house we visited and at least one neighbor in Clearwater. I helped dad replace windows.
DeleteI don't know about the sonic booms, but when the 106 single stage afterburner kicked in, you would think it was one.
ReplyDelete