F-106 DELTA DART
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Convair
F-106A
570233
1957
25
340 (277 A, 63 B)
1958-06-01
1958-12-28
1963-04-12
unknown
318th,319th,94th
Jun 1958 - 25th F-106 produced by Convair at San Diego CA (Test bird at Holloman AFB NM, shot down an errant Matador in 1960)
May 1961 - Upgraded from TEST-TO- TACTICAL (28th of 35 upgrades) 22 Sep 61 - To 318th FIS, 325th FW, McChord AFB WA 16 Aug 62 - To 319th FIS Bunker Hill AFB IN 12 Feb 63 - To 94th FIS, 1st FW, Selfridge AFB MI 12 Apr 63 - Crashed - Captain Richard J. Montgomery ejected 3,000 feet / 250 knots over farmland, Belton, Michagan, survived. This was a Convair B- Seat ejection seat. AAR by Captain Montgomery: On my bail out on April12,1963, I was flying a test hop after an engine change, The engine flamed out and after numerous attempts to restart the engine, I could never obtain any fuel flow tho I had 4500# of fuel remaining. Gliding at 250 knots and reaching @ 3000', I had to eject. I was heading towards a lake later known as Long Lake-near Grand Rapids, Michigan. The B seat ejection system was a complicated ejection seat designed for high speed bailout, where approximately 22 iniators had to perform.We wore spurs, attached to our feet with cables that would pull your legs into the seat. I had used the ejection ring handle, located between my legs (rather than the one above the head). I had a moment where I thought the process had failed and then a few seconds later, the canopy seperated, the seat travelled to the top of the cockpit, where it then rotated me on to a back position (the seat had the design of looking like a bob sled for the high speed ejection) and then two rockets fired off. There also are two stabilizing rods that extend from the seat, tho only one extended properly, thus sending me into somewhat of a skid. Following this ride the seat has another iniator which started what is called the butt snapper. The risers under the seat kick you out of the seat and if under a certain altitude, automatically unlocks your seat belt and then deploys your parachute. This all occurred as advertised. I had no injuries except the back of my head was singed from the rockets firing and being slung sideways when the stabilizing rods didn't extend properly. I was told that I was the 7th pilot to survive a B seat ejection tho not sure if thats accurate. Some time later, a pilot in Maine attempted to eject from a F-106 and the seat failed. He was able to crash land the aircraft in a potato field and survived. The Air Defense Command after that accident decided to do away with the B seat and reverted back to a normal type ejection system. After ejecting,the aircraft turned and crashed into a field,exploding. Parts of the wheel assembly hit the side of a nearby home where two children were on a couch watching TV. They had drapes pulled to darken the room. They were knocked off the couch but were not injured. We were fortunate that no one was hurt. Sometime later I received a very nice letter from their mother . We all thanked God that the event turned out well. The Questionaire for Pilots and Aircrew who ejected or used a parachute extraction system or other forms of assisted aircrew escape system. 1. Full Name of the Person who ejected-- Richard J. Montgomery 2. Rank at the time of the ejection--Captain 3. Age at the time of the ejection--34 4. Date of the ejection--April 12th 1963 5. Time of the ejection--Noon 6. Air Force You Were With (e.g. USAF; USN; USArmy; USMC; RAF: RN etc.)-- Air Force 7. Type and Make of aircraft you ejected from--F-106A (e.g. McDonnell Douglas F-4C Phantom II) 8. If a multiple place aircraft who were the other members of the crew, their name, rank, unit, and what happened to them?--N/A 9. Serial / Werke / Bu.No. Airframe Number of Your Aircraft (e.g. BuNo 60-0523) 10. Unit or Group Aircraft belonged to (e.g. 354th TFS / 355 TFW)--94th Fighter Inceptor Squardron 11. Coding Carried by aircraft (Tail Codes / Modex / Special Markings etc.) 12. Callsign you were known by that day-- 13. Base you flew from / were attached to--Slefridge, AFB 14. Height of your ejection--3,000 feet 15. Airspeed at which you ejected--250 knots 16. Attitude of aircraft at time of ejection--Level (e.g. nose pitched down, 30 degree roll to starboard - inverted) 17. Location you ejected – Name of Country, Area, Town. Village etc-- Belton, Michagan 18. Type of terrain you ejected over-- Farmland (mountainous – farmland – water – flightdeck – underwater etc.) 19. Weather conditions at time of ejection--Clear 20. Was the ejection in Peacetime / Conflict Non-Combat / Conflict Combat?--Peacetime 21. Did you initiate the ejection yourself or were you ejected by a command ejection or was it inadvertent and if so what caused it?--By Myself 22. Did you jettison the canopy or was ejection through the canopy?--Canopy jetison 23. Did you experience any difficulty in ejection / parachuting e.g. seat separation, tumbling, landing?--No 24. Did you suffer any injuries prior to, during or after ejection and what were they caused by?--No 25. Did you experience temporal distortion where time appears to extend? If Yes could you briefly describe the sensation--No 26. did you in your ejection experiences ever have what several pilots told me – a sensation that they were outside of their aircraft witnessing the events as they unfolded – I suppose what would be called by some as an “out of body experience” – or have you ever spoken to other ejectees who mentioned such a phenomenon?--No 27. What ejection seat make / mark did you use and do you know type of parachute used? (e.g. Martin-Baker GRU-5, Irvin 1-24)--B- Seat enjection seat 28. “Could you please give a running account of the episode, including events leading to the incident (omit any information you consider inappropriate or classified), aircraft damage, events prior to ejection, any communications, ejection factors, descent and survival.” (Note: This question is based on one from an official USN form – AVIATION COMBAT CASUALTY and I can find no better way of asking the question. (any information “for background information only” should be clearly marked and will be treated as such)– Write this answer in whichever way you feel best suits you – one French Test Parachutist gave me details of the waiting around, smoking, having cups of coffee, what he ate before the test, the place he had the meal, the weather, the atmosphere, his feelings of apprehension not fear. Then the getting ready for the flight, the getting into the aircraft, the take-off the flying around, the countdown, the ejection and how time stretched, how he remembered his thoughts and how his body felt. Another pilot told me of the parachute descent and the landing, who reached him, their and his reaction, another told me of knowing he’d hit the airstream at too high a speed and his subsequent injuries – there is no one correct way to answer this. It is a highly subjective question and highly subjective answers are appreciated. Many of the best quotes I have on record come from these memories. Answer this question how you feel best. If you would prefer to audio tape this instead please let me know and I will forward you a blank cassette. All I ask if you do tape your memories is to SPELL out names and places so I can be accurate in typing them. Please also indicate any Callsigns or acronyms used. I know quite a lot through my researches over the years but I’d be happier if you assume I know nothing and explain them) 29. Do you have any photographs of yourself around the period of your ejection and now (a then and now to give a historic perspective within the file) that I can obtain quality copies of (if scanned at least 300 dpi)?--No 30. Ditto your aircraft before, and if possible after the ejection. 31. Do you have xeroxes of any documentation concerning your ejection that I could have copies of – reports – newspaper clippings – magazine articles – commendations – etc. 32. Do you have any information as to any other ejection or ejectee? 33. Was this your only ejection? If no could you please fill out a similar form for each ejection?--Yes 34. Do you know if your ejection caused any alteration to either the system or amendments to the safety training procedures?--No
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instruments in 1961. Fuselage cut in half at station 412 (Aft bulkhead missile bay) and a new fuselage, cockpit section, and nose section was installed with the latest production avionics, the same as the last F-106A 590148 and F-106B 590165. A total of 35 aircraft (28 "A" models and 7 "B" models) were converted and reassigned to various ADC units.. Tactical Vertical: Models factory produced w/Tactical Vertical instruments: late 1957 and all 1958, 1959.. F-106 Specifications
31-05-2021
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