Trivia 

The 318 vs. 498 Tail Flash Saga by Ernie White (Edit by Pat McGee)
There has been a lot of talk over the years about the 318th FIS Compass Rose aka Northstar tail flash and whether it was ever also on 498th jets after moving to McChord. Initially many believed that during the time the 498th was co-located with the 318th FIS at McChord they had no tail flash. As such, any F-106 found with either an early version or later version of the 318th style tail flash, was in fact a 318th jet. This does not seem to be the case. During the transition from Geiger Field to McChord AFB, the 498th swapped out their "1957" model F-106 jets with the 456th FIS, gaining a majority of "1959" models. This was accomplished to ensure the 325th FW, the host wing at McChord AFB, had a more common fleet to assist in maintenance, training, and etc. After things "settled" down following the move, the fleet was, once again, (slightly) reshuffled with the 318th and 498th, swapping tails [aircraft] between the squadrons with a majority of the ex 456 FIS fleet being assigned to the 498 FIS. With this transition, some of the jets with the 318th Compass Rose tail flash ended up serving with the 498th, and some of the "new" Sixes served with the 318th. I would consider the tail flash one that was approved for both F-106 units as a Wing tail flash, although haven't seen the design used for the 325th’s T-33's. During this time, the 325 FW ‘shield’ was applied to the left side of the aircraft (replacing the 318ths Green Dragon emblem on their jets). I would consider this another indication that the Compass Rose was truly a Wing tail flash during this era. From what I understand, no squadron insignias were applied to any McChord jets, except for the Sixes from the 318th that participated in William Tell. They were the only F-106's that wore squadron emblems during that period. Further compelling evidence can be seen on F-106 photo's in this gallery of 590009, 590131 and 590140, all of which served ONLY with the 498th Gieger Tigers at McChord, but all sporting the Compass Rose and 590009 and 590131 also sporting the 325th FW shield on the tails.

REF: 498th FIS Page / 318th FIS Page

"Idle Thrust Nozzle"
What wraps the engine exhaust cann is called the exhaust shroud and is separate from the motor itself. It encases the entire afterburner exhaust area and houses the exhaust eyelids, which open prior to the motor going into afterburner. In fact the reason for the 2 second delay between fullmil throttle and AB is to allow for the eyelids to open. If they didn't - - eyelids all over end of the runway, which we've seen happen. The actual shape and design of the shroud exhaust was to limit the massive motors idle thrust, which tended to blow everything everywhere on the ramp and while taxiing, thus Pratt Á Whitney designed this Idle Thrust Nozzle as part of the J75 P-17 engine. The original J75 P-9 did not have this.

REF: F-106 J75 P-17 Engine

Bruce Gordon was the QC officer for the 94th FIS they started Aerial Combat Maneuvering (ACM), later called Aerial Combat Tactics (ACT). The wing lights broke due to the flexing of the wings in high Gs. The light filaments broke due to vibrations. We replaced the lights, and the new lights did not break. The old lights were mounted on old seals which had become hard over time. New lights with fresh mountings did not break.

Robert Wegeman, crew chief with the 48th FIS, recalls if they were scheduled for heavy DACT periods the wingtip lenses and bulbs were swapped out for round 'steel plates' furing the missions.

F-106's returning from SM-ALC Depot at McClellan AFB, CA did not have the the black 'swoop' painted back on the nose of the aircraft where it met the radome. Depot Repaints starting around mid 1981 were all this way vs. Depot Repaints prior to this always included the curved swoop.

I wanna tell you something unique to the F-106 that I think you might enjoy knowing:

Take off, Climbing and Oxygen

The Six used afterburner for almost all takeoffs. The standard profile was to start the roll in Mil (full forward throttle) and then push the throttle outboard toward the left to lite the AB (afterburner). The jet quickly accelerated and we rotated the nose up at about 190 knots. After the jet took off and was climbing and rapidly accelerating, the AB was shut down at about 350 knots. The nose was pulled up at 400 knots and a rapid climb resulted as 400 knots was held in full mil power until we reached 0.93 mach - the ensuing climb was made holding the nose up to maintain 0.93 mach. At this rate the Six very rapidly climbed above 25,000 ft. where the time of useful consciousness was 4 seconds without supplemental oxygen. The climb continued to 40,000 or 41,000 ft.

This was the STANDARD profile, but we could very well have to keep the burner cooking and do the whole climb in AB even more quickly if we were being scrambled from alert and GCI needed us to get up fast, especially against a high altitude and/or supersonic target.

The Six’s pilot oxygen system used 100% oxygen, UNDER PRESSURE at all times and was used starting on taxi-out even before takeoff roll. This was very different for all other fighters that used “Diluter Demand” oxygen systems which added oxygen to ambient air as cockpit pressure dictated. But the Six cockpit air pressure declined so much more quickly in its very rapid climbs, that 100% (not diluted) oxygen was needed to prevent loss of consciousness.

-- Mark B Foxwell, USAF, LtCol (Ret)