F-106/MA-1 QUESTIONS
(WHAT DO YOU KNOW?)
1
F-106/MA-1 QUESTIONS
• WHAT WAS THE PURPOSE OF ‘149’
UNIT AND WHERE WAS IT LOCATED?
2
F-106/MA-1 QUESTIONS
• WHAT WAS THE PURPOSE OF THE
‘149’ UNIT AND WHERE LOCATED?
• THE 149 UNIT HAD 2 -1” SIDE BY SIDE DISPLAYS,
ONE FOR REPEATING THE SEARCH GUN AND THE
OTHER REPEATING THE ATTACK GUN OF THE
PILOT DISPLAY. THESE WERE 16mm (1/2 Frame)
MOVIE PHOTOGRAPHED DURING INTERCEPTS FOR
DOCUMENTATION. (Same purpose as DSR film
following MMST modification). IT WAS LOCATED ON
THE ’05’ DOOR [Stable table, instrument gyros, analog
auto pilot/PUP 1600hz and switching units access]
3
F-106/MA-1 QUESTIONS
• THERE WAS SOMETIMES CONTROVESY
ABOUT ARMAMENT TRIGGER(s) USE IN THE
“B” MODEL. WHICH IS/ARE CORRECT?
• RADAR CONTROL IN FRONT, FRONT TRIGGER
ONLY NECESSARY
• UHF CONTROL IN REAR, BOTH TRIGGERS
NECESSARY
• RADAR CONTROL IN REAR, REAR TRIGGER ONLY
NECESSARY
• FRONT TRIGGER ONLY NECESSARY, NOT A
FUNCTION OF CONTROL SWITCHING
4
F-106/MA-1 QUESTIONS
• THERE WAS SOMETIMES CONTROVESY
ABOUT ARMAMENT TRIGGER(s) USE IN THE
“B” MODEL. WHICH IS/ARE CORRECT?
• RADAR CONTROL IN FRONT, FRONT TRIGGER
ONLY NECESSARY
• UHF CONTROL IN REAR, BOTH TRIGGERS
NECESSARY
• RADAR CONTROL IN REAR, REAR TRIGGER ONLY
NECESSARY
• FRONT TRIGGER ONLY NECESSARY, NOT A
FUNCTION OF CONTROL SWITCHING
5
F-106/MA-1 QUESTIONS
• DID THE MA-1 EVER HAVE AN
‘AMTI’ [Airborne Moving Target
Indicator] FEATURE FOR LOOKDOWN OVER GROUND CLUTTER
• NO – MAGNETRONS ARE NOT FREQUENCY
STABLE ENOUGH FOR CHOHERENT
OPERATION
• YES – IT USED COHERENT ON RECEIVE
[COR] TO DETECT AND FILTER DOPPLER
WITHIN 150 KNOTS IN EACH RETURN
PULSE.
6
F-106/MA-1 QUESTIONS
• DID THE MA-1 EVER HAVE AN ‘AMTI’
[Airborne Moving Target Indicator] FEATURE
FOR LOOK-DOWN OVER GROUND CLUTTER
• YES – IN 4 OR 16 MI RANGE SELECT, SELECTING CLUTTER
PUT THE TRANSMITTER INTO 4K PRF @ 1/4usec PULSE
WIDTH AND STORED A TRANSMITTER SAMPLE OF EACH
PULSE USED TO DETECT AND FILTER DOPPLER WITHIN 150
KNOTS IN EACH RETURN PULSE. SINCE GROUND CLUTTER
SPEED IS THE SAME AS AIRCRAFT SPEED (250 KNOTS or
greater), THE GROUND CLUTTER IS SUPPRESSED AND THE
MOVING TARGET RETURN IS ENHANCED MAKING IT VISIBLE.
• 150 & 495 UNITS
DID THIS (later removed)
clutter
>150Kt <150Kt
doppler doppler
moving target [relative
to A/C speed]
7
F-106/MA-1 QUESTIONS
• IN ROUND INSTRUMENT A/C, WHY WAS THE
A/C NOT FLYABLE WITHOUT A TACTIAL
SITUATION DISPLAY (TSD,180 or 181/920)
• TACAN POSITION COULD NOT BE DISPLAYED
WITHOUT THE INTERCEPTOR BUG
• TARGET POSITION INFORMATION UNAVAILABLE
• COMMAND HEADING AND ADF/UHF or DL
SELECTION NOT AVAILABLE
8
F-106/MA-1 QUESTIONS
• IN ROUND INSTRUMENT A/C, WHY WAS THE A/C
NOT FLYABLE WITHOUT A TACTIAL SITUATION
DISPLAY (TSD,180 or 181/920)
• TACAN POSITION COULD NOT BE DISPLAYED WITHOUT THE
INTERCEPTOR BUG- FALSE,AZ AVAILABLE ON NAV
INSTRUMENT AND RANGE WAS READ OUT IN CMD ALT
WINDOW OF 980 WHEN SW SELECTED
• TARGET POSITION INFORMATION UNAVAILABLEFALSE,TARGET MARKER CIRCLE ON SCOPE INDICATED
RELATIVE TARGET POSITION RNG AND BEARING
• COMMAND HEADING AND ADF/UHF or DL SELECTION &
DISPLAY NOT AVAILABLE- in VERT INSTs, CMD HDG
DISPLAYED ON HSI AND ADF SELECT WAS ON 463 AND
DISPLAYED ON HSI
9
F-106/MA-1 QUESTIONS
• WHAT WAS THE “GOLDEN” SCREW?
• WHEN WE SWITCHED FROM 12 ON-12 OFF SHIFTS TO 24 ON
AND NONE OFF! [TAC EVALs AND ORIs]
• A BOLT ATTACHING THE 16 GAGE WIRE FROM THE
COMPUTER RACK TO THE AIRFRAME ABOVE THE RACK
• THE ERROR SIGNAL ATTENUATION POTENTIOMETER ON
THE ANTENNA. (sometimes used to “cure” hot dots)
10
F-106/MA-1 QUESTIONS
• WHAT WAS THE “GOLDEN” SCREW?
•
WHEN WE SWITCHED FROM 12 ON-12 OFF SHIFTS TO 24 ON AND
NONE OFF! [TAC EVALs AND ORIs]
•
A BOLT ATTACHING THE 16 GAGE WIRE FROM THE COMPUTER
RACK TO THE AIRFRAME ABOVE THE RACK-IN THE WIRING BOOKS
[-2-24, -2-25], THERE WAS REFERENCE TO “GROUND” AND
“INSTRUMENT GROUND” WIRES. ALL INSTRUMENT GROUNDs
WERE RETURNED TO THE COMPUTER RACK AS INDIVIDUAL WIRES
AND THEN FINALLY ALL TIED TO A/C GROUND VIA THE GOLDEN
SCREW
•
THE ERROR SIGNAL ATTENUATION POTENTIOMETER ON THE
ANTENNA. (sometimes used to “cure” hot dots)
11
F-106/MA-1 QUESTIONS
• WHAT WAS THE PURPOSE OF THE MART
CART.
• PROVIDED RADAR AND IR TARGETS AS THE
ANTENNA SWEPT ACROSS ITS ANTENNA WHICH
COULD BE LOCKED ONTO AND TRACKED.
• CARRIED MA-1 SYSTEM BOXES TO BE USED TO
FIX AIRCRAFT DURING MAINTENANCE AND
BEFORE TAKE-OFF POTENTIAL ABORTS.
• PROVIDED COMMUNICATIONS, NAVIGATION AND
LANDING (CN&L) SIGNALS FOR OPERATIONAL
VERIFICATION.
12
F-106/MA-1 QUESTIONS
• WHAT WAS THE PURPOSE OF THE MART CART.MOBILE AUTOMATIC RADIATING TESTER
• PROVIDED COMMUNICATIONS, NAVIGATION AND LANDING
(CN&L) SIGNALS FOR OPERATIONAL VERIFICATION. IT
PROVIDED UHF (BUSY SIGNAL TONE), DATA LINK TEST
PATTERN, TACAN RANGE AND BEARING, GLIDESLOPE AND
LOCALIZER (UP-RIGHT, CENTER-CENTER, DOWN-LEFT) AND
IFF VERIFICATION CHECK (TONE) IN THE 6.5usec TEST MODE.
INITIALLY, IT WAS INTERROGATED WITH A COMPUTER
GENERATED CODED MESSAGE IN SSGC#3 USING THE
BUTTON IN THE CORNER OF THE 796. IN SSGC#7, INDIVIDUAL
SIGNALS (AND PATTERNS) COULD BE DEVELOPED USING
HOMING POINT SELECTIONS. LATER, IT WAS MODIFIED TO
ACCEPT UHF TONE BUTTON ACTIVATION OUTSIDE OF SSCG
(SHORT SYSTEM GROUND CHECK)
13
F-106/MA-1 QUESTIONS
• ON THE VERTICAL STABLIZER, ABOUT 1/3
THE WAY UP, THERE WERE 2 “PITOT”
LOOKING TUBES PROJECTING FORWARD.
WHAT WAS THEIR PURPOSE?
• THEY FED STANDBY AIRSPEED
AND ALTIMETER.
• THEY PROVIDED COOLING TO THE AAI (AIR-AIR
ID)TRANSMITTER UNIT (later removed)
• THEY PROVIDED RAM AIR TO THE “Q” CYLINDERS
14
F-106/MA-1 QUESTIONS
•
ON THE VERTICAL STABLIZER, ABOUT 1/3 THE WAY UP, THERE
WERE 2 “PITOT” LOOKING TUBES PROJECTING FORWARD. WHAT
WAS THEIR PURPOSE?
•
•
THEY FED STANDBY AIRSPEED AND ALTIMETER.
THEY PROVIDED COOLING TO THE AAI (AIR-AIR ID)TRANSMITTER (later
removed)
• THEY PROVIDED RAM AIR TO THE “Q” CYLINDERS
“Q” CYLINDERS PROVIDED ARTIFICAL FEEL TO THE
ELEVATOR AND RUDDER CONTROLS REQUIRING
INCREASING PITCH AND RUDDER FORCES FOR CONTROL
DEFLECTION AS AIRSPEED INCREASED. AILERON
DEFLECTION FEEL WAS PROVIDED BY SPRINGS UNDER THE
FLOOR BOARDS AT THE BOTTOM OF THE STICK.
[REMEMBER THE CONTROL SURFACES WERE DRIVEN BY
3000psi HYDRAULIC (HEP/HRP) UNITS.-REAL POWER
STEERING]
15
F-106/MA-1 QUESTIONS
• THE “ORIGINAL” (BLACK BOX) COMPUTER
WAS
• A COMBINATION OF DIGITAL AND ANALOG
COMPUTATIONS
• COULD NOT DO BOTH NAVIGATION AND ATTACK
COMPUTATIONS SIMULTANEOUSLY.
• HAD NO “SOLID-STATE” COMPONENTS SAVE
DIODES.
• HAD NO RANDOM ACCESS MEMORY (RAM)
16
F-106/MA-1 QUESTIONS
• THE “ORIGINAL” (BLACK BOX) COMPUTER WAS
• A COMBINATION OF DIGITAL AND ANALOG COMPUTATIONSFALSE, IT WAS ALL DIGITAL
• COULD NOT DO BOTH NAVIGATION AND ATTACK
COMPUTATIONS SIMULTANEOUSLY.-TRUE.
• HAD NO “SOLID-STATE” COMPONENTS SAVE DIODES.-TRUE.
FLIP/FLOPS USED “PEANUT” TRIODE VACUUM TUBES.
• HAD NO RANDOM ACCESS MEMORY (RAM)-TRUE. THE
“DRUM” PROVIDED ALL COMPUTER “ORDERS” AND EACH
ORDER CONTAINED “WORDS TO WAIT” SUFFIX FOR THE
NEXT DRUM LOCATION ORDER OF WHAT TO DO NEXT.
17
F-106/MA-1 QUESTIONS
• BEFORE POWER UPGRADE, MA-1
VOLTAGES WERE OBTAINED/MADE FROM:
• THE AIRCRAFT 115V 3 PHASE 400hz GENERATOR AND 28VDC
SUPPLY AND A MA-1 1600hz GENERATOR ON THE
CONSTANT SPEED DRIVE [CSD]
• CSD MA-1 115V 3 PHASE 400hz, 115 1600hz, and 28VDC
GENERATOR (089) AND ALL DC VOLTAGES FROM A CSD
GENERATOR (189/689)
• CSD MA-1 115V 3 PHASE 400hz, 115 1600hz, and 28VDC
GENERATOR (089) AND +150, -140, AND +300 VDC FROM A
CSD GENERATOR (189/689) [what was the difference between
189 and 689 units?]
18
F-106/MA-1 QUESTIONS
• BEFORE POWER UPGRADE, MA-1 VOLTAGES
WERE OBTAINED/MADE FROM:
•
•
•
THE AIRCRAFT 115V 3 PHASE 400hz GENERATOR AND 28VDC
SUPPLY AND A MA-1 115 1600hz GENERATOR ON THE CONSTANT
SPEED DRIVE [CSD]-FALSE
CSD MA-1 115V 3 PHASE 400hz, 115 1600hz, and 28VDC GENERATOR
(089) AND ALL DC VOLTAGES FROM A CSD GENERATOR (189/689)FALSE. -250VDC, +50 VDC and -140VDC ref from -250VDC were made
in internal rack units .
CSD MA-1 115V 3 PHASE 400hz, 115 1600hz, and 28VDC GENERATOR
(089) AND +150, -140, AND +300 VDC FROM A CSD GENERATOR
(189/689) [what was the difference between 189 and 689 units?]-TRUE.
The 189 was a DC generator while the 689 an alternator type [with
diodes]. Interestingly, once on, the MA-1 could sustain itself if the A/C
AC and DC power failed. If turned off though, it could not be turned
back on (28VDC A/C req’d).
19
F-106/MA-1 QUESTIONS
• WHAT WAS FLIGHT CONTROL “BEEP”
TRIM?
• IT PROVIDED A BEEP (TONE) TO THE PILOT ANY
TIME THE TRIM BUTTON ON THE STICK (083)WAS
ACTIVATED.
• IT PROVIDED A TONE TO THE PILOT IF THE AUTO
TRIM FOLLOW-UP FAILED TO WORK.
• IT WAS THE STICK (083) TRIM BUTTOM INPUT TO
ANALOG/DIGITAL FLIGHT COMPUTATIONS WHEN
ASSIST OR AUTO MODE WAS SELECTED.
20
F-106/MA-1 QUESTIONS
• WHAT WAS FLIGHT CONTROL “BEEP” TRIM?
• IT PROVIDED A BEEP (TONE) TO THE PILOT ANY TIME THE
TRIM BUTTON ON THE STICK (083)WAS ACTIVATED.-FALSE
• IT PROVIDED A TONE TO THE PILOT IF THE AUTO TRIM
FOLLOW-UP FAILED TO WORK.-FALSE
• IT WAS THE STICK (083) TRIM BUTTOM INPUT TO
ANALOG/DIGITAL FLIGHT COMPUTATIONS WHEN ASSIST OR
AUTO MODE WAS SELECTED.-TRUE. In Manual, Yaw & Pitch
damp, the trim button changed the length (electrical screw
jacks) of flight control rods in response to the Trim input
desired. In Assist & Auto it provided notification (changes) to
the computed computations of the pilot’s desires in the
actuated (pitch/roll) direction.
21
F-106/MA-1 QUESTIONS
• A FAIRLY EXPERIENCED MA-1 TECH GOT A “B” MODEL RIDE
AT TYNDALL THAT WAS GOING OUT ON THE MATTS RANGE
WITH AN MSR TO COLLECT DATA. AFTER START UP, THE
PILOT SIGNALED FOR AN MA-1 GUY AND THE BACK SEAT
TECH COULD OVERHEAR HIM ASKING FOR THE
“SIZE/ROUNDNESS” OF THE TIME CIRCLE TO BE ADJUSTED,
WHICH WAS DONE. THE AIRCRAFT PROCEED TO THE MATTS
RANGE AND THE FIRST INTERCEPT WAS ATTEMPTED. THE
PILOT, BEING FAMILIAR WITH THE PROFILE, NOTED THAT
THE RANGE WAS WELL INSIDE WHERE “COUNT-DOWN”
SHOULD HAVE STARTED AND THE TIME CIRCLE WAS STILL
FULL SIZE, BROKE OFF THE INTERCEPT AND ASKED THE
MA-1 TECH WHAT HE THOUGHT.
• WHAT WOULD YOU THINK- AND SAY?
22
F-106/MA-1 QUESTIONS
•
•
•
“COMPUTER IS MALFUNCTIONING, GO HOME” [But this is the “gray”
box computer that never fails and there no other indications of
computer problems]
WELL, THEY MESSED WITH THE TIME CIRCLE BEFORE T.O. –
probably used 523 and 223 test switches. “LET’S TRY ANOTHER
INTERCEPT” He intently watches the lock-on this time and the time
circle appearance. The time circle DOES NOT jump in and back out 1.5
seconds after lock-on. The pilot call out “no countdown” again but the
MA-1 guy asks him to continue. Just as the pilot says “It’s not going to
work”, the doors come open, it fires and doors come closed. 3 more
successful intercepts are completed and return home.
The MA-1 guy figured the 223 switch for circle size got left in the +100v
position rather than returned to “OFF” where the computer could gain
control of the circle. During lock-on (ROT/RTOT), the circle is fixed to
+100V initially, then DROT relay action transfers to the computer
voltage output causing the flash in and back out during relay
switching-loss of the “fixed” 100V before the computer 100V
23
F-106/MA-1 QUESTIONS
• WHAT WAS “MATTS” AND HOW DID IT
WORK?
24
F-106/MA-1 QUESTIONS
• WHAT WAS “MATTS” AND HOW DID IT WORK?
• MULTIPLE AIRBORNE TARGET TRAJECTORY
SYSTEM was used to “score” the ATR (Air Training
Rocket) variant of the AIR (Air Intercept Rocket)
effectiveness against the target drone. The A/C
carried a UHF beacon that modulated at launch, the
drone had a similar beacon (different freq) and the
ATR had a beacon (3rd freq) that modulated when
time of flight expired. The ground station tracked the
beacons and data of the target, interceptor and
rocket and the launch and intercept point of the
rocket were collected and data relative to the target
and rocket at intercept point given.
25
F-106/MA-1 QUESTIONS
• THE MISSILE RAIL (054) HAD A “GONE” SWITCH
MOUNTED ON THE FRONT OF IT TO INDICATE
WHETHER A MISSLE WAS LOADED AND KEEP THE
RAILS FROM RETRACTING IN THE EVENT A FIRE
SIGNAL WAS DELIVERED BUT THE MISSILE DIDN’T
LEAVE THE RAIL (HANG FIRE).
• WHY DIDN’T THE WSEM CAUSE A “HANG FIRE”
SINCE IT (HOPEFULLY) DIDN’T LEAVE THE RAIL.
REMEMBER THE WSEM HAD TO STAY “DOWN”
FOR 2.5 SEC TO COLLECT THE DATA NEEDED TO
VERIFY IT WAS TRACKING THE TARGET.
26
F-106/MA-1 QUESTIONS
•
•
WHY DIDN’T THE WSEM CAUSE A “HANG FIRE” SINCE IT
(HOPEFULLY) DIDN’T LEAVE THE RAIL. REMEMBER THE WSEM HAD
TO STAY “DOWN” FOR 2.5 SEC TO COLLECT THE DATA NEEDED TO
VERIFY IT WAS TRACKING THE TARGET.
Some of the “grayer (or balder)” heads may recall that prior to 1963/4,
the WSEM did cause a “hang fire” and the pilot had to “GUTS” the
rails back up. Also, WSEMs in both bays required a minimum of 2
passes because of this. The modification done in 1963/4 added a relay
in the gone switch assembly which, when energized, would break the
path of the missile aboard switch. This relay was energized by 28V
using an unused umbilical pin and the WSEM was modified with a 2.5
sec timer after “G” weight release that output the 28V through its
umbilical to the relay. If the pilot noticed, the master warning would
indicate the “hang fire” for 2.5 sec and then it would clear and the rails
(of that bay) would retract. [If an ALL selection was made with a WSEM
in each bay, after the rear bay was “fired” and the rails retracted (after
the 2.5 sec), the front bay would extend, fire, and then retract after its
2.5 sec delay]
27
F-106/MA-1 QUESTIONS
• WHAT WAS THE “NOMENCLATURE”, THE NAME ON
THE GOVERNMENT ID TAG AFFIXED TO THE MSR,
AND WHAT LIMITED ITS USE TO 4 INTERCEPTS?
(assuming no aircraft/MSR problems)
• McDONNELL SIMULATOR ROCKET AND A/C AIR.
• RECORDER, MISSION SIMULATOR AND THE MSR
ITSELF.
• McDONNELL SIMULATOR ROCKET AND THE
COMPUTER WOULD NOT ALLOW ANY MORE SP
WPN PASSES DUE TO A51A STORAGE
LIMITATIONS.
28
F-106/MA-1 QUESTIONS
• WHAT WAS THE “NOMENCLATURE”, THE NAME ON THE
GOVERNMENT ID TAG AFFIXED TO THE MSR, AND WHAT
LIMITED ITS USE TO 4 INTERCEPTS? (assuming no
aircraft/MSR problems)
• McDONNELL SIMULATOR ROCKET AND A/C AIR.FALSE and there was adequate air since rails were
not being used.
• RECORDER, MISSION SIMULATOR AND THE MSR
ITSELF.-ALL TRUE. The MSR could only display 4
passes for the Polaroid film. After the 4th pass the
“weapon aboard” pads would retract and stay there.
• McDONNELL SIMULATOR ROCKET AND THE
COMPUTER WOULD NOT ALLOW ANY MORE SP
WPN PASSES DUE TO A51A STORAGE
LIMITATIONS.-ALL FALSE
29
F-106/MA-1 QUESTIONS
IT AIN’T OVER ‘TILL IT’S OVER
THE END
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