Power was supplied by a single Pratt & Whitney J57P-23 series turbojet engine of 11,700lb thrust. 17,200lb thrust output could be achieved with afterburner which was essentially raw fuel pumped directly into the engine for temporary bursts of speed at the cost of reduced operational ranges. This supplied the aircraft with a top listed speed of 825 miles per hour with a service ceiling nearing 54,000 feet - all well-above the original USAF interceptor requirements though not the Mach 2-capable aircraft originally envisioned. Range was out to 1,350 miles while rate-of-climb was in the vicinity of 17,400 feet-per-minute. As an interceptor, the F-102 would be required to climb to altitude within a given window of time, fly to the interception point at speed and deliver ordnance at range with accuracy.
Interestingly for the time, weaponry was held across three internal bays hidden under the main fuselage section. This helped to reduce exterior airflow under the aircraft and squeeze as much speed out of the design as possible. To some extent, this also lessened the aircraft's inherent radar signature. As an interceptor, the F-102 was fitted with air-to-air ordnance intended to take down the sizeable marauding Soviet bombers. A total of six missiles could be carried aboard and these were largely a mix of semi-active radar homing (the AIM-4A Falcon) and infrared homing (the AIM-4C Falcon) guidance types to cover the two most likely interception-target scenarios. Provisions were made for the carrying of 24 x Folding-Fin Aerial Rockets (FFARs) along the door panels of the two forward-most weapons bays and these could be used at short-ranges against a large target with acceptable results. The pilot or fire control system could manage the weapons through an additional control column in the cockpit. The FCS could direct the aircraft to the target automatically. Later in its operational service, the F-102 was cleared for fielding the AIM-26A Nuclear Falcon nuclear missile which broadened her deterrent-type nature with the Soviets. As this was the period of military aviation saw a definite shift away from onboard cannons towards missile technology, no internal gun was ever fitted to the series. Drop tanks - one under each wing - became commonplace to help increase the F-102s operational range.
Since the delta-wing fighter was a relatively new addition to the ranks of the USAF, it resulted in CONVAIR developing a viable two-seat trainer derivative of the fighter form to be designated as the "TF-102A". This form retained its combat capabilities but was decidedly handicapped in its performance thanks to a revised, bulged front fuselage section required of the side-by-side seating for student and instructor. A total of 111 TF-102 marks were produced and used extensively in training for all F-102 operators.
The F-102 was finally delivered to awaiting USAF units in April of 1956, two years after the intended proposal date to produce a viable operational interceptor product. Training of new pilots ensued through use of the available two-seat TF-102A conversion models. F-102s also served with the USAF Air Defense Command branch up until 1960, intent on defending the continental United States from Soviet air attack. F-102s in USAF service were not used in anger until American involvement in the Vietnam War broadened to which every capable aircraft was seemingly utilized to prevent the loss of South Vietnam to communist rule. F-102s arrived in the theater in 1962 and were initially used for their speed as interceptors and now painted over in the standard Southeast Asia camouflage pattern. Later in their tenure, F-102s were pressed into service as fighter escorts for the large, plodding and susceptible Boeing B-52 Stratofortress bombers. As the war evolved, the need for more "strike-oriented" aircraft increased and F-102s and TF-102 trainers were used in the ground attack role fitted with high-explosive rocket ordnance. The F-102 maintained a presence in the theater up until 1968 to which only one was lost to enemy air-to-air combat. In all of the war, a total of 15 F-102s were eventually lost.
Once the Pratt & Whitney J75 turbojet engine series became available, the F-102 airframe was heavily revised and modified to accept it. Other changes implemented into its design produced an essentially new interceptor which bypassed the intended F-102B production mark, instead being succeeded by the Mach 2-capable "F-106 Delta Dart" lineage detailed elsewhere on this site. The Delta Dart first flew on December 26th, 1956 to which the series was formally introduced in June of 1959. 342 of this type were produced and well-liked by its pilots.
As its peak usage years slowly passed behind it, the large stable of F-102 airframes were converted to piloted and pilotless target drones for weapons training. Initial conversions took place in 1973 and eventually totaled 217 conversions under the designations of "QF-102A" and, later, "PQM-102A/B" with the final F-102 drone being destroyed in 1986. These served to sharpen the skills of USAF "top gun" pilots in an active and "live" classroom setting.
There was a lesser known proposed "strike variant" of the F-102 as well and this would have been known under the designation of F-102C if produced. The type was to field the J57-P-47 series engine as well as an internal gun for close-in work. A pair of hardpoints under the wings were to be added for support of conventional drop ordnance. An internal refueling probe would have broadened the operational range of the aircraft as would have the proposed larger internal fuel stores. Two "YF-102C" developmental models were ultimately devised but never implemented.
The F-102 saw only limited use overseas and delivered to US allies in Turkey and Greece. Turkey received their 50 F-102A and trainers from 1968 onwards and these were used USAF models. Turkish use of the F-102 ended in 1979. Greece took delivery of their 24 F-102A and trainer mounts in 1969 and utilized them until 1978.The United States formally abandoned use of the F-102 interceptor in 1976. It served with Air Defense Command, Alaskan Air Command, the United States Air Forces in Europe, the Pacific Air Forces and the Air National Guard. In all, the F-102 stocked the inventories of some 70+ interceptor squadrons with 26 squadrons available during its peak usage (all with Air Defense Command). The advent of more capable "multi-role" aircraft and improved ground-launched intercepting missiles ultimately led to the end of the "interceptor" as an accepted part of the modern battlefield. The comparable F-106 soldiered on until 1988 with the Air National Guard.
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