MA-1 Question and Answer Trivia by Marv Donnelly by THERE I WAS... War Stories

F-106/MA-1 QUESTIONS (WHAT DO YOU KNOW?)

F-106/MA-1 QUESTIONS

• WHAT WAS THE PURPOSE OF ‘149’ UNIT AND WHERE WAS IT LOCATED?

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

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- 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)

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

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)

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.

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?

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?

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]

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 30