Designed as delta 22 540 manual pdf so-called “Ultimate Interceptor”, it proved to be the last dedicated interceptor in U. Air Force service to date. MX-1 already in use on subsonic designs.
The resulting aircraft became the F-102A, and in spite of being considered barely suitable for its mission, the Air Force sent out a production contract in March 1954, with the first deliveries expected the next year. By December 1951 the Air Force had already turned its attention to a further improved version, the F-102B. By the time this would be available, the MX-1179 was expected to be available, and was selected as well. The result would be the “ultimate interceptor” the Air Force wanted originally. However, while initial work on the Olympus appeared to go well, by August 1953 Wright was already a full year behind schedule in development.
The J75 was somewhat larger than the J57 in the F-102A, and had greater mass flow. This change also led to the ducts being somewhat shorter. The fuselage grew slightly longer, and was cleaned up and simplified in many ways. The wing was slightly enlarged in area, and a redesigned vertical tail surface was used. The engine’s 2-position afterburner exhaust nozzle was also used for idle thrust control. A mock-up with the expected layout of the MX-1179, now known as the MA-1, was inspected and approved in December 1955. With growing confidence that the aircraft was now improving, an extended production contract for 17 F-102Bs was sent out on 18 April 1956.