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The '''McDonnell F-101 Voodoo''' was a ] military ] ] which served the ] (USAF) and the ] (RCAF). Initially designed by ] as a long-range ] (known as a ''penetration fighter'') for the ] (SAC), the Voodoo was instead developed as a nuclear-armed ] for the ] (TAC), and as a ] aircraft based on the same airframe. Extensively modified versions were produced as an all-weather ], serving with the ] (ADC), the ], the Royal Canadian Air Force and the unified ] after 1968. The '''McDonnell F-101 Voodoo''' was a ] military ] ] which served the ] (USAF) and the ] (RCAF).{{Citation needed|date=May 2011}} Initially designed by ] as a long-range ] (known as a ''penetration fighter'') for the ] (SAC), the Voodoo was instead developed as a nuclear-armed ] for the ] (TAC), and as a ] aircraft based on the same airframe.{{Citation needed|date=May 2011}} Extensively modified versions were produced as an all-weather ], serving with the ] (ADC), the ], the Royal Canadian Air Force and the unified ] after 1968.{{Citation needed|date=May 2011}}


The Voodoo's career as a fighter-bomber was relatively brief, but the reconnaissance versions served for some time. Along with the US Air Force's ] and US Navy's ], the RF-101 reconnaissance variant of the Voodoo was instrumental during the ] and saw extensive service during the ].<ref name="Global"></ref> Interceptor versions served with the Air National Guard until 1982, and in Canadian service they were a front line part of ] until their replacement with the ] in the 1980s. The Voodoo's career as a fighter-bomber was relatively brief, but the reconnaissance versions served for some time.{{Citation needed|date=May 2011}} Along with the US Air Force's ] and US Navy's ], the RF-101 reconnaissance variant of the Voodoo was instrumental during the ] and saw extensive service during the ].<ref name="Global"></ref> Interceptor versions served with the Air National Guard until 1982, and in Canadian service they were a front line part of ] until their replacement with the ] in the 1980s.{{Citation needed|date=May 2011}}


While the Voodoo was a moderate success, it may have been more important as an evolutionary step towards its replacement in most roles, the ], one of the most successful Western fighter designs of the 1960s. The Phantom would retain the twin engines, twin crew for interception duties, and a tail mounted well above and behind the jet exhaust. Both aircraft were influenced by the McDonnell's ], a carrier-based naval fighter-interceptor that served during the 1950s and early 1960s. While the Voodoo was a moderate success, it may have been more important as an evolutionary step towards its replacement in most roles, the ], one of the most successful Western fighter designs of the 1960s.{{Citation needed|date=May 2011}} The Phantom would retain the twin engines, twin crew for interception duties, and a tail mounted well above and behind the jet exhaust.{{Citation needed|date=May 2011}} Both aircraft were influenced by the McDonnell's ], a carrier-based naval fighter-interceptor that served during the 1950s and early 1960s.{{Citation needed|date=May 2011}}


==Design and development== ==Design and development==
Initial design on what would eventually become the Voodoo began just after ] in response to a USAAF Penetration Fighter Competition in 1946 for a long-range high performance fighter to escort bombers, much as the ] had done in its time. After being awarded a contract (AC-14582) on 14 February 1947, ] built two prototypes, designated the ].<ref name="Francillon p460-1">Francillon 1979, pp. 460–461.</ref> The first prototype (serial number ''46-6525''), powered by two 3,000&nbsp;lbf (13.3&nbsp;kN) ] turbojets, flew from ] on 20 October 1948.<ref name="Angelucci p304">Angelucci and Bowers 1987, p. 304.</ref> Preliminary testing revealed that while handling and range was adequate, the top speed was a disappointing 641&nbsp;mph (1,032&nbsp;km/h) at sea level.<ref name="Francillon p461">Francillon 1979, p. 461.</ref> After fitting McDonnell-designed afterburners to the second prototype, thrust was increased to 3,600&nbsp;lbf (16.1&nbsp;kN) with corresponding performance increases in top speed, initial rate of climb and reduced takeoff distance. Fuel consumption was greatly increased by use of the afterburners, however, reducing the range.<ref name="Angelucci p304"/> Initial design on what would eventually become the Voodoo began just after ] in response to a USAAF Penetration Fighter Competition in 1946 for a long-range high performance fighter to escort bombers, much as the ] had done in its time.{{Citation needed|date=May 2011}} After being awarded a contract (AC-14582) on 14 February 1947, ] built two prototypes, designated the ].<ref name="Francillon p460-1">Francillon 1979, pp. 460–461.</ref> The first prototype (serial number ''46-6525''), powered by two 3,000&nbsp;lbf (13.3&nbsp;kN) ] turbojets, flew from ] on 20 October 1948.<ref name="Angelucci p304">Angelucci and Bowers 1987, p. 304.</ref> Preliminary testing revealed that while handling and range was adequate, the top speed was a disappointing 641&nbsp;mph (1,032&nbsp;km/h) at sea level.<ref name="Francillon p461">Francillon 1979, p. 461.</ref> After fitting McDonnell-designed afterburners to the second prototype, thrust was increased to 3,600&nbsp;lbf (16.1&nbsp;kN) with corresponding performance increases in top speed, initial rate of climb and reduced takeoff distance.{{Citation needed|date=May 2011}} Fuel consumption was greatly increased by use of the afterburners, however, reducing the range.<ref name="Angelucci p304"/>


Although the XF-88 won the "fly-off" competition against the competing ] and ], the ] by the ] resulted in the USAF (created in 1947) reevaluating its fighter needs, with interceptors being more important and bomber escorts being of reduced priority, and it terminated the Penetration Fighter program in 1950.<ref name="Dorr &Don p146,8">Dorr and Donald 1990, pp. 146, 148.</ref> Analysis of ] missions, however, revealed that contemporary USAF strategic bombers were vulnerable to fighter interception. In 1951, the USAF issued a new requirement for a bomber escort with all major US manufacturers submitting designs. The McDonnell design was a larger and higher powered version of the XF-88, and won the bid in May 1951. The '''F-88''' was redesignated the '''F-101 Voodoo''' in November 1951.<ref name="One-O-Won p76">Peacock 1985, p. 76.</ref> Although the XF-88 won the "fly-off" competition against the competing ] and ], the ] by the ] resulted in the USAF (created in 1947) reevaluating its fighter needs, with interceptors being more important and bomber escorts being of reduced priority, and it terminated the Penetration Fighter program in 1950.<ref name="Dorr &Don p146,8">Dorr and Donald 1990, pp. 146, 148.</ref> Analysis of ] missions, however, revealed that contemporary USAF strategic bombers were vulnerable to fighter interception.{{Citation needed|date=May 2011}} In 1951, the USAF issued a new requirement for a bomber escort with all major US manufacturers submitting designs.{{Citation needed|date=May 2011}} The McDonnell design was a larger and higher powered version of the XF-88, and won the bid in May 1951.{{Citation needed|date=May 2011}} The '''F-88''' was redesignated the '''F-101 Voodoo''' in November 1951.<ref name="One-O-Won p76">Peacock 1985, p. 76.</ref>


===Design changes for new engines=== ===Design changes for new engines===
The new design was considerably larger, carrying three times the initial fuel load and designed around larger, more powerful ] turbojets.<ref name="Franc p538">Francillon 1979, p. 538.</ref> The greater dimensions of the J57 engines required modifications to the engine bays, and modification to the intakes to allow a larger amount of airflow to the engine. The new intake also was designed to be more efficient at higher Mach numbers. In order to increase aerodynamic efficiency, reduce structural weight and alleviate "pitch-up" phenomena recently identified in flight testing of the D-558-2, an aircraft with a control surface configuration similar to the XF-88, the horizontal tail was relocated to the top of the vertical stabilizer, giving the F-101 its signature "T-tail". In late 1952, the mission of the F-101 was changed from "penetration fighter" to "strategic fighter", which entailed equal emphasis on both the bomber escort mission and on nuclear weapons delivery. The new Voodoo mock-up with the reconfigured inlets, tail surfaces, landing gear, and dummy nuclear weapon was inspected by Air Force officials in March 1953.<ref name="knaack p137-8">Knaack 1978, pp. 137–138.</ref> The design was approved, and an initial order for 29 F-101As was placed on 28 May 1953, no prototypes being required as the F-101 was considered a simple development of the XF-88,<ref name="Franc p539">Francillon 1979, p. 539.</ref> with the ] production policy, in which initial low-rate production would be used for testing without the use of separate prototypes, chosen instead.<ref name="Peacock p78">Peacock 1985, p. 78.</ref><ref name="knaack p136">Knaack 1982, p. 136.</ref> The new design was considerably larger, carrying three times the initial fuel load and designed around larger, more powerful ] turbojets.<ref name="Franc p538">Francillon 1979, p. 538.</ref> The greater dimensions of the J57 engines required modifications to the engine bays, and modification to the intakes to allow a larger amount of airflow to the engine.{{Citation needed|date=May 2011}} The new intake also was designed to be more efficient at higher Mach numbers.{{Citation needed|date=May 2011}} In order to increase aerodynamic efficiency, reduce structural weight and alleviate "pitch-up" phenomena recently identified in flight testing of the D-558-2, an aircraft with a control surface configuration similar to the XF-88, the horizontal tail was relocated to the top of the vertical stabilizer, giving the F-101 its signature "T-tail".{{Citation needed|date=May 2011}} In late 1952, the mission of the F-101 was changed from "penetration fighter" to "strategic fighter", which entailed equal emphasis on both the bomber escort mission and on nuclear weapons delivery.{{Citation needed|date=May 2011}} The new Voodoo mock-up with the reconfigured inlets, tail surfaces, landing gear, and dummy nuclear weapon was inspected by Air Force officials in March 1953.<ref name="knaack p137-8">Knaack 1978, pp. 137–138.</ref> The design was approved, and an initial order for 29 F-101As was placed on 28 May 1953, no prototypes being required as the F-101 was considered a simple development of the XF-88,<ref name="Franc p539">Francillon 1979, p. 539.</ref> with the ] production policy, in which initial low-rate production would be used for testing without the use of separate prototypes, chosen instead.<ref name="Peacock p78">Peacock 1985, p. 78.</ref><ref name="knaack p136">Knaack 1982, p. 136.</ref>
] ]


===First production=== ===First production===
Serial number ''53-2418'' was the first production A-model delivered to ] in August 1954. Its maiden flight was on 29 September 1954, with a McDonnell test pilot Robert C. Little. Test flight results: Mach&nbsp;0.9 at 35,000&nbsp;ft (10,500&nbsp;m), with a maximum test speed to Mach&nbsp;1.4.<ref>Baugher, Joe. ''American Military Aircraft'', 12 August 2001. Retrieved: 1 September 2009.</ref> This aircraft, which is privately owned, has been moved the Evergreen Maintenance Center in Marana, Arizona to undergo restoration for display at the ] in McMinnville, Oregon. It was previously on display at the ]. Serial number ''53-2418'' was the first production A-model delivered to ] in August 1954.{{Citation needed|date=May 2011}} Its maiden flight was on 29 September 1954, with a McDonnell test pilot Robert C. Little.{{Citation needed|date=May 2011}} Test flight results: Mach&nbsp;0.9 at 35,000&nbsp;ft (10,500&nbsp;m), with a maximum test speed to Mach&nbsp;1.4.<ref>Baugher, Joe. ''American Military Aircraft'', 12 August 2001. Retrieved: 1 September 2009.</ref> This aircraft, which is privately owned, has been moved the Evergreen Maintenance Center in Marana, Arizona to undergo restoration for display at the ] in McMinnville, Oregon.{{Citation needed|date=May 2011} It was previously on display at the ].{{Citation needed|date=May 2011}}


The end of the war in Korea and the development of the jet-powered ] negated the need for fighter escort and ] withdrew from the program. The end of the war in Korea and the development of the jet-powered ] negated the need for fighter escort and ] withdrew from the program.{{Citation needed|date=May 2011}}


==Operational history== ==Operational history==
===F-101A / RF-101G=== ===F-101A / RF-101G===
Despite SAC's loss of interest, the aircraft attracted the attention of ] (TAC), and the F-101 was reconfigured as a ], intended to carry a single ] for use against ]s such as airfields. With the support of TAC, testing was resumed, with ]s beginning in early 1955. A number of problems were identified during development, with many of these fixed. The aircraft had a dangerous tendency toward severe ] at high ] that was never entirely solved.<ref name="Dorr p172">Dorr 1995, p. 172.</ref> Around 2,300 improvements were made to the aircraft in 1955–56 before full production was resumed in November 1956. Despite SAC's loss of interest, the aircraft attracted the attention of ] (TAC), and the F-101 was reconfigured as a ], intended to carry a single ] for use against ]s such as airfields.{{Citation needed|date=May 2011}} With the support of TAC, testing was resumed, with ]s beginning in early 1955.{{Citation needed|date=May 2011}} A number of problems were identified during development, with many of these fixed.{{Citation needed|date=May 2011}} The aircraft had a dangerous tendency toward severe ] at high ] that was never entirely solved.<ref name="Dorr p172">Dorr 1995, p. 172.</ref> Around 2,300 improvements were made to the aircraft in 1955–56 before full production was resumed in November 1956.{{Citation needed|date=May 2011}}


] ]
The first F-101A was delivered on 2 May 1957 to the ], which transferred to TAC in July that year,<ref name="Peacock p78">Peacock 1985, p. 78.</ref> replacing their ]. The F-101A was powered by two Pratt & Whitney J57-P-13 ]s,<ref name="Franc p539"/> allowing good acceleration, climb-performance, ease in penetrating the sound barrier in level flight, and a maximum performance of ]&nbsp;1.52. The F-101's large internal fuel capacity allowed a range of approximately {{convert|3000|mi|km|0|abbr=on}} nonstop.<ref name="Frnc p547">Francillon 1979, p. 547.</ref> The aircraft was fitted with an MA-7 fire-control radar for both air-to-air and air-to-ground use, augmented by a ] (LABS) system for delivering nuclear weapons,<ref name="Franc p539">Francillon 1979, p. 539.</ref> and was designed to carry a ] ]. The original intended payload for the F-101A was the McDonnell ], a large fuel/weapons pod similar in concept to that of the ], but was cancelled in March 1956 before the F-101 entered service. Other operational nuclear payloads included the Mk 7, Mk 43, and Mk 57 weapons. While theoretically capable of carrying conventional bombs, rockets, or ],<ref name="Taylor">Taylor 1995, pp. 236–237.</ref> the Voodoo never used such weapons operationally.<ref name="Donald p. 55"/> It was fitted with four 20mm ], with one cannon often removed in service to make room for a ] beacon-receiver. The first F-101A was delivered on 2 May 1957 to the ], which transferred to TAC in July that year,<ref name="Peacock p78">Peacock 1985, p. 78.</ref> replacing their ].{{Citation needed|date=May 2011}} The F-101A was powered by two Pratt & Whitney J57-P-13 ]s,<ref name="Franc p539"/> allowing good acceleration, climb-performance, ease in penetrating the sound barrier in level flight, and a maximum performance of ]&nbsp;1.52.{{Citation needed|date=May 2011}} The F-101's large internal fuel capacity allowed a range of approximately {{convert|3000|mi|km|0|abbr=on}} nonstop.<ref name="Frnc p547">Francillon 1979, p. 547.</ref> The aircraft was fitted with an MA-7 fire-control radar for both air-to-air and air-to-ground use, augmented by a ] (LABS) system for delivering nuclear weapons,<ref name="Franc p539">Francillon 1979, p. 539.</ref> and was designed to carry a ] ].{{Citation needed|date=May 2011}} The original intended payload for the F-101A was the McDonnell ], a large fuel/weapons pod similar in concept to that of the ], but was cancelled in March 1956 before the F-101 entered service.{{Citation needed|date=May 2011}} Other operational nuclear payloads included the Mk 7, Mk 43, and Mk 57 weapons.{{Citation needed|date=May 2011}} While theoretically capable of carrying conventional bombs, rockets, or ],<ref name="Taylor">Taylor 1995, pp. 236–237.</ref> the Voodoo never used such weapons operationally.<ref name="Donald p. 55"/> It was fitted with four 20mm ], with one cannon often removed in service to make room for a ] beacon-receiver.{{Citation needed|date=May 2011}}


The F-101 set a number of speed records, including: a JF-101A (the ninth F-101A modified as a testbed for the more powerful J-57-P-53 engines of the F-101B) setting a ] of 1,207.6&nbsp;mph (1,943.4&nbsp;km/h) on 12 December 1957 during "Operation Firewall",<ref name="Dorr p173">Dorr 1995, p. 173.</ref> beating the previous record of 1,132&nbsp;mph (1,811&nbsp;km/h) set by the ] in March the previous year. The record was then subsequently taken in May 1958 by a ]. On 27 November 1957, during "Operation Sun Run," an RF-101C set the ]-]-Los Angeles record in 6 hours 46 minutes, the New York to Los Angeles record in 3 hours, 36 minutes, and the Los Angeles to New York record in 3 hours 7 minutes.<ref name="USAFMus"> ''National Museum of the United States Air Force''. Retrieved: 7 February 2008.</ref> An '''F-101A''' flew from ] to ] without refueling.{{Citation needed|date=April 2011}} The F-101 set a number of speed records, including: a JF-101A (the ninth F-101A modified as a testbed for the more powerful J-57-P-53 engines of the F-101B) setting a ] of 1,207.6&nbsp;mph (1,943.4&nbsp;km/h) on 12 December 1957 during "Operation Firewall",<ref name="Dorr p173">Dorr 1995, p. 173.</ref> beating the previous record of 1,132&nbsp;mph (1,811&nbsp;km/h) set by the ] in March the previous year.{{Citation needed|date=May 2011}} The record was then subsequently taken in May 1958 by a ].{{Citation needed|date=May 2011}} On 27 November 1957, during "Operation Sun Run," an RF-101C set the ]-]-Los Angeles record in 6 hours 46 minutes, the New York to Los Angeles record in 3 hours, 36 minutes, and the Los Angeles to New York record in 3 hours 7 minutes.<ref name="USAFMus"> ''National Museum of the United States Air Force''. Retrieved: 7 February 2008.</ref> An '''F-101A''' flew from ] to ] without refueling.{{Citation needed|date=April 2011}}


A total of 77 F-101As were built. They were gradually withdrawn from service starting in 1966.<ref name="knaack p140-1">Knaack 1982, pp. 140–141.</ref> Twenty-nine survivors were converted to '''RF-101G''' specifications with a modified nose, housing ] cameras in place of cannons and radar. These served with the Air National Guard through 1972.<ref name="Dorr p187">Dorr 1995, p. 187.</ref> A total of 77 F-101As were built.{{Citation needed|date=May 2011}} They were gradually withdrawn from service starting in 1966.<ref name="knaack p140-1">Knaack 1982, pp. 140–141.</ref> Twenty-nine survivors were converted to '''RF-101G''' specifications with a modified nose, housing ] cameras in place of cannons and radar.{{Citation needed|date=May 2011}} These served with the Air National Guard through 1972.<ref name="Dorr p187">Dorr 1995, p. 187.</ref>


===RF-101A=== ===RF-101A===
], 1965.]] ], 1965.]]
In October 1953, the USAF requested that two F-101As be built as prototype YRF-101A tactical ] aircraft. These were followed by 35 RF-101A production aircraft.<ref name="Dorr p174">Dorr 1995, p. 174.</ref> The RF-101A shared the airframe of the F-101A, including its 6.33 ] (62&nbsp;m/s²) limit, but replaced the radar and cannons with up to six cameras in the reshaped nose.<ref name="Peacock p78,0">Peacock 1985, pp. 78, 80.</ref> Like all other models of the F-101, it had provision for both flying boom and probe-and-drogue ] capability, as well as for a ] that allowed it to refuel other aircraft.<ref name="Taylor"/> It entered service in May 1957,<ref name="Peacock p80">Peacock 1985, p. 80.</ref> replacing the ]. In October 1953, the USAF requested that two F-101As be built as prototype YRF-101A tactical ] aircraft.{{Citation needed|date=May 2011}} These were followed by 35 RF-101A production aircraft.<ref name="Dorr p174">Dorr 1995, p. 174.</ref> The RF-101A shared the airframe of the F-101A, including its 6.33 ] (62&nbsp;m/s²) limit, but replaced the radar and cannons with up to six cameras in the reshaped nose.<ref name="Peacock p78,0">Peacock 1985, pp. 78, 80.</ref> Like all other models of the F-101, it had provision for both flying boom and probe-and-drogue ] capability, as well as for a ] that allowed it to refuel other aircraft.<ref name="Taylor"/> It entered service in May 1957,<ref name="Peacock p80">Peacock 1985, p. 80.</ref> replacing the ].


] RF-101As from the ] at ], SC flew reconnaissance sorties over ] during the ] in October 1962.<ref name="Global"/> ] RF-101As from the ] at ], SC flew reconnaissance sorties over ] during the ] in October 1962.<ref name="Global"/>


In October 1959, eight RF-101As were transferred to ], which used them for overflights of the ] mainland. These ROCAF RF-101A with modified C-model vertical fins with air intake. The intake is used to cool the drag chute compartment and eliminates the 5-minute limit on using the afterburners on the A model.<ref> ''taiwanairpower.org.'' Retrieved: 24 January 2011.</ref> Two were reportedly shot down. In October 1959, eight RF-101As were transferred to ], which used them for overflights of the ] mainland.{{Citation needed|date=May 2011}} These ROCAF RF-101A with modified C-model vertical fins with air intake.{{Citation needed|date=May 2011}} The intake is used to cool the drag chute compartment and eliminates the 5-minute limit on using the afterburners on the A model.<ref> ''taiwanairpower.org.'' Retrieved: 24 January 2011.</ref> Two were reportedly shot down.


===F-101C / RF-101H=== ===F-101C / RF-101H===
The F-101A fighter-bomber had been accepted into ] (TAC) service despite a number of problems. Among others, its airframe had proven to be capable of withstanding only 6.33 ] (62&nbsp;m/s²) maneuvers, rather than the intended 7.33 ''g'' (72&nbsp;m/s²).<ref name="knaack p139">Knaack 1982, p. 139.</ref> An improved model, the F-101C, was introduced in 1957. It had a 500&nbsp;lb (227&nbsp;kg) heavier structure to allow 7.33-''g'' maneuvers as well as a revised fuel system to increase the maximum flight time in ].<ref name="Dorr p181">Dorr 1995, p. 181.</ref> Like the F-101A it was also fitted with an underfuselage pylon for carrying ], as well as two ] for 450-gallon ].<ref name="Taylor"/> A total of 47 were produced.<ref name="Dorr p181"/> The F-101A fighter-bomber had been accepted into ] (TAC) service despite a number of problems.{{Citation needed|date=May 2011}} Among others, its airframe had proven to be capable of withstanding only 6.33 ] (62&nbsp;m/s²) maneuvers, rather than the intended 7.33 ''g'' (72&nbsp;m/s²).<ref name="knaack p139">Knaack 1982, p. 139.</ref> An improved model, the F-101C, was introduced in 1957.{{Citation needed|date=May 2011}} It had a 500&nbsp;lb (227&nbsp;kg) heavier structure to allow 7.33-''g'' maneuvers as well as a revised fuel system to increase the maximum flight time in ].<ref name="Dorr p181">Dorr 1995, p. 181.</ref> Like the F-101A it was also fitted with an underfuselage pylon for carrying ], as well as two ] for 450-gallon ].<ref name="Taylor"/> A total of 47 were produced.<ref name="Dorr p181"/>


Originally serving with the ] at ], Texas, the aircraft were transferred in 1958 from TAC to the ], part of ] (USAFE) which operated three squadrons from the twin RAF air stations ] & ]. The ] was stationed at Woodbridge, while the 91st and 92nd were stationed at Bentwaters. The 81st TFW served as a strategic nuclear deterrent force, the Voodoo's long range putting almost all of the ] countries, and targets up to 500 miles deep into the Soviet Union within reach. Originally serving with the ] at ], Texas, the aircraft were transferred in 1958 from TAC to the ], part of ] (USAFE) which operated three squadrons from the twin RAF air stations ] & ].{{Citation needed|date=May 2011}} The ] was stationed at Woodbridge, while the 91st and 92nd were stationed at Bentwaters.{{Citation needed|date=May 2011}} The 81st TFW served as a strategic nuclear deterrent force, the Voodoo's long range putting almost all of the ] countries, and targets up to 500 miles deep into the Soviet Union within reach.{{Citation needed|date=May 2011}}


Both the A and C model aircraft were assigned to the 81st TFW, and were used interchangeably within the three squadrons. Operational F-101A/C were upgraded in service with ] (LADD) and ] (LABS) equipment for its primary mission of delivering nuclear weapons at extremely low altitudes. Pilots were trained for high speed, low level missions into Soviet or Eastern Bloc territory, with primary targets being airfields. These missions were expected to be one-way, with the pilots having to eject behind Soviet lines.<ref name="Dorr p181"/> Both the A and C model aircraft were assigned to the 81st TFW, and were used interchangeably within the three squadrons.{{Citation needed|date=May 2011}} Operational F-101A/C were upgraded in service with ] (LADD) and ] (LABS) equipment for its primary mission of delivering nuclear weapons at extremely low altitudes.{{Citation needed|date=May 2011}} Pilots were trained for high speed, low level missions into Soviet or Eastern Bloc territory, with primary targets being airfields.{{Citation needed|date=May 2011}} These missions were expected to be one-way, with the pilots having to eject behind Soviet lines.<ref name="Dorr p181"/>


The F-101C never saw combat and was replaced in 1966 with the ].<ref name="Peacock p78"/> Thirty-two aircraft were later converted for unarmed ] use under the '''RF-101H''' designation. They served with Air National Guard units until 1972.<ref name="Peacock p78"/> The F-101C never saw combat and was replaced in 1966 with the ].<ref name="Peacock p78"/> Thirty-two aircraft were later converted for unarmed ] use under the '''RF-101H''' designation. They served with Air National Guard units until 1972.<ref name="Peacock p78"/>
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], 1967.]] ], 1967.]]


Using the reinforced airframe of the F-101C, the RF-101C first flew on 12 July 1957,<ref name="Peacock p78"/> entering service in 1958. Like the RF-101A, the RF-101C had up to six cameras in place of radar and cannons in the reshaped nose and retained the bombing abitiy of the fighter-bomber versions. 166 RF-101Cs were built, including 96 originally scheduled to be F-101C fighter-bombers.<ref name="Peacock p78,0"/> Using the reinforced airframe of the F-101C, the RF-101C first flew on 12 July 1957,<ref name="Peacock p78"/> entering service in 1958. Like the RF-101A, the RF-101C had up to six cameras in place of radar and cannons in the reshaped nose and retained the bombing abitiy of the fighter-bomber versions.{{Citation needed|date=May 2011}} 166 RF-101Cs were built, including 96 originally scheduled to be F-101C fighter-bombers.<ref name="Peacock p78,0"/>
The 1964 Project "Toy Tiger" fitted some RF-101C with a new camera package and a centerline pod for photo-flash cartridges. Some were further upgraded under the Mod 1181 program with automatic control for the cameras. The 1964 Project "Toy Tiger" fitted some RF-101C with a new camera package and a centerline pod for photo-flash cartridges.{{Citation needed|date=May 2011}} Some were further upgraded under the Mod 1181 program with automatic control for the cameras.{{Citation needed|date=May 2011}}


The RF-101C saw service during the ] and soon followed the ]s into combat when RF-101s from the 67th Tactical Reconnaissance Wing deployed to ] in October 1961. The RF-101C saw heavy service during the ], with the first F-101 being lost in November 1964 to ground fire. From 1965 through November 1970, its role was gradually taken over by the ]. In some 35,000 sorties, 39 aircraft were lost, 33 in combat,<ref>"Vietnam Almanac", ''Air Force Magazine'', September 2004, p. 57.</ref> including five to ], one to an airfield attack, and one in air combat to a ] in September 1967. The RF-101C's speed made it largely immune to MiG interception. 27 of the combat losses occurred on reconnaissance missions over North Vietnam. In April 1967, ALQ-71 ] pods were fitted to provide some protection against SAMs. Although the Voodoo was again able to operate at medium altitudes, the added drag decreased the speed enough to make RF-101 vulnerable to MiGs and thus requiring fighter escort. The RF-101C saw service during the ] and soon followed the ]s into combat when RF-101s from the 67th Tactical Reconnaissance Wing deployed to ] in October 1961.{{Citation needed|date=May 2011}} The RF-101C saw heavy service during the ], with the first F-101 being lost in November 1964 to ground fire.{{Citation needed|date=May 2011}} From 1965 through November 1970, its role was gradually taken over by the ].{{Citation needed|date=May 2011}} In some 35,000 sorties, 39 aircraft were lost, 33 in combat,<ref>"Vietnam Almanac", ''Air Force Magazine'', September 2004, p. 57.</ref> including five to ], one to an airfield attack, and one in air combat to a ] in September 1967.{{Citation needed|date=May 2011}} The RF-101C's speed made it largely immune to MiG interception.{{Citation needed|date=May 2011}} 27 of the combat losses occurred on reconnaissance missions over North Vietnam.{{Citation needed|date=May 2011}} In April 1967, ALQ-71 ] pods were fitted to provide some protection against SAMs.{{Citation needed|date=May 2011}} Although the Voodoo was again able to operate at medium altitudes, the added drag decreased the speed enough to make RF-101 vulnerable to MiGs and thus requiring fighter escort.{{Citation needed|date=May 2011}}


On 27 November 1957 during Operation Sun Run, an RF-101C piloted by then-Captain Robert Sweet set the ]-]-Los Angeles record in 6 hours 46 minutes, and the New York to Los Angeles record in 3 hours, 36 minutes. Another RF-101C, piloted by then-Lieutenant Gustav Klatt, set the Los Angeles to New York record in 3 hours 7 minutes.<ref name="USAFMus"/> On 27 November 1957 during Operation Sun Run, an RF-101C piloted by then-Captain Robert Sweet set the ]-]-Los Angeles record in 6 hours 46 minutes, and the New York to Los Angeles record in 3 hours, 36 minutes.{{Citation needed|date=May 2011}} Another RF-101C, piloted by then-Lieutenant Gustav Klatt, set the Los Angeles to New York record in 3 hours 7 minutes.<ref name="USAFMus"/>

⚫ After withdrawal from Vietnam, the RF-101C continued to serve with USAF units through 1979.{{Citation needed|date=May 2011}}


⚫ After withdrawal from Vietnam, the RF-101C continued to serve with USAF units through 1979.


In service, the RF-101C was nicknamed the "Long Bird;" it was the only version of the Voodoo to see combat.<ref>"Air Power Classics: F/RF-101 Voodoo." ''Air Force Magazine'', May 2008, p. 168.</ref> In service, the RF-101C was nicknamed the "Long Bird;" it was the only version of the Voodoo to see combat.<ref>"Air Power Classics: F/RF-101 Voodoo." ''Air Force Magazine'', May 2008, p. 168.</ref>
Line 89: Line 90:
], ] on the ramp at ] in spring 1982.]] ], ] on the ramp at ] in spring 1982.]]


In the late 1940s, the Air Force had started a research project into future ] that eventually settled on an advanced specification known as the ]. Contracts for this specification eventually resulted in the selection of the ], but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point.<ref name="knaack p150-1">Knaack 1982, pp. 150–151.</ref> In the late 1940s, the Air Force had started a research project into future ] that eventually settled on an advanced specification known as the ].{{Citation needed|date=May 2011}} Contracts for this specification eventually resulted in the selection of the ], but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons and fire control systems were all going to take too long to get into service.{{Citation needed|date=May 2011}} An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point.<ref name="knaack p150-1">Knaack 1982, pp. 150–151.</ref>


Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo),<ref name="Dorr &Don p187">Dorr and Donald 1990, p. 187.</ref> the USAF assigned the designation F-101B. It was first deployed into service on January 5, 1959, with the ].<ref name="knaack p152">Knaack 1982, p. 152.</ref> The production ended in March 1961.<ref name="knaack p153">Knaack 1978, p. 153.</ref> The Voodoo featured a modified cockpit to carry a crew of two, with a larger and more rounded forward fuselage to hold the ] MG-13 fire control ] of the F-102. It had transponders linking it to the ] system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. The F-101B had more powerful Pratt & Whitney J57-P-55 engines, making it the only Voodoo not using the -13 engines. The new engines featured a substantially longer afterburner than J57-P-13s. To avoid a major redesign, the extended afterburners were simply allowed to extend out of the fuselage by almost 8&nbsp;ft (2.4&nbsp;m). The more powerful engines and aerodynamic refinements allowed an increased speed of Mach&nbsp;1.85.<ref name="Taylor"/> Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo),<ref name="Dorr &Don p187">Dorr and Donald 1990, p. 187.</ref> the USAF assigned the designation F-101B.{{Citation needed|date=May 2011}} It was first deployed into service on January 5, 1959, with the ].<ref name="knaack p152">Knaack 1982, p. 152.</ref> The production ended in March 1961.<ref name="knaack p153">Knaack 1978, p. 153.</ref> The Voodoo featured a modified cockpit to carry a crew of two, with a larger and more rounded forward fuselage to hold the ] MG-13 fire control ] of the F-102.{{Citation needed|date=May 2011}} It had transponders linking it to the ] system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot.{{Citation needed|date=May 2011}} The F-101B had more powerful Pratt & Whitney J57-P-55 engines, making it the only Voodoo not using the -13 engines.{{Citation needed|date=May 2011}} The new engines featured a substantially longer afterburner than J57-P-13s.{{Citation needed|date=May 2011}} To avoid a major redesign, the extended afterburners were simply allowed to extend out of the fuselage by almost 8&nbsp;ft (2.4&nbsp;m).{{Citation needed|date=May 2011}} The more powerful engines and aerodynamic refinements allowed an increased speed of Mach&nbsp;1.85.<ref name="Taylor"/>


The F-101B was stripped of the 4 × ]s; instead, it carried four ] ]s, arranged two apiece on a rotating pallet in the fuselage weapons bay.<ref name="Taylor"/> The initial load was two GAR-1 (AIM-4A) ] and two GAR-2 (AIM-4B) ] weapons with one of each carried on each side of the rotating pallet.<ref>Donald 2003, pp. 54–55.</ref> After the first two missiles were fired, the door turned over to expose the second pair. Standard practice was to fire the weapons in SARH/IR pairs to increase the likelihood of a hit. Late-production models had provision for two 1.7-kiloton MB-1/] ] ]s on one side of the pallet with IR-guided GAR-2A (AIM-4C) on the other side. "Project Kitty Car" upgraded most earlier F-101Bs to this standard beginning in 1961.<ref name="Donald p. 55">Donald 2003, p. 55.</ref> The F-101B was stripped of the 4 × ]s; instead, it carried four ] ]s, arranged two apiece on a rotating pallet in the fuselage weapons bay.<ref name="Taylor"/> The initial load was two GAR-1 (AIM-4A) ] and two GAR-2 (AIM-4B) ] weapons with one of each carried on each side of the rotating pallet.<ref>Donald 2003, pp. 54–55.</ref> After the first two missiles were fired, the door turned over to expose the second pair.{{Citation needed|date=May 2011}} Standard practice was to fire the weapons in SARH/IR pairs to increase the likelihood of a hit.{{Citation needed|date=May 2011}} Late-production models had provision for two 1.7-kiloton MB-1/] ] ]s on one side of the pallet with IR-guided GAR-2A (AIM-4C) on the other side.{{Citation needed|date=May 2011}} "Project Kitty Car" upgraded most earlier F-101Bs to this standard beginning in 1961.<ref name="Donald p. 55">Donald 2003, p. 55.</ref>


] ]
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The F-101B was made in greater numbers than the F-101A and C, with a total of 479 being delivered by the end of production in 1961.<ref name="Dorr p175">Dorr 1995, p. 175.</ref> Most of these were delivered to the ] (ADC) beginning in January 1959.<ref name="knaack p152">Knaack 1982, p. 152.</ref> The only foreign customer for the F-101B was ].<ref name="Dorr p178">Dorr 1995, p. 178.</ref> For more details on the history of the Voodoo in Canada, see ]. The F-101B was made in greater numbers than the F-101A and C, with a total of 479 being delivered by the end of production in 1961.<ref name="Dorr p175">Dorr 1995, p. 175.</ref> Most of these were delivered to the ] (ADC) beginning in January 1959.<ref name="knaack p152">Knaack 1982, p. 152.</ref> The only foreign customer for the F-101B was ].<ref name="Dorr p178">Dorr 1995, p. 178.</ref> For more details on the history of the Voodoo in Canada, see ].


The F-101B was withdrawn from ADC service from 1969 to 1972, with many surviving USAF aircraft transferred to the Air National Guard (replacing F-102s), serving until 1982. The last Voodoo in US service (F-101B-105-MC ''58-300'') was finally retired by the 2nd Fighter Interceptor Training Squadron at ] in Florida on 21 September 1982.<ref> ''444TH FIS Fighter Interceptor Squadron'' via ''444thfis.info.'' Retrieved: 24 January 2011.</ref> The F-101B was withdrawn from ADC service from 1969 to 1972, with many surviving USAF aircraft transferred to the Air National Guard (replacing F-102s), serving until 1982.{{Citation needed|date=May 2011}} The last Voodoo in US service (F-101B-105-MC ''58-300'') was finally retired by the 2nd Fighter Interceptor Training Squadron at ] in Florida on 21 September 1982.<ref> ''444TH FIS Fighter Interceptor Squadron'' via ''444thfis.info.'' Retrieved: 24 January 2011.</ref>


===TF-101B / F-101F / CF-101F=== ===TF-101B / F-101F / CF-101F===
Some of the F-101Bs were completed as dual-control operational ] aircraft initially dubbed '''TF-101B''', but later redesignated '''F-101F'''. Seventy-nine new-build F-101Fs were manufactured, and 152 more existing aircraft were later modified with dual controls. Ten of these were supplied to Canada under the designation '''CF-101F'''. These were later replaced with 10 updated aircraft in 1971. Some of the F-101Bs were completed as dual-control operational ] aircraft initially dubbed '''TF-101B''', but later redesignated '''F-101F'''.{{Citation needed|date=May 2011}} Seventy-nine new-build F-101Fs were manufactured, and 152 more existing aircraft were later modified with dual controls.{{Citation needed|date=May 2011}} Ten of these were supplied to Canada under the designation '''CF-101F'''.{{Citation needed|date=May 2011}} These were later replaced with 10 updated aircraft in 1971.{{Citation needed|date=May 2011}}


] ]


===RF-101B=== ===RF-101B===
In the early 1970s, a batch of 22 ex-RCAF CF-101Bs were returned to the ] and converted to '''RF-101B''' ] aircraft with their radar and weapons bay replaced with a package of three KS-87B cameras and two AXQ-2 TV cameras. An ] boom receptacle was fitted. These aircraft served with the ] of the Nevada Air National Guard through 1975. They were expensive to operate and maintain and had a short service life. In the early 1970s, a batch of 22 ex-RCAF CF-101Bs were returned to the ] and converted to '''RF-101B''' ] aircraft with their radar and weapons bay replaced with a package of three KS-87B cameras and two AXQ-2 TV cameras.{{Citation needed|date=May 2011}} An ] boom receptacle was fitted.{{Citation needed|date=May 2011}} These aircraft served with the ] of the Nevada Air National Guard through 1975.{{Citation needed|date=May 2011}} They were expensive to operate and maintain and had a short service life.{{Citation needed|date=May 2011}}


==Variants== ==Variants==

Revision as of 21:14, 7 May 2011

F-101 Voodoo
Black and white photo of jet aircraft flying right above clouds. On the aircraft's side is a symbol with a star, to the right of which says U.S. Air Force. Its horizontal stabilizers are located atop its fin.
McDonnell F-101A Voodoo
Role Fighter aircraftType of aircraft
Manufacturer McDonnell Aircraft
First flight 29 September 1954
Introduction May 1957
Retired 1972, USAF
1982, US ANG
1984, Canada
Primary users United States Air Force
Royal Canadian Air Force
Number built 807
Developed from XF-88 Voodoo
Variants McDonnell CF-101 Voodoo

The McDonnell F-101 Voodoo was a supersonic military jet fighter which served the United States Air Force (USAF) and the Royal Canadian Air Force (RCAF). Initially designed by McDonnell Aircraft as a long-range bomber escort (known as a penetration fighter) for the Strategic Air Command (SAC), the Voodoo was instead developed as a nuclear-armed fighter-bomber for the Tactical Air Command (TAC), and as a photo reconnaissance aircraft based on the same airframe. Extensively modified versions were produced as an all-weather interceptor aircraft, serving with the Air Defense Command, later renamed the Aerospace Defense Command (ADC), the Air National Guard, the Royal Canadian Air Force and the unified Canadian Forces after 1968.

The Voodoo's career as a fighter-bomber was relatively brief, but the reconnaissance versions served for some time. Along with the US Air Force's U-2 and US Navy's RF-8 Crusaders, the RF-101 reconnaissance variant of the Voodoo was instrumental during the Cuban Missile Crisis and saw extensive service during the Vietnam War. Interceptor versions served with the Air National Guard until 1982, and in Canadian service they were a front line part of NORAD until their replacement with the McDonnell Douglas CF-18 Hornet in the 1980s.

While the Voodoo was a moderate success, it may have been more important as an evolutionary step towards its replacement in most roles, the McDonnell Douglas F-4 Phantom II, one of the most successful Western fighter designs of the 1960s. The Phantom would retain the twin engines, twin crew for interception duties, and a tail mounted well above and behind the jet exhaust. Both aircraft were influenced by the McDonnell's F-3 Demon, a carrier-based naval fighter-interceptor that served during the 1950s and early 1960s.

Design and development

Initial design on what would eventually become the Voodoo began just after World War II in response to a USAAF Penetration Fighter Competition in 1946 for a long-range high performance fighter to escort bombers, much as the P-51 Mustang had done in its time. After being awarded a contract (AC-14582) on 14 February 1947, McDonnell built two prototypes, designated the XF-88 Voodoo. The first prototype (serial number 46-6525), powered by two 3,000 lbf (13.3 kN) Westinghouse XJ34-WE-13 turbojets, flew from Muroc on 20 October 1948. Preliminary testing revealed that while handling and range was adequate, the top speed was a disappointing 641 mph (1,032 km/h) at sea level. After fitting McDonnell-designed afterburners to the second prototype, thrust was increased to 3,600 lbf (16.1 kN) with corresponding performance increases in top speed, initial rate of climb and reduced takeoff distance. Fuel consumption was greatly increased by use of the afterburners, however, reducing the range.

Although the XF-88 won the "fly-off" competition against the competing Lockheed XF-90 and North American YF-93, the detonation of the first nuclear weapon by the Soviet Union resulted in the USAF (created in 1947) reevaluating its fighter needs, with interceptors being more important and bomber escorts being of reduced priority, and it terminated the Penetration Fighter program in 1950. Analysis of Korean war missions, however, revealed that contemporary USAF strategic bombers were vulnerable to fighter interception. In 1951, the USAF issued a new requirement for a bomber escort with all major US manufacturers submitting designs. The McDonnell design was a larger and higher powered version of the XF-88, and won the bid in May 1951. The F-88 was redesignated the F-101 Voodoo in November 1951.

Design changes for new engines

The new design was considerably larger, carrying three times the initial fuel load and designed around larger, more powerful Pratt & Whitney J57 turbojets. The greater dimensions of the J57 engines required modifications to the engine bays, and modification to the intakes to allow a larger amount of airflow to the engine. The new intake also was designed to be more efficient at higher Mach numbers. In order to increase aerodynamic efficiency, reduce structural weight and alleviate "pitch-up" phenomena recently identified in flight testing of the D-558-2, an aircraft with a control surface configuration similar to the XF-88, the horizontal tail was relocated to the top of the vertical stabilizer, giving the F-101 its signature "T-tail". In late 1952, the mission of the F-101 was changed from "penetration fighter" to "strategic fighter", which entailed equal emphasis on both the bomber escort mission and on nuclear weapons delivery. The new Voodoo mock-up with the reconfigured inlets, tail surfaces, landing gear, and dummy nuclear weapon was inspected by Air Force officials in March 1953. The design was approved, and an initial order for 29 F-101As was placed on 28 May 1953, no prototypes being required as the F-101 was considered a simple development of the XF-88, with the Cook-Cragie production policy, in which initial low-rate production would be used for testing without the use of separate prototypes, chosen instead.

F-101A, AF Serial No. 53-2418, at Pueblo Weisbrod Aircraft Museum, Pueblo, CO

First production

Serial number 53-2418 was the first production A-model delivered to Edwards AFB in August 1954. Its maiden flight was on 29 September 1954, with a McDonnell test pilot Robert C. Little. Test flight results: Mach 0.9 at 35,000 ft (10,500 m), with a maximum test speed to Mach 1.4. This aircraft, which is privately owned, has been moved the Evergreen Maintenance Center in Marana, Arizona to undergo restoration for display at the Evergreen Aviation & Space Museum in McMinnville, Oregon.{{Citation needed|date=May 2011} It was previously on display at the Pueblo Weisbrod Aircraft Museum.

The end of the war in Korea and the development of the jet-powered B-52 negated the need for fighter escort and Strategic Air Command withdrew from the program.

Operational history

F-101A / RF-101G

Despite SAC's loss of interest, the aircraft attracted the attention of Tactical Air Command (TAC), and the F-101 was reconfigured as a fighter bomber, intended to carry a single nuclear weapon for use against tactical targets such as airfields. With the support of TAC, testing was resumed, with Category II flight tests beginning in early 1955. A number of problems were identified during development, with many of these fixed. The aircraft had a dangerous tendency toward severe pitch-up at high angle of attack that was never entirely solved. Around 2,300 improvements were made to the aircraft in 1955–56 before full production was resumed in November 1956.

F-101A Voodoo

The first F-101A was delivered on 2 May 1957 to the 27th Strategic Fighter Wing, which transferred to TAC in July that year, replacing their F-84F Thunderstreak. The F-101A was powered by two Pratt & Whitney J57-P-13 turbojets, allowing good acceleration, climb-performance, ease in penetrating the sound barrier in level flight, and a maximum performance of Mach 1.52. The F-101's large internal fuel capacity allowed a range of approximately 3,000 mi (4,828 km) nonstop. The aircraft was fitted with an MA-7 fire-control radar for both air-to-air and air-to-ground use, augmented by a Low Altitude Bombing System (LABS) system for delivering nuclear weapons, and was designed to carry a Mk 28 nuclear bomb. The original intended payload for the F-101A was the McDonnell Model 96 store, a large fuel/weapons pod similar in concept to that of the Convair B-58 Hustler, but was cancelled in March 1956 before the F-101 entered service. Other operational nuclear payloads included the Mk 7, Mk 43, and Mk 57 weapons. While theoretically capable of carrying conventional bombs, rockets, or Falcon air-to-air missiles, the Voodoo never used such weapons operationally. It was fitted with four 20mm M39 cannon, with one cannon often removed in service to make room for a TACAN beacon-receiver.

The F-101 set a number of speed records, including: a JF-101A (the ninth F-101A modified as a testbed for the more powerful J-57-P-53 engines of the F-101B) setting a world speed record of 1,207.6 mph (1,943.4 km/h) on 12 December 1957 during "Operation Firewall", beating the previous record of 1,132 mph (1,811 km/h) set by the Fairey Delta 2 in March the previous year. The record was then subsequently taken in May 1958 by a Lockheed F-104 Starfighter. On 27 November 1957, during "Operation Sun Run," an RF-101C set the Los Angeles-New York-Los Angeles record in 6 hours 46 minutes, the New York to Los Angeles record in 3 hours, 36 minutes, and the Los Angeles to New York record in 3 hours 7 minutes. An F-101A flew from Carswell, Texas to Bermuda without refueling.

A total of 77 F-101As were built. They were gradually withdrawn from service starting in 1966. Twenty-nine survivors were converted to RF-101G specifications with a modified nose, housing reconnaissance cameras in place of cannons and radar. These served with the Air National Guard through 1972.

RF-101A

A 33rd Tactical Group RF-101A (s/n 54-1512) at Tan Son Nhut Air Base, 1965.

In October 1953, the USAF requested that two F-101As be built as prototype YRF-101A tactical reconnaissance aircraft. These were followed by 35 RF-101A production aircraft. The RF-101A shared the airframe of the F-101A, including its 6.33 g (62 m/s²) limit, but replaced the radar and cannons with up to six cameras in the reshaped nose. Like all other models of the F-101, it had provision for both flying boom and probe-and-drogue in-flight refueling capability, as well as for a buddy tank that allowed it to refuel other aircraft. It entered service in May 1957, replacing the RB-57 Canberra.

USAF RF-101As from the 363d Tactical Reconnaissance Wing at Shaw AFB, SC flew reconnaissance sorties over Cuba during the Cuban Missile Crisis in October 1962.

In October 1959, eight RF-101As were transferred to Taiwan, which used them for overflights of the Chinese mainland. These ROCAF RF-101A with modified C-model vertical fins with air intake. The intake is used to cool the drag chute compartment and eliminates the 5-minute limit on using the afterburners on the A model. Two were reportedly shot down.

F-101C / RF-101H

The F-101A fighter-bomber had been accepted into Tactical Air Command (TAC) service despite a number of problems. Among others, its airframe had proven to be capable of withstanding only 6.33 g (62 m/s²) maneuvers, rather than the intended 7.33 g (72 m/s²). An improved model, the F-101C, was introduced in 1957. It had a 500 lb (227 kg) heavier structure to allow 7.33-g maneuvers as well as a revised fuel system to increase the maximum flight time in afterburner. Like the F-101A it was also fitted with an underfuselage pylon for carrying atomic weapons, as well as two hardpoints for 450-gallon drop tanks. A total of 47 were produced.

Originally serving with the 27th Tactical Fighter Wing at Bergstrom AFB, Texas, the aircraft were transferred in 1958 from TAC to the 81st Tactical Fighter Wing, part of United States Air Forces in Europe (USAFE) which operated three squadrons from the twin RAF air stations Bentwaters & Woodbridge. The 78th Tactical Fighter Squadron was stationed at Woodbridge, while the 91st and 92nd were stationed at Bentwaters. The 81st TFW served as a strategic nuclear deterrent force, the Voodoo's long range putting almost all of the Warsaw Pact countries, and targets up to 500 miles deep into the Soviet Union within reach.

Both the A and C model aircraft were assigned to the 81st TFW, and were used interchangeably within the three squadrons. Operational F-101A/C were upgraded in service with Low Angle Drogued Delivery (LADD) and Low Altitude Bombing System (LABS) equipment for its primary mission of delivering nuclear weapons at extremely low altitudes. Pilots were trained for high speed, low level missions into Soviet or Eastern Bloc territory, with primary targets being airfields. These missions were expected to be one-way, with the pilots having to eject behind Soviet lines.

The F-101C never saw combat and was replaced in 1966 with the F-4C Phantom II. Thirty-two aircraft were later converted for unarmed reconnaissance use under the RF-101H designation. They served with Air National Guard units until 1972.

RF-101C

U.S. Air Force technicians prepare a McDonnell RF-101 Voodoo for a photo reconnaissance mission
U.S. Air Force McDonnell RF-101C over Vietnam, 1967.

Using the reinforced airframe of the F-101C, the RF-101C first flew on 12 July 1957, entering service in 1958. Like the RF-101A, the RF-101C had up to six cameras in place of radar and cannons in the reshaped nose and retained the bombing abitiy of the fighter-bomber versions. 166 RF-101Cs were built, including 96 originally scheduled to be F-101C fighter-bombers.

The 1964 Project "Toy Tiger" fitted some RF-101C with a new camera package and a centerline pod for photo-flash cartridges. Some were further upgraded under the Mod 1181 program with automatic control for the cameras.

The RF-101C saw service during the Cuban Missile Crisis and soon followed the F-100 Super Sabres into combat when RF-101s from the 67th Tactical Reconnaissance Wing deployed to Vietnam in October 1961. The RF-101C saw heavy service during the Vietnam War, with the first F-101 being lost in November 1964 to ground fire. From 1965 through November 1970, its role was gradually taken over by the RF-4C Phantom II. In some 35,000 sorties, 39 aircraft were lost, 33 in combat, including five to SAMs, one to an airfield attack, and one in air combat to a MiG-21 in September 1967. The RF-101C's speed made it largely immune to MiG interception. 27 of the combat losses occurred on reconnaissance missions over North Vietnam. In April 1967, ALQ-71 ECM pods were fitted to provide some protection against SAMs. Although the Voodoo was again able to operate at medium altitudes, the added drag decreased the speed enough to make RF-101 vulnerable to MiGs and thus requiring fighter escort.

On 27 November 1957 during Operation Sun Run, an RF-101C piloted by then-Captain Robert Sweet set the Los Angeles-New York-Los Angeles record in 6 hours 46 minutes, and the New York to Los Angeles record in 3 hours, 36 minutes. Another RF-101C, piloted by then-Lieutenant Gustav Klatt, set the Los Angeles to New York record in 3 hours 7 minutes.

After withdrawal from Vietnam, the RF-101C continued to serve with USAF units through 1979.


In service, the RF-101C was nicknamed the "Long Bird;" it was the only version of the Voodoo to see combat.

F-101B / CF-101B / EF-101B

A two-seat McDonnell F-101B Voodoo of the Oregon Air National Guard
CF-101 Voodoo 101060 from 409 "Nighthawk" Squadron, CFB Comox on the ramp at CFB Moose Jaw in spring 1982.

In the late 1940s, the Air Force had started a research project into future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point.

Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo), the USAF assigned the designation F-101B. It was first deployed into service on January 5, 1959, with the 60th Fighter Interceptor Squadron. The production ended in March 1961. The Voodoo featured a modified cockpit to carry a crew of two, with a larger and more rounded forward fuselage to hold the Hughes MG-13 fire control radar of the F-102. It had transponders linking it to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. The F-101B had more powerful Pratt & Whitney J57-P-55 engines, making it the only Voodoo not using the -13 engines. The new engines featured a substantially longer afterburner than J57-P-13s. To avoid a major redesign, the extended afterburners were simply allowed to extend out of the fuselage by almost 8 ft (2.4 m). The more powerful engines and aerodynamic refinements allowed an increased speed of Mach 1.85.

The F-101B was stripped of the 4 × M39 cannons; instead, it carried four AIM-4 Falcon air-to-air missiles, arranged two apiece on a rotating pallet in the fuselage weapons bay. The initial load was two GAR-1 (AIM-4A) semi-active radar homing and two GAR-2 (AIM-4B) infrared-guided weapons with one of each carried on each side of the rotating pallet. After the first two missiles were fired, the door turned over to expose the second pair. Standard practice was to fire the weapons in SARH/IR pairs to increase the likelihood of a hit. Late-production models had provision for two 1.7-kiloton MB-1/AIR-2 Genie nuclear rockets on one side of the pallet with IR-guided GAR-2A (AIM-4C) on the other side. "Project Kitty Car" upgraded most earlier F-101Bs to this standard beginning in 1961.

The AIM-4 Falcon side of the F-101B missile door

From 1963 through 1966, F-101Bs were upgraded under the Interceptor Improvement Program (IIP; also known as "Project Bold Journey"), with a fire control system enhancement against hostile ECM and an infrared sighting and tracking (IRST) system in the nose in place of the in-flight refueling probe.

The F-101B was made in greater numbers than the F-101A and C, with a total of 479 being delivered by the end of production in 1961. Most of these were delivered to the Air Defense Command (ADC) beginning in January 1959. The only foreign customer for the F-101B was Canada. For more details on the history of the Voodoo in Canada, see CF-101 Voodoo.

The F-101B was withdrawn from ADC service from 1969 to 1972, with many surviving USAF aircraft transferred to the Air National Guard (replacing F-102s), serving until 1982. The last Voodoo in US service (F-101B-105-MC 58-300) was finally retired by the 2nd Fighter Interceptor Training Squadron at Tyndall AFB in Florida on 21 September 1982.

TF-101B / F-101F / CF-101F

Some of the F-101Bs were completed as dual-control operational trainer aircraft initially dubbed TF-101B, but later redesignated F-101F. Seventy-nine new-build F-101Fs were manufactured, and 152 more existing aircraft were later modified with dual controls. Ten of these were supplied to Canada under the designation CF-101F. These were later replaced with 10 updated aircraft in 1971.

The prototype RF-101B (s/n 57-0301).

RF-101B

In the early 1970s, a batch of 22 ex-RCAF CF-101Bs were returned to the USAF and converted to RF-101B reconnaissance aircraft with their radar and weapons bay replaced with a package of three KS-87B cameras and two AXQ-2 TV cameras. An in-flight refueling boom receptacle was fitted. These aircraft served with the 192nd Tactical Reconnaissance Squadron of the Nevada Air National Guard through 1975. They were expensive to operate and maintain and had a short service life.

Variants

RF-101C-55-MC (56-0220), assigned to 18th TRS, 460th TRW. This aircraft was shot down by a SAM over North Vietnam on 7 March 1966, killing the pilot.
Section source: Angelucci and Bowers 1987. The American Fighter
F-101A
initial production fighter bomber, 77 produced.
NF-101A
one F-101A used by General Electric for testing of the General Electric J79 engine.
YRF-101A
two F-101As built as prototype reconnaissance models.
RF-101A
first reconnaissance version, 35 built.
F-101B
two-seat interceptor, the most numerous version with 479 built (including CF-101B)
CF-101B
112 F-101Bs transferred to Royal Canadian Air Force (RCAF).
RF-101B
22 ex-RCAF CF-101B modified for reconnaissance use.
TF-101B
dual-control trainer version of F-101B, redesignated F-101F, 79 built.
EF-101B
single F-101B converted for use as a radar target and leased to Canada.
NF-101B
F-101B prototype based on the F-101A airframe; the second prototype was built with a different nose.
F-101C
improved fighter-bomber, 47 built.
RF-101C
reconnaissance version of F-101C airframe, 166 built.
F-101D
proposed version with General Electric J79 engines, not built.
F-101E
another J79 proposal, not built.
F-101F
dual-control trainer version of F-101B; 79 re-designated TF-101Bs plus 152 converted F-101B.
CF-101F
RCAF designation for 20 TF-101B/F-101F dual-control aircraft.
TF-101F
24 dual-control versions of F-101B, re-designated F-101F (these are included in the -F total).
RF-101G
29 F-101As converted for ANG reconnaissance.
RF-101H
32 F-101Cs converted for reconnaissance use.

Operators

McDonnell F-101B of the 18th Fighter-Interceptor Squadron, Grand Forks AFB, ND
 Canada
 Republic of China (Taiwan)
 United States

Aircraft on display

F-101F AF Serial Number 58-0311, located at Devils Lake Regional Airport, North Dakota
Main article: F-101 Voodoo on display

Below is a list of F-101s on display, including museums with an F-101 (CF-101) in their collection:

Canada

Taiwan

  • ROCAF Hualien AFB, RF-101A (Tail no. 41499; ROCAF no. 5654) Serving as gate guard. Hualien.
  • ROCAF Academy Museum, RF-101As KangShan (Tail no. 54-1506).
  • Chung Cheng Aviation Museum, Taoyuan, next to Taoyuan International Airport, RF-101A (Tail no. 54-1505).

United Kingdom

United States

F-101B at Wings Museum, 2007.

Specifications (F-101B)

Line drawings for the F-101B.

Data from The Great Book of Fighters

General characteristics

  • Crew: 2
  • Airfoil: NACA 65A007 mod root, 65A006 mod tipInternal fuel capacity: 2,053 gal (7,771 l) or 2,953 gal (11,178 l) with two external tanks

Performance

Armament

Avionics

  • Hughes MG-13 fire control system

Aircraft type badges

All models of the aircraft were known by the nickname "One-oh-Wonder" and this was reflected on the aircraft type patches worn by crews.

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Notes
  1. ^ Global's RF-101 History
  2. Francillon 1979, pp. 460–461.
  3. ^ Angelucci and Bowers 1987, p. 304.
  4. Francillon 1979, p. 461.
  5. Dorr and Donald 1990, pp. 146, 148.
  6. Peacock 1985, p. 76.
  7. Francillon 1979, p. 538.
  8. Knaack 1978, pp. 137–138.
  9. ^ Francillon 1979, p. 539.
  10. ^ Peacock 1985, p. 78.
  11. Knaack 1982, p. 136.
  12. Baugher, Joe. "McDonnell F-101A Voodoo." American Military Aircraft, 12 August 2001. Retrieved: 1 September 2009.
  13. Dorr 1995, p. 172.
  14. Francillon 1979, p. 547.
  15. ^ Taylor 1995, pp. 236–237.
  16. ^ Donald 2003, p. 55.
  17. Dorr 1995, p. 173.
  18. ^ "Operation Sun Run." National Museum of the United States Air Force. Retrieved: 7 February 2008.
  19. Knaack 1982, pp. 140–141.
  20. Dorr 1995, p. 187.
  21. Dorr 1995, p. 174.
  22. ^ Peacock 1985, pp. 78, 80.
  23. Peacock 1985, p. 80.
  24. "ROCAF RF-101C?" taiwanairpower.org. Retrieved: 24 January 2011.
  25. Knaack 1982, p. 139.
  26. ^ Dorr 1995, p. 181.
  27. "Vietnam Almanac", Air Force Magazine, September 2004, p. 57.
  28. "Air Power Classics: F/RF-101 Voodoo." Air Force Magazine, May 2008, p. 168.
  29. Knaack 1982, pp. 150–151.
  30. Dorr and Donald 1990, p. 187.
  31. ^ Knaack 1982, p. 152.
  32. Knaack 1978, p. 153.
  33. Donald 2003, pp. 54–55.
  34. Peacock 1985, p. 95.
  35. Dorr 1995, p. 175.
  36. Dorr 1995, p. 178.
  37. "F-101B Voodoo Fighter Interceptor History and Development US Air Force." 444TH FIS Fighter Interceptor Squadron via 444thfis.info. Retrieved: 24 January 2011.
  38. Angelucci and Bowers 1987, pp. 309–310.
  39. "Chung Cheng Aviation Museum." tycg.gov. Retrieved: 24 January 2011.
  40. "McDonnell Douglas F-101B Voodoo." Grissom Air Museum, January 2010. Retrieved: 19 August 2010.
  41. "F-101B Voodoo." Hill Aerospace Museum. Retrieved: 7 October 2010.
  42. "McDonnell CF-101 Voodoo." McChord Air Museum. Retrieved: 19 August 2010.
  43. "Air Park Displays" "RF-101C Voodoo" Selfridge Military Air Museum Retrieved: 22 February 2011
  44. "McDonnell F-101B 'Voodoo'." Travis Air Museum.
  45. "Airplanes On Display" F-101B Voodoo." Valiant Air Command Museum & Tico Airshow. Retrieved: 24 January 2011.
  46. "F-101B photos." Wings Museum. Retrieved: 17 August 2010.
  47. United States Air Force Museum Guidebook 1975, p. 76.
  48. "McDonnell F-101 Voodoo - Harry Ollrich American Legion Post #4, Mt. Clemens, MI.." waymarking.com. Retrieved: 7 October 2010.
  49. "Earth view of base." maps.google.com. Retrieved: 7 October 2010.
  50. Green and Swanborough 2001
  51. "McDonnell F-101 Voodoo -World Military Airplanes." MilitaryFactory.com, 2003. Retrieved: 6 March 2009.
Bibliography
  • Angelucci, Enzo and Peter Bowers. The American Fighter. Sparkford, Somerset, UK: Haynes Publishing Group, 1987. ISBN 0-85429-635-2.
  • Characteristics Summary, F-101B, dated 16 August 1960.
  • Donald, David, ed. Century Jets: USAF Frontline Fighters of the Cold War. Norwalk, CT; AirTime Publishing, 2003. ISBN 1-880588-68-4.
  • Dorr, Robert F. "McDonnell F-88/F-101 Variant Briefing". Wings of Fame, Volume 1. London: Aerospace Publishing, 1995. ISBN 1-874023-68-9.
  • Dorr, Robert F. and David Donald. Fighters of the United States Air Force. London: Temple Press/Aerospace, 1990. ISBN 0 600 55094 X.
  • Francillon, René J. McDonnell Douglas Aircraft since 1920. London: Putnam, 1979. ISBN 0-370-00050-1.
  • Francillon, PhD., René J. "It's Witchcraft: McDonnell's F-101 Voodoo". Airpower, Vol. 10, no. 3, May 1980.
  • Green, William and Gordon Swanborough. The Great Book of Fighters. St. Paul, Minnesota: MBI Publishing, 2001. ISBN 0-7603-1194-3.
  • Gunston, Bill. Fighters of the Fifties. Cambridge, UK: Patrick Stephens Limited, 1981. ISBN 0-85059-463-4.
  • Hansen, Chuck. U.S. Nuclear Weapons. Arlington, Texas: Aerofax Inc., 1988. ISBN 0-517-56740-7.
  • Hobson, Chris. Vietnam Air Losses: United States Air Force, Navy and Marine Corps Fixed-Wing Aircraft Losses in Southeast Asia, 1961-73. North Branch, Minnesota: Specialty Press, 2002. ISBN 1-85780-1156.
  • Jones, Lloyd S. U.S. Fighters: Army Air-Force 1925 to 1980s. Fallbrook, California: Aero Publishers, Inc., 1975. ISBN 0-8168-9201-6.
  • Kinsey, Bert. F-101 Voodoo (Detail and Scale; vol. 21). Blue Ridge Summit, Pennsylvania: Tab Books, 1986. ISBN 0-8306-8131-0.
  • Knaack, Marcelle Size. Encyclopedia of US Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945-1973. Washington, DC: Office of Air Force History, 1978. ISBN 0-912799-59-5.
  • Peacock, Lindsay. "The One-O-Wonder". Air International, Volume 29, No. 2, August 1985, pp. 75–81, 93–95. ISSN 0306-5634.
  • Taylor, Michael J. H., ed. "The McDonnell Voodoo". Jane's American Fighting Aircraft of the 20th Century. New York: Modern Publishing, 1995. ISBN 978-0792456278.
  • United States Air Force Museum Guidebook. Wright-Patterson AFC, Ohio: Air Force Association, 1975 edition.

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