| F-101 Voodoo | |
|---|---|
 McDonnell F-101B Voodoo | |
| General information | |
| Type | Fighter aircraft |
| Manufacturer | McDonnell Aircraft Corporation |
| Status | Retired |
| Primary users | United States Air Force (historical) |
| Number built | 807 |
| History | |
| Introduction date | May 1957 |
| First flight | 29 September 1954 |
| Retired | 1972 (USAF) 1973 (ROCAF) 1982 (US ANG) 1984 (Canada) |
| Developed from | McDonnell XF-88 Voodoo |
| Variant | McDonnell CF-101 Voodoo |
TheMcDonnell F-101 Voodoo is asupersonicjet fighter designed and produced by the AmericanMcDonnell Aircraft Corporation.
Development of the F-101 began in the late 1940s as a long-rangebomber escort (then known as apenetration fighter) for theUnited States Air Force's (USAF)Strategic Air Command (SAC). It was also adapted as anuclear-armedfighter-bomber for the USAF'sTactical Air Command (TAC), and as aphoto reconnaissance aircraft. On 29 September 1954, it performed itsmaiden flight. The F-101A set world speed records for jet-powered aircraft, including airspeed, attaining 1,207.6 miles (1,943.4 km) per hour on 12 December 1957.[1]
Delays in the1954 interceptor project led to demands for an interiminterceptor aircraft design, a role that was eventually won by the F-101B Voodoo. This role required extensive modifications to add a large radar to the nose of the aircraft, a second crew member to operate it, and a new weapons bay using a rotating door that held its fourAIM-4 Falcon missiles or twoAIR-2 Genie rockets hidden within the airframe until it was time to be fired. The F-101B entered service with USAFAir Defense Command in 1959 and theRoyal Canadian Air Force (RCAF) in 1961. While the Voodoo was a moderate success, it may have been more important as an evolutionary step towards its replacement in most roles, theF-4 Phantom II, one of the most successful Western fighter designs of the 1950s; the Phantom would retain the twin engines, twin crew for interception duties, and a tail mounted well above and behind the jet exhaust, although it was an evolution of theF3H Demon while the Voodoo was developed from the earlierXF-88 Voodoo.
The Voodoo's career as a fighter-bomber was relatively brief, but the reconnaissance versions served for some time. Along with the USAF'sLockheed U-2 and US Navy'sVought RF-8 Crusaders, the RF-101 reconnaissance variant of the Voodoo was instrumental during theCuban Missile Crisis and saw extensive service during theVietnam War.[2][3] Interceptor versions served with the Air National Guard until 1982, and in Canadian service, they were a front line part ofNORAD until their replacement with theCF-18 Hornet in the 1980s. The type was operated in the reconnaissance role until 1979. The USAir National Guard operated former USAF Voodoos until 1982. The RCAF Voodoos were in service until 1984.
Initial design on what would eventually become the Voodoo began in June 1946 in response to a USAAF Penetration Fighter Competition launched just afterWorld War II.[4] This competition called for a long-range, high-performance fighter to escort a new generation of bombers, similar to the wartime role of theNorth American P-51 Mustang in escorting theBoeing B-17 Flying Fortresses andConsolidated B-24 Liberators across contested airspace.McDonnell was among several companies to respond to the competition; their design benefitted fromrecently captured German research into high-speed jet aircraft.[5][6]
On 14 February 1947, McDonnell was awarded a contract (AC-14582) to produce a pair of prototypes, designatedXF-88 Voodoo.[7][8] The first prototype (serial number46-6525), which was powered by two 3,000 lbf (13.3 kN)Westinghouse XJ34-WE-13turbojets, flew fromMuroc on 20 October 1948.[9][10] Preliminary testing revealed that while handling and range were adequate, the top speed was a disappointing 641 mph (1,032 km/h) at sea level.[11] 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 also increased, reducing range.[9][12]
The XF-88 won the "fly-off" competition against the competingLockheed XF-90 andNorth American YF-93. But thedetonation of the first nuclear weapon by theSoviet Union led theUnited States Air Force (USAF) to raise the priority of interceptors and reduce that of bomber escorts, and it terminated the Penetration Fighter program in 1950.[13][14] Another factor in the termination was budgetary limitations.[10][8] Analysis ofKorean War missions, however, revealed that contemporary USAF strategic bombers were vulnerable to fighter interception. In early 1951, the USAF issued a new requirement for a bomber escort, to which all major US manufacturers submitted designs.[15] The McDonnell design, a larger and higher-powered version of the XF-88, won the bid in May 1951. Six months later, the redesigned F-88 was designated F-101 Voodoo.[16][17]
The new design was considerably larger, carrying three times the initial fuel load and designed around larger, more powerfulPratt & Whitney J57 turbojets.[18] 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 intakes were also designed to be more efficient at higher Mach numbers. In order to increase aerodynamic efficiency, reduce structural weight and alleviatepitch-up phenomena recently identified during flight testing of theDouglas D-558-2 Skyrocket, 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.[19] The design was approved, leading to an initial production order for 29 F-101As being placed on 28 May 1953. No prototypes were required as the F-101 was considered to be a straightforward development of the XF-88,[20] with theCook-Cragie production policy, in which initial low-rate production would be used for testing without the use of separate prototypes, chosen instead.[21][22]
Despite securing an order for the type, McDonnell received a stop order for production on 16 April 1954; this was due to a substantial cutback in funding for the USAF in general. Meaningful production activity was not resumed until a favourable instruction was received by the company on 2 November 1954.[23] At this point, the USAF gave McDonnell an operational deadline of early 1957.[24]
The first production aircraft, F-101A serial number53-2418, performed its maiden flight on 29 September 1954 fromEdwards AFB; during this flight, it attained a maximum speed of Mach 0.9 (960 km/h) at an altitude of 35,000 feet (11,000 m).[25] This aircraft, which is privately owned, has been moved to the Evergreen Maintenance Center inMarana, Arizona, restored, and now on display at theEvergreen Aviation & Space Museum inMcMinnville, Oregon.[26] It was previously on display at thePueblo Weisbrod Aircraft Museum.
The end of the Korean War and the development of the jet-poweredBoeing B-52 Stratofortress negated the need for fighter escort andStrategic Air Command (SAC) opted to withdraw from the program. Despite SAC's loss of interest, the F-101A had attracted the attention ofTactical Air Command (TAC), leading to the F-101 being reconfigured as afighter bomber.[27][28] In this capacity, it was intended to carry a singlenuclear weapon for use againsttactical targets such as airfields. TAC requested numerous alterations to the F-101 to suit the new role, including additional apparatus to permit air-to-ground communication, provisions to carry external pods, and structural strengthening.[29][30]
Through the support of TAC, testing of the F-101 was resumed, with Category II flight tests beginning in early 1955. A number of problems were identified and were mostly resolved during this phase of development. Issues were found with theautopilot,hydraulics,viewfinder, and control system; McDonnell typically replaced unsatisfactory parts with redesigned counterparts.[31] One particular issue was the aircraft's dangerous tendency towards severe pitch-up when flown at a highangle of attack; this would never be entirely rectified.[32][33] However, the USAF was satisfied with the installation of an active inhibitor system to deter such instances.[34] Around 2,300 improvements were made to the F-101 between 1955 and 1956 ahead of full-rate production commencing in November 1956.[35]
On 2 May 1957, the first F-101A was delivered to the27th Strategic Fighter Wing, which transferred to TAC in July that year,[21][36] replacing theirF-84F Thunderstreak. The F-101A was powered by two Pratt & Whitney J57-P-13 turbojets,[20] allowing good acceleration, a high rate of climb, ease in penetrating thesound barrier in level flight, and a maximum performance ofMach 1.52. The F-101's large internal fuel capacity allowed a range of approximately 3,000 mi (4,800 km) nonstop.[37] The aircraft was fitted with an MA-7 fire-control radar for both air-to-air and air-to-ground use, augmented by aLow Altitude Bombing System (LABS) for delivering nuclear weapons,[20] and was designed to carry aMk 28nuclear bomb. The original intended payload for the F-101A was the McDonnellModel 96 store, a large fuel/weapons pod similar in concept to that of theConvair B-58 Hustler, but was cancelled in March 1956 before the F-101 entered service. Other operational nuclear payloads included theMk 7,Mk 43, andMk 57 weapons. While theoretically capable of carrying conventional bombs, rockets, orFalcon air-to-air missiles,[38][39] the Voodoo never used such weapons operationally.[40] It was fitted with four 20 mmM39 cannon, with one cannon often removed in service to make room for aTACAN 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 aworld speed record of 1,207.6 mph (1,943.4 km/h) on 12 December 1957 during "Operation Firewall",[41] beating the previous record of 1,132 mph (1,811 km/h) set by theFairey Delta 2 in March the previous year. The record was then subsequently taken in May 1958 by aLockheed F-104 Starfighter. On 27 November 1957, during "Operation Sun Run," an RF-101C set the Los Angeles-New York City-Los Angeles record in 6 hours and 46 minutes, the New York to Los Angeles record in 3 hours and 36 minutes, and the Los Angeles to New York record in 3 hours and 7 minutes.[42]
A total of 77 F-101As were built, only 50 of which were ever used operationally while the remainder were used exclusively for experimental work.[36][39] They were gradually withdrawn from USAF service starting in 1966.[43] Twenty-nine survivors were converted toRF-101G specifications with a modified nose, housingreconnaissance cameras in place of cannons and radar. These served with theAir National Guard through 1972.[44][45]
In October 1953, the USAF requested that two F-101As be built as prototype YRF-101A tactical reconnaissance aircraft.[46][47] These were followed by 35 RF-101A production aircraft.[48] The RF-101A shared the airframe of the F-101A, including its 6.33g (62 m/s²) limit, but replaced the radar and cannons with up to six cameras in the reshaped nose.[49][50] Various electronics were incorporated at the request of TAC.[51] Like all other models of the F-101, it had provision for both flying boom and probe-and-droguein-flight refueling capability, as well as for abuddy tank that allowed it to refuel other aircraft.[38][52] It entered service in May 1957,[53][31] replacing theRB-57 Canberra.
On 6 May 1957, the RF-101A entered service, the first unit to operate the type being363d Tactical Reconnaissance Wing, stationed atShaw AFB, South Carolina.[54][55] On July 15, 1958, the 363d Tactical Reconnaissance Wing deployed 8 RF-101s toIncirlik Air Base during the1958 Lebanon crisis to support theMarine landing inBeirut to form a composite air strike force withB-57s,RB-66s,C-124s,F-100s, andLockheed C-130 Hercules.[56] During October 1962, RF-101As from the 363d Tactical Reconnaissance Wing performed reconnaissance sorties over Cuba during theCuban Missile Crisis.[57] Allegedly, the aircraft's performance over Cuba highlighted its shortcomings as a reconnaissance aircraft, motivating a series of modifications to improve its performance.[58] All USAF RF-101As were phased out of service during 1971.[59]
During October 1959, eight RF-101As were transferred toTaiwan, which used them for overflights of the Chinese mainland.[60][61] These ROCAF RF-101A were modified with the RF-101C vertical fins and air intake; this intake was used to cool the drag chute compartment and eliminated the five minute limit on using the afterburners on the RF-101A.[62] Two were reportedly shot down.[citation needed]
In the late 1940s, the USAF had started a research project into futureinterceptor aircraft that eventually settled on an advanced specification known as the1954 interceptor. Contracts for this specification eventually resulted in the selection of theConvair F-102 Delta Dagger, but by 1952 it was becoming clear that few 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. Thus, an effort was 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.[63]
Although McDonnell proposed the designationF-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo),[64] the USAF assigned the designation F-101B.[65] It was first deployed into service on 5 January 1959, with the60th Fighter-Interceptor Squadron.[66] Production of this model ended in March 1961.[67] The Voodoo featured a modified cockpit to carry a crew of two, with a larger and more rounded forward fuselage to hold theHughes MG-13 fire controlradar of the F-102. It had a data link to theSemi-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.[38]
The F-101B was stripped of the four M39 cannons and carried four AIM-4 Falconair-to-air missiles instead, arranged two apiece on a rotating pallet in the fuselage weapons bay.[38] 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.[68] 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.[40][69]
Between 1963 and 1966, F-101Bs were upgraded under the Interceptor Improvement Program (IIP; also known as "Project Bold Journey"), being outfitted with a fire control system enhancement against hostileECM and aninfrared sighting and tracking (IRST) system in the nose in place of the in-flight refueling probe.[70]
The F-101B was produced in greater numbers than the F-101A and F-101C, with a total of 479 being delivered by the end of production in 1961.[71][67] Most of these were delivered to theAir Defense Command (ADC) beginning in January 1959.[66] The only foreign customer for the F-101B was Canada, where it was locally referred to as theCF-101 Voodoo.[72]
The F-101B was withdrawn from ADC service between 1968 and 1971, with many surviving USAF aircraft transferred to the Air National Guard (replacing F-102s), serving until 1982.[73] The last Voodoo in US service (F-101B-105-MC, AF Ser. No.58-300) was finally retired by the2nd Fighter Weapons Squadron atTyndall AFB, Florida on 21 September 1982.[74]
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 6.33g (62 m/s²) maneuvers, rather than the intended 7.33g (72 m/s²).[34][29] 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 inafterburner.[75] Like the F-101A, it was also fitted with an underfuselage pylon for carrying nuclear weapons, as well as twohardpoints for 450-US-gallon (1,700 L)drop tanks.[38] A total of 47 F101Cs were produced.[75][45]
Originally serving with the27th Tactical Fighter Wing atBergstrom AFB, Texas, the aircraft was transferred in 1958 from TAC to the81st Tactical Fighter Wing, part ofUnited States Air Forces in Europe (USAFE) which operated three squadrons from the twin RAF air stationsBentwaters &Woodbridge.[76] The78th 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 theWarsaw Pact countries, and targets up to 500 miles (800 km) 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 withLow 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.[75]
The F-101C never saw combat and was replaced in 1966 with theF-4C Phantom II.[21] Thirty-two aircraft were later converted for unarmed reconnaissance use with theRF-101H designation. They served with Air National Guard units until 1972.[21][77]
Using the reinforced airframe of the F-101C, the RF-101C first flew on 12 July 1957,[21] 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 ability of the fighter-bomber versions.[78] As it was intended to be flown unarmed, various passive defensive systems were incorporated, including the AN/APS-54radar warning receiver.[79] It lacked a true all-weather capability due to the USAF choosing to eliminate the AN/APN-82 electronic navigation system planned for it.[80] 166 RF-101Cs were built, including 96 originally scheduled to be F-101C fighter-bombers.[49]
On 27 November 1957, during Operation Sun Run, an RF-101C piloted by then-Captain Robert Sweet set the Los Angeles-New York City-Los Angeles record in 6 hours and 46 minutes, and New York to Los Angeles record in 3 hours and 36 minutes. Another RF-101C, piloted by then-Lieutenant Gustav Klatt, set a Los Angeles to New York record of 3 hours and 7 minutes.[42]
The RF-101C saw service during the Cuban Missile Crisis and soon followed theNorth American F-100 Super Sabres in October 1961, into combat when RF-101s from the 67th Tactical Reconnaissance Wing deployed to south east Asia, performing reconnaissance flights overLaos andVietnam.[81] Operations in this theatre quickly exposed the need for nighttime reconnaissance, for which the aircraft was not originally equipped to perform.[82] 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. Some officials remained dissatisfied with the RF-101C's nighttime photographic capability.[83][84]
The RF-101C acted aspathfinders for F-100 bombers during early strikes in the theatre.[85] The RF-101C sustained losses during the conflict, the first loss to enemy ground fire was recorded in November 1964, although close calls occurred as early as 14 August 1962; North Vietnamese air defenses became increasingly effective over time.[86][87] 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,[88][89] including 5 toSAMs, 1 to an airfield attack, and 1 in air combat to aMiG-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 could again operate at medium altitudes, the added drag and weight decreased the RF-101's speed enough to be vulnerable to the maneuverable (and cannon-equipped) MiGs and thus require fighter escort.
After its 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.[90]
In total 166 were built.[2]
Some of the F-101Bs were completed as dual-control operationaltrainer aircraft initially dubbedTF-101B, but later redesignatedF-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 designationCF-101F. These were later replaced with 10 updated aircraft in 1971.
In the early 1970s, a batch of 22 former RCAF CF-101Bs was delivered to the USAF and converted intoRF-101B reconnaissance aircraft, each aircraft had its radar and weapons bay replaced with a set of three KS-87B cameras and two AXQ-2 TV cameras. An in-flight refueling boom receptacle was also installed. These aircraft served with the192d Tactical Reconnaissance Squadron of theNevada Air National Guard through 1975. They proved to be relatively expensive to operate and maintain and had a short service life.
Canada
Taiwan
United States
Following the type's retirement, a large number of F-101s are preserved in museums or on display asgate guards.
Data fromThe Complete Book of Fighters,[94]Encyclopedia of US Air Force Aircraft and Missile Systems[95]
General characteristics
Performance
Armament
Avionics
Related development
Aircraft of comparable role, configuration, and era
Related lists
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