Subject: Number 101 in the Series--McDonnell F-101 Voodoo (3 of 10)

From: [email-masked]
Date: 20 Nov 93 20:38:17 GMT

>From [email-masked]

The F-101B was a two-seat all-weather interceptor variant of the 
Voodoo.  Development of an all-weather interceptor version of the 
Voodoo was first considered as early as the fall of 1952, but was 
rejected at that time as being too costly.  However, in the spring of 
1953, the idea of the all-weather interceptor Voodoo was revived 
again, this time as a long-range interceptor to complement the 
relatively short-range F-86D.  The idea was turned down again, since 
the Air Force's ultimate long-range interceptor was going to be the 
Mach-2 Convair F-102B (later redesignated F-106A).  

However, late in 1953 delays in the F-102B program caused the Air 
Force to reconsider its procurement policy for all-weather 
interceptors.  At that time, the subsonic Northrop F-89 Scorpion was 
the backbone of USAF long-range all-weather interceptor squadrons, 
with the supersonic Convair F-102A Delta Dagger just beginning to 
undergo flight testing.  The F-102A had always been considered by the 
USAF as only an interim interceptor, filling in the void until the far 
more advanced F-102B became available.  However, the F-102A was at 
that time experiencing teething problems on its own and it appeared 
that its introduction into service might be appreciably delayed.  In 
addition, the explosion of a hydrogen bomb by the Soviet Union in 
August of 1953 made it imperative that the Air Force find something 
other than the F-102A that would help fill in the gap between the 
subsonic F-89 Scorpion and the Mach-2+ F-102B.  The Air Force Council 
invited the aircraft industry to submit proposals.  The work was to be 
done under the aegis of Weapons System WS-217A.  

Northrop submitted an advanced version of the F-89 Scorpion, North 
American offered an all-weather interceptor version of the F-100 Super 
Sabre, and McDonnell proposed an adaptation of the F-101 Voodoo.  In 
June of 1954, the Air Force deemed the McDonnell proposal the best of 
the three submissions.  

Before being awarded a contract, McDonnell had been looking into both 
single- and two-seat configurations for their interceptor and had 
explored several alternative powerplant installations including 
General Electric J79s, Pratt & Whitney J57s or J75s, or Wright J67s.  
In November 1954, a two-seat configuration was finally adopted, and it 
was decided that the powerplants would be a pair of Wright J67s.  The 
Wright J67 was an license-built version of the British Bristol Olympus 
turbojet which offered a maximum afterburning thrust of 22,000 pounds.  
The fire control system was to be the Hughes MG-13 system, an improved 
version of the E-6 system fitted to the Northrop F-89D Scorpion, and 
the armament was to consist entirely of Hughes Falcon guided missiles 
equipped with conventional warheads.  No internal cannon armament was 
to be fitted.  

The initial go-ahead decision for the interceptor Voodoo was made on 
February 25, 1955.  It was anticipated that the first flight would 
take place in mid-1956 and that the initial entry into service would 
be in early 1958.  An initial batch of 28 two-seat interceptors was 
ordered under a Letter of Intent issued on March 3, 1955.  On July 12, 
an official contract increased the fiscal year 1956 order to a total 
of 96 aircraft.  The aircraft was officially designated F-101B in 
August of 1955.  A mockup was inspected in September.  

However, the Wright J67 engine soon began to encounter serious 
developmental difficulties, resulting in a delay in the F-101B 
program.  Both McDonnell and the Air Force agreed to switch to a pair 
of Pratt & Whitney J57-P-55 turbojets fitted with afterburners which 
were longer than those of the J57-P-13 which powered the single-seat 
Voodoos.  These longer afterburners raised maximum thrust rating from 
15,000 pounds to 16,900 pounds.  

The F-101B retained the center and rear fuselage sections and the wing 
and tail surfaces of the F/RF-101A.  However, it had a revised forward 
fuselage housing the MG-13 fire control system with automatic search 
and track mode, a retractable flight refuelling probe, a two-seat 
tandem cockpit with pilot in front and radar operator in the rear, and 
an all-missile armament.  The internal fuel capacity was reduced to 
2053 gallons to provide more room for electronic equipment and 
armament.  Armament consisted of six Hughes GAR-1 semi-active radar 
homing or GAR-2 infrared-homing Falcon missiles carried on and 
launched from a rotary armament door covering the fuselage bay beneath 
and behind the rear cockpit.  

The first flight of the two-seat Voodoo (designated NF-101B, serial 
number 56-232) took place on March 27, 1957, nearly a year later than 
predicted back in early 1955.  Unlike the airframes of production 
F-101B, which were stressed for 7.33g maneuvers, the airframe of the 
NF-101B was limited to 6.33 g maneuvers.  

In the next two years, about 50 F-101Bs were accepted and subjected to 
extensive tests before being released for operational service.  
Category I flight tests were carried out at Edwards AFB, and Category 
II and III tests were carried out at Elgin and at Otis AFB, 
respectively.  These tests were completed on March 15, 1959.  

During flight testing, problems were encountered with the radar 
operator's position in the rear cockpit.  It had been badly designed, 
and little could be done except to make minor changes.  The Hughes 
MG-13 fire control system turned out to be inadequate, being merely a 
refinement of the E-6 fire control system fitted to the F-89D and 
could not adequately control the weapons of an interceptor as fast as 
the F-101B.  A proposal to replace the MG-13 with the MA-1 system 
planned for the F-106 was turned down as being too costly.  The only 
option was to improve the Central Air Data Computer that was the heart 
of the MG-13 system.  

The first F-101Bs were delivered to the 60th Interceptor Squadron at 
Otis AFB in Massachusetts on January 5, 1959.  F-101Bs ended up 
equipping 17 air defense squadrons (the 2nd, 13th, 15th, 18th, 29th, 
49th, 59th, 60th, 62nd, 75th, 83rd, 84th, 87th, 322nd, 437th, 444th, 
and 445 Fighter Interceptor Squadrons).  

Late production F-101Bs (blocks 115 and 120) were completed with 
modified fire control systems and with provisions for carrying a pair 
of Douglas MB-1 Genie unguided nuclear-armed rockets externally in 
place of two of the Falcon missiles.  Starting in 1961, many earlier 
F-101Bs were upgraded to this standard under *Project Kitty Car*.  

Between 1963 and 1966, many F-101Bs were fitted with an infrared 
sensor in front of the pilot's cockpit in place of the retractable 
refuelling probe.  Other modifications were made to the control system 
as part of the Interceptor Improvement Program (also known as Project 
*Bold Journey*) Most F-101Bs were fitted between 1964 and 1968 with a 
modified pitch control system for the automatic pilot.  

Produced alongside the F-101B interceptor was the F-101F operational 
and conversion trainer.  The 79 F-101Fs were equipped with dual 
controls, but carried the same armament as the F-101B and were fully 
combat-capable.  Most of these F-101Fs were retrofitted with infrared 
sensors and improved fire-control systems as part of Project *Bold 
Journey*.  

The last of 480 F-101Bs was delivered in March of 1961.  Once the 
teething troubles with its fire control system had been corrected, the 
F-101B proved to be a quite successful interceptor.  However, it was 
outshone by the faster and more maneuverable Convair F-106A Delta Dart 
when that interceptor entered service.  

A batch of 56 F-101Bs was delivered to the Royal Canadian Air Force 
(later renamed the Canadian Armed Forces) between July 1961 and May of 
1962.  The first batch of Canadian Voodoos included 25 F-101B-115-MCs 
(serials 59-391/392, 294/399, 401/406, 408/411, 433/436 and 438/440) 
and 31 F-10B-120-MCs (serials 59-441/442, 444/448, 450/453, 455/487, 
459, 461, 463, 464, 467/471, 475/477 and 479/483).  In Canadian 
service, they were redesignated CF-101B.  

In addition, Canada also received ten F-101F two-seat operational 
trainers.  These included four F-101F-116-MCs (59-393, 400, 407, and 
437) and six F-101F-121-MCs (59-443, 449, 454, 460, 466, 472, and 478) 
In Canadian service, they were designated CF-101F.  

In 1970-71, the 46 surviving CF-101Bs and CF-101Fs from the initial 
batch delivered to Canada were traded to the USAF for 56 refurbished 
and modernized F-101B interceptors and ten new F-101F operational 
trainers under Operation *Peach Wings*.  These ex-USAF Voodoos were 
from earlier production batches, but had been upgraded with infrared 
sensors and improved fire control systems as part of Project *Bold 
Journey*.  

After having been returned to the USA, 22 of these Canadian CF-101Bs 
were modified by the Martin Marietta Corporation of Greenville, South 
Carolina as two seat reconnaissance aircraft.  The armament and fire 
control system were replaced by a battery of forward and vertical 
cameras in a nose of modified contour.  Serials were 59-381, 397, 398, 
402/404, 410, 424, 436, 411, 447, 448, 450,452, 457, 459, 463, 467, 
477, and 481/483.  These aircraft were redesignated RF-101B, and were 
immediately turned over to the Nevada Air National Guard.  An ex-USAF 
F-101B-85-MC (57-301) had been similarly modified before being 
assigned to the Air Force Logistics Command as a test vehicle.  

F-101Bs began to leave active duty with the USAF beginning in 1969, 
many aircraft being passed along to the Air National Guard.  The last 
active duty USAF squadrons to fly the F-101B were the 60th and 62nd 
FISs which were deactivated in April of 1971.  However, a few F-101Bs 
continued on with training units for another ten years.  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 
September 21, 1982.  

The first F-101Bs were delivered to the Air National Guard in November 
of 1969, entering service with the 116th Fighter Interceptor Squadron 
of the Washington ANG and the 132nd FIS of the Maine ANG.  They also 
served with the 179th FIS of the Minnesota ANG, the 137th FIS of the 
New York ANG, the 178th FIS of the North Dakota ANG, the 123rd FIS of 
the Oregon ANG, and the 11th FIS of the Texas ANG.  The F-101B passed 
out of ANG service when the last F-101B was retired by the 11th FIS in 
1981.  

The Colorado State University operated a civil registered 
F-101B-110-MC (N8234, ex 57-410) in a research program to study severe 
storms.  

F-101B-110-MC serial number 58-0325 is on display at the 
Wright-Patterson AFB in Dayton, Ohio.  

Serials of the F-101B/F: 

56-232			McDonnell F-101B-30-MC Voodoo
56-233/237		McDonnell F-101B-40-MC Voodoo
56-238/240		McDonnell F-101B-45-MC Voodoo
56-241/243		McDonnell F-101B-50-MC Voodoo
56-244/245		McDonnell F-101F-51-MC Voodoo
56-246/247		McDonnell F-101F-56-MC Voodoo
56-248/250		McDonnell F-101B-55-MC Voodoo
56-251/252		McDonnell F-101B-60-MC Voodoo
56-253			McDonnell F-101F-61-MC Voodoo
56-254/257		McDonnell F-101B-60-MC Voodoo
56-258/259		McDonnell F-101B-65-MC Voodoo
56-260			McDonnell F-101F-66-MC Voodoo
56-261			McDonnell F-101B-65-MC Voodoo
56-262			McDonnell F-101F-66-MC Voodoo
56-263/268		McDonnell F-101B-65-MC Voodoo
56-269/273		McDonnell F-101B-70-MC Voodoo
56-274/277		McDonnell F-101F-71-MC Voodoo
56-278/280		McDonnell F-101B-70-MC Voodoo
56-281/288		McDonnell F-101B-75-MC Voodoo
56-289			McDonnell F-101F-76-MC Voodoo
56-290/293		McDonnell F-101B-75-MC Voodoo
56-294			McDonnell F-101F-76-MC Voodoo
56-295/298		McDonnell F-101B-75-MC Voodoo
56-299			McDonnell F-101F-76-MC Voodoo
56-300/303		McDonnell F-101B-80-MC Voodoo
56-304			McDonnell F-101F-81-MC Voodoo
56-305/307		McDonnell F-101B-80-MC Voodoo
56-308			McDonnell F-101F-81-MC Voodoo
56-309/311		McDonnell F-101B-80-MC Voodoo
56-312			McDonnell F-101F-81-MC Voodoo
56-313/315		McDonnell F-101B-80-MC Voodoo
56-316			McDonnell F-101F-81-MC Voodoo
56-317/319		McDonnell F-101B-80-MC Voodoo
56-320			McDonnell F-101F-81-MC Voodoo
56-321/323		McDonnell F-101B-80-MC Voodoo
56-324			McDonnell F-101F-81-MC Voodoo
56-325/327		McDonnell F-101B-80-MC Voodoo
56-328			McDonnell F-101F-81-MC Voodoo
57-247/262		McDonnell F-101B-80-MC Voodoo
57-263			McDonnell F-101F-86-MC Voodoo
57-264/266		McDonnell F-101B-85-MC Voodoo
57-267			McDonnell F-101F-86-MC Voodoo
57-268/270		McDonnell F-101B-85-MC Voodoo
57-271			McDonnell F-101F-86-MC Voodoo
57-272/274		McDonnell F-101B-85-MC Voodoo
57-275			McDonnell F-101F-86-MC Voodoo
57-276/278		McDonnell F-101B-85-MC Voodoo
57-279			McDonnell F-101F-86-MC Voodoo
57-280/282		McDonnell F-101B-85-MC Voodoo
57-283			McDonnell F-101F-86-MC Voodoo
57-284/286	 	McDonnell F-101B-85-MC Voodoo
57-287 			McDonnell F-101F-86-MC Voodoo
57-288/291		McDonnell F-101B-85-MC Voodoo
57-292			McDonnell F-101F-86-MC Voodoo
57-293/296		McDonnell F-101B-85-MC Voodoo
57-297			McDonnell F-101F-86-MC Voodoo
57-298/301		McDonnell F-101B-85-MC Voodoo
57-302			McDonnell F-101F-86-MC Voodoo
57-303/306		McDonnell F-101B-85-MC Voodoo
57-307			McDonnell F-101F-86-MC Voodoo
57-308/311		McDonnell F-101B-90-MC Voodoo
57-312			McDonnell F-101F-91-MC Voodoo
57-313/316		McDonnell F-101B-90-MC Voodoo
57-317			McDonnell F-101F-91-MC Voodoo
57-318/321		McDonnell F-101B-90-MC Voodoo
57-322			McDonnell F-101F-91-MC Voodoo
57-323/326		McDonnell F-101B-90-MC Voodoo
57-327			McDonnell F-101F-91-MC Voodoo
57-328/331		McDonnell F-101B-90-MC Voodoo
57-332			McDonnell F-101F-91-MC Voodoo
57-333/336		McDonnell F-101B-90-MC Voodoo
57-337			McDonnell F-101F-91-MC Voodoo
57-338/341		McDonnell F-101B-90-MC Voodoo
57-342			McDonnell F-101F-91-MC Voodoo
57-343/346		McDonnell F-101B-90-MC Voodoo
57-347			McDonnell F-101F-91-MC Voodoo
57-348/351		McDonnell F-101B-90-MC Voodoo
57-352			McDonnell F-101F-91-MC Voodoo
57-353/356		McDonnell F-101B-90-MC Voodoo
57-357			McDonnell F-101F-91-MC Voodoo
57-358/364		McDonnell F-101B-95-MC Voodoo
57-365			McDonnell F-101F-96-MC Voodoo
57-366/371		McDonnell F-101B-95-MC Voodoo
57-372			McDonnell F-101F-96-MC Voodoo
57-373/378		McDonnell F-101B-95-MC Voodoo
57-379			McDonnell F-101F-96-MC Voodoo
57-380/385		McDonnell F-101B-95-MC Voodoo
57-386			McDonnell F-101F-96-MC Voodoo
57-387/392		McDonnell F-101B-95-MC Voodoo
57-393			McDonnell F-101F-96-MC Voodoo
57-394/399		McDonnell F-101B-95-MC Voodoo
57-400			McDonnell F-101F-96-MC Voodoo
57-401/406		McDonnell F-101B-95-MC Voodoo
57-407			McDonnell F-101F-96-MC Voodoo
57-408/413		McDonnell F-101B-100-MC Voodoo
57-414			McDonnell F-101F-101-MC Voodoo
57-415/420		McDonnell F-101B-100-MC Voodoo
57-421			McDonnell F-101F-101-MC Voodoo
57-422/427		McDonnell F-101B-100-MC Voodoo
57-428			McDonnell F-101F-101-MC Voodoo
57-429/448		McDonnell F-101B-100-MC Voodoo
57-449			McDonnell F-101F-101-MC Voodoo
57-450/452		McDonnell F-101B-100-MC Voodoo
58-259/261		McDonnell F-101B-105-MC Voodoo
58-262			McDonnell F-101F-106-MC Voodoo
58-263/268		McDonnell F-101B-105-MC Voodoo
58-269			McDonnell F-101F-106-MC Voodoo
58-270/275		McDonnell F-101B-105-MC Voodoo
58-276			McDonnell F-101F-106-MC Voodoo
58-277/282		McDonnell F-101B-105-MC Voodoo
58-283			McDonnell F-101F-106-MC Voodoo
58-284/289		McDonnell F-101B-105-MC Voodoo
58-290			McDonnell F-101F-106-MC Voodoo
58-291/296		McDonnell F-101B-105-MC Voodoo
58-297			McDonnell F-101F-106-MC Voodoo
58-298/303		McDonnell F-101B-105-MC Voodoo
58-304			McDonnell F-101F-106-MC Voodoo
58-305/310		McDonnell F-101B-110-MC Voodoo
58-311			McDonnell F-101F-106-MC Voodoo
58-312/317		McDonnell F-101B-110-MC Voodoo
58-318			McDonnell F-101F-106-MC Voodoo
58-319/323		McDonnell F-101B-110-MC Voodoo
58-324			McDonnell F-101F-106-MC Voodoo
58-325/330		McDonnell F-101B-110-MC Voodoo
58-331			McDonnell F-101F-106-MC Voodoo
58-332/337		McDonnell F-101B-110-MC Voodoo
58-338			McDonnell F-101F-106-MC Voodoo
58-339/342		McDonnell F-101B-110-MC Voodoo
58-343/449		Cancelled contract for F-101
59-391/392		McDonnell F-101B-115-MC Voodoo
59-393  		McDonnell F-101F-116-MC Voodoo
59-394/399		McDonnell F-101B-115-MC Voodoo
59-400  		McDonnell F-101F-116-MC Voodoo
59-401/406		McDonnell F-101B-115-MC Voodoo
59-407  		McDonnell F-101F-116-MC Voodoo
59-408/412		McDonnell F-101B-115-MC Voodoo
59-413  		McDonnell F-101F-116-MC Voodoo
59-414/418		McDonnell F-101B-115-MC Voodoo
59-419  		McDonnell F-101F-116-MC Voodoo
59-420/424		McDonnell F-101B-115-MC Voodoo
59-425  		McDonnell F-101F-116-MC Voodoo
59-426/436		McDonnell F-101B-115-MC Voodoo
59-437  		McDonnell F-101F-116-MC Voodoo
59-438/440		McDonnell F-101B-115-MC Voodoo
59-441/442		McDonnell F-101B-120-MC Voodoo
59-443  		McDonnell F-101F-116-MC Voodoo
59-444/448		McDonnell F-101B-120-MC Voodoo
59-449  		McDonnell F-101F-116-MC Voodoo
59-450/453		McDonnell F-101B-120-MC Voodoo
59-454  		McDonnell F-101F-116-MC Voodoo
59-455/459		McDonnell F-101B-120-MC Voodoo
59-460  		McDonnell F-101F-116-MC Voodoo
59-461/465		McDonnell F-101B-120-MC Voodoo
59-466  		McDonnell F-101F-116-MC Voodoo
59-467/471		McDonnell F-101B-120-MC Voodoo
59-472  		McDonnell F-101F-116-MC Voodoo
59-473/477		McDonnell F-101B-120-MC Voodoo
59-478  		McDonnell F-101F-116-MC Voodoo
59-479/483		McDonnell F-101B-120-MC Voodoo

Specification of the F-101B: 

Two Pratt & Whitney J57-P-55 turbojets, 11,990 lb.s.t. dry and 16,900 
lb.s.t. with afterburner.  Dimensions: wingspan 39 feet 8 inches, 
length 67 feet 5 inches, height 18 feet 0 inches, wing area 368 square 
feet.  Maximum speed 1134 mph at 35,000 feet (Mach 1.72).  Initial 
climb rate 49,200 feet/min.  Service ceiling 58,400 feet, combat 
ceiling 51,000 feet.  Normal range 1520 miles, maximum range 1930 
miles.  Weights: 28,970 pounds empty, 45,664 pounds gross, 40,853 
pounds combat weight, 52,400 pounds maximum takeoff.  Maximum internal 
fuel load was 2053 US gallons.  A total of three under-fuselage drop 
tanks could be carried, bringing maximum fuel load to 2953 US gallons.  
Armed with six Falcon AAMs (usually 3 GAR-1 (AIM-4) semiactive
radar homers and 3 GAR-2 (AIM-4B) infrared homers) in internal ventral 
weapons bay.  In later versions, two unguided AIR-2A Genie unguided 
rockets with nuclear warheads could be carried on external attachment 
points.

Joe Baugher		AT&T Bell Laboratories   	
2000 North Naperville Road      Naperville, Illinois 60566-7033