McDonnell F-101F Voodoo
The F-101 Voodoo began its turbulent development as a jet escort fighter designed to replace the P-51 Mustang, designated the XF-88 Voodoo. McDonnell had won the competition in 1947, but when the first XF-88 flew in October 1948, top speed was disappointing, though the range was adequate to escort B-29 Superfortresses into the Soviet Union. Attempts to increase the top speed by installing afterburners shortened the range significantly; faced with this paradox, the USAF cancelled the XF-88 in 1950. The service rapidly changed its mind during the Korean War, when MiG-15 intercepts of B-29s revealed the need for dedicated long-range escorts, and McDonnell was hurriedly ordered to resume work on an advanced version of the XF-88, called the F-109. Since this designation was out of sequence, it was changed to F-101, making the Voodoo the second of the Century Series.
Though the F-101 shared the same general planform as the XF-88, it was radically different. It was larger, with more powerful engines, allowing it to have both supersonic performance and the range required for the escort mission. Much of this was due to research done by the Douglas D-558-2, which McDonnell drew on for the F-101 project: it was found that a T-tail was more aerodynamic than the conventional tail of the XF-88, giving the Voodoo a unique appearance. Since most of the flight testing had already been completed in the XF-88 program, the F-101 went immediately to full production—and much to McDonnell’s chagrin, the first Voodoo had barely rolled off the production line when Strategic Air Command made the decision that its fast B-47 and B-52 bombers did not need escort, and cancelled their F-101As.
If SAC was not interested, however, Tactical Air Command was, seeing in the F-101A a good low-level penetration nuclear bomber. Converting a cannon-armed escort fighter to a nuclear attack aircraft was not as difficult as it was thought: the bomb could be carried on the centerline, while the F-101’s fire control system had already proven as adept at air-to-ground operations as air-to-air. While Voodoo pilots adopted a fatalistic view towards the mission—it was doubtful if the F-101 would survive a low-level nuclear explosion, and if so, probably would not have the fuel to return home—it entered service in 1957. The aircraft was reported as generally trouble-free, except for a tendency to pitch up into an uncontrolled stall in any radical flight maneuver; McDonnell was never able to completely cure this problem throughout the Voodoo’s entire career.
With the delays in the F-102/F-106 “Ultimate Interceptor” program, the USAF needed an interim aircraft to supplement the troubled Convair deltas. With the F-101 already in service, McDonnell proposed an interceptor that could enter production quickly and easily. The F-101B replaced the forward fuselage of the F-101A with a larger and more rounded version, containing a two-seat cockpit, the MG-13 fire control system of the F-102, and its weaponry: the four 20mm cannon of the F-101A were deleted in favor of a rotary weapons bay that could carry either four AIM-4 Falcons or two AIR-2 Genie nuclear-tipped rockets. The engines were upgraded, but were longer than those carried by other Voodoo variants; to avoid having to rebuild the rear fuselage as well, the engine casing and afterburners simply were allowed to stick eight feet out of the aircraft. The inflight refuelling probe was removed in favor of an infrared sight. The F-101B was superior to any interceptor then in USAF service, including the F-102 it was supposed to only supplement, and quickly replaced earlier interceptors such as the F-89 Scorpion and F-94 Starfire; it was good enough that it was adopted by Canada as the CF-101 to replace the cancelled CF-105 Arrow.
Though F-101Bs were to perform yeoman service defending the United States from attack during the 1960s and 1970s, it would never be used in combat. The reconnaissance version, the RF-101C, was modified from the F-101C tactical bomber, with a new nose; this removed the cannon and radar of the F-101C and replaced it with a chisel nose with five cameras. The RF-101C became the USAF’s long-ranged tactical reconnaissance fighter. RF-101s first saw combat during the Cuban Missile Crisis, and were used extensively during Operation Rolling Thunder in the early years of the Vietnam War.
As the 1980s approached, the Voodoo was clearly showing its age. Active duty units had retired their F-101Bs by 1972, but the type would continue with the Air National Guard until 1982, when it was finally withdrawn; Canadian Voodoos would be in service until 1988, second only to the F-106 in longevity. Of 807 F-101s built, about 44 survive today in museums and as gate guards, not counting an extensive number of CF-101s preserved in Canada.
This F-101F, 59-0419, is painted in the colors of the 29th Fighter-Interceptor Squadron, based at Malmstrom AFB during the 1960s. Though the 29th FIS flew mostly F-101Bs, it also retained a few F-101F conversion trainers. When the Museum acquired its F-101 in 1983, there were no F-101Bs left, so a F was substituted. This Voodoo wears the standard overall ADC Gray carried by USAF interceptors since the mid-1960s, and carries the name of the Malmstrom Museum's first curator, Col. Gerald Hanson, on the rear canopy.
McDonnell F-101F Voodoo
The F-101 Voodoo began its turbulent development as a jet escort fighter designed to replace the P-51 Mustang, designated the XF-88 Voodoo. McDonnell had won the competition in 1947, but when the first XF-88 flew in October 1948, top speed was disappointing, though the range was adequate to escort B-29 Superfortresses into the Soviet Union. Attempts to increase the top speed by installing afterburners shortened the range significantly; faced with this paradox, the USAF cancelled the XF-88 in 1950. The service rapidly changed its mind during the Korean War, when MiG-15 intercepts of B-29s revealed the need for dedicated long-range escorts, and McDonnell was hurriedly ordered to resume work on an advanced version of the XF-88, called the F-109. Since this designation was out of sequence, it was changed to F-101, making the Voodoo the second of the Century Series.
Though the F-101 shared the same general planform as the XF-88, it was radically different. It was larger, with more powerful engines, allowing it to have both supersonic performance and the range required for the escort mission. Much of this was due to research done by the Douglas D-558-2, which McDonnell drew on for the F-101 project: it was found that a T-tail was more aerodynamic than the conventional tail of the XF-88, giving the Voodoo a unique appearance. Since most of the flight testing had already been completed in the XF-88 program, the F-101 went immediately to full production—and much to McDonnell’s chagrin, the first Voodoo had barely rolled off the production line when Strategic Air Command made the decision that its fast B-47 and B-52 bombers did not need escort, and cancelled their F-101As.
If SAC was not interested, however, Tactical Air Command was, seeing in the F-101A a good low-level penetration nuclear bomber. Converting a cannon-armed escort fighter to a nuclear attack aircraft was not as difficult as it was thought: the bomb could be carried on the centerline, while the F-101’s fire control system had already proven as adept at air-to-ground operations as air-to-air. While Voodoo pilots adopted a fatalistic view towards the mission—it was doubtful if the F-101 would survive a low-level nuclear explosion, and if so, probably would not have the fuel to return home—it entered service in 1957. The aircraft was reported as generally trouble-free, except for a tendency to pitch up into an uncontrolled stall in any radical flight maneuver; McDonnell was never able to completely cure this problem throughout the Voodoo’s entire career.
With the delays in the F-102/F-106 “Ultimate Interceptor” program, the USAF needed an interim aircraft to supplement the troubled Convair deltas. With the F-101 already in service, McDonnell proposed an interceptor that could enter production quickly and easily. The F-101B replaced the forward fuselage of the F-101A with a larger and more rounded version, containing a two-seat cockpit, the MG-13 fire control system of the F-102, and its weaponry: the four 20mm cannon of the F-101A were deleted in favor of a rotary weapons bay that could carry either four AIM-4 Falcons or two AIR-2 Genie nuclear-tipped rockets. The engines were upgraded, but were longer than those carried by other Voodoo variants; to avoid having to rebuild the rear fuselage as well, the engine casing and afterburners simply were allowed to stick eight feet out of the aircraft. The inflight refuelling probe was removed in favor of an infrared sight. The F-101B was superior to any interceptor then in USAF service, including the F-102 it was supposed to only supplement, and quickly replaced earlier interceptors such as the F-89 Scorpion and F-94 Starfire; it was good enough that it was adopted by Canada as the CF-101 to replace the cancelled CF-105 Arrow.
Though F-101Bs were to perform yeoman service defending the United States from attack during the 1960s and 1970s, it would never be used in combat. The reconnaissance version, the RF-101C, was modified from the F-101C tactical bomber, with a new nose; this removed the cannon and radar of the F-101C and replaced it with a chisel nose with five cameras. The RF-101C became the USAF’s long-ranged tactical reconnaissance fighter. RF-101s first saw combat during the Cuban Missile Crisis, and were used extensively during Operation Rolling Thunder in the early years of the Vietnam War.
As the 1980s approached, the Voodoo was clearly showing its age. Active duty units had retired their F-101Bs by 1972, but the type would continue with the Air National Guard until 1982, when it was finally withdrawn; Canadian Voodoos would be in service until 1988, second only to the F-106 in longevity. Of 807 F-101s built, about 44 survive today in museums and as gate guards, not counting an extensive number of CF-101s preserved in Canada.
This F-101F, 59-0419, is painted in the colors of the 29th Fighter-Interceptor Squadron, based at Malmstrom AFB during the 1960s. Though the 29th FIS flew mostly F-101Bs, it also retained a few F-101F conversion trainers. When the Museum acquired its F-101 in 1983, there were no F-101Bs left, so a F was substituted. This Voodoo wears the standard overall ADC Gray carried by USAF interceptors since the mid-1960s, and carries the name of the Malmstrom Museum's first curator, Col. Gerald Hanson, on the rear canopy.