McDonnell F-101B 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. 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 refueling 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.
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. 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-101B, 57-0410, is a rather unique '101. It never served with a frontline or ANG unit, but was converted to JF-101B testbed on delivery to the USAF in 1959, It served with various test units during its career, including the Air Proving Ground Center at Eglin AFB, Florida; Air Force Systems Command at Wright-Patterson AFB, Ohio; and Air Defense Weapons Center, back in Florida at Tyndall AFB. It was retired in 1971, and that's when 57-0410's most interesting phase of its career began.
After several airliners were lost in crashes in the 1950s and 1960s due to severe weather--what would later be learned was wind shear--the FAA was desperate to learn what was causing it. However, taking an airliner into a thunderstorm was a quick way to ensure another crash, but Colorado State University came upon an idea: use a high-performance USAF fighter. The USAF wasn't too thrilled on taking one of their frontline fighters into thunderstorms either, so CSU acquired 57-0410 on loan.
57-0410 was modified with instruments to measure wind speed and reinforced against lightning strikes. Technically, it was maintained by the 141st Fighter-Interceptor Group (Washington ANG) at Fairchild AFB, but it flew with Colorado State University markings on the fuselage--probably the only interceptor to be assigned to a university! Named the "Grey Ghost," it flew for CSU between 1971 to 1984, with ghost nose art and ten thunderstorm "kill marks" between the cockpit. When 57-0410 was retired in 1984, the Combat Air Museum was quick to make sure to acquire it.
Until 1990, 57-0410 was kept in CSU colors, but recently, as part of a restoration effort, the aircraft was repainted in plain ADC Gray with USAF markings, with no squadron markings. In my opinion, it's kind of a shame, since 57-0410 is so unique. However, given that it's not on display but in the CAM restoration hangar, it could be that the museum plans to restore it back to the Gray Ghost.
This is not the best picture, but I spent the better part of ten minutes trying to get a different angle. The CAM restoration hangar is so crowded, this was the best I could do.
McDonnell F-101B 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. 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 refueling 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.
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. 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-101B, 57-0410, is a rather unique '101. It never served with a frontline or ANG unit, but was converted to JF-101B testbed on delivery to the USAF in 1959, It served with various test units during its career, including the Air Proving Ground Center at Eglin AFB, Florida; Air Force Systems Command at Wright-Patterson AFB, Ohio; and Air Defense Weapons Center, back in Florida at Tyndall AFB. It was retired in 1971, and that's when 57-0410's most interesting phase of its career began.
After several airliners were lost in crashes in the 1950s and 1960s due to severe weather--what would later be learned was wind shear--the FAA was desperate to learn what was causing it. However, taking an airliner into a thunderstorm was a quick way to ensure another crash, but Colorado State University came upon an idea: use a high-performance USAF fighter. The USAF wasn't too thrilled on taking one of their frontline fighters into thunderstorms either, so CSU acquired 57-0410 on loan.
57-0410 was modified with instruments to measure wind speed and reinforced against lightning strikes. Technically, it was maintained by the 141st Fighter-Interceptor Group (Washington ANG) at Fairchild AFB, but it flew with Colorado State University markings on the fuselage--probably the only interceptor to be assigned to a university! Named the "Grey Ghost," it flew for CSU between 1971 to 1984, with ghost nose art and ten thunderstorm "kill marks" between the cockpit. When 57-0410 was retired in 1984, the Combat Air Museum was quick to make sure to acquire it.
Until 1990, 57-0410 was kept in CSU colors, but recently, as part of a restoration effort, the aircraft was repainted in plain ADC Gray with USAF markings, with no squadron markings. In my opinion, it's kind of a shame, since 57-0410 is so unique. However, given that it's not on display but in the CAM restoration hangar, it could be that the museum plans to restore it back to the Gray Ghost.
This is not the best picture, but I spent the better part of ten minutes trying to get a different angle. The CAM restoration hangar is so crowded, this was the best I could do.