View allAll Photos Tagged f101f
A Net Flicks candidate this week is former US Air Force McDonnell F-101F Voodoo 56-0246 seen here on display at the Hampton Air Power Park, Langley, Virginia twenty years ago
Scanned Kodak 35mm Transparency
McDonnell F-101F Voodoo 56-0312 painted as a 178th FIS airframe at Midland Air Museum, Coventry on 4th August 2012.
03/03/19 Joe Davies Heritage Airpark.
Constructed as a F-101F-111-MC by McDonnell at Saint Louis, Missouri, USA.
6 June 1960
Taken on Strength/Charge with the United States Air Force with s/n 58-0324.
1960 Transferred to 478th Fighter Wing (Air Defense Command), Grand Forks AFB, ND.
1961 Converted to a F-101F.
1963 Transferred to 18th Fighter Interceptor Squadron (ADC), Grand Forks AFB.
Transferred to Shaw AFB, SC.
Transferred to Peterson AFB, CO.
From November 1969 to December 1975
Transferred to 189th Tactical Reconnaissance Group (Air National Guard), Little Rock AFB, AR.
1975 Transferred to 123rd Tactical Reconnaissance Wing (ANG), Standford AP, KY.
12 February 1976
Transferred to the 309th Aerospace Maintenance and Regeneration Center (AMARC) with inventory number FF329.
1987 Transferred to Wheeler AFB, Honolulu.
At Wheeler used for battle damage repair training.
To Kal Aero Service, Dulzura, CA.
2005 To Joe Davies Heritage Airpark, Palmdale Plant 42, Palmdale, CA.
Former USAF F-101F Voodoo 56-0312 at Midland Air Museum. This aircraft was re-painted in 2018 to reprisent RCAF CF-101B 17477.
56-0312 (17447) McDonnel Douglas F-101F Voodoo United States Air Force (Painted as Royal Canadian Air Force 17447) @ Midland Air Museum, Coventry Airport 28/08/2025
Star spangled two-seat US Air Force McDonnell F-101F-106-MC Voodoo 58-0276 on display at Warner-Robins Air Force Museum, Georgia
Note the tie-down concrete blocks - it can get windy around those parts!
IMG_9525
F-101F.
325 FW / 2 FITS.
Tyndall AFB, Florida.
ADWC.
May 1969.
Seen on display at Lackland AFB, Texas in 2008
F-101F.
Former 147 FIG / 111 FIS.
Ellington AFB, Texas.
ANG.
1980's.
On display at Linear Air Park, Dyess AFB, Texas.
In outside store with the Valiant Air Command Museum at Tico, Florida were McDonnell F-101F Voodoo 0-90400 along with an as yet unidentified North American F-100D Super Sabre awaiting re-assembly.
The Voodoo was built in 1959 for the USAF but two years later passed to the Royal Canadian Air Force as a CF-101, serial 17400. Retired sometime in the 70's she became N37647, spending her time since at various locations around Florida.
The F-100 has recently been acquired but it's fin was not in evidence so her identity for the moment remains a mystery.
With two of the 'Century Fighters' - VAC has a third in the shape of their superbly restored F-105D 'Thud' located inside their dedicated Vietnam War hangar.
DSCN0042
This was a lovely catch while I was in Buffalo visiting the Buffalo & Erie County Naval & Military Park.
Midland Air Museum, Coventry Airport, 13th August 2019.
This is actually USAF F-101F 56-0312 painted as Royal Canadian Air Force CF-101B 17447.
On March 11, 1994, during a Business Trip to Clearwater, Florida, I took these Photographs at an Aircraft Museum behind the Clearwater/St. Petersburg Airport. This Airport was directly across Roosevelt Boulevard from Smiths Aerospace Company. My home base was Smiths Aerospace Company in Florham Park, New Jersey, but I often visited the Clearwater Plant for various reasons. The Placard notes that this Aircraft is on loan from the US Air Force Museum Program.
This particular photograph shows the F-101F, VOO DOO, USAF Number 570342. The F-101F VOO DOO was a Supersonic Jet Fighter, Manufactured by McDonnell Douglas and was used by the United States Air Force as a Penetration Fighter (aka: Bomber Escort), by the Strategic Air Command (aka: SAC) as a Long Range Bomber Escort and by the Tactical Air Command (aka: TAC) as a Nuclear Armed Fighter/Bomber.
For further information SEE:
en.wikipedia.org/wiki/McDonnell_F-101_Voodoo
The Clearwater Airport Museum wasn't much of a Museum because most of the Aircraft were Old Military Aircraft which were in very poor condition because there was apparently no attempt to Restore any of these Aircraft. There was also a small Faux Village with some shops & eateries near the Museum. Whenever visited the Smiths Clearwater Plant, I would eat lunch at least once at the Hanger Club in the Faux Village. Both the Museum and the Faux Village were located just North of the Airport near the ramp leading to the Bayside Bridge. Since my company transferred me to Florida in 1996, the Village has been demolished because of the expansion of the US Coast Guard Station.
I took this photograph with my Minolta Maxxim 5000 35mm SLR Film Camera with Color Slide Film. I Scanned the Slide to create the Electronic Image presented here on the flickr™ site, using Photo Shop™ to improved the Exposure and Sharpness.
DISCLAIMER: I took these slides in the Mid 1990's, while I was just learning Photography and therefore they exhibited very poor Exposure, Composition and Sharpness. I've utilized Photoshop Elements 10™ to optimized them as best as I could.
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.
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.
58-0311 is a F-101F--a F-101B with two sets of flight controls, allowing it to be used as an interceptor and conversion trainer. It was delivered to the USAF around 1960, but no record can be found of which units it served with before at least 1971, when it was assigned the 147th Fighter-Interceptor Group (Texas ANG) at Ellington AFB. (One picture of 58-0311 available on the internet shows it without any unit markings, so it may have flown with a test unit.) 58-0311 would be retired in 1982, among the last USAF Voodoos to do so, and was placed in storage for awhile. In 1989, however, it was donated to the city of Devils Lake, North Dakota as a gate guard for the local airport. Though it had never served with the unit, almost inevitably the aircraft was restored as a F-101F of the 119th FIG of the North Dakota ANG--the famous "Happy Hooligans" based at Fargo.
Though I grew up with the Hooligans in F-101s making stops in Great Falls, Montana, surprisingly I only ran into one Voodoo painted as a 119th bird. (There is one other F-101 in the unit's colors, but it is on base at Hector International Airport and inaccessible to the public.) 58-0311 could use a touch up here and there, but still looks great. This certainly brought back some memories from when I was a kid--and the legendary rivalry between the 119th FIG and the 120th FIG of the Montana ANG. The story goes that a 119th F-101 landed in Great Falls overnight for a fuel stop, and the 120th's crew chiefs repainted the tail stripe as the "Happy Hookers." A few months later, supposedly, a 120th F-106 landed at Fargo in a similar situation; the pilot came out the next morning to find "Big Sky Country" repainted as "Pig Sty Country."
It might just be a story, but it's a pretty good one...
Image from the Roger Belstein Collection--Please tag these photos so information can be recorded.---Note: This material may be protected by Copyright Law (Title 17 U.S.C.)--Repository: San Diego Air and Space Museum
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.
58-0276's known service record is a little spotty. It served first with the 52nd Fighter Wing (Air Defense) at Suffolk County AFB, New York from 1963 to 1968, when the unit transferred to West Germany and reequipped with F-4 Phantom IIs. It was with an unknown unit from then until 1971, when it was relegated to the 147th Fighter-Interceptor Group (Texas ANG) at Ellington AFB. 58-0276 would stay in Texas for a decade until it was retired in 1981. It was then donated to the Museum of Aviation at Robins AFB, Georgia.
58-0276 is in rough shape, though it looks to be fairly intact; it was restored back to the colors of the 52nd FW(AD), but those colors have faded badly. Hopefully this beautiful Voodoo can be restored soon.
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.
58-0324 was delivered to the USAF's 18th Fighter-Interceptor Squadron at Grand Forks AFB, North Dakota in 1960. It would remain with the 18th until 1969, when 58-0324 was relegated to the 189th Tactical Reconnaissance Group (Arkansas ANG) at Little Rock AFB. Though the 189th was equipped with RF-101Cs, 58-0324 was used as a conversion trainer for the group. In 1976, it would finish up with the 123rd TRG (Kentucky ANG) at Louisville, and was retired that year. It made the trip all the way to Hawaii and Hickam AFB, where it was used as a battle damage repair trainer, but in 2005 58-0324 was donated to the Joe Davies Airpark at Palmdale, California.
When it was first delivered, 58-0324 was displayed in plain ADC Gray, but it has recently repainted in the colors of the 189th TRG, when the aircraft flew with them. At first glance, I would say that the overall glossy gunship gray scheme is inaccurate, but I seem to recall seeing (somewhere) a picture of a F-101 painted overall dark gray, with red "Arkansas" titling on the fuselage spine. (The razorback on the tail was carried by the 189th's Voodoos.) If so, this aircraft is entirely accurate!
Either way, 58-0324 does look good in gunship gray. I saw the aircraft in May 2021 on a pleasant California evening.
EDIT (June 2023): I replaced the earlier shot with a brighter one taken on the return trip in 2023.
59-0407 1959 McDonnell F-101F Voodoo C/N 731 spent ten years with the Royal Canadian Air Force from 1961-1971 before returning to the USAF
On display at Proctor City Golf Course, Proctor, Minnesota, from 1977
By City Hall near the marina one of two Voodoos removed from display in Panama City, FL in early June 2013 and will be dumped in the ocean to form part a reef.
F-101F Voodoo "Texans", displayed outside the Defense Language Institute on Lackland AFB
© Jason Grant - All Rights Reserved unauthorized use is strictly prohibited.
Air Force F-101F
Voodoo Fighter Interceptor Jet. This one was stationed at Niagara Falls Air Base from 1971-1982, flown by the New York Air National Guard's 107th Tactical Interceptor Group as part of the "Rainbow Squadron."
F-101F Voodoo at Warner Robins Museum of Aviation
© Jason Grant - All Rights Reserved unauthorized use is strictly prohibited.
1/144 resin kit.
Kit built 2010
1/144 resin kit.
Kit completed 2010.
Kit made by Don Schmenk userpages.bright.net/~dschmenk/
Decals made by John Haverstock.