Voodoo Aircraft - The McDonnell F-101 Voodoo is a supersonic fighter aircraft that served the United States Air Force (USAF) and the Royal Canadian Air Force (RCAF).
Originally designed by McDonnell Aircraft Corporation as a long-range bomber (known as a petration fighter) for the USAF Strategic Air Command (SAC), the Voodoo was instead developed as a nuclear-armed fighter-bomber for the USAF Tactical Air Command (TAC). ) and as a photoreconnaissance aircraft based on the same airframe. The F-101A set many world speed records for jet-powered aircraft, including the fastest flight speed achieved at 1,207.6 miles (1,943.4 km) per hour on December 12, 1957.
Voodoo Aircraft
Delays in the 1954 interceptor project led to requests for an interim interceptor aircraft design, a role likely to be filled by the Voodoo model B. This required extensive modifications to add a large radar to the aircraft's nose, another crew member to operate it, and a new revolving door weapons bay that housed four AIM-4 Falcon missiles or two AIR- 2 Gia. within flight limits until it was time to discharge. The F-101B entered service with the USAF Air Defense Command in 1959 and the Royal Canadian Air Force in 1961. American examples were sent to the US Air Force, where they served until 1982. Canadian examples remained in service until 1984.
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Voodoo's career as a fighter-bomber was relatively short, but spy versions continued to serve for some time. Along with the US Air Force's Lockheed U-2 and the US Air Force's Vought RF-8 Crusader, the RF-101 was the spy version of the Voodoo during the Cuban Missile Crisis and saw heavy use during the Vietnam War.
Interceptor variants served the National Guard until 1982, and in Canadian service were NORAD's first line of battle until replaced by the CF-18 Hornet in the 1980s.
Although the Voodoo was a modest success, it was perhaps more important as a developmental step towards its replacement in most roles, the F-4 Phantom II, one of the most successful western fighter designs of the 1950s. The Phantom would retain the twin, two-man crew for interception duties and a tail mounted well above and behind the jet exhaust, but was a development of the F3H Demon, while the Voodoo was developed from the earlier XF-88 Voodoo.
The initial design for what would become the Voodoo began just after World War II in response to the USAAF Petration Fighter competition in 1946. This required a high-performance, long-range fighter to accompany a new generation of bombers such as the Northern. The American P-51 Mustang escorted Boeing B-17 Flying Fortresses and Consolidated B-24 Liberators during World War II. Several companies responded with designs, and the Air Force gave some money to build prototypes.
Flying The Barrel:\
After awarding the contract (AC-14582) on 14 February 1947, McDonnell built two prototypes, designated the XF-88 Voodoo.
The first prototype (serial number 46-6525), powered by two 3,000 lbf (13.3 kN) Westinghouse XJ34-WE-13 turbojet engines, flew from Muroc on 20 October 1948.
Preliminary tests showed that handling and range were adequate, with a top speed of a disappointing 641 mph (1,032 km/h) at sea level.
After the second prototype was fitted with a McDonnell-designed afterburner, thrust was increased to 3,600 lbf (16.1 kN) with a corresponding increase in top speed, initial rate of climb and reduced take-off distance. Fuel consumption was greatly increased by the use of afterburner, but range was reduced.
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Although the XF-88 won the fly-off competition against the Lockheed XF-90 and the North American YF-93, the detonation of the first nuclear weapon by the Soviet Union led the USAF (established in 1947) to reevaluate. her combat needs, with interceptors more important and bomber escorts a lower priority, she abandoned the Petration fighter program in 1950.
Analysis of Korean War missions, however, showed that modern USAF bombers were vulnerable to fighter interception. In 1951, the USAF issued a new request for bomber escorts, to which all major US manufacturers submitted designs. McDonnell's design was a larger and more powerful version of the XF-88 and won the bid in May 1951. The F-88 was redesignated the F-101 Voodoo in November 1951.
The new design was considerably larger, carried three times the fuel load and was designed around larger and more powerful Pratt & Whitney J57 turbojet engines.
The larger dimensions of the J57 gins required modifications to the gin chambers and changes to the intakes to allow more airflow into the gin. The new intakes were also designed to be more efficient at higher Mach numbers. To increase aerodynamic efficiency, reduce structural weight, and reduce lift, during flight tests on the Douglas D-558-2 Skyrocket, an aircraft with a control surface configuration similar to the XF-88, the horizontal tail was moved to the top of the vertical stabilizer, giving the F- 101 "T-tail" feature. In late 1952, the F-101's role was changed from "petratorial fighter" to "strategic fighter", with equal emphasis on bomber escort and nuclear weapons delivery missions. New Voodoo models with reconfigured intakes, tail surfaces, undercarriage and nuclear weapon dummies were inspected by Air Force officials in March 1953.
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The design was accepted and the first order for 29 F-101As was placed on 28 May 1953, a prototype was not required as the F-101 was considered a simple development of the XF-88,
With the Cook-Cragie production strategy, where initial low-speed production would be used for testing without the use of separate prototypes, instead chos.
The F-101A, serial number 53-2418, was the first production aircraft; His service flight was on 29 September 1954 at Edwards Air Force Base, where he reached Mach 0.9 (960 km/h) at an altitude of 35,000 feet (11,000 m).
This privately owned aircraft was transferred to the Evergre Maintance Cter in Marana, Arizona, restored and now on display at the Evergre Aviation & Space Museum in McMinnville, Oregon.
Voodoo Over Cuba: The Rf 101 Involvement In The Missile Crisis Of October 1962
The end of the Korean War and the development of the jet-powered Boeing B-52 Stratofortress negated the need for fighter escort, and Air Force Command withdrew from the program.
Despite the loss of SAC, the aircraft attracted the attention of the Tactical Air Command (TAC) and the F-101 was converted into a fighter-bomber that was to carry a single nuclear warhead for use against tactical targets such as airfields. With TAC support, testing resumed and in early 1955 Category II flight trials began. A number of problems were identified during development, many of which have been fixed. The aircraft had a dangerous tdcy against severe pitch at high angles of attack that was never resolved by throttle.
During 1955–56, approximately 2,300 improvements were made to the aircraft before full production resumed in November 1956.
The first F-101A was delivered on 2 May 1957 to the 27th Strategic Fighter Wing, which transitioned to TAC in July of that year.
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Which provides good acceleration, climbing performance, ease of overcoming the sound wall in flight and a maximum performance of Mach 1.52. The F-101's large internal fuel capacity allowed a range of approximately 3,000 miles (4,828 km) non-stop.
The aircraft was equipped with an MA-7 anti-fire radar for air-to-air and air-to-ground use, which was upgraded with a Low Altitude Bombardment System (LABS) for the delivery of nuclear weapons,
And was designed to carry the Mk 28 nuclear bomb. The originally planned payload for the F-101A was the McDonnell Model 96, a large fuel/weapons tank similar in concept to the Convair B-58 Hustler, but it was canceled in March 1956 before F-101 entered service. Other operational nuclear warheads were the Mk 7, Mk 43, and Mk 57 weapons. Although theoretically capable of carrying conventional bombs, rockets, or Falcon air-to-air missiles,
It was fitted with four 20mm M39 cannons, with one cannon often removed during service to make room for a TACAN beacon.
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The F-101 set many speed records, including: The JF-101A (the ninth F-101A converted as a test rig for the more powerful J-57-P-53 F-101B engine) set a world speed record of 1,207.6 mph ( 1,943 , 4 km/h) on December 12, 1957 during "Operation Firewall",
Beating the previous record of 1,132 mph (1,811 km/h) set by the Fairey Delta 2 in March of the previous year. The record was then achieved in May 1958 by the Lockheed F-104 Starfighter. On November 27, 1957, during "Operation Sun Run", RF-101C set the Los Angeles-New York City-Los Angeles record of 6 hours 46 minutes, the New York-Los Angeles record of 3 hours 36 minutes, and the Los Angeles to New York record in 3 hours and 7 minutes.
Twenty-nine of the survivors were converted to RF-101G specifications with a modified nose, fitted with reconnaissance cameras instead of cannons and radars. They served in the National Guard until 1972.
33rd Tactical Group RF-101A (#54-1512) after landing at Udorn Royal Thai Air Force Base (later transferred to Tan Son Nhut Air Force Base) c. 1965
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In October 1953, the USAF requested the production of two F-101As as a prototype for the YRF-101A tactical reconnaissance aircraft. This was followed by 35 RF-101A production aircraft.
The RF-101A shared the airframe of the F-101A, including a 6.33 g (62 m/s²)
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