The F-101B was a two-seat all-weather interceptor variant of the Voodoo, and was numerically the most important Voodoo variant, with a total of 479 being built.
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 could be made available. However, the F-102A was at that time experiencing teething problems of 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 seems to have initially been assigned the designation F-109, but 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 24 inches 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 two-seat tandem cockpit with pilot in front and radar operator in the rear, a retractable flight refuelling probe in front of the pilot's cockpit, and an all-missile armament. The internal fuel capacity was reduced to 2053 gallons to provide more room for electronic equipment and armament. Since the F-101B was heavier than its single-seat predecessor, it employed larger tires with a beefed-up undercarriage. Bulges had to be installed in the lower gear doors and in the undersides of the fuselage in order to accommodate the larger tires. Armament consisted of four 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. Two missiles were attached to recessed slots on each side of the door. After the first pair of missiles were launched, the door was flipped over, exposing the other pair. Some references claim that the F-101B carried six Falcons rather than four, but these seem to be in error.
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 Eglin AFB 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 effectively 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 18 air defense squadrons (the 2nd, 13th, 15th, 18th, 29th, 49th, 59th, 60th, 62nd, 75th, 83rd, 84th, 87th, 98th, 322nd, 437th, 444th, and 445th Fighter Interceptor Squadrons). F-101Bs also served with the 4570th Test Squadron and the 4756th CCTS (later designated the 2nd Fighter Interceptor Training Squadron), both based at Tyndall AFB in Florida. These units carried out operational suitability tests and training for the Air Defense Command.
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 on the rotary weapons bay in place of the two Falcon missiles. Starting in 1961, many earlier F-101Bs were upgraded to this standard under *Project Kitty Car*. The MG-13 fire control system was capable of hands-off Genie launches, including the automatic launch of the rocket, turning the aircraft into the escape maneuver, and detonating the nuclear warhead at the appropriate time. Since the Genies were bigger and created more drag, and also because they were more classified, they were normally carried internally until they were ready to be fired. Then the door would rotate and the rocket was fired
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 in an attempt to address the "pitch-up" problem that had plagued the Voodoo throughout its service life. Included in the upgrades was an enhancement of the resistance of F-101B airframes to electromagnetic pulses, and an improved MG-13 fire control system was installed for use against low-flying targets.
Produced alongside the F-101B interceptor was the F-101F operational and conversion trainer. The two-seat trainer version was initially designated TF-101B. 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.
Under a program known as Operation Queens Row, 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. In addition, Canada also received ten F-101F two-seat operational trainers. 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 Peace 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.
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 136th FIS of the New York ANG, the 137th FIS of the New York ANG, the 192nd FIS of the Nevada ANG, the 178th FIS of the North Dakota ANG, the 123rd FIS of the Oregon ANG, and the 111th FIS of the Texas ANG. The F-101B passed out of ANG service when the last F-101B was retired by the 11lth FIS in 1981. It had operated the F-101B/F briefly as part of the Tactical Air Command after ADC was inactivated on April 1, 1980.
The Colorado State University operated a civil registered F-101B-110-MC (N8234, ex 57-410) in a research program to study severe storms.
Serials of the F-101B/F:
56-0232 McDonnell F-101B-30-MC Voodoo 56-0233/0237 McDonnell F-101B-40-MC Voodoo 56-0238/0240 McDonnell F-101B-45-MC Voodoo 56-0241/0243 McDonnell F-101B-50-MC Voodoo 56-0244/0245 McDonnell F-101F-51-MC Voodoo 56-0246/0247 McDonnell F-101F-56-MC Voodoo 56-0248/0250 McDonnell F-101B-55-MC Voodoo 56-0251/0252 McDonnell F-101B-60-MC Voodoo 56-0253 McDonnell F-101F-61-MC Voodoo to Canadian Armed Forces as 101001 in 1970/71 56-0254/0257 McDonnell F-101B-60-MC Voodoo 56-0258/0259 McDonnell F-101B-65-MC Voodoo 56-0260 McDonnell F-101F-66-MC Voodoo to Canadian Armed Forces as 101002 in 1970/71 56-0261 McDonnell F-101B-65-MC Voodoo 56-0262 McDonnell F-101F-66-MC Voodoo to Canadian Armed Forces as 101003 in 1970/71 56-0263/0268 McDonnell F-101B-65-MC Voodoo 56-0269/0273 McDonnell F-101B-70-MC Voodoo 56-0274/0277 McDonnell F-101F-71-MC Voodoo 0277 to Canadian Armed Forces as 101004 in 1970/71 56-0278/0280 McDonnell F-101B-70-MC Voodoo 56-0281/0288 McDonnell F-101B-75-MC Voodoo 56-0289 McDonnell F-101F-76-MC Voodoo 56-0290/0293 McDonnell F-101B-75-MC Voodoo 56-0294 McDonnell F-101F-76-MC Voodoo 56-0295/0298 McDonnell F-101B-75-MC Voodoo 56-0299 McDonnell F-101F-76-MC Voodoo 56-0300/0303 McDonnell F-101B-80-MC Voodoo 56-0304 McDonnell F-101F-81-MC Voodoo to Canadian Armed Forces as 101005 in 1970/71 56-0305/0307 McDonnell F-101B-80-MC Voodoo 56-0308 McDonnell F-101F-81-MC Voodoo 56-0309/0311 McDonnell F-101B-80-MC Voodoo 56-0312 McDonnell F-101F-81-MC Voodoo 56-0313/0315 McDonnell F-101B-80-MC Voodoo 56-0316 McDonnell F-101F-81-MC Voodoo 56-0317/0319 McDonnell F-101B-80-MC Voodoo 56-0320 McDonnell F-101F-81-MC Voodoo 56-0321/0323 McDonnell F-101B-80-MC Voodoo 56-0324 McDonnell F-101F-81-MC Voodoo to Canadian Armed Forces as 101006 in 1970/71 56-0325/0327 McDonnell F-101B-80-MC Voodoo 56-0328 McDonnell F-101F-81-MC Voodoo to Canadian Armed Forces as 101007 in 1970/71 57-0247/0262 McDonnell F-101B-80-MC Voodoo 57-0263 McDonnell F-101F-86-MC Voodoo 57-0264/0266 McDonnell F-101B-85-MC Voodoo 57-0267 McDonnell F-101F-86-MC Voodoo 57-0268/0270 McDonnell F-101B-85-MC Voodoo 0268 to Canadian Armed Forces as 101008 in 1970/71 57-0271 McDonnell F-101F-86-MC Voodoo 57-0272/0274 McDonnell F-101B-85-MC Voodoo 0273 to Canadian Armed Forces as 101009 in 1970/71 57-0275 McDonnell F-101F-86-MC Voodoo 57-0276/0278 McDonnell F-101B-85-MC Voodoo 57-0279 McDonnell F-101F-86-MC Voodoo 57-0280/0282 McDonnell F-101B-85-MC Voodoo 0282 at Pima Air Museum, Tucson, AZ. 57-0283 McDonnell F-101F-86-MC Voodoo 57-0284/0286 McDonnell F-101B-85-MC Voodoo 0286 to Canadian Armed Forces as 101010 in 1970/71 57-0287 McDonnell F-101F-86-MC Voodoo 57-0288/0291 McDonnell F-101B-85-MC Voodoo 0289 to Canadian Armed Forces as 101011 in 1970/71 57-0292 McDonnell F-101F-86-MC Voodoo 57-0293/0296 McDonnell F-101B-85-MC Voodoo 0293 to Canadian Armed Forces as 101012 in 1970/71 0296 to Canadian Armed Forces as 101013 in 1970/71 57-0297 McDonnell F-101F-86-MC Voodoo 57-0298/0301 McDonnell F-101B-85-MC Voodoo 0298 to Canadian Armed Forces as 101014 in 1970/71 0299 to Canadian Armed Forces as 101015 in 1970/71 0301 converted to RF-101B in 1971-72 57-0302 McDonnell F-101F-86-MC Voodoo 57-0303/0306 McDonnell F-101B-85-MC Voodoo 0303 to Canadian Armed Forces as 101016 in 1970/71 0305 to Canadian Armed Forces as 101017 in 1970/71 0306 to Canadian Armed Forces as 101018 57-0307 McDonnell F-101F-86-MC Voodoo 57-0308/0311 McDonnell F-101B-90-MC Voodoo 57-0312 McDonnell F-101F-91-MC Voodoo 57-0313/0316 McDonnell F-101B-90-MC Voodoo 0314 to Canadian Armed Forces as 101019 in 1970/71 0315 to Canadian Armed Forces as 101020 in 1970/71 57-0317 McDonnell F-101F-91-MC Voodoo 57-0318/0321 McDonnell F-101B-90-MC Voodoo 0321 to Canadian Armed Forces as 101021 in 1970/71 57-0322 McDonnell F-101F-91-MC Voodoo 57-0323/0326 McDonnell F-101B-90-MC Voodoo 0323 to Canadian Armed Forces as 101023 in 1970/71 57-0327 McDonnell F-101F-91-MC Voodoo 57-0328/0331 McDonnell F-101B-90-MC Voodoo 57-0332 McDonnell F-101F-91-MC Voodoo 57-0333/0336 McDonnell F-101B-90-MC Voodoo 0334 to Canadian Armed Forces as 101025 in 1970/71 57-0337 McDonnell F-101F-91-MC Voodoo 57-338/341 McDonnell F-101B-90-MC Voodoo 0340 to Canadian Armed Forces as 101026 in 1970/71 0341 to Canadian Armed Forces as 101027 in 1970/71 57-342 McDonnell F-101F-91-MC Voodoo 57-343/346 McDonnell F-101B-90-MC Voodoo 0346 to Canadian Armed Forces as 101028 in 1970/71 57-347 McDonnell F-101F-91-MC Voodoo 57-348/351 McDonnell F-101B-90-MC Voodoo 0351 to Canadian Armed Forces as 101029 in 1970/71 57-352 McDonnell F-101F-91-MC Voodoo 57-353/356 McDonnell F-101B-90-MC Voodoo 0354 to Canadian Armed Forces as 101030 in 1970/71 57-357 McDonnell F-101F-91-MC Voodoo 57-358/364 McDonnell F-101B-95-MC Voodoo 0358/0360 to Canadian Armed Forces as 101031/ 101033 in 1970/71 0362/0364 to Canadian Armed Forces as 101034/ 101036 in 1970/71 57-365 McDonnell F-101F-96-MC Voodoo 57-366/371 McDonnell F-101B-95-MC Voodoo 0366 to Canadian Armed Forces as 101037 in 1970/71 0368/0369 to Canadian Armed Forces as 101038/ 101039 in 1970/71 57-372 McDonnell F-101F-96-MC Voodoo 57-373/378 McDonnell F-101B-95-MC Voodoo 0373/0375 to Canadian Armed Forces as 101040/ 101042 in 1970/71 57-379 McDonnell F-101F-96-MC Voodoo 57-380/385 McDonnell F-101B-95-MC Voodoo 0380/0382 to Canadian Armed Forces as 101043/ 101045 in 1970/71 0384 to Canadian Armed Forces as 101046 in 1970/71 57-386 McDonnell F-101F-96-MC Voodoo 57-387/392 McDonnell F-101B-95-MC Voodoo 0388 to Canadian Armed Forces as 101047 in 1970/71 0391 to Canadian Armed Forces as 101048 in 1970/71 57-393 McDonnell F-101F-96-MC Voodoo 57-394/399 McDonnell F-101B-95-MC Voodoo 0395/0396 to Canadian Armed Forces as 101049/ 101050 in 1970/71 0398 to Canadian Armed Forces as 101051 in 1970/71 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 0412 at Castle AFB, CA. 57-414 McDonnell F-101F-101-MC Voodoo 57-415/420 McDonnell F-101B-100-MC Voodoo 0418 to Canadian Armed Forces as 101053 in 1970/71 0420 to Canadian Armed Forces as 101054 in 1970/71 57-421 McDonnell F-101F-101-MC Voodoo 57-422/427 McDonnell F-101B-100-MC Voodoo 0424 to Canadian Armed Forces as 101055 in 1970/71 0426 to Canadian Armed Forces as 101056 in 1970/71 0427 on display at McClellan AFB 57-428 McDonnell F-101F-101-MC Voodoo 57-429/448 McDonnell F-101B-100-MC Voodoo 0429 to Canadian Armed Forces as 101057 in 1970/71 0431/0434 to Canadian Armed Forces as 101058/ 101061 in 1970/71 0441/0444 to Canadian Armed Forces as 101062/ 101065 in 1970/71 57-449 McDonnell F-101F-101-MC Voodoo 57-450/452 McDonnell F-101B-100-MC Voodoo 0551 to Canadian Armed Forces as 101066 in 1970/71 58-0259/0261 McDonnell F-101B-105-MC Voodoo 58-0262 McDonnell F-101F-106-MC Voodoo 58-0263/0268 McDonnell F-101B-105-MC Voodoo 58-0269 McDonnell F-101F-106-MC Voodoo 58-0270/0275 McDonnell F-101B-105-MC Voodoo 58-0276 McDonnell F-101F-106-MC Voodoo 58-0277/0282 McDonnell F-101B-105-MC Voodoo 58-0283 McDonnell F-101F-106-MC Voodoo 58-0284/0289 McDonnell F-101B-105-MC Voodoo 58-0290 McDonnell F-101F-106-MC Voodoo 58-0291/0296 McDonnell F-101B-105-MC Voodoo 0291 at K. I. Sawyer AFB, MI. 58-297 McDonnell F-101F-106-MC Voodoo 58-298/303 McDonnell F-101B-105-MC Voodoo 0300 to Canadian Forces in 1982 as 101067. 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 58-0325/0330 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 59-0391/0392 McDonnell F-101B-115-MC Voodoo to RCAF as 17391 and 17392 in 1968 upon return to USA, converted to RF-101B. 59-0393 McDonnell F-101F-116-MC Voodoo to RCAF as 17393 in 1968 59-0394/0399 McDonnell F-101B-115-MC Voodoo all to RCAF as 17394/17399 in 1968 0397 and 0398 converted to RF-101B upon return to USA. 59-0400 McDonnell F-101F-116-MC Voodoo to RCAF as 17400 in 1968. 59-0401/0406 McDonnell F-101B-115-MC Voodoo all to RCAF as 17401/17406 in 1968. 0402/0404 converted to RF-101B upon return to USA. 59-0407 McDonnell F-101F-116-MC Voodoo to RCAF as 17407 in 1968. 59-0408/0412 McDonnell F-101B-115-MC Voodoo 0408/0411 to RCAF as 17408/17411 in 1968. 0410 converted to RF-101B upon return to USA. 59-0413 McDonnell F-101F-116-MC Voodoo 59-0414/0418 McDonnell F-101B-115-MC Voodoo 59-0419 McDonnell F-101F-116-MC Voodoo 59-0420/0424 McDonnell F-101B-115-MC Voodoo 59-0425 McDonnell F-101F-116-MC Voodoo 59-0426/0436 McDonnell F-101B-115-MC Voodoo 0428 at Dover AFB, DE. 0433/0436 to RCAF as 17433/17436 in 1968. 0434 converted to RF-101B upon return to USA. 0436 converted to RF-101B upon return to USA. 59-0437 McDonnell F-101F-116-MC Voodoo to RCAF as 17437 in 1968. 59-0438/0440 McDonnell F-101B-115-MC Voodoo all to RCAF as 17438/17440 in 1968. 59-0441/0442 McDonnell F-101B-120-MC Voodoo both to RCAF as 17441/17442 in 1968. 0441 converted to RF-101B upon return to USA. 59-0443 McDonnell F-101F-116-MC Voodoo to RCAF as 17443 in 1968. 59-0444/0448 McDonnell F-101B-120-MC Voodoo all to RCAF as 17444/17448 in 1968. 0447,0448 converted to RF-101B upon return to USA. 59-0449 McDonnell F-101F-116-MC Voodoo to RCAF as 17449 in 1968. 59-0450/0453 McDonnell F-101B-120-MC Voodoo all to RCAF as 17450/17453 in 1968. 0450 converted to RF-101B upon return to USA. 0453 converted to RF-101B upon return to USA. 59-0454 McDonnell F-101F-116-MC Voodoo 59-0455/0459 McDonnell F-101B-120-MC Voodoo 455/457 to RCAF as 17455/17457 in 1968. 0457 converted to RF-101B upon return to USA. 459 to RCAF as 17459 in 1968. Converted to RF-101B upon return to USA. 59-0460 McDonnell F-101F-116-MC Voodoo to RCAF as 17460 in 1968. 59-0461/0465 McDonnell F-101B-120-MC Voodoo 0461 to RCAF as 17461 in 1968. 0463/0465 to RCAF as 17463/17465 in 1968. 0463 converted to RF-101B upon return to USA. 59-0466 McDonnell F-101F-116-MC Voodoo to RCAF as 17466 in 1968. 59-0467/0471 McDonnell F-101B-120-MC Voodoo all to RCAF as 17467/17471 in 1968. 0467 converted to RF-101B upon return to USA. 59-0472 McDonnell F-101F-116-MC Voodoo to RCAF as 17472 in 1968. 59-0473/0477 McDonnell F-101B-120-MC Voodoo 475/477 to RCAF as 17475/17477 in 1968. 0477 converted to RF-101B upon return to USA. 59-0478 McDonnell F-101F-116-MC Voodoo to RCAF as 17478 in 1968. 59-0479/0483 McDonnell F-101B-120-MC Voodoo all to RCAF as 17479/17483 in 1968. 0481/0483 converted to RF-101B upon return to USA. 59-0484/0491 cancelled contract for F-101B
Specification of the F-101B:
Engines: 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. Performance: 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. Fuel: Maximum internal fuel load was 2053 US gallons, housed in five fuel cells in the upper fuselage and three in each wing.. A total of two 450 US gallon under-fuselage drop tanks could be carried, bringing maximum fuel load to 2953 US gallons. Armament: Armed with four Falcon AAMs (usually 2 GAR-1 (AIM-4) semiactive radar homers and 2 GAR-2 (AIM-4B) infrared homers) in an internal ventral weapons bay. In later versions, two unguided AIR-2A Genie unguided rockets with nuclear warheads could be carried in place of two of the Falcons.
Sources:
-
McDonnell Douglas Aircraft Since 1920: Volume II, Rene J.
Francillon, Naval Institute Press, 1990.
-
United States Military Aircraft Since 1909, Gordon Swanborough and
Peter M. Bowers, Smithsonian, 1989.
-
The American Fighter, Enzo Angelucci and Peter Bowers, Orion, 1987.
-
Fighters of the United States Air Force, Robert F. Dorr and David
Donald, Temple Press Aerospace, 1990.
-
American Combat Planes, Third Enlarged Edition, Ray Wagner, Doubleday,
1982.
-
Post-World War II Fighters, 1945-1973, Marcelle Size Knaack, Office of
Air Force History, 1986.
-
McDonnell F-88/F-101 Voodoo Variant Briefing, Robert F. Dorr, Wings
of Fame, Vol. 1, 1996.
- E-mail from Tom Naylor on armament of F-101B
