History
Background
The F-101A Voodoo was developed by McDonnell as a supersonic jet fighter in response to the US Air Force’s need for a long-range bomber escort for the Strategic Air Command. It later evolved into a nuclear-armed fighter-bomber and photo reconnaissance aircraft for the Tactical Air Command (TAC). The F-101A took its first flight on September 29, 1954, and entered service with the TAC on May 2, 1957. A total of 77 F-101As were manufactured, but only 50 were operational. The aircraft would later face numerous issues, including engine malfunctions, armament reliability, and aerodynamic and structural challenges. It was later superseded by a refined F-101C Voodoo in a fighter-bomber role.
Development and Production
The interceptor variant of the F-101 Voodoo was conceived as early as October 1952 when the U.S. Air Force’s Air Defense Command (ADC) identified the aircraft’s high speed and long range as qualities suitable for air defense. However, Air Force Headquarters initially rejected the proposal, citing the high cost of developing another interceptor alongside the ongoing Convair F-102 and F-106 programs.
Despite the setback, the ADC continued to call for the Voodoo interceptor, and a competitive study began in June 1954 by the USAF Air Research and Development. The study evaluated the Northrop F-89F, the North American F-100B Super Sabre, and the McDonnell F-101B Voodoo. The F-101B emerged as the winner, and by early 1955, McDonnell secured a contract to develop the interceptor variant. Although production was initially expected to begin in 1956 with service entry by 1958, budgetary and technical issues delayed the aircraft’s progress.
The original F-101B design was a single-seater, but the Air Force requested a two-seat configuration with a radar operator in the rear to manage the fire control system. The Voodoo’s forward fuselage was redesigned to accommodate two tandem cockpits under a single clamshell-style plexiglass canopy, opened and closed using an electric actuator. However, this design reduced internal fuel capacity.
The F-101B’s armament differed significantly from the fighter-bomber variants, replacing guns with a rotary weapons bay under the fuselage. The bay could carry two AIM-4A semi-active radar homing missiles and two AIM-4B infrared-guided missiles, or two nuclear-tipped AIR-2A Genie rockets. Strakes were added along the fuselage to ensure smooth airflow into the engine intakes and prevent gas ingestion from rocket exhausts.
While initially considered for the MA-1 fire control system, the Voodoo instead used the more affordable Hughes MG-13, a refined version of the E-6 system found on the F-89D Scorpion. Although less advanced than the MA-1 installed on the F-106, the MG-13 provided the necessary missile guidance.
The F-101B also introduced larger tires, reinforced landing gear, and engine modifications to accommodate new J57-P-55 engines, which replaced the earlier -13 versions. These engines featured longer afterburners, enabling the F-101B to achieve speeds of up to Mach 1.85.
In Service
The F-101B’s maiden flight took place on March 27, 1957, at Lambert Field, Missouri, marking a year-long delay due to production setbacks. Although it encountered some of the same issues as earlier Voodoo models, aerodynamic flaws were addressed quickly, paving the way for operational service. The first unit to receive the F-101B was the 60th Fighter Interceptor Squadron at Otis AFB, Massachusetts, in January 1959.
While the original production target was 651 aircraft, the final number was reduced to 480 due to budget constraints. Production ramped up gradually, with 6 aircraft delivered in 1957, 43 in 1958, 213 in 1959, and 207 in 1960, before concluding with a final 11 in March 1961. By 1960, the F-101B had become the most numerous aircraft in the ADC’s inventory, equipping 17 squadrons.
Several upgrades extended the F-101B’s operational capabilities. Early production models were retrofitted under Project Kitty Car, enabling them to carry AIM-4C/D infrared-guided missiles and AIR-2A nuclear rockets. Later production models included these modifications directly from the factory. Between 1963 and 1966, Project Bold Journey further enhanced the Voodoo, adding an infrared tracking system in place of the retractable refueling probe and improving the fire control system to counter electronic countermeasures and low-flying targets.
The F-101B served as a key element in the U.S. air defense strategy throughout the Cold War, primarily stationed within the U.S. mainland. However, the Voodoo began to be phased out between 1968 and 1971 as the threat of Soviet manned bombers diminished. Many aircraft were transferred to Air National Guard (ANG) units, with the first deliveries starting in November 1969. Seven ANG squadrons eventually operated the F-101B, alongside reconnaissance Voodoo variants. The last F-101B was retired from ANG service in 1982-83.
Canada was the only foreign operator of the F-101B, where it served as the CF-101 Voodoo from 1961 to 1987. The CF-101s played a critical role in North American air defense under NORAD, highlighting the aircraft’s importance in continental security during the Cold War.
