McDonnell F-101 Voodoo

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F-101 Voodoo
Photo of F-101 aircraft flying. On the aircraft's side is a symbol with a star, to the left of which says, U.S. Air Force. Its horizontal stabilizers are located atop its fin.
McDonnell F-101B Voodoo
Role Fighter aircraft
Manufacturer McDonnell Aircraft Corporation
First flight 29 September 1954
Introduction May 1957
Retired 1972 (USAF)
1973 (ROCAF)
1982 (US ANG)
1984 (Canada)
Status Retired
Primary users United States Air Force (historical)
Republic of China Air Force (historical)
Royal Canadian Air Force (historical)
Number built 807
Developed from McDonnell XF-88 Voodoo
Variants McDonnell CF-101 Voodoo

The McDonnell F-101 Voodoo is a

jet fighter designed and produced by the American McDonnell Aircraft Corporation
.

Development of the F-101 commenced during the late 1940s as a long-range

bomber escort (then known as a penetration fighter) for the United States Air Force's (USAF) Strategic Air Command (SAC). It was also adapted as a nuclear-armed fighter-bomber for the USAF's Tactical Air Command (TAC), and as a photo reconnaissance aircraft based on the same airframe. On 29 September 1954, it performed its maiden flight. The F-101A set a number of world speed records for jet-powered aircraft, including fastest airspeed, attaining 1,207.6 miles (1,943.4 km) per hour on 12 December 1957.[1]

Delays in the

XF-88 Voodoo
.

The Voodoo's career as a fighter-bomber was relatively brief, but the reconnaissance versions served for some time. Along with the US Air Force's Lockheed U-2 and US Navy's Vought RF-8 Crusaders, the RF-101 reconnaissance variant of the Voodoo was instrumental during the Cuban Missile Crisis and saw extensive service during the Vietnam War.[2] Interceptor versions served with the Air National Guard until 1982, and in Canadian service, they were a front line part of NORAD until their replacement with the CF-18 Hornet in the 1980s. The type was operated in the reconnaissance role until 1979. US examples were handed off to the USAF Air National Guard where they were operated until 1982. The RCAF Voodoos were in service until 1984.

Design and development

Background and XF-88

Canadian CF-101 Voodoo in Bagotville, Summer 1962

Initial design on what would eventually become the Voodoo began in June 1946 in response to a USAAF Penetration Fighter Competition launched just after

McDonnell was amongst several companies to respond to the competition; their design benefitted from recently captured German research into high speed jet aircraft.[4][5]

On 14 February 1947, McDonnell was awarded a contract (AC-14582) to produce a pair of prototypes, designated

Muroc on 20 October 1948.[8][9] Preliminary testing revealed that while handling and range was adequate, the top speed was a disappointing 641 mph (1,032 km/h) at sea level.[10] After fitting McDonnell-designed afterburners to the second prototype, thrust was increased to 3,600 lbf (16.1 kN) with corresponding performance increases in top speed, initial rate of climb and reduced takeoff distance. Fuel consumption was greatly increased by use of the afterburners, however, reducing the range.[8][11]

Although the XF-88 won the "fly-off" competition against the competing Lockheed XF-90 and North American YF-93, the detonation of the first nuclear weapon by the Soviet Union resulted in the United States Air Force (USAF) (created in 1947) re-evaluating its fighter needs, with interceptors being more important and bomber escorts being of reduced priority, and it terminated the Penetration Fighter program in 1950.[12][13] Another factor in the termination was budgetary limitations.[9][7] Analysis of Korean War missions, however, revealed that contemporary USAF strategic bombers were vulnerable to fighter interception. In early 1951, the USAF issued a new requirement for a bomber escort, to which all major US manufacturers submitted designs.[14] The McDonnell design was a larger and higher-powered version of the XF-88 and won the bid during May 1951. To reflect the level of changes involved, the redesigned F-88 was designated F-101 Voodoo in November 1951.[15][16]

Enlarged design

The new design was considerably larger, carrying three times the initial fuel load and designed around larger, more powerful

Cook-Cragie production policy, in which initial low-rate production would be used for testing without the use of separate prototypes, chosen instead.[20][21]

Changing roles and into production

F-101A, AF Serial No. 53-2418, at Pueblo Weisbrod Aircraft Museum, Pueblo, Colorado, before restoration

Despite securing an order for the type, McDonnell received a stop order for production on 16 April 1954; this was due to a substantial cutback in funding for the USAF in general. Meaningful production activity was not resumed until a favourable instruction was received by the company on 2 November 1954.[22] At this point, the USAF gave McDonnell an operational deadline of early 1957.[23]

The first production aircraft, F-101A serial number 53-2418, performed its maiden flight on 29 September 1954 from

Edwards AFB; during this flight, it attained a maximum speed of Mach 0.9 (960 km/h) at an altitude of 35,000 feet (11,000 m).[24] This aircraft, which is privately owned, has been moved to the Evergreen Maintenance Center in Marana, Arizona, restored, and now on display at the Evergreen Aviation & Space Museum in McMinnville, Oregon.[25] It was previously on display at the Pueblo Weisbrod Aircraft Museum
.

The end of the Korean War and the development of the jet-powered

tactical targets such as airfields. TAC requested numerous alterations to the F-101 to suit the new role, including additional apparatus to permit air-to-ground communication, provisions to carry external pods, and structural strengthening.[28][29]

Through the support of TAC, testing of the F-101 was resumed, with Category II flight tests beginning in early 1955. A number of problems were identified and were mostly resolved during this phase of development. Issues were found with the autopilot, hydraulics, viewfinder, and control system; McDonnell typically replaced unsatisfactory parts with redesigned counterparts.[30] One particular issue was the aircraft's dangerous tendency towards severe pitch-up when flown at a high angle of attack; this would never be entirely rectified.[31][32] However, the USAF was satisfied with the installation of an active inhibitor system to deter such instances.[33] Around 2,300 improvements were made to the F-101 between 1955 and 1956 ahead of full-rate production commencing in November 1956.[34]

Operational history

F-101A / RF-101G

An F-101A at Edwards Air Force Base, 1954

On 2 May 1957, the first F-101A was delivered to the

TACAN
beacon-receiver.

The F-101 set a number of speed records, including: a JF-101A (the ninth F-101A modified as a testbed for the more powerful J-57-P-53 engines of the F-101B) setting a world speed record of 1,207.6 mph (1,943.4 km/h) on 12 December 1957 during "Operation Firewall",[40] beating the previous record of 1,132 mph (1,811 km/h) set by the Fairey Delta 2 in March the previous year. The record was then subsequently taken in May 1958 by a Lockheed F-104 Starfighter. On 27 November 1957, during "Operation Sun Run," an RF-101C set the Los Angeles-New York City-Los Angeles record in six hours and 46 minutes, the New York to Los Angeles record in three hours and 36 minutes, and the Los Angeles to New York record in three hours and seven minutes.[41]

A total of 77 F-101As were built, only 50 of which were ever used operationally while the remainder were used exclusively for experimental work.[35][38] They were gradually withdrawn from USAF service starting in 1966.[42] Twenty-nine survivors were converted to RF-101G specifications with a modified nose, housing reconnaissance cameras in place of cannons and radar. These served with the Air National Guard through 1972.[43][44]

RF-101A

A 33rd Tactical Group RF-101A (s/n 54-1512) after landing at Udorn Royal Thai Air Force Base (later transferred to Tan Son Nhut Air Base) c. 1965

In October 1953, the USAF requested that two F-101As be built as prototype YRF-101A tactical reconnaissance aircraft.

buddy tank that allowed it to refuel other aircraft.[37][51] It entered service in May 1957,[52][30] replacing the RB-57 Canberra
.

On 6 May 1957, the RF-101A entered service, the first unit to operate the type being

Shaw AFB, South Carolina.[53][54] During October 1962, RF-101As from the 363d Tactical Reconnaissance Wing performed reconnaissance sorties over Cuba during the Cuban Missile Crisis.[2] Allegedly, the aircraft's performance over Cuba highlighted its shortcomings as a reconnaissance aircraft, motivating a series of modifications to improve its performance.[55] All USAF RF-101As were phased out of service during 1971.[56]

During October 1959, eight RF-101As were transferred to Taiwan, which used them for overflights of the Chinese mainland.[57][58] These ROCAF RF-101A were modified with the RF-101C vertical fins and air intake; this intake was used to cool the drag chute compartment and eliminated the five minute limit on using the afterburners on the RF-101A.[59] Two were reportedly shot down.[citation needed]

F-101B / CF-101B / EF-101B

A two-seat McDonnell F-101B Voodoo of the Oregon Air National Guard
409 "Nighthawk" Squadron, CFB Comox on the ramp at CFB Moose Jaw
in spring 1982.

In the late 1940s, the USAF had started a research project into future

1954 interceptor. Contracts for this specification eventually resulted in the selection of the Convair F-102 Delta Dagger, but by 1952 it was becoming clear that few parts of the specification other than the airframe would be ready by 1954; the engines, weapons, and fire control systems were all going to take too long to get into service. Thus, an effort was started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point.[60]

Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo),

Hughes MG-13 fire control radar of the F-102. It had a data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. The F-101B had more powerful Pratt & Whitney J57-P-55 engines, making it the only Voodoo not using the −13 engines. The new engines featured a substantially longer afterburner than J57-P-13s. To avoid a major redesign, the extended afterburners were simply allowed to extend out of the fuselage by almost 8  ft (2.4 m). The more powerful engines and aerodynamic refinements allowed an increased speed of Mach 1.85.[37]

The F-101B was stripped of the four M39 cannons and carried four AIM-4 Falcon

infrared-guided weapons with one of each carried on each side of the rotating pallet.[65] After the first two missiles were fired, the door turned over to expose the second pair. Standard practice was to fire the weapons in SARH/IR pairs to increase the likelihood of a hit. Late-production models had provision for two 1.7-kiloton MB-1/AIR-2 Genie nuclear rockets on one side of the pallet with IR-guided GAR-2A (AIM-4C) on the other side. "Project Kitty Car" upgraded most earlier F-101Bs to this standard beginning in 1961.[39][66]

The AIM-4 Falcon side of the F-101B missile door

Between 1963 and 1966, F-101Bs were upgraded under the Interceptor Improvement Program (IIP; also known as "Project Bold Journey"), being outfitted with a fire control system enhancement against hostile

infrared sighting and tracking (IRST) system in the nose in place of the in-flight refueling probe.[67]

The F-101B was produced in greater numbers than the F-101A and F-101C, with a total of 479 being delivered by the end of production in 1961.

Air Defense Command (ADC) beginning in January 1959.[63] The only foreign customer for the F-101B was Canada, where it was locally referred to as the CF-101 Voodoo.[69]

The F-101B was withdrawn from ADC service between 1968 and 1971, with many surviving USAF aircraft transferred to the Air National Guard (replacing F-102s), serving until 1982.

Tyndall AFB, Florida on 21 September 1982.[71]

F-101C / RF-101H

The F-101A fighter-bomber had been accepted into TAC service despite a number of problems. Among others, its airframe had proven to be capable of withstanding only 6.33 g (62 m/s²) maneuvers, rather than the intended 7.33 g (72 m/s²).

drop tanks.[37] A total of 47 F101Cs were produced.[72][44]

F-101C Voodoo of 81 TFW based at RAF Bentwaters in 1962

Originally serving with the

78th Tactical Fighter Squadron was stationed at Woodbridge, while the 91st and 92nd were stationed at Bentwaters. The 81st TFW served as a strategic nuclear deterrent force, the Voodoo's long-range putting almost all of the Warsaw Pact
countries, and targets up to 500 miles (800 km) deep into the Soviet Union within reach.

Both the A and C model aircraft were assigned to the 81st TFW and were used interchangeably within the three squadrons. Operational F-101A/C were upgraded in service with Low Angle Drogued Delivery (LADD) and Low Altitude Bombing System (LABS) equipment for its primary mission of delivering nuclear weapons at extremely low altitudes. Pilots were trained for high speed, low-level missions into Soviet or Eastern Bloc territory, with primary targets being airfields. These missions were expected to be one-way, with the pilots having to eject behind Soviet lines.[72]

The F-101C never saw combat and was replaced in 1966 with the F-4C Phantom II.[20] Thirty-two aircraft were later converted for unarmed reconnaissance use with the RF-101H designation. They served with Air National Guard units until 1972.[20][74]

RF-101C

U.S. Air Force technicians prepare a McDonnell RF-101 Voodoo for a photo reconnaissance mission
U.S. Air Force McDonnell RF-101C over Vietnam, 1967.

Using the reinforced airframe of the F-101C, the RF-101C first flew on 12 July 1957,[20] entering service in 1958. Like the RF-101A, the RF-101C had up to six cameras in place of radar and cannons in the reshaped nose and retained the bombing ability of the fighter-bomber versions.[75] As it was intended to be flown unarmed, various passive defensive systems were incorporated, including the AN/APS-54 radar warning receiver.[76] It lacked a true all-weather capability due to the USAF choosing to eliminate the AN/APN-82 electronic navigation system planned for it.[77] 166 RF-101Cs were built, including 96 originally scheduled to be F-101C fighter-bombers.[48]

On 27 November 1957, during Operation Sun Run, an RF-101C piloted by then-Captain Robert Sweet set the Los Angeles-New York City-Los Angeles record in six hours and 46 minutes, and New York to Los Angeles record in three hours and 36 minutes. Another RF-101C, piloted by then-Lieutenant Gustav Klatt, set a Los Angeles to New York record of three hours and seven minutes.[41]

The RF-101C saw service during the Cuban Missile Crisis and soon followed the North American F-100 Super Sabres in October 1961, into combat when RF-101s from the 67th Tactical Reconnaissance Wing deployed to south east Asia, performing reconnaissance flights over Laos and Vietnam.[78] Operations in this theatre quickly exposed the need for nighttime reconnaissance, for which the aircraft was not originally equipped to perform.[79] The 1964 Project "Toy Tiger" fitted some RF-101C with a new camera package and a centerline pod for photo-flash cartridges. Some were further upgraded under the Mod 1181 program with automatic control for the cameras. Some officials remained dissatisfied with the RF-101C's nighttime photographic capability.[80][81]

The RF-101C acted as

MiG-21
in September 1967. The RF-101C's speed made it largely immune to MiG interception. 27 of the combat losses occurred on reconnaissance missions over North Vietnam. In April 1967, ALQ-71 ECM pods were fitted to provide some protection against SAMs. Although the Voodoo could again operate at medium altitudes, the added drag and weight decreased the RF-101's speed enough to be vulnerable to the maneuverable (and cannon-equipped) MiGs and thus require fighter escort.

After its withdrawal from Vietnam, the RF-101C continued to serve with USAF units through 1979. In service, the RF-101C was nicknamed the "Long Bird"; it was the only version of the Voodoo to see combat.[87]

TF-101B / F-101F / CF-101F

Some of the F-101Bs were completed as dual-control operational

trainer
aircraft initially dubbed TF-101B, but later redesignated F-101F. Seventy-nine new-build F-101Fs were manufactured, and 152 more existing aircraft were later modified with dual controls. Ten of these were supplied to Canada under the designation CF-101F. These were later replaced with 10 updated aircraft in 1971.

RF-101B

The prototype RF-101B (s/n 57-0301)

In the early 1970s, a batch of 22 former RCAF CF-101Bs was delivered to the USAF and converted into RF-101B reconnaissance aircraft, each aircraft had its radar and weapons bay replaced with a set of three KS-87B cameras and two AXQ-2 TV cameras. An in-flight refueling boom receptacle was also installed. These aircraft served with the

192d Tactical Reconnaissance Squadron of the Nevada Air National Guard
through 1975. They proved to be relatively expensive to operate and maintain and had a short service life.

Variants

RF-101C-55-MC (56-0220), assigned to 18th TRS, 460th TRW. This aircraft was shot down by a SAM over North Vietnam on 7 March 1966, killing the pilot.
F-101A
initial production fighter bomber, 77 produced[88]
NF-101A
one F-101A used by General Electric for testing of the General Electric J79 engine[88]
YRF-101A
two F-101As built as prototype reconnaissance models[88]
RF-101A
first reconnaissance version, 35 built[88]
F-101B
two-seat interceptor, the most numerous version with 479 built (including CF-101B)[88]
CF-101B
112 F-101Bs transferred to Royal Canadian Air Force[88]
RF-101B
22 former RCAF CF-101Bs modified for reconnaissance use[88]
TF-101B
dual-control trainer version of F-101B, redesignated F-101F, 79 built[88]
EF-101B
single F-101B converted for use as a radar target and leased to Canada[88]
NF-101B
F-101B prototype based on the F-101A airframe; the second prototype was built with a different nose[88]
F-101C
improved fighter-bomber, 47 built[88]
RF-101C
reconnaissance version of F-101C airframe, 166 built[88]
F-101D
proposed version with General Electric J79 engines, not built[88]
F-101E
another J79 proposal, not built[88]
F-101F
dual-control trainer version of F-101B; 79 re-designated TF-101Bs plus 152 converted F-101Bs[88]
CF-101F
Canadian designation for 20 TF-101B/F-101F dual-control aircraft[88]
TF-101F
24 dual-control versions of F-101B, re-designated F-101F (these are included in the -F total)[88]
RF-101G
29 F-101As converted for ANG reconnaissance[88]
RF-101H
32 F-101Cs converted for reconnaissance use[88]

Operators

McDonnell F-101B of the 18th Fighter-Interceptor Squadron, Grand Forks Air Force Base, North Dakota
 Canada
 Taiwan
 United States

Aircraft on display

F-101F AF Serial Number 58-0311, located at Devils Lake Regional Airport, North Dakota
Main article: List of surviving McDonnell F-101 Voodoos

Following the type's retirement, a large number of F-101s are preserved in museums or on display as

gate guards
.

Specifications (F-101B)

3-view line drawing of the McDonnell F-101A Voodoo
3-view line drawing of the McDonnell F-101A Voodoo
3-view line drawing of the McDonnell F-101B Voodoo
3-view line drawing of the McDonnell F-101B Voodoo

Data from The Complete Book of Fighters,[90] Encyclopedia of US Air Force Aircraft and Missile Systems[91]

General characteristics

  • Crew: 2
  • Length: 67 ft 5 in (20.55 m)
  • Wingspan: 39 ft 8 in (12.09 m)
  • Height: 18 ft 0 in (5.49 m)
  • Wing area: 368 sq ft (34.2 m2)
  • Airfoil: root: NACA 65A007 (modified); tip: NACA 65A006 (modified)[92]
  • Empty weight: 28,495 lb (12,925 kg)
  • Gross weight: 45,665 lb (20,713 kg)
  • Max takeoff weight: 52,400 lb (23,768 kg)
  • Fuel capacity: 2,053 US gal (1,709 imp gal; 7,770 L) internals plus 2x optional 450 US gal (370 imp gal; 1,700 L) drop-tanks
  • Powerplant: 2 ×
    afterburning turbojet
    engines, 11,990 lbf (53.3 kN) thrust each dry, 16,900 lbf (75 kN) with afterburner

Performance

  • Maximum speed: 1,134 mph (1,825 km/h, 985 kn) at 35,000 ft (11,000 m)
  • Maximum speed: Mach 1.72
  • Range: 1,520 mi (2,450 km, 1,320 nmi)
  • Service ceiling: 58,400 ft (17,800 m)
  • Wing loading: 124 lb/sq ft (610 kg/m2)
  • Thrust/weight: 0.74

Armament

Avionics

  • Hughes MG-13 fire control system

See also

Related development

Aircraft of comparable role, configuration, and era

Related lists

References

Citations

  1. ^ Francillon 1979, p. 544.
  2. ^ a b Pike, John. "RF-101 Voodoo". www.globalsecurity.org. Retrieved 28 April 2018.
  3. ^ Greenhalgh 1979, p. 1.
  4. ^ Greenhalgh 1979, pp. 1-2.
  5. ^ Davies 2019, pp. 6-7.
  6. ^ Francillon 1979, pp. 460–461.
  7. ^ a b Knaack 1982, p. 135.
  8. ^ a b Angelucci and Bowers 1987, p. 304.
  9. ^ a b Greenhalgh 1979, p. 2.
  10. ^ Francillon 1979, p. 461.
  11. ^ Davies 2019, pp. 7-8.
  12. ^ Dorr and Donald 1990, pp. 146, 148.
  13. ^ Davies 2019, p. 8.
  14. ^ Knaack 1982, pp. 135-136.
  15. ^ Peacock 1985, p. 76.
  16. ^ Knaack 1982, p. 137.
  17. ^ Francillon 1979, p. 538.
  18. ^ Knaack 1978, pp. 137–138.
  19. ^ a b c Francillon 1979, p. 539.
  20. ^ a b c d e Peacock 1985, p. 78.
  21. ^ Knaack 1982, p. 136.
  22. ^ Greenhalgh 1979, p. 5.
  23. ^ Knaack 1982, p. 138.
  24. ^ Francillon 1990, p. 141.
  25. ^ F-101A Restored, at Evergreen Aviation and Space Museum Archived 18 May 2014 at the Wayback Machine
  26. ^ Greenhalgh 1979, pp. 5-6.
  27. ^ Davies 2019, pp. 9-10.
  28. ^ a b Greenhalgh 1979, p. 6.
  29. ^ Davies 2019, p. 10.
  30. ^ a b Greenhalgh 1979, p. 7.
  31. ^ Dorr 1995, p. 172.
  32. ^ Davies 2019, pp. 12-13.
  33. ^ a b Knaack 1982, p. 139.
  34. ^ Knaack 1982, pp. 139-140.
  35. ^ a b Knaack 1982, p. 140.
  36. ^ Francillon 1979, p. 547.
  37. ^ a b c d e Taylor 1995, pp. 236–237.
  38. ^ a b Davies 2019, p. 14.
  39. ^ a b Donald 2003, p. 55.
  40. ^ Dorr 1995, p. 173.
  41. ^ a b "Operation Sun Run". Archived 3 May 2009 at the Wayback Machine National Museum of the United States Air Force. Retrieved: 7 February 2008.
  42. ^ Knaack 1982, pp. 140–141.
  43. ^ Dorr 1995, p. 187.
  44. ^ a b Knaack 1982, p. 141.
  45. ^ Greenhalgh 1979, p. 3.
  46. ^ Davies 2019, p. 16.
  47. ^ Dorr 1995, p. 174.
  48. ^ a b Peacock 1985, pp. 78, 80.
  49. ^ Greenhalgh 1979, pp. 3-4.
  50. ^ Knaack 1982, p. 143.
  51. ^ Greenhalgh 1979, pp. 9-10.
  52. ^ Peacock 1985, p. 80.
  53. ^ Knaack 1982, pp. 143-144.
  54. ^ Davies 2019, pp. 17-18.
  55. ^ Knaack 1982, pp. 147-148.
  56. ^ Knaack 1982, p. 145.
  57. ^ Greenhalgh 1979, p. 26.
  58. ^ Knaack 1982, p. 144.
  59. ^ "ROCAF RF-101C?" taiwanairpower.org. Retrieved: 24 January 2011.
  60. ^ Knaack 1982, pp. 150–151.
  61. ^ Dorr and Donald 1990, p. 187.
  62. ^ Knaack 1982, p. 151.
  63. ^ a b Knaack 1982, p. 152.
  64. ^ a b Knaack 1978, p. 153.
  65. ^ Donald 2003, pp. 54–55.
  66. ^ Knaack 1982, pp. 152-153.
  67. ^ Peacock 1985, p. 95.
  68. ^ Dorr 1995, p. 175.
  69. ^ Dorr 1995, p. 178.
  70. ^ Knaack 1978, pp. 154-155.
  71. ^ "F-101B Voodoo Fighter-Interceptor History and Development US Air Force". Archived 21 July 2011 at the Wayback Machine 444TH FIS Fighter-Interceptor Squadron. Retrieved 24 January 2011.
  72. ^ a b c Dorr 1995, p. 181.
  73. ^ Knaack 1982, p. 142.
  74. ^ Knaack 1982, p. 146.
  75. ^ Greenhalgh 1979, pp. 12-15.
  76. ^ Greenhalgh 1979, p. 19.
  77. ^ Greenhalgh 1979, pp. 10-11.
  78. ^ Greenhalgh 1979, pp. 21-25.
  79. ^ Greenhalgh 1979, pp. 40-41.
  80. ^ Greenhalgh 1979, pp. 41-43.
  81. ^ Knaack 1982, p. 147.
  82. ^ Knaack 1982, p. 148.
  83. ^ Greenhalgh 1979, pp. 43-44.
  84. ^ Knaack 1982, p. 149.
  85. ^ Hobson 2001, p. 269.
  86. ^ "Vietnam Almanac", Air Force Magazine, September 2004, p. 57.
  87. ^ "Air Power Classics: F/RF-101 Voodoo". Air Force Magazine, May 2008, p. 168.
  88. ^ a b c d e f g h i j k l m n o p q r s Angelucci and Bowers 1987, pp. 309–310.
  89. ^ CSU Uses F-101B For Storm Study; N8234, nickname, 'the Gray Ghost', on display at Air Combat Museum, Topeka,KS Archived 4 October 2013 at the Wayback Machine Retrieved 14 October 2013
  90. ^ Green 1994, p. 367.
  91. ^ Knaack 1978, p. 156-157.
  92. ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
  93. ^ Falcon missile variants – AIM-4A, AIM-4B, AIM-4C only. The range was about 5 mi (4.3 nmi; 8.0 km)

Bibliography

External links

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