The initial concepts for the Voodoo began as far back as 1946, when the USAF realized the need for a long range interceptor. Since they (the USAF) were also at this time starting some radical changes in development and procurement policies as they applied to military aircraft, the F101 had the dubious pleasure of being both a stopgap and a technological leader.

It was intended to be a stopgap aircraft to see the airforce through from the era of F-86's and its siblings until such time as new procedures and technologies could be stabilized. But it incorporated the latest materials, concepts and techniques that were available at the time and became a mechanical guinea pig for what would, and would not, work.

The USAF specification WS-217 issued in (as near as I can figure out) early 1951 specified a single seat interceptor to be developed with the new methodology - and a scramble quickly developed between manufacturers of the time to see who was going to win it. Eventually they all did, sort of. For the next two years concurrent development all the components and specifications of the contract went on. This involved all aspects of the aircraft including the airframe, weapons control systems, ground support systems, engines, training aids, spare parts and much more. This continued until early 1957 when the first prototype F-101B (ser. no. 56-232) was flown March 27, 1957.

McDonnell CF-101B in 'standard' RCAF colours

While this might seem to be a long time to get an aircraft in the air - don't forget the holistic approach that was being used. Up until now, an aircraft's first flight was the signal to begin to work out problems, such as what sort of armament it would have, standard engines, spares and production tooling scheduling, training methods, etc. With the 101, the day it flew it was (suppose) to be ready to go into service with most problems already worked out.

Voodoo '038' of 425 Squadron Bagotville, Quebec 'at the office'

To fulfill its roll as a pure interceptor the original F-101A's mounted four cannon but these were removed and not included in production models when it was decided that the Voodoo could rely on its combination of missiles and rockets (they are not the same thing) as its weaponry. Using a data uplink or radio signals, target vector information would be fed to the pilot who would bring the aircraft within 60 miles. At this point the MG-13 (converted from the original MG-11) fire control system mounted in the nose would acquire the target and feed its signals to the weapons officers radar and infrared scope in the rear cockpit. Following his directions the aircraft would close to within 6 miles, ideally from dead astern, at which time the weapon of choice was deployed. In Canada this would be either the 2 - Hughes AIM-4D Falcon missiles, or one of the 2 - McDonnell Douglas AIR-2A Genie nuclear rockets.

Voodoo '60' Parked On The Ramp At CFB Namao, Alberta

On June 12, 1961, Canada and the U.S. reached an agreement in a deal called 'Operation Peach Wings' (no kidding) whereby fifty-six F-101B and ten TF-101B (redesignated CF-101B and CF-101F respectively) aircraft would be transferred to Canada. In return Canada would finance and maintain the 'Pine Tree' early warning radar sites and would participate in the F-104G development program. The program also allowed for five F-101B simulators and 28 spare engines.

In 1971 the remaining forty-seven 101B's and nine 101F's (there is a certain amount of attrition with any warplane) were completely traded in on another batch of sixty-six low airtime 101's taken out of mothballs from Davis Monthan AFB, Arizona. After refurbishment by Bristol Aerospace in Winnipeg they were taken back to the States and fitted for the improved MG-13 fire control system and the MB-5 autopilot. The most notable difference, externally, from the first batch of 101's was the infra-red sensor mounted just ahead of the cockpit. This sensor mount required the removal of the popup in-air refueling probe, but this was deemed as not a major problem since all of Canada's refueling tankers of that time were manufactured by either GM or Ford.

Voodoo '60' in a flyby at CFB Namao, Alberta

The Voodoo saw a lot of flying in the RCAF and did yomans service for twenty six years until they were totally phased out in 1987 in favour of the CF-18A Hornet. All Voodoos of both the first and second batch were returned to the US where some were refurbished to a photo-reconnaissance roll as RF-101B's - but most were sent to MASDC at Davis Monthan, Arizona where they were stored for a time, and then scrapped.

The particular aircraft on display at the museum (101060) is from the second batch of sixty-six aircraft acquired by the RCAF and was deployed to No 416 squadron based out of Chatham, N.B.

Number '60' is more remarkable in that, as the last Voodoo retired by the RCAF in 1987, it is the last Voodoo to fly - anywhere. Upon retirement it was used at CFB Namao as a prop in battle damage training until it was donated to the museum.

Voodoo '60' In Front Of The Museum Hanger

I was living at Chatham airbase at the time the first Voodoos were deployed there and I remember going out to watch the 'new toys' arrive. As they swung in on approach and passed overhead, and later when we visited the flight line, I was struck by two of its more obvious attributes.

Voodoo '009' of 425 Squadron, Bagotville, Quebec beside a 433 Squadron CF-5A

The first thing was its size. Unlike the familiar F-86 Sabres with which the squadron was previously equipped, these things were gigantic - they were certainly one of the tallest fighters I had ever seen to date.
The second thing, again unlike the Sabre which whistled daintily along, these things made a lot of noise. They were noisy when they were idling, they were more noisy when they were taxiing out, and no one on the base missed the moment when departure clearance was given to one of them.
They were almost as noisy as Harvards.

A 101 Breaking Left With No Vertical Component to Avoid a 'Roll Coupling' Problem
The Weapons Bay Is Between The Strakes On The Bottom Of The Aircraft Under The Cockpit