This Day on Voodoo History (Read 3,867 times)

Hi Jim,

Very sorry for the long absence.  It is hard to believe that it's been that long.  Recently, in Florissant, MO, the Missouri Aviation Historical Society had an event commemorating the 60th anniversary.  A lot of retired McDonnell types reside there, and I had planned to give a presentation on the Voodoo and sign some books but they were not ready in time (still not, but they are finally on the way!)  After I had to back out, Dan O'Hara, the president of the organization, reached out and actually got together a pretty large panel, with more in the audience.  Among the attendees, though not on the panel, was Bob Little himself.  I've included a photograph that Mark Nankivil forwarded to me.  Bob Little is toward the middle in the long tan jacket.  He is now 92 years old and Dan has since told me that he looks great and is still razor sharp.  He was there with his wife, daughter, and young grandchild, who attended in his Weblos uniform.  Sounds like everyone had a great time!

Starting tonight, if I have anything to post, I'm going to get back on the stick here with regard to posting updates of the day.  Things have been crazy busy, but it has all bee good, exciting stuff!

BIGRON, you are a bit late...... Missed your postings.... You SIXERS, notice a similarity between BIGRON'S dedication to the VOODOO and Erv's dedication to the DART??? The Old Sarge

This Day in Voodoo History, February 4:

In 1963, a major mid-life upgrade of the F-101B began under Project Bold Journey. In the first phase, an advanced infrared system was installed, replacing the refueling probe in the nose. The addition of the new IRST allowed the F-101B to detect the heat signatures of approaching bombers and cruise missiles, allowing targeting of improved AIM-4D Falcon missiles even in the face of intense jamming. Similar equipment was also retrofitted onto Convair F-102A and F-106 interceptors.

This Day in Voodoo History, February 6:

In 1951, the USAF discussed the “ultimate” version of the new SAC escort fighter, defining performance needed to match the speed, range, and altitude newer jet bombers such as the Boeing B-47B. It would have to be able to cruise at 560 mph over a radius of 1,500 miles and be able to exceed the performance of Soviet interceptors capable of over 900 mph and 60,000 feet, anticipated by 1956. The AN/APG-37 radar originally developed for the F-86D interceptor was considered for the new design. In March 1951, an improved VooDoo, the Model 36F with Westinghouse J46 engines, would be selected.

This Day in Voodoo History, February 9:

In 1956, the USAF approved a “standard” afterburner for the F-101B in place of the original “short” afterburner. The short afterburners were needed to allow room to rotate the nose for takeoff and landing, but with the longer tail and extended landing gear of the F-101 it could safely accommodate a larger engine. The afterburner nozzle of the J57-P-23 engine of the F-102 was mounted to the J57-P-13 engine to yield the J57-P-53. Due to increased mixing of fuel and residual oxygen in the longer tail pipe, the J57-P-53 saw a 1,000-pound increase in thrust. More advanced designs with convergent-divergent nozzles, such as the J57-P-35 promising 17,200 pounds, were being evaluated.

February 14:

In 1947, a revised McDonnell XP-88 design was approved for production by Air Materiel Command. The most conspicuous change was the change from the unusual “Vee” tail of the original design to a more conventional arrangement. The contract specified an estimated cost of $5,014,191.10 along with a fee of $285,808.90.




This is a photo of the mock-up for what was then the XP-88. Photo Credit: NARA via Tony Buttler

February 25:

In 1955, the IF-101A interceptor program was officially endorsed by Headquarters USAF. This would lead to the F-101B version that served into the mid-1980s.




Photo: The IF-101A was one of two different Voodoo interceptor proposals considered for production as a backstop to the continually delayed F-102 program. While the proposed IF-101B had systems more along the lines of the "ultimate" F-102B interceptor (to become the F-106), The IF-101A was a minimum-change version of the basic F-101A that would borrow the fire control system and armament of the "interim" F-102A to provide a high-performance long-range interceptor with a relative minimum of technical risk. Within a short period of time, the IF-101A concept would undergo rapid evolution. Here, the J57-P-13 engines and "pitch-up fillets" that first appeared on Block 15 F-101A aircraft are visible.

Photo Credit: McDonnell Douglas via Bert Kinsey / Detail & Scale