McDonnell F-101 Voodoo

I was Security Police AFSC 81150 stationed at Ellington AFB, TX assigned to the 194th Fighter Interceptor Group, ANG. I remember watching the Last F-101B leaving our base so they could bring in the F-4's back in 1983. I loved watching the Alert Birds taking off. They would get on the runway and start rolling forward. Then as they are rolling, the pilots would kick in the AB's and you could hear the twin booms and they shoot down the runway with a flame longer than the plane right behind them. it was great to watch day and night. A pretty bird when it was fully uploaded while in the air.

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VooDoo Medicine man 1962-1966. Year 3 on 5 minute alert; year 4 on 15 minute alert(nukes). Primarily at K.I. Sawyer AFB-62nd FIS. Those were good days. Lived with those birds-got to know them well, enjoyed working on them. Any alert /flight line guys from 62nd out there?

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I was at Loan AFB, France, 90 Miles North of Paris in 1963.
I am also looking for Lt. Thomas Neil, Voodoo Pilot, believed to be from Poteau, Oklahoma. He had a wife & 1 child at the time he was in France in 1961. Anyone knows him, Call (918) 664-5147, Immediately.
Thanks, BOB GWIN CGwiN@SBCGlobal.net

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I was a Voodoo medicine man from 1960 to 1964. I was a Crew Chief on 57-457 at Oxnard AFB in California. 57-457 was a F-101-B. I spent many Hrs. of my life with that bird. I was privilaged to be able to fly in the back seat of both the 101-B, the T-38 and an F4-H. The F-101-B Voodoo was a great aircraft. I miss those days......

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I flew the F-101B (and two-stick TF-101B, redesignated F-101F) at three locations: first at Glasgow AFB, MT (when the 13th Ftr Intcp Sq was the 5th ADC sqdn to get its '101s) from Aug /Sep 1959 to Jun 1963; then at then-Suffolk County AB, NY (w /the 98th FIS) from Jul 1963 to Dec 1965; and finally at Tyndall AFB, FL (w /the USAF Interceptor Weapons School /IWS, as a flight & academics instructor) from Apr 1967 to Nov 1970.

Comments on the website info:
— The photo is of a -B (or -F) interceptor version, modified with a post-1963 infrared search and track subsystem (IRSTS) as indicated by the ball sensor just behind the radome and faired into the top of the fuselage forward of the windshield, replacing the original refueling probe. The belly tank, however, looks like an earlier subsonic 450-gal tank, rather than the slimmer 360 (or 370?) -gal supersonic tanks available later — which my T.O. doesn't mention.
— The text description of the '101B uses the old nomenclature for our armament: the MB-1 nuclear-warhead rocket was renamed AIR-2A (ATR-2A with an HE warhead used for training launches at Tyndall's range in the Gulf); and the IR missile was renamed AIM-4D (and we carried two '4Ds, ripple-fired as a single shot, after the first few years, vice any radar-guided missiles at all) . . . thus giving us a total of three firing passes (if the balloon went up).
— The table info is for the single-seat '101A (and 'C?). Our two-seat 'B & 'F were 3+ feet longer at 71 ft 1 in, with wingspan of 39 ft 8 in (1 ft narrower), and height of 18 ft (1 in shorter). With J-57-P55 engines (vice 'P-53s) and other equipment and second crew-member, our interceptors were heavier (45,700 lb clean, 51,950 lb w /2 older tanks; ≈32,200 lb empty) and faster: Mach 1.73 speed limit at altitude (≈1313 mph, ≈1142 knots).

Comments on others' comments:
— The '101 was not as maneuverable as other fighters and had aggravating speed and altitude instrument errors (until supersonic!), but was indeed the fastest of its day to 40,000 ft. (I compared our T.O. to those of the F-102, F-106A & 'B, F-4, and F-100 when test director for ADC's T-4 Tactics upgrade for our NORAD Semi-Automatic Ground Environment (SAGE) command and control system in 1968.
— "Pitch-up," or loss of control, could occur if too many G's were pulled for the airspeed (or pulled too fast) and /or adverse yaw was induced, thereby allowing the wings to blank the airflow over the tail section's control surfaces. Our birds had three warning devices (along with increasing buffet): a control stick limiter (CSL) in autopilot that limited the stick pull to 4 Gs max, a horn warning, and finally a pusher that applied 28.5 lb forward pressure on the control stick. If a malfunction (or ham-handed pilot) still allowed a pitch-up, the recovery was to come out of afterburner (if in 'burner), push and hold the stick forward until 0 or negative G was felt, then relax the stick (and rudders) to a neutral position), while pulling the drag chute T-handle. That would restore flyable conditions by lowering the nose (perhaps with a snap roll). The drag chute would fail at 250 knots (its job done) and speed should be allowed to increase to 350 knots before the pilot did anything else. If not recovered by 15,000 ft above ground (or pitch-up entered below that level), eject. With all of that in a few short seconds, the crew might as well burn their flight suits after reaching the ground; they' be beyond laundry help.
— Finally, I too don't believe that any '101 could go 4800 km /2983 miles, even with two 450-gal tanks (dropped when empty?). Back when cruise-climbing was legal, I took off for a "dawn patrol" in a 450-tanked F-101B from Glasgow (A /B T /O, but a military-power climb to optimum altitude, then cruise-climbed around our area checking our radar sites), reached maybe 42,000 ft before a max-range descent to Glasgow, landing with minimum fuel after 3+45 in the air. Based on max endurance speeds, I'd calculate our distance covered (range) at ≈2,000 miles. Maybe the 'As or 'Cs (or RFs) could do more, but another 1000 miles or so would have been a lot of "more"!

Any corrections or debate? Feel free to write. ;-)
JM

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Was at grand Forks 1961-1964 Dow AFB 66-68, Perrin AFB 1968, Ellington Field 68-76 with the TANG. No doubt I have seen some of you guys but I don't recall anyone for certain. Was a radar weenie 32271f. Got to go supersonic in the 101 at Dow and I will agree, it was a great aircraft.

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Hi,Ho.... Any Voo Doo medicine men out there from Otis AFB Mass?, Sept. 1968 - Mar. 1969 Only spent a few months there in shop, before going to Nam.

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Hi,Ho.... Any Voo Doo medicine men out there from Otis AFB Mass?, Sept. 1968 - Mar. 1969 Only spent a few months there in shop, before going to Nam.

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My father worked on the Voodoo design; I don't know when or where as I was very young at the time - I just remember him telling us about it in the early to mid 80's. My sister wrote a song - "Mighty Magic Voodoo" about a fighter pilot coming up against the plane. He specifically worked on the radar jamming system, though I think there's probably a more technical name for it.

He passed away three years ago and I'm compiling all of the stories he used to tell me and a record of his accomplishments. He was a wonderful father and a wonderful man. If anyone comes across this post who knew him, please send any stories or remembrances you have of him. He retired a Captain in 1983; his name was Joe M. Bunt. I'm at: keira.gte@hotmail.com

Happy flying!

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I WAS CREW CHIEF ON F101B AT OXNARD AFB. CALIFORNIA. THE F101B WAS A VERY RELIABLE A /C. IT HAD IT'S USUAL PROBLEMS, BUT NOTHING MAJOR. UNTIL THEY FOUND A CRACK IN THE METAL ON ONE MAIN LANDING GEAR. WE HAD TO PULL EVERY MAIN GEAR. WE LOSS ONE A /C IN MY THREE YEARS THERE, IT WAS AN F101B "F" MODEL TWO STICKS. TO LOW WITH A NOSE UP PROBLEM.AT LOW ALTITUDE.NOT GOOD.

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I was a rookie radar guy on 101's at Hamilton AFB from 2 /64 until 5 /65 when I shipped to Ramstein to work on 102's.(Didn't want to leave.)Many fond memories of the plane lighting both AB's at the end of the runway in the dense air. The flightline was a great place to be, and Hamilton was a vacation spot. Get off night shift, midnight chow, and play handball at the old wooden courts till 3am or so.Good times. On the other hand, the 102's were POS's that were always broke.Not a lot of happy faces at the 526th.I drove by Hamilton yesterday on my way home from visiting a friend in Petaluma. Sad. It looks like an outlet mall.

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I was also at Misawa in '64 and '65 as a jet engine mechanic in the 439th Field Maintenance Squadron. I deployed to Tan Son Nhut on the last TDY rotation in '65 with the 45th TRS (Able Mable) out of Misawa.

During that deployment our RF101's were shifted from the sand bag revetments to newly constructed steel and sand revetments. Operations /maintenance was also moved to a better hanger. I included this because I revisited Vietnam during Tet in 2007. Those revetments, while falling down, are still there as is the hanger that is being used for equipment storage. Every thing else has changed.

Tan Son Nhut is surrounded with housing and businesses. Saigon was unrecognizable from what we experienced in '65. (Locals use the names HCMC and Saigon interchangeably.) Tu Do Street is still a main drag with a different name. The Continental is a modern hotel unrecognizable except for the name. Traffic is crazier. There are millions of motorbikes. One traffic rule – don't run into any thing.

Locals treated us well including former NVA soldiers. Relative prosperity appeared everywhere, but in conversations with those who supported the ARVN and were reeducated we discovered a significant amount of discontent. It's been difficult for them find employment as professionals or semi-professionals and their freedoms are limited. Our hotel was near one of two large Catholic churches celebrating Tet. The sanctuary was packed and folding chairs were set up in the court yard to accommodate the overflow.

I came to the conclusion – we won. Vietnamese are too entrepreneurial, too resourceful; they make lousy communists.

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I am searching for F101 USAF Fighter Pilot that arrived in Chateauroux, France in July 1961. Was there awaiting parts from the United States. The name was Thomas, Neil (Jack)???

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STATIONED AT DM AFB TUCSON 15FIS IN 1962 FOR FIFTEEN MONTHS. WORKED IN THE "HOT ROOM" AS A DISPATCHER CONTROLLER FOR THE F101B. COL RENNIE WAS THE COMMANDER, MAJ BUCHANA WAS OPS OFFICER ? MAJ DOLEN EXC OFFICER. ALL GOOD OFFICERS. I WAS A YOUNG TROOPER AT THE TIME. MY BOSS WAS TSGT SLACK. WHAT A GREAT JOB. WHAT A GREAT AIRCRAFT. I LEARNED MY JOB FAST AND REALLY ENJOYED IT. BEST DUTY I EVER HAD DURING MY AF CAREER. I TOOK THE CALL WHILE WORKING THERE FOR THE "CUBAN MISSILE CRISIS".
I ALWAYS REMEMBER THE WHOLE INCIDENT. I WAS SURROUNDED BY ALL THE OFFICERS TO INSURE THAT I HAD HEARED THE RIGHT INFORMATION. ALL OUR BIRDS THEN HAD TO LOAD UP AND GET READY TO "SCRAMBLE" !! NEVER FORGET THIS IMPORTANT PART OF HISTORY.

MET SOME COOL PILOTS AND RO'S DURING MY 15 MONTHS AT 15 FIS. ALWAYS REMEMBER CAPT GERKE (RO) WE BOTH GOT CALLED INTO THE XO OFFICE FOR PASSING OUR CRYPTO INFO TOO FAST AND LAUGHING, ON THE RADIO BETWEEN THE PLANE AND THE HOT ROOM DURING A "SCRAMBLE".. (IT NEVER HAPPENED AGAIN!!) LEFT AFTER 15 MONTHS BUT THAT DUTY ASSIGNMENT WAS ALWAYS MY FAVORITE. (EVEN SPENDING NINE YEARS IN NAPLES ITALY) I WAS A "THREE STRIPER" (A1C) BUT THE OFFICERS CALLED ME "SARGE" SINCE THE OTHER YOUNG TROOPERS WERE ONLY ONE STRIPERS. HOW THINGS HAVE CHANGED!

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What an incredible aircraft, with many missions and great service to our country. I was in the 29FIS at Malmstrom AFB in Great Falls, MT (32251F). Nothing greater than sitting on the grass out by the A&E building and watching the Voodoo masters punch it at the end of the runway, jerk the nose up at the other end and see the bird quickly turn into an orange dot 10 miles up into the dark blue Big Montana sky. We did loose one to the pitch-up problem up near Glacier Park - crew ejected safely. The crews flew a lot of missions with the Canuks, and occasionally came back with a case of Canadian Club tucked up inside the rotating armament door. Worked in pilot debriefing and enjoyed the crews tales of encounters with Soviet bombers. Any 29th-ers still out there? I think I can still see some from
Google Earth at DM AFB over in Arid-zona.

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I worked on the F101 at Griffis AFB in the 49th FIS from 1963 to 1966. I worked in Weapons. I loaded plenty of them.

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I see some of you guys were at tan son nhut in 1965. I was there also, I was a 43270 jet mechanic tech sgt. I worked on the f4 when I first got there. But we were tranfered to the f101's when they came from Misawa. There were two of us George Hawkins & myself. We had experience on the f101's in Klamath Falls Ore. Kingsley Afb. soooo we went to work on the voodoo.Do any of you guys remember the big Morter attack on Tan son nhut ? I guess there were more than one. The fuel tank was on fire & burned all night. I was installing an engine in an f4 when it started. We ducked behind the PSP deflectors in the steel & sand revetments.For all you crew chiefs that used to take leaks back there. I still have you in mind. good memorys tho. I went back to Klamath Falls & worked on the voodoo again
I retired in 1979.

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i was a crew chief on a f-101f #56 308 in the mid sixties, at suffolk county afb in new york. we were in the 98th fis.i always wonder if anyone else is still out there from those days.

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I was an aircraft electrician at Grand Forks AFB, and worked on the Voodoo until my discharge in 1961. Great
plane to work on. The only problem I remember hearing about was a pitch-up problem which took a lot of strength on the stick to overcome!

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I was a Vodoo medicine man from 1957 to 1964. Worked in the Docks at Shaw AFB. Then to the flight line as crew chief of RF101A 54-1497, Then was on other tail numbers. Was a flight line expiditer again on the RF 101 at Siagon in 1970 until they were all shipped back to the states. All in all a good aircraft.

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