McDonnell CF-101B Voodoo 425 Sqn
An aircraft for FS98 by Keith Clifford/Pegasus Aviation Design
This is a major rework of the original Voodoo series.
Features include animated spoliers, landing gear, flaps,
clear canopy sections, aircrew figures,new textures
and checklists.
This aircraft was a Voodoo based at RCAF Station Uplands, Ontario
in the first years of the Voodoo's service. It served with 410
"Cougar" Sqn. Later it was lost while serving with 409 Sqn at
Comox, British Columbia.  Both crew survived.

INSTALLATION
Follow the instructions in the attached Install98.txt file

ACKNOWLEDGMENTS
Thanks go to Don Ferguson, a former Voodoo pilot and navigator for loaning me some of
the best technical data on the CF-101 I've seen.

LIMITATIONS
This aircraft is copyrighted freeware and subject to the conditions in the accompanying
Pegasus.txt file.

RECOMMENDED PANEL AND SOUNDS
I have found the F-101 panel by Alpha Simulations to be the best one available.  I also use 
their Tu-16 sound.  Both of these are available for a small cost from Alpha Simulations.
Their site is www.alphasim.co.uk   You can buy their F-101 panel as part of an USAF F-101
they have in their FS Supermarket.  The same goes for the TU-16.

FLYING THE CF-101

There is a set of checklists based on the real CF-101 checklists.  There is a multitude of
systems that FS98 doesn't simulate so these have been left out of the checklists. Some further 
notes may help you when flying the Voodoo.  

Take Off:  Use full power and set the trim at one trim unit nose up.  At 155-160 knots pull
the nose up and lift her off the runway.  Immediately retract gear and flaps as the max
speed on these is 250 knots.  Included in the checklists are specifications for both Max
and Military thrust climbs.  As there is no afterburner control in FS98 the engines have
been adjusted so maximum thrust occurs at 105% RPM.  Use a setting of 85 to 90 % for 
military thrust.  

Climbing:  Using either profile climb checklist you will get to FL200 fairly quickly.


Cruising:  The aircraft is set up so that she burns 1300 pph per engine at idle settings
on the ground.  You will want to take the aircraft up above FL300 to realise some fuel
savings.  When you reach your desired altitude the usual cruise was in the range from Mach .70 to 
Mach .75

Engine Limitations:  The real aircraft is limited to following engine limitations.

Maximum continuous after burner operation:  5 minutes on the ground; 15 min in flight

Maximum continuous military thrust operation: 30 minutes 

While the FS98 version won't incur an engine failure with these limits, I tend to 
respect the real world ones.

Airspeed Limitations:  Clean  Above 25000 feet  Mach 1.73 or 700 KIAS (whichever is lower)
                              Below 25000 feet  600 KIAS
         With external tanks  Mach 1.3 at all altitudes

G Load Limits:  No external Tanks - Full Fuel        +6.0  -2.5
                No external tanks - 8200 lbs fuel    +6.8  -2.8
                With External Tanks                  +4.0  -2.0

Prohibited Manoeuvres:  -any snap manoueveres
                        -rolls continued past the 360 degree point
                        -with external tanks do not exceed 2/3 aileron travel above 300 KIAS
                        -intentional pitch up and spins
                        -Negative G conditions in excess of 15 seconds
                        -Zero G in excess of 10 seconds
                       
Autopilot:  The real aircraft was handflown for a major portion of the time so I use
the auto pilot for maintaining altitude once I reach cruise heights.  Otherwise
I use power and trim settings.  This is particularily true when doing ILS approaches
and VFR circuits.  I don't use the autopilot for approaches with the Voodoo.  It wasn't 
designed with couple approaches in mind.  Sorry to disappoint the airline crowd!
Beware! The default settings for vertical speed are 8000 fpm.

Descent and Landing:  When descending speed brakes (spoilers) are used to slow the aircraft 
to 250 knots when it reaches the circuit altitude or when it intercepts the glide scope.
The gear and flaps are then dropped.  There are only two flap settings on the real Voodoo! 
Flaps were used on take off and landing.  During the final portion of the approach the speed
brakes are opened again to allow the engines to maintain high RPM during the approach.
Maintain a descent rate of 800 to 100 fpm and about a 2.5 to 3 deg approach angle.
If you let the RPM fall off you will find the descent rate increase to an alarming rate.
Every landing was done with full spoilers deployed and the rate of descent controlled by 
angle of attack and power settings.  In this respect the Voodoo is similar to a carrier
aircraft.  In fact "Velvet Smooth" landings were discouraged as these led to hydroplaning
in slippery or wet conditions.  If you have 3000 lbs or less fuel on board then the 
approach speed is 175 knots.  For evry 1500 lbs of fuel above 3000 lbs add 5 knots
to the approach speed. So with 6000lbs of fuel left the approach speed would be 185 knots.



Historical Notes on the McDonnell F-101B Voodoo

The F-101 was initially conceived as a long range escort fighter for the Strategic Air Command.
It had its origins in another McDonell aircraft, the XF-88 Voodoo.  The XF-88 was a smaller 
aircraft than the F-101 but it gave McDonnell's design team some important experience which it
used to good stead on the F-101.

Single Seat Voodoos

     During the Voodoos developement, SAC decided to eliminate the need for an escort fighter
but Tactical Air Command decided they could use the aircraft as a fighter bomber dedicated in
the nuclear strike role.  Aside from four 20 mm cannon the only other weapon was a nuclear 
bomb.  The single seaters were called F-101A and F-101C.  The significant difference was that 
the C models were stressed to 7.33 G's while the A models were stressed to 6.33 G's.  As a 
fighter bomber, the A and C were marginally successful.  When they were converted to tactical
reconnaisance aircraft as the RF-101A and RF-101C.  Later upgrades in reconnaisance gear were
so dramatic that the aircraft so modified were redesignated RF-101G and RF-101H respectively.
These aircraft were the the main flown by the Air National Guard.  The only other country than
the United States to operate the single seaters was Nationalist China.  

F-101B Interceptor

     The most successful versions of the Voodoo were the two seat interceptor variants which
served with Air Defence Command and the Royal Canadian Air Force (later the Canadian Armed Forces).
The two seater first flew in March 1957 with the first aircraft entering operational service in 
June 1959.  The first units to fly the aircraft were the 84th, 98th and 322nd Fighter Interceptor 
Squadrons.  17 squadrons eventually flew the Voodoo with ADC.  

The F-101B carried a Pilot and Weapons System Operator (In Canada, they were called Navigators).
Aircraft armament consisted of two AIM-4 C Falcon infrared guided missiles and the AIR-2A Genie
nuclear tipped rockets.  Needless to say, during peacetime readiness levels, alert aircraft 
carried the Falcons.  The Genie was unguided and had an effective range of six miles.  Some 
question has been raised as to whether the F-101 itself would survive a AIR-2 launch.  Several 
escape manoeuvers based on the altitude of the launch were practiced.  The most dangerous was 
the low level escape as problems regarding pitch up and the effects of ground proximity in 
enhancing the effects of the nuclear blast could result in the loss of the aircraft.  The F-101B
was guided to its target via a SAGE (Semi-Automatic Ground Environment) data link.  Steering 
commands and the targets speed altitude and heading were transitted to the navigator without 
the need for voice communication.  A good F-101 crew operating with SAGE would be placed in 
optimum position for an intercept.

     The B model stood alert with Air Defence Command and RCAF/CAF squadrons for over 25 years. 
With the twining of Canada's and America's air defence organisations into NORAD (North American
Air Defence Command) both countries placed their intereceptor assets under a single operational
control.  At bases in Canada and the US, F-101B's based in alert hangars were sent out on 
air defence missions.  These were usually in reply to unknown intrusions into the air defence 
identification zone by wayward airliners or Soviet reconnaisance aircraft such as the Tu-95 Bear.
Aircraft were usually sent out in pairs.  One aircraft would do an identification pass on the 
unknown while the second one stayed behind, ready to employ the AIM-4 if required.  With respect
to Soviet reconnaisance flights, one Bear would encounter several different pairs of NATO and NORAD
interceptors during it's flight from the western USSR to Cuba. 

     American F-101B's served until 1983 when the last Voodoo from the Texas Air National Guard
was flown to California to go on permanent display.  The regular force USAF flew the F-101B
until 1971.  As mentioned above, the Air National Guard flew the Voodoo from 1969 until 1983.

     Canada first flew the Voodoo in 1961.  A total of 66 Voodoos were transfered from USAF stocks
and began service in the RCAF with 425 Sqn.  In all, five squadrons operated the Voodoo.  56 
interceptors and 10 trainers went north.  Eventually the frontline interceptor squadrons were 
reduced to three and one training unit.  They were 409 Sqn at Comox, BC, 416 Sqn at Chatham, NB,
425 Sqn and 410 Operation Traning Sqn at Bagotville, Quebec.  Later on, 414 Sqn at North Bay, ON
would fly the last operational Voodoos in the world.  In 1971, the survivors of the original 66
Voodoos were traded in for older but improved F-101's.  The main visible difference was the 
replacement of the nose refuelling probe with an IR sensor housing.  These aircraft soldiered on
until 1984 when they were replaced by McDonnell Douglas CF-18's.  One squadron, 414, flew the last
Voodoos until 1987.  These were the CF-101F and the sole EF-101B.

F-101F Trainer

     The F-101F was a two seat pilot trainer version of the B model.  They were known as TF-101F's
or CF-101F's.  These aircraft maintained an operational interception capability but had flight
controls.  The back seat instructor could not control the landing gear, flaps, speed brakes, drag
chute or afterburners. 

RF-101B Reconnaisance Version

     In 1972, 23 of the ex-Canadian machines were converted for use as a daylight, high-lo-high,
fast reconnaisance aircraft.  The ex RCAF machines were used as they still had the nose mounted
refuelling probes.  The nose was modified to hold five cameras.  Communications and extra 
navigational gear was stored in the old weapons bay.  The RF-101B, as it was known, served with
one unit, the 192nd Tactical Reconnaisance Squadron.  The 192nd was part of the Nevada Air 
National Guard and was based at Reno.  Six years later, the squadron gave up their Voodoos in
favour of the RF-4C.

EF-101B Electronic Warfare Version

     The EF-101B was a one off version used to simulate a high speed threat to NORAD and 
NATO defenders.  The EF-101 was built in reply to a USAF program.  It was based at Tyndall
AFB, Florida.  With the USAF phasing out the Voodoo, it was destined for the scrap yard.
Canada expressed an interest in operating it in the ECM role.  The aircraft arrived at CFB 
North Bay, Ontario on October 23, 1982. Soon it began operations with 414 Sqn.  The aircraft
was unique in that it sported a black paint scheme.  The EF-101 continued in CAF service until
October 1987 making it the last operational Voodoo in the world.

PERFORMANCE DATA

     The F-101B has a normal range of 1,520 nautical miles.  This can be extended to 1,930
nautical miles.  This via the addition of two 450 gallon under fuselage drop tanks.  At times
only one drop tank was carried as mission conditions dictated.  Because the tanks are close
to the aircraft centerline, single tank installation did not significantly affect the aircraft.

Dimensions

Length:         71 feet 1 inch
Span:           39 feet 8 inches
Height:         18 feet

Weights:

Empty weight (armed)     32,200 lbs
Ramp weights		 45,700 lbs (Clean)
			 48,825 lbs (one drop tank)
			 51,950 lbs (two drop tanks)
			 52,400 lbs (max T-O weight)

Powerplants:

Engine 2 X  Pratt & Whitney J57-P55   dry thrust          10,200 lbs each
                                      with afterburners   16,900 lbs each

Speeds:  see also flying notes above

Max low level        600 knots IAS
Max high level       700 knots IAS/Mach 1.73  (This can be exceeded in a dive)
Stalls  	     150 knots clean
		     140 knots dirty

Keith Clifford  2000
Pegasus Aviation Design




 


 

  
