Last Month s Meeting Martin Keenan - The CF-101 Voodoo Reporter: Gord McNulty February 9 meeting. Volume 39 Number 5. March 2005

Transcription

1 Volume 39 Number 5 March This Month s Meeting: Wednesday March 9 PO James Moffat: The Halifax -Born Timmins, Ontario August 6, First of six boys and two girls -Worked two years as a cage tender at Naybob Gold Mines, near Timmins -Joined the RCAF April, 1942 at North Bay -Graduated 2nd in class, commissioned Pilot Officer / Air Gunner -Posted to 427 (Lion) Squadron at Leeming, Yorkshire August, -On the 13th. Op. returning from Nuremburg, James aircraft collided with a Lancaster. He was the sole survivor from both planes -After parachuting into Belgium he was assisted by the brave men and women of the Belgian and French Resistance -Liberated September 1944 by American forces -Returned to London, then posted to Canada where he volunteered for the Tiger Force for the Pacific War -This was cancelled and James was discharged March James took a business admin. course at Ryerson College and then worked 38 years at Household Finance Corp., retiring in Published a book on his experiences entitled Behind Enemy Lines -James lives in Lachine, Quebec with his wife Anne. They have one daughter, three sons, seven grandchildren and four great grandchildren Doors open at 7:45 p.m. Meeting starts at 8:00 p.m. sharp. IMPORTANT NOTICE Owing to problems with the forwarding of mail from the Toronto Chapter post office box, some mail sent to the chapter in mid-december was being returned to sender. The problem has since been rectified, and mail is now getting through properly. We apologize for any difficulties that this may have caused. Martin Keenan and Matt Clark Last Month s Meeting... 1 Other Voodoo Information... 6 Coming Up at TAM... 6 Keith Barlow... 6 From The Editor... 6 Upcoming Meeting Dates... 6 Last Month s Meeting Martin Keenan - The CF-101 Voodoo Reporter: Gord McNulty February 9 meeting 1 Flypast V. 39 No. 5

2 CAHS Toronto Chapter Secretary Treasurer Martin Keenan, introduced by Chapter President Howard Malone, did an excellent job of stepping in on short notice when our scheduled speaker from the Great War Flying Museum was unable to attend the meeting. Martin, who is writing a book on the CF-101 Voodoo, provided an informative presentation on the research that he's done so far. up to about 22 degrees. "By Portage Avenue at the south end of the airport we were going through about 10,000 feet. The tower's only response was, '"Wow! We didn't think you could.'" Martin said he had been impressed with the Voodoo since he had first seen the big, noisy twin-engined interceptor at an air show. He noted the aircraft originated just after World War II, when the U.S. Air Force was looking for a long-range In his introduction to our speaker, Howard noted bomber escort fighter to accompany the B-47s and that his only encounter with the Voodoo happened B-52s. The project resulted in the McDonnell well after he was out of the RCAF. He was coming XF-88, the original Voodoo, first flown in out of Winnipeg one cold wintry morning, Then it was decided that the jet bombers wouldn't temperature minus 30 or 40, and he was the first need escort. The original XF-88 was fitted with a officer on an Air Canada DC-8 powered by turboprop engine to test trans-sonic and supersonic Rolls-Royce Conway engines. It was a full-throttle airscrews, while the second prototype was flown as engine, which had to be pushed all the way to the fire a jet and then scrapped. When the Korean War wall on every takeoff. The colder it was, the greater exposed American bombers to the risk of attack by the power of the engine. Howard recalled that a fighters, the idea of an escort fighter came back. Voodoo pulled out onto the runway immediately The Voodoo was enlarged, with more powerful preceding the DC-8. The Voodoo put on a 9,500 lb thrust Pratt and Whitney J-57 engines spectacular show on takeoff, putting the afterburners replacing the original 3,000 lb Westinghouse J-34s, on and climbing so rapidly that Howard recalled the to become the F-101. It was first flown in pilot was lucky that he didn't exceed the landing gear However, the aircraft had a range of only about 800 speed before it was retracted. Even the tower was miles while the B-52 had a range of 8,000 to 10,000 impressed. Then, Howard recalled, "the tower had the miles. So the escort requirement was dropped. nerve to throw down the gauntlet and told us, 'Match McDonnell then proposed the F-101 as a tactical that!'" The DC-8 pilot, a seasoned World War II nuclear strike aircraft, designed to deliver tactical veteran, told Howard the aircraft was all his and he nuclear weapons in Europe. The first Voodoos built could do whatever he liked. Howard recalled that the were actually used for that purpose. Later they were DC-8 had a limit of 15 degrees nose-up pitch on converted to tactical reconnaissance missions and takeoff for the comfort of passengers and safety in designated the RF-101. Equipped with cameras, the event of loss of an engine. In any event, Howard they were used extensively in Vietnam and it was an fully applied the power to the wall, and the nose came RF-101 that discovered the Cuban missile build-up Flypast V. 39 No. 5 2

3 in RF-101s were retired from regular service in 1971 but continued to serve with the Air National Guard until Meanwhile, the U.S.A.F. had been increasingly concerned about the continental defence of North America from potential Soviet jet bomber attack. Several interceptors were introduced, including what proved to be the mediocre Convair F-102 Delta Dagger. As an insurance measure, a larger, two-seat version of the Voodoo was developed as the F-101B --- equipped with air intercept radar and two nuclear-tipped unguided Genie rockets, and two Hughes infra-red Falcon missiles among other things. Like the F-102, and its much improved successor, the By 1963, the Diefenbaker government had fallen F-106 Delta Dart, the F-101B took longer to develop into disarray over nuclear weapons. In 1964, the than anticipated. The first F-101B finally flew in Voodoos were finally approved to be armed with the 1957, with production aircraft entering service in Genies. Martin noted at this point the RCAF January, expressed concern that Canada didn't have enough The Canadian aspect of the story started just about Voodoos, with 66 aircraft spread among five then, with the final cancellation of the Avro Arrow on squadrons and an OTU. But instead of finding more Feb. 20, The RCAF insisted that with the aircraft, the government reduced the number of demise of the Arrow, there was still a definite squadrons to three and an OTU. The Canadian requirement for a manned supersonic interceptor. Voodoos gradually became more obsolete, as they Martin delved extensively into the air force files of weren't getting the upgrades that the Americans had the time. He noted that after two years of negotiations put into theirs. From 1961 to 1971, 10 aircraft were and uncertainty about Canada taking nuclear lost in crashes. Martin said that compared to the weapons, the Canadian government finally reached a Starfighter, that wasn't a bad accident rate, though deal to accept 66 F-101B Voodoos at a reduced cost the Starfighter had only one engine and was flown in from the U.S. in return for Canada taking over a more challenging environment. staffing and financing of the Pine Tree radar sites. The Voodoo wasn't without its flaws. It had a The Canadian Voodoos were the last F-101Bs built particularly nasty habit, called pitch-up, which and were almost brand new. The deal was finally could happen at low speed and/or high G forces, and announced in June, 1961, without any mention about excessive angles of attack. The wing tips would the role of nuclear weapons which were supposed to stall-out and downwash would occur over the be the Voodoo's primary weapons system. Martin horizontal stabilizer, causing the aircraft to gyrate said the quantity of 66 came down to the fact that the and become difficult to control. Below 10,000 feet, U.S. could spare only that number. The RCAF, he the pilot did not have time to recover and would said, would have liked about 100. have to eject. Martin also heard anecdotes about The first Voodoos started arriving in the fall of how the instruments were not properly attached in Originally, 425 Squadron at Namao, B.C. some of the earlier Voodoos. Pilots would find the provided operational training for the CF-101. They entire instrument panel ending up in their lap with converted 409, 410, 414 and 416 squadrons to the full stick back upon takeoff! The problem was CF-101 through 1961 and 1962, before they became eventually solved. Also, as Howard alluded to, the a front-line squadron themselves. In 1962, 425 was nosegear would not retract if pilots accelerated too moved to Bagotville, and operational training was quickly on takeoff. "It was not a bad aircraft if you assigned to No. 3 AW(F) and then to 410 Sqdn. also understood its limitations and played to its at Bagotville. strengths," Martin said. He noted that the February, 3 Flypast V. 39 No. 5

4 2005 issue of the Canadian Warplane Heritage Measures aircraft. The Americans were looking for Museum publication Flightlines had a cover story by an ECM replacement for their aging Martin B-57s, a former Voodoo pilot, Wes Allen, who flew then flying with the Vermont ANG. They equipped CF-101s for a number of years --- including the one Voodoo for ECM and had several more aircraft that was officially added to the CWH planned, but the program died when the Americans collection on Oct. 14, retired their F-101s. The one ECM Voodoo that was In 1971, Canada's original 56 Voodoos were traded left was leased to Canada. It was painted in a in for another batch of 66 F-101s from the U.S. They dramatic all-black paint scheme and leased to 414 were older aircraft that had been in storage and Sqdn. at North Bay. The "black Voodoo" remained actually had lower time than the original batch and in service, together with a proficiency aircraft for were equipped with all of the updates. The training, until April, They were the last Americans needed more F-101s for air Voodoos in service in the world. The black aircraft reconnaissance in Vietnam, and the original Canadian was returned to the U.S. and is now in a museum in batch had air-to-air refuelling which the RCAF didn't Minneapolis. It kept its black paint for several use but the USAF needed. So the Americans years, but is now painted in standard U.S. colours. converted the original 56 to RF-101s and called them The other CF-101 is now on display in front of what RF-101Bs. Canada flew its replacement fleet of 66 used to be CFB Cornwallis in Nova Scotia. Voodoos well into the 1970s, but they became In all, Martin said, 28 CF-101s are on display at increasingly obsolete as did the CF-104s. The CF-18 various sites in Canada, and no less than 10 Hornet was finally chosen as a replacement. Canada ex-canadian aircraft are on display in the U.S. began to retire the Voodoo fleet in 1982, starting with Martin answered a number of questions from the 419 Sqdn. which became the CF-18 OTU, then 425 audience. Tight defence budgeting helps to explain Sqdn., followed by 409 Sqdn. in The last why Canada flew the aging Voodoos for so many squadron to operate the Voodoo, 416 at Chatham, years and did not replace them with the Phantom, NB, retired its aircraft in December, Each of for example, even though the Phantom was the squadrons put colourful show paint schemes on evaluated by the RCAF a couple of times. Martin one of their aircraft to mark the respective noted that when the CF-101 was acquired in 1961, retirements. the intent was to keep them in service until 1968! In From top to bottom: 409 "Hawk" Sqn, 416 "Lynx" terms of offshore deployment, flights were Sqn, 425 "Alouette" Sqn, and 414 "Black Knight" undertaken to the naval air station at Bermuda on Sqn. three or four occasions. In a tragic irony, a pilot from 416 was killed in a traffic accident in Bermuda. As far as Martin knows, no CF-101 was ever flown with a live Genie. "If they did," he said, "no one ever admitted it." In each of the operational squadrons, there were always two aircraft parked on alert at the end of the runway. At Chatham, for instance, the record between receiving the scramble alert and wheels up was 58 seconds. Our thanks to Martin once again for a most enjoyable presentation on a remarkable aircraft. Gord McNulty Martin noted that one of Canada's Voodoos soldiered on as a high-speed Electronic Counter Other Voodoo Information Volume 26, Number 11 (January 2005) of Scale Aircraft Modelling magazine Flypast V. 39 No. 5 4

5 (IPMS(UK)) is featuring the CF-101 as its Aircraft in Profile. The article features a summary of the plane's history in Canada (not even close to the detail provided by Martin), but more importantly, a considerable number of photographs and colour plates. A model-makers dream! Jeffery Joiner If you want more info on the CF-101, see if you can dig up the Spring 2003 issue of Air Force. I wrote a major article for that, which my talk last week was a re-iteration of (from memory). Martin Keenan Coming Up at TAM The Toronto Aerospace Musuem will now hold their Lancaster symposium on Saturday, May 14 from 10 am to 4 pm in our facility at Downsview Park were Lancaster FM104 is being restored. Several speakers have been lined up, but we are open to suggestions and recommendations. Topics to be covered include: - Victory Aircraft & the Lancaster - Wartime Ops - various recollections - Postwar RCAF Ops - TCA Lancastrians - Restoring the Lancaster, update on FM104, and reports by others The date has moved forward because we had a schedule conflict with the warbirds show proposed for June 4 at Edward Russell's airfield next to the QEW Hwy near Niagara Falls. Keith Barlow Keith Barlow (CAHS Life Member, issued Number 27 when he joined 1962 and a long time supporter of the Toronto Chapter) is presently in the Bracebridge Hospital and in very serious condition. He had fallen and broken some bones. When the breaks were reset, problems set in and apparently he only has days/weeks to live. Sheldon Benner From The Editor I m still looking for a successor. Since you ve last heard from me, I ve purchased a house. Next month, I will be preparing to move as Flypast should be going to press. I take possession of my new home just two days after the April meeting. The time for a new editor is definitely upon us. Matt Clark Upcoming Meeting Dates April 13, 2005 May 11, 2005 June 8, 2005 My new house... 5 Flypast V. 39 No. 5

6 North yds th 9 Floor, Beecroft Manor Directions to Beecroft Manor. Corner of Beecroft and Parkhome, North York & +$37(5 & A H S $1$',$1 9,$7,21,6725,& $/ 2&,(7< President: Howard Malone Secretary Treasurer: Martin Keenan keenan@idirect.com Flypast Editor: Matt Clark ( ) matt.clark@utoronto.ca Directors: John Brown Floyd Carson Ken Richardson Bob Stewart George Topple April Tredgett Bob Winson CAHS National Website : Meetings and news from all the chapters, journal back issues, and more! Toronto Chapter Meetings - 2nd Wednesday of the month 7:45 pm - 10:00 pm. Beecroft Manor Recreation room, 9th Floor, 35 Park Home Avenue Beecroft Manor is on the SE corner of Park Home Avenue and Beecroft Avenue. Conveniently located at the North York Centre Subway Station. All Welcome Flypast V. 39 No. 5 6