Fry of Sth Africa Pt.4: McDonnell F-101E Voodoo

[comrade harps]

McDonnell F-101E Voodoo
a/c 604  24 Squadron, South African Air Force (SAAF)
Air Force Base Waterkloof, 13 October 1966
Crew: Kommandant Stephen Fry (pilot) and Luitenant Jan Hendrik de Beer (navigator)



By the mid-1950s, the USAF's all-weather attack aviation aspirations were proving to be problematic. The Century Series aircraft were not designed to meet the ever-growing requirements demanded by the Bomber Mafia within the Pentagon and the next-generation of all-weather attack platforms were still years away. Meanwhile, the existing interdiction bomber force of B-57 Canberras and B-66 Destroyers were rapidly becoming obsolete for the job of penetrating Red airspace. With vision outstripping hardware, the frustrations of Air Force Generals resulted in a bewildering series of programs, many of which were seen as interim solutions pending the availability of the Republic F-105 Thunderchief and the North American B-72 Storm. But with these experiencing prolonged delays and elements in Congress demanding rationalisation by way of the USAF joining the Navy's A-5 and A-6 programs, the USAF went looking for immediate in-house solutions.



Two such interim solutions were the F-101D and E models of McDonnell's Voodoo. These were based on McDonnell proposals intended to compete with the F-105. However, the USAF saw them as low-risk ways of producing all-weather attack combat mass whilst it waited for the Thunderchief and Storm to mature into reliable combat platforms. Both versions leveraged the work done with the NF-101A, a test-bed for the General Electric J-79 turbojet. The modification of the F-101 to accept the J-79 was straightforward and trials indicated that the engine/airframe combination was a successful one. Compared to the J-57s in production Voodoos, the shorter J-79 provided greater power at a lighter weight and reduced fuel consumption. The new engine thus offered the basis for a longer-ranged and more heavily armed generation of Voodoos. For the attack bomber role, the Voodoo's internal missile bay was replaced by a fuel tank or a cannon installation, of which 2 types were produced: a bulged pod containing 4 20mm M39 cannon or, from 1962 (and as seen here), a cannon pack featuring a single 20mm M61A1 Vulcan. The small fuselage strakes originally added to deal with turbulence from the rotary missile platform were retained to eliminate the likelihood of gun gas ingestion by the engines. For avionics, the D and E models used a mix of existing Voodoo gear and off-the-shelf equipment from other programs, including the Autonetics NASARR F15A-41B radar and Liton L-3 INS used in the export-only F-104G. An external bomb load could be carried underwing or beneath the fuselage on multiple or triple ejector racks. Drop tanks were usually fitted under the fuselage, but could also occupy the 2 underwing hardpoints. The F-101D was a single-seat version for the day attack role, while the F-101E was a two-seat model for night attack, including Denied Area Mobile Interdiction Techniques (DAMIT) missions. Promising to be in combat service before any F-105, B-72 or F-106E (itself an interim type), 450 F-101Ds were ordered alongside 350 F-101Es.

The D and E model Voodoos entered service in early 1959, several months after the F-105B, but the latter was plagued with problems. Replacing a variety of types, the first squadrons equipped with the new Voodoos went into combat in December. At the time, F-105Bs were being held in reserve in the US due to limited capabilities, excessive maintenance demands and a high attrition rate. Only 2 squadrons would take the F-105B into action and their combat record was poor compared to the J-79 powered Voodoos. In late 1961 the F-105D was finally cleared for combat, but only after several incidents had led to grounding orders. By comparison, the McDonnell bombers had been produced on budget, delivered on time and progressed through their test and training programs on schedule. By undertaking a focused, low risk upgrade of a mature platform, the USAF had (unusually) achieved its stated goals. After being replaced in frontline units by F-105Ds, F-106Es B-72Ds, 46 Ds were converted into RC-101D reconnaissance aircraft and 60 Es were modified into EF-101E electronic warfare platforms. Equipped with radar homing gear, the latter saw action in the Wild Weasel role, using jamming technology, CBUs and AGM-45A Shrikes to engage Red radars. The last RF-101D last retired in by the USAF in 1969 and the final EF-101Es lingered on with the USAF Reserve as EW aggressors until 1980.



South Africa was the only export customer for the F-101E. 45 were delivered to equip 21 and 24 Squadrons for use against Red targets in the Maghreb, with a further 37 delivered as attrition replacements between 1962 and 64. From 1962, all were equipped with the Buttermilk One radar warning system and associated Amasi One internal ECM, both made by the Johannesburg-based electronics company, Airborn. The forward antenna and associated black boxes for these displaced the nose-mounted refueling probe, which was replaced with a retractable unit attached to the port side of the forward fuselage. Armed with M117 and Mk.82 bombs and a variety of cluster munitions, they saw action against the Reds in North Africa during 1961, 62 and 63. By the end of 1963, the growing number of newly independent black majority governments in Africa had made it politically difficult for the armed forces of South Africa's Apartheid regime to operate under UN authority throughout much of the continent. From 1964, the SAAF was confined to deployments in support of white minority governments like those in Rhodesia and the Free Portuguese and Free Spanish colonies. The SAAF Voodoos continued to see action against black independence forces
through the auspices of the Salisbury Alliance until the Azanian Revolution of 1967. Signed in 1962, the Salisbury Alliance provided a framework for cooperation in the fields of defence, economics and diplomacy by the governments of the Free Portuguese Empire, the Free Spanish Empire, Rhodesia and South Africa.

In June 1966, the Free Portuguese Empire launched Operation Gordian Knot. A 7 month campaign against the Mozambique Liberation Army (MLA), it targeted bases and training camps in the liberated zones of northern Mozambique and attempted to close the Tanzanian border crossings used by the insurgents. As the Free Portuguese forces were too few in number to execute the Operation themselves, Rhodesian and South African air and ground assets fought alongside the colonial troops. Using guerrilla tactics, the MLA drew their enemies into a quagmire of hit-and-run ambushes, minefields, sporadic mortar attacks, sniper fire and IEDs. Choosing when to fight and when to withdraw, the MLA opened new fronts further south and often retreated across the border into Tanzanian sanctuaries. The latter tactic brought pressure to conduct attacks against the MLA's Tanzanian bases. This brought to the fore a major rift within the UN. The UN Secretary General was calling for a peaceful decolonisation process in Mozambique and many of its African members supported the conservative MIM and MLA as counters to the growing Mozambican Marxist threat. By contrast, the signatories to the Salisbury Alliance (also members of the UN) had no intention of giving up their power. A major miscalculation was in the offing.



Believing that the Tanzanian government would not intervene, on 13 October 1966, the Salisbury Alliance mounted Operation About Time against MLA sanctuaries in Tanzania. Planned so as to inflict maximum casualties, About Time sought to engage major MLA bases in Tanzania through a combined arms operation planned to last 5 days. It involved an intensive bombing campaign supported by ground troops whose job it was to seal off escape routes and call in artillery and air strikes. The conduct of the F-101E equipped 7 and 24 Squadrons SAAF were critical to the plan, providing a heavy day and night strike capability against enemy bases and troop concentrations. To execute their targets, the Voodoo crews strafed and delivered bombs, napalm and cluster munitions against MLA positions. Other aircraft involved in About Time included Free Portuguese and Rhodesian GAF-built Canberra bombers, Free Portuguese, Rhodesian and South African F-104G Starfighters (built by Koolhoven in SouthAfrica), SAAF Sparrowhawks (the combat version of the Atlas Hawk jet trainer), plus an assortment of airborne FACs, helicopters and transports.

About Time was launched to coincide with anniversary celebrations that commemorated the foundation of the MLA. Throughout the day on 13 October, the MLA held a series of parades, speeches, meetings and live fire drills at their bases in Tanzania. That night, at its 3 main Tanzanian bases, music concerts were held and these were targeted by the Voodoo crews of 24 Sqn SAAF to open the offensive. Coming in low and fast, the F-101Es each dropped 8 CBU-49s and strafed with their 20mm Vulcan cannon. No resistance was met and the casualties were over 1,000, including Tanzanian civilians, politicians and military personnel. Fry's target that night wasn't as much a base camp, though. but rather an established civilian town: Ligera. Here, Fry led a flight of 4 Voodoos against the town centre. The resulting massacre had the UN issue an arrest warrant on him for war crimes.



Not surprisingly, the remainder of About Time was characterised by vigorous Tanzanian resistance. Tanzanian Air Force (TAF) F-86F Sabres and Mirage 5Ts contested the foreign incursions, resulting in several dog fights. A TAF Sabre was shot down by a Portuguese Koolhoven made F-104G Starfighter, and a Free Portuguese Canberra and a SAAF F-104G were shot down by Tanzanian Mirage pilots. Notably, the Tanzanian air defenders had the advantage of being assisted in their operations by Royal Australian Navy (RAN) airpower from HMAS Brisbane, which was off the east African coast at the time. RAN fighter controllers in E-2A Hawkeyes (escorted by F-8E Crusaders) tracked adversary aircraft and directed TAF fighters into intercept positions. Ironically, the RAN was in the area following exercises with the Salisbury Alliance and were thus able to use their knowledge of adversary tactics to help the Tanzanians. Forced to fight the UN-backed Tanzanian armed forces, About Time's schedule was derailed, its scope contracted, most of its objectives unmet and the Salisbury Alliance experienced higher casualty numbers than anticipated.



The aftermath of Operation About Time was devastating for the Salisbury Alliance. Appalled by the severity of the attacks, the UN imposed sanctions on the Free Portuguese Empire, Rhodesia and South Africa, the latter government falling to the Anzanian Revolution in 1967. White control over Rhodesia would last until 1974, out of which the Zimbabwe would form, but only after a 2 year armed struggle between UN-backed and Anzanian-backed guerillas saw the latter victorious. The Free Portuguese Empire officially lost control over Mozambique in 1975, but by then authority in the colony was fragmented between the UN, the MLA or Anzanian-backed Reds. The latter would take over the country in 1978, overseas UN forces having withdrawn in 1977.



This F-101E Voodoo of 24 Squadron SAAF is modeled as photographed on 13 October 1966, the opening night of Operation About Time. It is armed with 8 SUU-30 cluster bomb dispensers, plus 2 AIM-9B Sidewinders for self defence. It wears the camouflage of dark brown and tan adopted by the SAAF Voodoos in 1964. This scheme reflected the change from exclusively night combat missions against the Reds in the Maghreb to both night and day COIN missions in southern Africa. However, in October 1966, many of their MERs, TERs and Sidewinder launch shoes were still painted black, as per the previous camouflage. The yellow low-voltage formation lights were a recent addition to the aircraft. Pooling their aircraft, 21 Sqn specialised in daylight missions (and OCU duties), with 24 Sqn focused on nocturnal flying. The Voodoo force was grounded following the Anzanian Revolution and the aircraft scrapped in the early 1970s.



Kommandant Stephen Fry (pilot) and Luitenant Jan Hendrik de Beer (navigator) were the crew of 604 on the night of 13 October 1966. Attacking an area target and not expecting any surface-to-air resistance, 604 was armed with 8 CBU-49s (SUU-30 dispensers with BLU-59 bomblets). A pair of AIM-9Bs were carried for self-defence, but the TAF was caught napping and no contacts were made with Tanzanian fighters. Both Fry and de Beer would leave South Africa as the Apartheid government fell, de Beer ultimately moving to Australia. Fry joined the Rhodesian Air Force.

[comrade harps]

Those with keen literary and numeracy skills will have noticed that the title of this post indicates that it is Pt.4 on a series about Fry of South Africa.

Here's Pt.1: Fry's Tempest

Pt.2 will be a rebuild of an old model.

Pt.3 has been built and is coming soon.

Pt.4. (also a rebuild of an old model) is above.

[Old Wombat]

Fantastic build, comrade! Very nice!  

[Wardukw]

ITS A VOODOO !!!
Always super cool and this is no different    ..live it 

[NARSES2]

Great build 

[Sport21ing]

Those with keen literary and numeracy skills will have noticed that the title of this post indicates that it is Pt.4 on a series about Fry of South Africa.

Here's Pt.1: Fry's Tempest

Pt.2 will be a rebuild of an old model.

Pt.3 has been built and is coming soon.

Pt.4. (also a rebuild of an old model) is above.

I was thinking myself wheres pt 1, 2 and 3, but this answers the question so, no biggie

[Dizzyfugu]

That*'s looking good, even though I am not certain about the MERs under the outer wings?

[zenrat]

Good job comrade.

 

[Pellson]

Lovely Voodoo! 

[comrade harps]

That*'s looking good, even though I am not certain about the MERs under the outer wings?

A bit of extra strength engineering. Anyway, it looks cool.

[Pellson]

..Anyway, it looks cool.

Obviously, they strengthened the wing structure of the D/E's to facilitate low level work. Duh! 

Another point is that the J57 engine in it's whole was fitted inside the airframe. It's just the later version afterburner that's sticking out on the B variant. Hence, a reengined D/E would probably have had the exhaust feathers attached directly to the airframe, as per the RF-101C, if you follow me, and not at the end of a pipe.
But that said, this does look much cooler. 

[Vulcan7]

Top build & back story, especially like the camo colour     

[comrade harps]

[/quote]

Obviously, they strengthened the wing structure of the D/E's to facilitate low level work. Duh! 

Another point is that the J57 engine in it's whole was fitted inside the airframe. It's just the later version afterburner that's sticking out on the B variant. Hence, a reengined D/E would probably have had the exhaust feathers attached directly to the airframe, as per the RF-101C, if you follow me, and not at the end of a pipe.
But that said, this does look much cooler. 
[/quote]

I did try that, but the holes were way too big, so l stuck with the B's extending bits and figured that the arrangement retained something of the B's centre of gravity and allowed room for extra internal fuel as the J-79 is a shorter engine. Also, it looks cool.

[Pellson]

It does look cool!