On Wednesday, November 14th, 1962 Captain Douglas H. Roe and Captain Charles A. Mclead, to
On Wednesday, November 14th, 1962 Captain Douglas H. Roe and Captain Charles A. Mclead, took off from Dow Airforce Base to perform 2 qualifying intercepts against other aircraft simulating intruders. As they completed a "snap up" intercept at 45,000 feet, the aircraft suffered a sudden pitch-up condition and ended up in an unrecoverable flat spin. Captain Mclead ejected and landed safely, however Captain Roe ejected too late and died in the nearby crater.
The crash happened in Macwahoc, Maine...A severe blizzard hampered search efforts and it took four days to locate this site.
The aircraft at this site is a F101-B "Voodoo" jet interceptor of the 75th Fighter Interceptor Squadron from Dow Air Force Base in Bangor, ME. This site now rests as a memorial to Captain Roe and Captain Mclead...
Now, for a little history on the F101-B...
The F-101B was a two-seat all-weather interceptor variant of the Voodoo, and was numerically the most important Voodoo variant, with a total of 479 being built.
Development of an all-weather interceptor version of the Voodoo was first considered as early as the fall of 1952, but was rejected at that time as being too costly. However, in the spring of 1953, the idea of the all-weather interceptor Voodoo was revived again, this time as a long-range interceptor to complement the relatively short-range F-86D. The idea was turned down again, since the Air Force's ultimate long-range interceptor was going to be the Mach-2 Convair F-102B (later redesignated F-106A).
The initial go-ahead decision for the interceptor Voodoo was made on February 25, 1955. It was anticipated that the first flight would take place in mid-1956 and that the initial entry into service would be in early 1958. An initial batch of 28 two-seat interceptors was ordered under a Letter of Intent issued on March 3, 1955. On July 12, an official contract increased the fiscal year 1956 order to a total of 96 aircraft. The aircraft seems to have initially been assigned the designation F-109, but the aircraft was officially designated F-101B in August of 1955. A mockup was inspected in September.
The F-101B retained the center and rear fuselage sections and the wing and tail surfaces of the F/RF-101A. However, it had a revised forward fuselage housing the MG-13 fire control system with automatic search and track mode, a two-seat tandem cockpit with pilot in front and radar operator in the rear, a retractable flight refueling probe in front of the pilot's cockpit, and an all-missile armament. The internal fuel capacity was reduced to 2053 gallons to provide more room for electronic equipment and armament. Since the F-101B was heavier than its single-seat predecessor, it employed larger tires with a beefed-up undercarriage. Bulges had to be installed in the lower gear doors and in the undersides of the fuselage in order to accommodate the larger tires. Armament consisted of four Hughes GAR-1 semi-active radar homing or GAR-2 infrared-homing Falcon missiles carried on and launched from a rotary armament door covering the fuselage bay beneath and behind the rear cockpit. Two missiles were attached to recessed slots on each side of the door. After the first pair of missiles were launched, the door was flipped over, exposing the other pair. Some references claim that the F-101B carried six Falcons rather than four, but these seem to be in error.
The first F-101Bs were delivered to the 60th Interceptor Squadron at Otis AFB in Massachusetts on January 5, 1959. F-101Bs ended up equipping 18 air defense squadrons (the 2nd, 13th, 15th, 18th, 29th, 49th, 59th, 60th, 62nd, 75th, 83rd, 84th, 87th, 98th, 322nd, 437th, 444th, and 445th Fighter Interceptor Squadrons). F-101Bs also served with the 4570th Test Squadron and the 4756th CCTS (later designated the 2nd Fighter Interceptor Training Squadron), both based at Tyndall AFB in Florida. These units carried out operational suitability tests and training for the Air Defense Command.
F-101Bs began to leave active duty with the USAF beginning in 1969, many aircraft being passed along to the Air National Guard. The last active duty USAF squadrons to fly the F-101B were the 60th and 62nd FISs which were deactivated in April of 1971. However, a few F-101Bs continued on with training units for another ten years. The last Voodoo in US service (F-101B-105-MC 58-300) was finally retired by the 2nd Fighter Interceptor Training Squadron at Tyndall AFB in Florida on September 21, 1982.
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On Monday, March 10, 1952 three 74th "Sabres" engaged in a camera gunnery training exercis
On Monday, March 10, 1952 three 74th "Sabres" engaged in a camera gunnery training exercise high overhead, Captain George Thomas, a veteran of WWII and Korea had a problem with hi oxygen system, passed out and died in the crash.
This aircraft at this site is an F86-A "Sabre" Jet fighter from the 74th Fighter Interceptor Squadron at Presque Isle, ME Air Force Base.
There is a lot of wreckage on this plane. This plane literally just blew apart when it hit the rocks. Pieces went flying all around, there are some big pieces and many small pieces and the USAF didn't haul much out, because there was nothing.
On Monday, May 5th My dog, Rocky and I treked through the woods to see the wreckage. These pictures are what's left of the plane.
The engine is only feet away from the point of impact. There is memorial cross here, dedicated to the Captain who lost his life.
Now, for a little history on the F86...
The classic F86 Sabre jet fighter aircraft of the US forces first flew in prototype from in October 1947. The aircraft featured a swept back wing which was a result mainly of information gathered from German fast
aircraft development and was powered by the General Electric J47 engine which in early Sabres produced about 4,850lbs of thrust.
The single engine Sabre was the finest fighter plane of it's time in the late forties and early fifties.
The initial production Sabre, the F86A first took to the the skies in 1948, later that year a Sabre took the air speed record at a speed of 670.9 mph, ever closing in on the sound barrier.
The following year the F86 entered service. Development of the Sabre continued over the following years. A flying tailplane (all moving with no separate control surface) was
introduced in 1950 with the F86E Sabre and engine thrust was continually increased.
When the Korean peninsula troubles began in 1950 the North American Sabre was to become the major USAF air superiorty fighter used.
In this conflict the F86 was pitted largely against the excellent Russian Mig 15 single engined jet. The Mig 15 was a tough adversary, both fast and with a heavy cannon in the nose. Sabres however managed to dominate the aircraft with a reported 11:1 victory ratio.
Sabres in this conflict flew alongside Shooting Stars and Thunderjets together with piston fighters like the Mustang, Corsair and British Sea Fury.
The all weather variant of the F86 became known as the F86D Sabre-Dog. This version could be distinguished by the fairing on the nose above the air intake which was used to house the radar system. The Sabre-Dog was used in the US throughout most of the
1950s.
Other countries to use the F86 Sabre included Canada, Britain,
Australia, Japan, Germany, Italy, Denmark and many others.
North American F86-A Sabre
Engine: General Electric J47-GE-17B turbojet 7,500lb thrust on re-heat Top Speed 612mph
Weight: 19,950lb
Wingspan: approx. 37ft
Length: 40 ft 11 inches
Weapons: 4x 20mm cannon
Country: USA
Design Crew: one
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This is a small video of my Dog, Rocky. Rocky is a 18 month purebread male German Shepard.
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