The two-seat trainer was originally powered by one Westinghouse J34-WE-46/48 which was replaced by two Pratt & Whitney J60-P-6 engines in the T-2B, then by two GE J85-GE-4 turbojet engines in the T-2C version. Navy's advanced trainer until its replacement by the T-45 Goshawk in 2004.
The North American T2J-1, later re-designated the T-2A, entered service in the mid-1950's, and was the U.S. XF-88B Modification of first prototype with 2,500 shp (1,865 kW) Allison XT38 turboprop engine in nose, and retaining its jet engines. First prototype also modified to this standard. XF-88A Second prototype, fitted with J-34-22 engined with primitive afterburners. Variants XF-88 First prototype, powered by 3,000 lbf (13.38 kN) Westinghouse J34-13 engines. A considerably enlarged version of the design was chosen to meet this requirement later that year, the revised design becoming the F-101 Voodoo, the first production version of which flew on 29 September 1954. Įxperience of the Korean War led the USAF to reconsider its plans for penetration fighters and lead to a new specification for a long-range fighter, General Operational Requirement (GOR) 101 being issued in February 1951. McDonnell also proposed a naval version of the XF-88, a two-seat operational trainer and a reconnaissance variant but none were built. This was used for flight testing through 1956, and achieved speeds slightly exceeding Mach 1.0, the first propeller-equipped aircraft to do so. The first prototype was modified to XF-88B standard, with a nose-mounted Allison T38 turboprop engine added to the turbojets. ) Changes in Air Force priorities, together with a shortage of money, led the penetration fighter to be cancelled in August 1950. (A 1948 order for 118 F-93s had been cancelled in 1949. Despite this, the XF-88 was chosen against the Lockheed XF-90 and North American YF-93 for the USAF's Penetration Fighter requirement, with planned production versions to use more powerful Westinghouse J46 engines. The afterburners improved the Voodoo's performance, with the XF-88A reaching 700 mph (1,126 km/h) but at the expense of decreased range owing to increased fuel consumption. The second prototype, XF-88A, made its maiden flight on 26 April 1949, with the first prototype later modified to the same standard. Thus modified, the engines became J34-22s, giving 3,600 lbf (16.05 kN) thrust. In order to improve performance, it was decided to fit the second prototype's engines with McDonnell-designed afterburners. This resulted in inadequate performance, with its maximum speed of 641 mph being less than the F-86 Sabre. While testing demonstrated adequate handling and the required endurance, the XF-88 proved to be underpowered. It was unarmed and powered by non-afterburning J34-13 engines that gave 3,000 lbf (13.37 kN) thrust. The first XF-88 made its maiden flight from Muroc Field on 20 October 1948, piloted by McDonnell Chief Test Pilot Robert Edholm. The Voodoo's short nose had no radar, being intended to house an armament of six 20 mm (.79 in) M39 cannon, while the fighter's single pilot sat in a pressurised cockpit and was provided with an ejection seat. This made room in the long fuselage for the fuel tanks required for the required long range. The two engines, specified as Westinghouse J34 turbojets were in the lower fuselage, fed by air intakes in the wing roots and jetpipes beneath the rear fuselage. The Voodoo had a low/mid-mounted wing, swept to 35°. The USAAF confirmed the order for the two prototypes on 14 February 1947, while a change in designation schemes lead to the unflown prototypes being re-designated XF-88 on 1 July 1948, with the type gaining the nickname "Voodoo". The initial design was intended to have straight wings and a V-shaped tail but wind tunnel tests indicated aerodynamic problems that led to a conventional tailplane being substituted and the wings being swept. The engineering team stands after Flight 100. Dave Lewis was Chief of Aerodynamics on this project. On 20 June the company was given a contract for two prototypes designated XP-88. McDonnell began work on the aircraft, dubbed Model 36, on 1 April 1946. It was to have a combat radius of 900 mi (1,450 km) and high performance. It was to be essentially a jet-powered replacement for the wartime North American P-51 Mustang that had escorted Boeing B-17 Flying Fortress bombers over Germany. The XF-88 originated from a 1946 United States Army Air Forces requirement for a long-range "penetration fighter" to escort bombers to their targets.
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