F-101B for RAAF, and others, notion.
The single-seat F-101A first flight was in 1954, with service entry in 1957, the F-101B first
flight was in 1957 and it entered service in 1959.
"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, late in 1953 delays in the F-102B program caused the Air Force to reconsider its
procurement policy for all-weather interceptors."
"Before being awarded a contract, McDonnell had been looking into both single and two-seat
configurations for their interceptor and had explored several alternative power plant installations
including General Electric J79s, Pratt & Whitney J57s or J75s, or Wright J67s. In November 1954,
a two-seat configuration was finally adopted, and it was decided that the power plants would be
a pair of Wright J67s. The Wright J67 was a license-built version of the British Bristol Olympus
turbojet which offered a maximum afterburning thrust of 22,000 lbs."
"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."
" ... the Wright J67 engine soon began to encounter serious developmental difficulties, resulting in a
delay in the F-101B program. Both McDonnell and the Air Force agreed to switch to a pair of Pratt &
Whitney J57-P-55 turbojets fitted with afterburners ... longer afterburners raised maximum thrust
rating from 15,000 pounds to 16,900 pounds."
So, What-If the decision to develop a two-seat F-101 was taken in late '52 - early '53 and the J67
development came off without a hitch? The use of the Olympus leading to a proposal to use it as
the basis of a NATO and SEATO common long-range interceptor with or w/out SAGE equipment
depending on customer and region-meaning that the USAF and RCAF would be the only services
having the requirement. In the case of the latter service the US DOD and McDonnell sweetening
the pot by bringing in Avro Canada with a manufacturing deal similar to Canadair's Sabre deal
with North American. CAC in Australia later being brought in for the assembly of McDonnell kits,
which then transitioned into the licensed manufacture of some assemblies and the service support
contracts. The CAC assembled aircraft were originally only for the RAAF, but later they received
a contract to supply aircraft for the Philippine Air Force and Taiwan.