Bit of history for the beginning...

Just 4 years after Hiroshima, Soviet Union detonated its own nuclear bomb, the RDS-1.



Nuclear bombing of the CONtinental US cities looked a realistic possibility within few years but...



... while the bomb was ready, there were absolutely no means for the Soviet Union to deliver it above another continent, so Stalin tentatively selected 1954 as the year, when US should be demolished.



Two design bureau was selected to create the first intercontinental bomber of the Communist world.

To deliver a 5t thermonuclear device over the CONtinental US, the proposed "polar" bomber needed 13'000km range, and high subsonic speeds to outrun expected enemy jet fighters, a serious learning from the MiG-15 vs B-29 battles of the Korean war.



Myasishchev proposed a four jet engine bomber with...

- range: 12-13'000km
- speed: 850~900km/h
- flight altitude: 12~14km


As Tupolev did not believed that contemporary Soviet jet engines can reach America, he proposed a turboprop bomber:

- range: 15'000km
- speed: 920~950km/h
- flight altitude: 10~14km

The United States launched several programs to protect itself against the expected incoming hundreds of Soviet nuclear bombers.

Early Warning radar lines

Pinetree Line North of the 50th parallel, activated in 1955.


DEW Line (Distant Early Warning Line) 2~300km north of the Arctic Circle.
It become active in 1957.



Mid-Canada Line
Activated in 1958 with low altitude scanning Doppler Radars.

USAF had two programs

- GAPA [Ground-to-Air Pilotless Aircraft] (later BOMARC [BOeing and Michigan Aerospace Research Center]) SAM system.
Boeing received a USAF contract in 1949 to develop a pilotless interceptor under project MX-1599. The MX-1599 missile was to be a ramjet-powered, nuclear-armed long-range surface-to-air missile to defend the Continental United States from high-flying bombers. In 1951, the USAF decided to emphasize its point of view that missiles were nothing else than pilotless aircraft by assigning aircraft designators to its missile projects, and anti-aircraft missiles received F-for-Fighter designations. The Bomarc became the F-99.


- the 1954 Ultimate Interceptor, a supersonic piloted fighter armed with (nuclear) AA missiles, and guided by computerized IADS.
This development ultimately leaded to the development of the Convair F-106 Delta Dart in 1959. (five years of delay)


- SAGE (Semi-Automatic Ground Environment)
State of the art IBM AN/FSQ-7 computers processing early warning target acquisition radar data, and guiding BOMARC missiles or manned fighters against expected massive enemy formations.
Reached operational status in 1958.

The US ARMY had the responsibility for the GBAD (Ground Based Air Defense) during World War-2.

The SCR-584 (Signal Corps Radio # 584) was the premier US anti-aircraft gun laying radar, developed by the MIT Radiation Laboratory, and fielded from 1943.


The Soviet SON-4/9 Fire Can AAA radar used during the Vietnam War was a direct copy of this system, originally received as a US wartime aid against the Germans.


Its successor the Western Electric M-33 AAFCS (Antiaircraft Fire Control System) was deployed in 1950.


Beside its usual conical scanning target tracking radar...


...this system had a lightweight target acquisition radar, that provided 360 degree area awareness for the gun laying crew.


Project Nike
The inherent inaccuracy of anti-aircraft artillery means that when shells reach their targets they are randomly distributed in space. This distribution is much larger than the lethal radius of the shells, so the chance that any one shell will successfully hit the target is very small. Successful anti-aircraft gunnery therefore requires as many rounds to be fired as possible, increasing the chances that one of the rounds will get a "hit".

During The Blitz, UK gunners fired 49,044 shells in January 1941 for 12 kills, almost 4,100 shells per success.
German gunners with radar support did better, estimating that an average of 2,800 shells were required to down a single Boeing B-17.

Flying faster means that the aircraft passes through the range of a gun more rapidly, reducing the number of rounds a particular gun can fire at that aircraft. Flying at higher altitudes often has a similar effect, as it requires larger shells to reach those altitudes, and this typically results in slower firing rates for a variety of practical reasons.

Aircraft using jet engines roughly double the speed and altitude over piston-powered designs, limiting the number of shells so greatly that the chance of hitting the bomber dropped almost to zero.



The introduction of German jet-powered bombers late in 1944 led the Army Chief of Ordnance issued a requirement for a new guided missile weapon system. The request was passed to Bell Labs, then a world leader in radar, radio control and automated aiming systems.

The Bell team was given the task of attacking bombers flying at 800 km/h or more, at altitudes between 6~18km
Bell reported back on 14 May 1945 that such a development was indeed possible.

They concluded that:
A supersonic rocket missile should be vertically launched under the thrust of a solid-fuel booster which was then to be dropped thence, self-propelled by a liquid-fuel motor, the missile should be guided to a predicted intercept point in space and detonated by remote control commands, these commands should be transmitted by radio signals determined by a ground-based computer associated with radar which would track both the target and the missile in flight.

Hi Hpasp,
is this going to be your next SAM simulator project?


By the way, don't forget about Canada! Many/most of these project to defend North America (including Canada) from Soviet bomber threat were in fact joint American and Canadian efforts and not exclusively American. For example the Mid-Canada (radar) line was installed exclusively on Canada while most of the DEW and PINETREE lines were also installed on Canada and these were run by joint Canadian and American personnel.
Actually these joint Canadian and American efforts to defend North America created the well known NORAD (North American Aerospace Defense Command).
More info on NORAD here:
http://www.norad.mil/AboutNORAD.aspx
and here:
http://en.wikipedia.org/wiki/North_American_Aerospace_Defense_Command

Keep it up, I love reading about this!

From the historical hindsight it might be easy to dismiss this tension, but during those years this was tough reality...

Nice Reading and video too.

Myasishchev had several innovative ideas, to maximize his plane the M-4 (Bison-A) effective range.
By selecting the strongest available turbojets (Mikulin AM-3, 78kN thrust, 3.1t weight, 5.38x1.5m size) in the Soviet Union, he could accelerate the maximal take off weight of 184t in a 2500m of runway.
Placing the engines inside of the wing root, excluded the weight of the nacelle.
The bicycle wheel arrangement reduced the number of required undercarriages from three to two, and minimizing the ground clearance saved 5t.
Usage of a new type of Aluminium 95T that was 1.5 times stronger allowed weight reduction by 1.5.
Limiting the plane overload to the absolute minimum of 2g (!!!) and designing a vertically flexible wing reduced its weight by 20%.

All the measures above, resulted an empty weight of 80t.



Beside test ongoing flights, the M-4 was overflown above the western military attaches during the May Day parade of 1954.
Serial production also started parallel, resulting a total production of 32pcs till 1956.



In 1955, the RDS-37D thermonuclear bomb (yield of 3Mt) become available and produced serially.



As it turned out after fielding, the practical maximum range of the plane with one bomb does not exceeded 9500km thus the round trip reaching the USA was impossible.

Myasishchev was sent back to the drawing table, and all M-4 (Bison-A) planes were converted to refuelling tankers.

And a similar story from the other side of the pond.

To successfully pursuit an expected high subsonic Soviet nuclear bomber during night, the "1954 Ultimate Interceptor" weapon system had to be IADS guided, missile armed, and capable of close to Mach 2 speeds.

In 1952 become clear, that the on-board Hughes fire control system (processing IADS information) was in severe delay and not to be ready till 1955, while the Wright J67 engine was also unavailable.

It was decided to field an "interim interceptor" with a conventional fire control system, and the weaker and heavier Pratt & Whitney J57 engine.
The fully armed (6 AIM-4 Falcon, and 12 2.75 inch unguided missiles ) Convair F-102A Delta Dagger could reach only 677kts (barely above Mach1).


Far later than originally planned, a total of 889 F-102A Delta Dagger "interim interceptor" was produced and fielded between 1956 and 1958.


The planned "1954 Ultimate Interceptor" was still away.

The idea of using turboprop for the polar bomber, based on the Junkers Jumo 022 engine was flatly rejected by the military.
Tupolev escalated his case to Stalin who personally authorized the development.

Preliminary calculations showed that required propeller radius for utilizing 12'000 horse power is 8m so a contra-rotating arrangement was selected, still the plane ground clearance was exceptional.



Testing and serial production started in 1955.

1955 flyby in Tushino.


Tu-95 (Bear-A) with four NK-12 (12'000shp) turboprop, could reach a maximum range of 12'100km.
Production at the Kuibyshev aircraft factory No. 18;
1955 - 4
1956 - 23
1957 - 4

Tu-95M (Bear-A) with the improved NK-12M (15'000shp) turboprop, could reach a maximum range of 13'200km.
1957 - 5
1958 - 14

The total of 50 planes were allocated to two bomber regiments,
- 409th TBAP (heavy bomber regiment) of the 106th TBAD (heavy bomber division) based in Uzin (near Kiev)
- 1223th TBAP (heavy bomber regiment) of the 79th TBAD (heavy bomber division) based in Semipalatinsk (in Kazakhstan)

CIA assessment of Soviet bomber capabilities from 1955
http://www.foia.cia.gov/sites/default/files/document_conversions/89801/DOC_0000269429.pdf

In order to complement your data on the subject, specially regarding interceptor (in this case the F-102), here's some info regarding an another very important interceptor of the time, the F-101 Voodoo:

The McDonnell F-101 Voodoo was a supersonic jet fighter which served the United States Air Force (USAF) and the Royal Canadian Air Force (RCAF). Initially designed by McDonnell Aircraft as a long-range bomber escort (known as a penetration fighter) for the Strategic Air Command (SAC), the Voodoo was instead developed as a nuclear-armed fighter-bomber for the Tactical Air Command (TAC), and as a photo reconnaissance aircraft based on the same airframe. Extensively modified versions were produced as an all-weather interceptor aircraft, serving with the Air Defense Command, later renamed the Aerospace Defense Command (ADC), the Air National Guard, the Royal Canadian Air Force and the unified Canadian Forces after 1968.



(USAF F-101B Voodoo)



(A Canadian CF-101B Voodoo protecting the great white north)




(A Canadian CF-101B Voodoo, firing an AIR-2 Genie nuclear rocket - In case of war this air-to-air unguided rocket would be tipped with a nuclear warhead)



F-101B / CF-101B / EF-101B

In the late 1940s, the Air Force had started a research project into future interceptor aircraft that eventually settled on an advanced specification known as the 1954 interceptor. Contracts for this specification eventually resulted in the selection of the F-102 Delta Dagger, but by 1952 it was becoming clear that none of the parts of the specification other than the airframe would be ready by 1954; the engines, weapons and fire control systems were all going to take too long to get into service. An effort was then started to quickly produce an interim supersonic design to replace the various subsonic interceptors then in service, and the F-101 airframe was selected as a starting point.

Although McDonnell proposed the designation F-109 for the new aircraft (which was to be a substantial departure from the basic Voodoo), the USAF assigned the designation F-101B. It was first deployed into service on January 5, 1959, with the 60th Fighter-Interceptor Squadron. The production ended in March 1961. The Voodoo featured a modified cockpit to carry a crew of two, with a larger and more rounded forward fuselage to hold the Hughes MG-13 fire control radar of the F-102. It had data link to the Semi-Automatic Ground Environment (SAGE) system, allowing ground controllers to steer the aircraft towards its targets by making adjustments through the plane's autopilot. The F-101B had more powerful Pratt & Whitney J57-P-55 engines, making it the only Voodoo not using the -13 engines. The new engines featured a substantially longer afterburner than J57-P-13s. To avoid a major redesign, the extended afterburners were simply allowed to extend out of the fuselage by almost 8 ft (2.4 m). The more powerful engines and aerodynamic refinements allowed an increased speed of Mach 1.85.

The F-101B was stripped of the four M39 cannons and carried four AIM-4 Falcon air-to-air missiles instead, arranged two apiece on a rotating pallet in the fuselage weapons bay. The initial load was two GAR-1 (AIM-4A) semi-active radar homing and two GAR-2 (AIM-4B) infrared-guided weapons with one of each carried on each side of the rotating pallet. After the first two missiles were fired, the door turned over to expose the second pair. Standard practice was to fire the weapons in SARH/IR pairs to increase the likelihood of a hit. Late-production models had provision for two 1.7-kiloton MB-1/AIR-2 Genie nuclear rockets on one side of the pallet with IR-guided GAR-2A (AIM-4C) on the other side. "Project Kitty Car" upgraded most earlier F-101Bs to this standard beginning in 1961.

From 1963–66, F-101Bs were upgraded under the Interceptor Improvement Program (IIP; also known as "Project Bold Journey"), with a fire control system enhancement against hostile ECM and an infrared sighting and tracking (IRST) system in the nose in place of the in-flight refueling probe.

The F-101B was made in greater numbers than the F-101A and C, with a total of 479 being delivered by the end of production in 1961. Most of these were delivered to the Air Defense Command (ADC) beginning in January 1959. The only foreign customer for the F-101B was Canada.

The F-101B was withdrawn from ADC service from 1969 to 1972, with many surviving USAF aircraft transferred to the Air National Guard (replacing F-102s), serving until 1982. 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 21 September 1982.


The CF-101B in Canadian service:

Origins

After the cancellation of the CF-105 Arrow program in February 1959, George Pearkes, the Canadian Minister of National Defence officially maintained that the existing Avro CF-100 interceptors and the Bomarc missiles that had been ordered in September 1958 would be adequate for Canada’s air defense needs. Unofficially, it was recognized that there was still a bomber threat, and discussions had been underway since before the formal conclusion of the Avro Arrow program concerning the RCAF acquiring an "off-the-shelf" interceptor from the United States.

The USAF indicated that it was prepared to make 56 F-101B interceptors and 10 F-101F trainers available (by employing Convair F-102 Delta Daggers in less demanding NORAD sectors) for Canadian purchase. The deal was delayed for over a year by negotiations over acquisition costs and offsets, as well as debate within the Diefenbaker government about Canada adopting nuclear weapons systems, which had been agreed to, in principle, in 1958. The financial arrangements were sorted out by Canada taking over the staffing and funding of 11 Pinetree Line radar stations within Canada that had formerly been operated and funded by the USAF. A detailed agreement signed in June 1961 covered the transfer of the aircraft, meant to equip five front-line squadrons (replacing nine CF-100 squadrons) and an Operational Training Unit (OTU).


Nuclear weapons controversy in Canada

The issue of nuclear weapons in Canada had not been resolved in June 1961, thus the CF-101s was armed only with their secondary AIM-4D Falcon missiles. In April 1963, the issue led to the collapse of the Diefenbaker government. The succeeding Pearson government signed an agreement with the United States concerning nuclear arms for Canada on 16 August 1963. The agreement did not actually state that Canada was acquiring nuclear weapons; the Canadian government usually refused to confirm or deny that there were any nuclear arms in Canada. The agreement specifically stated that the AIR-2A Genie rockets were the property of the United States and would only be released to Canada for actual use with the joint agreement of Canada and the United States through NORAD. The stringent training requirements meant that it took until June 1965 for the Genies to become operational in Canada. The Genies were kept in the custody of the USAF, with detachments of the 425th Munitions Support Squadron located at each of the Canadian bases.


Sources:
http://en.wikipedia.org/wiki/McDonnell_F-101_Voodoo
http://en.wikipedia.org/wiki/McDonnell_CF-101_Voodoo



As a side note and by reading above, the F-101B and CF-101B (and likely other interceptors such as the F-102) could be controlled and steered towards the targets by ground controllers using data-link connected from the aircraft's autopilot to the Semi-Automatic Ground Environment (SAGE) system, the same system used for the BOMARC SAM system, if I'm not mistaken. So I would like to suggest that if we ever have such scenario in SAM simulator that we could not only control BOMARC SAMs but interceptors such as the F-101B/CF-101B as well (this would be a change from controlling Surface-to-Air missiles only within the simulator). How about this for a future idea for SAM simulator?

Excellent, thanks for it.

Thanks for your comments!
As it seems, there were actually more F-101B squadrons fielded, than the "ultimate" F-106A.

Myasishchev went back to the drawing table for a second try.


The new Dobrynin VD-7 engine had greater thrust (115kN vs 78kN of the Mikulin AM-3) that allowed increasing of the take off weight to 203t (vs 184t of the M4).
They were also lighter (2,4t vs 3,1t of the Mikulin AM-3), and by replacing the landing gear with smaller ones the total dry weight was reduced by 6,5t.

The extra fuel on-board (inside the enlarged wings), and the lower fuel consumption (0.75 vs 0.9) made the practical maximum range of the plane with one bomb 12'000km, thus the round trip reaching the USA was now possible.



3M* (Bison-B) production;
1956 - 15
1957 - 26
1958 - 15
1959 - 20
1960 - 9

The total of 85 planes were allocated to four bomber regiments,
- 1096th TBAP (heavy bomber regiment) of the 201th TBAD (heavy bomber division) based in Engels (Saratov Oblast)
- 1230th TBAP (heavy bomber regiment) of the 201th TBAD (heavy bomber division) based in Engels (Saratov Oblast)
- 40th TBAP (heavy bomber regiment) of the 73rd TBAD (heavy bomber division) based in Ukrainka (Amur Oblast)
- 79th TBAP (heavy bomber regiment) of the 73rd TBAD (heavy bomber division) based in Ukrainka (Amur Oblast)

*A similarly interesting mix-up of product/design name happened here as with the Bear.
product - design name - (western name)
M-4 - 2M - (Bison-A)
M-6 - 3M - (Bison-B)
Tu-20 - design.95 - (Bear)
As the testing and production of these designs were done parallel, the military used the design name as it was printed on the documentation.

Hang on, there is just one MiG design left, that could realistically reached CONUS during the 1955-65 time-frame...

Glad you like my entry on the F-101B/CF-101B.




You got me curious on that one!

What Mig design are you referring to?

Looking at the photo that aircraft looks like a Mig-21 to me, however the Mig-21 cannot be the aircraft you're referring to since the Mig-21 doesn't have the range for such mission (the Mig-21 was a short range interceptor).

While I'm waiting for Hpasp's unveiling of the "mysterious" Mig design and following the trend of the previous F-101B entry, I would like to add to the subject an another entry, this one is a purely Canadian designed aircraft interceptor (and the only Canadian designed fighter jet aircraft to be massed produced), the Avro Canada CF-100 Canuck:

Before the introduction of the CF-101B in the Royal Canadian Air Force (RCAF), the CF-100 was Canada's main interceptor and one of the most important interceptors over North America under NORAD command in the 1950's.




The Avro Canada CF-100 Canuck (affectionately known as the "Clunk") was a Canadian jet interceptor/fighter serving during the Cold War both in NATO bases in Europe and as part of NORAD. The CF-100 was the only Canadian-designed fighter to enter mass production, serving primarily with the RCAF/CAF and in small numbers in Belgium. For its day, the CF-100 featured a short takeoff run and high climb rate, making it well suited to its role as an interceptor.


Design, development and production

In the early 1950s, Canada needed an all-weather interceptor (fighter) able to patrol the vast areas of Canada's north and operate in all weather conditions. The two-seat fighter crewed by a pilot and navigator was designed with two powerful engines and an advanced radar and fire control system housed in its nose that enabled it to fly in all-weather or night conditions.

Design of the XC-100 to meet a Royal Canadian Air Force (RCAF) specification for an all-weather fighter was initiated at Avro Canada in October 1946. Chief Engineer Edgar Atkin's work on the CF-100 was subsequently passed to John Frost (formerly of de Havilland) who, along with Avro's Chief Aerodynamacist Jim Chamberlin, reworked the original fuselage design. The CF-100 Mark 1 prototype, "18101," emerged from the factory, painted gloss black overall with white lightning bolts running down the fuselage and engines. The CF-100 prototype flew its maiden flight on 19 January 1950 with Gloster Aircraft Company Chief Test Pilot Squadron Leader Bill Waterton at the controls. Waterton was on loan from the Gloster firm, another member of the Hawker Siddeley Group, and chosen because of his experience with jet aircraft development, as one of the "highest-time" pilots in the world. The Mark 1 was powered by two Avon RA 3 turbojets with 28.9 kN (2,950 kgp / 6,500 lbf) thrust each.

The second prototype, 18102, was also powered by Rolls-Royce Avons, although subsequent pre-production and production series aircraft used the Avro Orenda turbojet. Five pre-production Mk 2 test aircraft were produced (18103-18107) all fitted with the Orenda 2 jet engines; one was fitted with dual controls and designated a Mk 2T trainer. The first production version, designated Mk 3, incorporated the APG-33 radar and was armed with eight .50 caliber (12.7 mm) machine guns. The Mk 3CT and Mk 3DT were again dual control versions supplied to operational training units.



(No. 423 Squadron Mk 4B CF-100s, 1962. This squadron was based in Grostenquin, France)


In September 1950, the RCAF ordered 124 examples of the Mk 3 version, the first of these entering service in 1953. These were armed with eight .50-caliber machine guns. The definitive rocket-armed Mk 4A version was based on the prototype Mk 4 (a modified Mk 3) first flying on 11 October 1952. The nose housed the much larger APG-40 radar with wingtip pods each containing up to 29 Mighty Mouse FFAR (folding fin aerial rockets) in addition to the guns. As the last 54 of an order for the Mk 3 were changed into the Mk 4 in 1954, total orders for the Mk.4 rose to 510. The Mk 4B version had more powerful Orenda 11s.

Five versions, or "marks", were produced, ending, from 1955 onwards, with the high-altitude Mk 5 that featured a 1.06m (3 ft. 6 in.) extended wingtip and enlarged tailplane, along with removal of the machine guns. The proposed Mk 6 was to have mounted Sparrow II missiles and been powered by afterburning Orenda 11IR engines in an effort to provide an "interim" fighter prior to the introduction of the Avro CF-105 Arrow. A projected transonic swept-wing CF-103 was built in mock-up form in 1951, but was considered obsolescent even before the CF-100's demonstrated ability to exceed the speed of sound in a dive. On 18 December 1952, S/L Janusz Żurakowski, the Avro company chief development test pilot, took the CF-100 Mk 4 prototype to Mach 1.0 in a dive from 30,000 ft. being the first straight-winged jet aircraft to achieve controlled supersonic flight.


Operational history

The Canuck was affectionately known in the RCAF as the "Clunk" because of the noise the front landing gear made as it retracted into its well after takeoff. Its less-attractive nickname was the "Lead Sled", a reference to its heavy controls and general lack of maneuverability, a nickname it shared with a number of other 1950s aircraft. Others included CF-Zero, the Zilch, the Beast, all references to an aircraft many pilots considered less glamorous than RCAF day fighters like the Canadair Sabre.

The aircraft operated under the US/Canadian North American Air Defense Command (NORAD) to protect North American airspace from Soviet intruders such as nuclear-armed bombers. Additionally, as part of the North Atlantic Treaty Organization (NATO), four Canuck squadrons were based in Europe with 1 Air Division from 1956–1962, and were for some time the only NATO fighters capable of operating in zero visibility and poor weather conditions.

When the Korean War started, the USAF was in urgent need of a jet-propelled, all-weather, interdiction/surveillance aircraft. The urgency was so great that the USAF was willing to consider two foreign designs: the CF-100 and the English Electric Canberra. The CF-100 was rejected because of insufficient range and payload. The English Electric design was selected and developed into the Martin B-57 Canberra.

The CF-100 served with nine RCAF squadrons at its peak in the mid-1950s. Four of these squadrons were deployed to Europe from late 1956–1962 under the NIMBLE BAT ferry program, replacing some NATO RCAF squadrons equipped with Canadair Sabre day fighters to provide all-weather defense against Soviet intruders. Canucks flying at home retained natural metal finish, but those flying overseas were given a British-style disruptive camouflage scheme - dark sea gray and green on top, light sea gray on the bottom.

During his Avro Canada years, the Chief Development Pilot, S/L Żurakowski, continued to fly as an aerobatic display pilot, with spectacular results, especially at the 1955 Farnborough Airshow where he displayed the CF-100 in a "falling-leaf." He was acclaimed again as the "Great Żura" by many aviation and industry observers who could not believe a large, all-weather fighter could be put through its paces so spectacularly. His performance led to Belgium purchasing the CF-100.

In its lifetime, 692 CF-100s of different variants were produced, including 53 aircraft delivered to the Belgian Air Force. Although originally designed for only 2,000 hours, it was found that the Canuck's airframe could serve for over 20,000 hours before retirement. Consequently, though it was replaced in its front line role by the CF-101 Voodoo, the Canuck served with 414 Squadron of the Canadian Forces at CFB North Bay, Ontario, until 1981, in reconnaissance, training and electronic warfare roles. After the CF-100 was retired, a number of aircraft still remain across Canada (and elsewhere) as static displays.

Its planned successor, the CF-105 Arrow along with the sophisticated Orenda Iroquois engine, both Canadian-designed, were cancelled in 1959 in a controversial decision by the Canadian government.


Source:
http://en.wikipedia.org/wiki/Avro_Canada_CF-100_Canuck


Here a video about the CF-100 which shows (specially after minute 7:00) how the rocket pod system and the aircraft's radar worked: