General Dynamics F-111 Aardvark

F-111 "Aardvark"
An F-111C of the Royal Australian Air Force with its wings unswept in 2006
Role Fighter-bomber
National origin United States
Manufacturer General Dynamics
First flight 21 December 1964
Introduced 18 July 1967
Retired USAF: 1998
Status Active with RAAF
Primary users United States Air Force
Royal Australian Air Force
Number built 563[1]
Unit cost US$9.8 million (FB-111A)[2]
Variants General Dynamics/Grumman F-111B
General Dynamics/Grumman EF-111A Raven

The General Dynamics F-111 "Aardvark" is a medium-range interdictor and tactical strike aircraft that also fills the roles of strategic bomber, reconnaissance, and electronic warfare in its various versions. Developed in the 1960s and first entering service in 1967, the United States Air Force (USAF) variants were officially retired by 1998. The Royal Australian Air Force (RAAF) is the sole remaining operator of the F-111.[3]

The F-111 pioneered several technologies for production military aircraft including variable-sweep wings, afterburning turbofan engines, and automated terrain following radar for low-level, high-speed flight. Its design was influential, being reflected in later Soviet aircraft such as the Sukhoi Su-24,[4] and some of its advanced features have since become commonplace. During its inception, however, the F-111 suffered a variety of development problems, and several of its intended roles, such as naval interception through the F-111B, failed to materialize.

In USAF service the F-111 has been effectively replaced by the F-15E Strike Eagle for medium-range precision strike missions, while the supersonic bomber role has been assumed by the B-1B Lancer. In 2007, the Australian Government decided to replace the RAAF's 21 F-111s in 2010 with 24 F/A-18F Super Hornets.[5][6]

Contents

Development

The beginnings of the F-111 were in the TFX program, an ambitious early 1960s project to combine the United States Air Force requirement for an improved fighter-bomber with the United States Navy's need for a long-range carrier-based Fleet Air Defense fighter.

TAC's fighter-bomber

Through the history of air combat until the 1950s, the solution to avoiding air defenses was to fly higher and faster.[7] Increasing speed reduced the time spent within the range of defensive weapons, and flying higher meant it took longer to guide an interceptor into range, while dramatically increasing the size and expense of anti-aircraft guns. These underlying assumptions produced series of ever-faster and higher-flying strategic bombers, and with the introduction of small tactical nuclear weapons, interdictors and fighter-bombers as well. In the late 1950s, this evolution was well represented in all the latest US types being worked on; the B-70 Valkyrie long-range strategic bomber, its B-58 Hustler shorter-range counterpart, and the F-105 Thunderchief fighter-bomber.

By the time of the 1960 U-2 shootdown the USAF Strategic Air Command had begun moving to low-level penetration. This greatly reduces radar detection distances while at that time SAMs were ineffective against low-flying aircraft, while interceptor aircraft did not have as large of a speed advantage at low-level.[7] The Air Force's Tactical Air Command (TAC) was largely concerned with the fighter-bomber and deep strike/interdiction roles. Like SAC, TAC was in the process of receiving its latest high-and-fast design, the F-105 Thunderchief, which had limited performance at low-level. In June 1960 the USAF issued a specification for a long-range interdiction/strike aircraft able to penetrate Soviet air defenses at very low altitudes and high speeds to deliver tactical nuclear weapons against crucial targets.[8]

Navy's Missileer

The U.S. Navy sought a long-range, high-endurance interceptor aircraft to protect its carrier battle groups against long-range anti-ship missiles launched from Soviet jet bombers and submarines.[9] Through the 1950s the Navy increasingly focused on the concept of the Fleet Air Defense (FAD) fighter, a long-range interceptor using missiles as its only weapon. In contrast to earlier fighter designs where performance, maneuverability and an unobstructed view were the most important design criterion, in the missile-dominated world the missile needed the performance, and maneuverability, not the fighter. The McDonnell Douglas F-4 Phantom II embodied some of these capabilities, but did not have sufficient endurance. Ideally the FAD would be an aircraft with considerably greater loiter times at distances further from the ships, but this would require a larger aircraft designed for loitering at low speed with more efficient engines.

In 1957 the Navy started to design the subsonic, straight-winged aircraft, the F6D Missileer for this role. The Missileer was an aircraft armed solely with missiles, that had the ability to loiter for an extended duration, but was incapable of dogfighting. The aircraft would be defenseless after firing its missiles, and subject to easy interception by fighters. The program was canceled in December 1960.[10] The Navy still needed a FAD aircraft with a more powerful radar, and longer range missiles than the F-4 to intercept both enemy bombers and missiles.[9] The Navy had tried variable geometry wings with the XF10F Jaguar but abandoned that in the early 1950s. A simpler geometry with the pivot points out from the aircraft fuselage was documented by NASA in 1958. This made swing wings viable.[11] By 1960 increases in aircraft weights required improved high-lift devices such as variable geometry wings.[12][13] Variable geometry offered a compromise between swept wing for high speeds and a modestly swept wing with better payload, range and landing characteristics. This would allow larger and faster aircraft to land on an aircraft carrier.

Tactical Fighter Experimental (TFX)

Both the Air Force and Navy approached the government requesting new aircraft at about the same time. The Air Force and Navy requirements appeared to be very different; the Navy was looking for a high performance fighter/interceptor with a large radar that would be shooting missiles from medium to high altitudes, while the Air Force was looking for a long-range aircraft delivering bombs at very low altitudes. But in other ways the two designs were similar; both were large long-range designs that needed to carry a large warload at high speeds. In the case of the Navy, low landing speeds were also required, and while this would not be a strict requirement for the Air Force, such a capability would also allow the design to operate from a wider variety of bases, providing operational flexibility. A swing-wing platform might be able to fill both requirements.

On 14 February 1961 the new U.S. Secretary of Defense, Robert McNamara, formally directed that the services study the development of a single aircraft that would satisfy both requirements. Early studies indicated the best option was to base the design on the Air Force requirement, and use a modified version for the Navy.[14] In June 1961, Secretary McNamara ordered the go ahead on TFX despite Air Force and the Navy efforts to keep their programs separate.[15] The USAF and the Navy could only agree on swing-wing, two seat, twin engine design features. The USAF wanted a tandem seat aircraft for low level penetration, while the Navy wanted a shorter, high altitude interceptor with side-by-side seating to allow the pilot and RIO to share the radar display between them.[14] Also, the USAF wanted the aircraft designed for 7.33 g with Mach 2.5 speed at altitude and Mach 1.2 speed at low level with a length of approx. 70 ft (21.3 m). The Navy had less strenuous requirements of 6 g with Mach 2 speed at altitude and high subsonic speed (approx. Mach 0.9) at low level with a length of 56 ft (17.1 m).[14][16] So McNamara developed a basic set of requirements for TFX based largely on the Air Force's requirements. On 1 September 1961 he ordered the Air Force to develop it.[14][16]

A request for proposals (RFP) for the TFX was provided to industry in October 1961. In December proposals were received from Boeing, General Dynamics, Lockheed, McDonnell, North American and Republic. The evaluation group found all the proposals lacking, but Boeing and General Dynamics were selected to submit enhanced designs. Boeing's proposal was recommended by the selection board in January 1962. However, the Boeing's engine was not considered acceptable. Switching to a crew escape capsule, instead of ejection seats and alterations to radar and missile storage were also needed. The companies provided updated proposals in April 1962. Air Force reviewers favored Boeing's offering, but the Navy found both submissions unacceptable for its operations. Two more rounds of updates to the proposals were conducted with Boeing being picked by the selection board.[17]

However, in November 1962 McNamara selected General Dynamics' proposal in due to its greater commonality between Air Force and Navy versions. The Boeing aircraft shared less than half of the major structural components. General Dynamics signed the TFX contract in December 1962. A Congressional investigation followed, but could not change the selection.[17]

Design phase

The F-111A and B variants used the same airframe structural components and TF30-P-1 turbofan engines. They featured side by side crew seating in escape capsule as required by the Navy. The F-111B's nose was 8.5 feet (2.59 m) shorter due to its need to fit on existing carrier elevator decks, and had 3.5 feet (1.07 m) longer wingtips to improve on-station endurance time. The Navy version would carry a AN/AWG-9 Pulse-Doppler radar and six AIM-54 Phoenix missiles. The Air Force version would carry the AN/APQ-113 attack radar and the AN/APQ-110 terrain-following radar and air-to-ground armament. Titanium was planned for most of the airframe. However, this proved to be too expensive and more conventional metals were used instead.[18]

Lacking experience with carrier-based fighters, General Dynamics teamed with Grumman for assembly and test of the F-111B aircraft. In addition, Grumman would also build the F-111A's aft fuselage and the landing gear. The F-111A mock-up was inspected in September 1963. The first test F-111A was rolled out of the General Dynamics' Fort Worth, Texas plant on 15 October 1964. It was powered by YTF30-P-1 turbofans and used a set of ejector seats as the escape capsule was not yet available.[18] The F-111A first flew on 21 December 1964 from Carswell AFB, Texas.[19] The first F-111B was also equipped with ejector seats and first flew on 18 May 1965.[20]

To address stall issues in certain parts of the flight regime, the engine inlet design was modified in 1965-66, ending with the "Triple Plow I" and "Triple Plow II" designs.[21] The F-111A achieved a speed of Mach 1.3 in February 1965 with an interim intake design.[18][21] Flight testing of the F-111A ran through 1973.[22] The F-111B was canceled by the Navy in 1968 due to weight and performance issues.[23] The F-111C model was developed for Australia. Subsequently, the improved F-111E, F-111D, F-111F models were developed for the US Air Force. The strategic bomber FB-111A and the EF-111 electronic warfare versions were later developed for the USAF.[24] Production ended in 1976[25] with a total of 563 F-111 variants built.[1]

Design

Four-photo series showing the F-111A wing sweep sequence.

The F-111 is an all-weather attack aircraft capable of low-level penetration of enemy defenses to deliver ordnance on the target.[26] The F-111 features variable geometry wings, an internal weapons bay and a cockpit with side by side seating. The cockpit is part of a escape crew capsule.[27] The wing sweep varies between 16 degrees and 72.5 degrees (full forward to full sweep). The wing includes a leading edge slats and double slotted flaps over its full length.[28] The airframe is made up mostly of aluminum alloys with steel, titanium and other materials used in places.[29] The fuselage is a semi-monocoque structure with stiffened panels and honeycomb sandwich panels for skin.[28][29]

The F-111 has a three-point landing gear arrangement with a two-wheel nose gear and two single-wheel main landing gear. The landing gear door for the main gear is located in the center of the fuselage and also serves as a speed brake in flight.[28][30] Most F-111 variants included a terrain-following radar system connected to the autopilot. The aircraft is powered by two Pratt & Whitney TF30 afterburning turbofan engines. The F-111's variable geometry wings, escape capsule, terrain following radar, and afterburning turbofans were new technologies for production aircraft.[31]

Armament

F-111 cockpit prior to a night flight
Weapons bay

The F-111 features an internal weapons bay that can carry bombs, a removable 20 mm M61 cannon, or auxiliary fuel tanks.[32][33] For bombs the bay can hold two 750 lb (340 kg) M117 conventional bombs, one nuclear bomb or practice bombs. The F-111B was to carry two AIM-54 Phoenix air-to-air missiles in the bay. The cannon has a large 2,084-round ammunition tank, and its muzzle is covered by a fairing. However, it was rarely fitted on F-111s.[34]

The F-111C and F-111F were equipped to carry the AN/AVQ-26 Pave Tack targeting system on a rotating carriage that kept the pod protected within the weapons bay when not in use. Pave Tack is a FLIR and laser rangefinder/designator that allows the F-111 to designate targets and drop laser-guided bombs on them. Australian RF-111Cs carry a pallet of sensors and cameras for reconnaissance use.[35]

The FB-111 could carry two AGM-69 SRAM air-to-surface nuclear missiles in its weapons bay.[36] General Dynamics trialed an arrangement with two AIM-9 Sidewinder air-to-air missiles carried on rails in a trapeze arrangement from the bay, but this was not adopted.[34] Early F-111 models had radars equipped to guide the AIM-7 Sparrow medium range air-to-air missile, but it was never fitted.[37]

External ordnance

Each wing is equipped for four underwing pylons. The inner two pylons on each wing rotate to align with the fuselage, while the outer two are fixed. Each pylon has a capacity of 5,000 pounds (2,300 kg). Various bombs and missiles can be carried on the pylons. Auxiliary fuel drop tanks with 600 US gallons (2,300 L) capacity each can also be carried.[33] Although all F-111s can carry laser-guided bombs, only the F-111F and F-111C with the Pave Tack pod can self-designate targets. Other variants can drop laser-guided weapons with the aid of another laser designator.

The design of the F-111's fuselage design prevents the carriage of external weapons under the fuselage. But two stations are available on the underside for electronic counter-measures (ECM) pods, and/or datalink pods; one station is on the weapon bay, and the other on the rear fuselage between the engines.[37] The F-111's maximum practical weapons load is limited, since the fixed pylons can not be used with the wings fully swept.[38]

Tactical F-111s were fitted with shoulder rails on the four inner swiveling pylons to mount AIM-9 Sidewinder air-to-air missiles for self-defense.[34] Australian F-111Cs have been equipped to launch the AGM-84 Harpoon anti-ship missile, and the AGM-142 Popeye stand-off missile.[39] FB-111As could carry the same conventional ordnance as the tactical variants, but their wing pylons were more commonly used for either fuel tanks or strategic nuclear gravity bombs. They could carry up to four AGM-69 SRAM nuclear missiles on the pylons.[40]

Similar swing wing aircraft

The F-111 was the first production variable-geometry aircraft. The earlier subsonic Navy XF10F Jaguar had been canceled in 1953. Several other types have followed, including the Soviet Sukhoi Su-17 "Fitter" (1966), Mikoyan-Gurevich MiG-23 "Flogger" (1967), Tupolev Tu-22M "Backfire" (1969) and Tupolev Tu-160 "Blackjack" (1981), the U.S. B-1 Lancer bomber (1974), and the European Panavia Tornado (1974). The Sukhoi Su-24 "Fencer" (1970), which resembles the F-111, also has side-by-side seating. The F-111's eventual replacement in the naval role, the F-14 Tomcat, was also a variable-geometry design. In subsequent decades the variable geometry concept fell out of use due to a combination of higher cost and extra weight imposed by the swing wing mechanism.

Operational history

United States

Combat Lancer F-111As over South-East Asia in 1968

The first production F-111s were delivered on 18 July 1967 to the 428th, 429th and 430th Tactical Fighter Squadrons of the 474th Tactical Fighter Wing based at first out of Cannon AFB, New Mexico, which relocated in 1968 to Nellis AFB.

After early testing a detachment of six aircraft were sent in March 1968 to Southeast Asia for Combat Lancer testing in real combat conditions in Vietnam. In little over a month, three aircraft were lost and the combat tests were halted. It turned out that all three had been lost through malfunction in the horizontal stabilizer, not by enemy action.[41] This caused a storm of criticism in the U.S. It was not until 1971 that the 474 TFW was fully operational.[42]

September 1972 saw the F-111 back in Southeast Asia, participating in the final month of Operation Linebacker and later the Operation Linebacker II aerial offensive against the North. F-111 missions did not require tankers or ECM support, and they could operate in weather that grounded most other aircraft. One F-111 could carry the bomb load of four F-4 Phantom IIs. The worth of the new aircraft was beginning to show, and over 4,000 combat F-111A missions were flown over Vietnam with only six combat losses.[43]

From July 1974 until June 1975 F-111As of the 428th and 429th Tactical Fighter squadrons were stationed at Korat Royal Thai Air Force Base. They performed missions from there to Cambodia, Laos and other areas in Southeast Asia against Communist forces attempting to oust Cambodia's government.[44]

On 14 April 1986, 18 F-111s and approximately 25 Navy aircraft conducting air strikes against Libya under Operation El Dorado Canyon. The 18 F-111s of the 48th Tactical Fighter Wing flew what turned out to be the longest fighter combat mission in history.[45] The round-trip flight between RAF Lakenheath, United Kingdom and Libya of 6,400 miles (10,300 km) spanned 13 hours. One F-111 was lost over Libya, probably shot down.[45]

F-111s participated in Gulf War (Operation Desert Storm) in 1991. During Desert Storm F-111Fs completed 3.2 successful strike missions for every unsuccessful one, making it the leading strike aircraft.[46] The group of 66 F-111Fs dropped almost 80% of the war's laser guided bombs, including the GBU-15 and the penetrating, bunker-buster GBU-28.[47] Eighteen F-111Es were also deployed during the operation.[46][48] The F-111s were credited with destroying more than 1,500 Iraqi tanks and armored vehicles.[48]

The F-111 was in service with the USAF from 1967 through 1998. The Strategic Air Command had FB-111s in service from 1969 through 1990. At a ceremony marking the F-111's USAF retirement, on 27 July 1996, it was officially named Aardvark, its long-standing unofficial name.[49] The USAF retired the EF-111 variant in 1998.[50]

Australia

Four Australian F-111s in 2006

The Australian government decided to order 24 F-111C aircraft in 1963 to replace the Royal Australian Air Force's English Electric Canberras in the bombing and tactical strike role. While the first aircraft was officially handed over in 1968, structural integrity problems found in the U.S. Air Force F-111s delayed the entry into service of the F-111C until 1973. USAF F-4 Phantom IIs were leased as an interim measure. Four F-111Cs were modified to RF-111C reconnaissance versions.[51]

Since their introduction Australia's F-111s have been operated by the No. 1 Squadron RAAF in the strike role, with the No. 6 Squadron RAAF operating the aircraft as an operational conversion unit. A temporary flight designated the Washington Flying Unit ferried to Australia the first 12 F-111Cs from the United States in 1973, and F-111s had been lent to the RAAF's Aircraft Research and Development Unit.

RAAF F-111 performing a dump-and-burn fuel dump, a procedure where the fuel is intentionally ignited using the aircraft's afterburner.

The Royal Australian Air Force's F-111 fleet has at times been controversial. Controversies surrounding the F-111 include:

The F-111's long-time nickname, then official name Aardvark literally means "earth pig" in Dutch/Afrikaans. Consequently in Australia, the F-111 is often known by the affectionate nickname "Pig".

In mid-2006, an RAAF F-111 was chosen to scuttle the North Korean ship the Pong Su which had been involved in one of Australia's largest drug hauls in recorded history. The ship had been sitting in "Snails Bay", off Birchgrove, while the government decided its fate, and it was decided in March 2006 it would be scuttled by air attack. She was sunk on 23 March 2006 by two GBU-10 Paveway II laser guided bombs.[57]

In 2007, Australia decided to retire all of its RAAF F-111s by 2010, and the government signed a contract to acquire 24 F/A-18F Super Hornets as an "interim" replacement,[5] pending the acquisition of the under development F-35 Lightning II. In March 2008, after a review, the new Labor government confirmed its purchase of the Super Hornets.[6] The drawdown of the RAAF's F-111 fleet has begun with the retirement of the F-111G models operated by the No. 6 Squadron RAAF in late 2007. The No. 1 and No. 6 Squadrons are to be reequipped with the F/A-18Fs, beginning in 2010. One of the reasons given for the retirement is the average of 180 hours of maintenance required for every flight hour.[58] The final RAAF aircrew conversion took place in 2009, with four pilots and two Air Combat Officers (ACOs) qualifying as F-111 aircrew.

Variants

F-111A

An F-111A dropping 24 Mark 82 low-drag bombs in-flight over a bombing range.

The F-111A was the initial production version of the F-111. Early A-models used the TF30-P-1 engine. Most A-models used the TF30-P-3 engine with 12,000 lbf (53 kN) dry and 18,500 lbf (82 kN) afterburning thrust[18] and "Triple Plow I" variable intakes, providing a maximum speed of Mach 2.3 (1,450 mph, 2,300 km/h) at altitude.[59] The variant had a maximum takeoff weight of 92,500 lb (42,000 kg) and an empty weight of 45,200 lb (20,500 kg).[60]

The A-model's Mark I avionics suite included the General Electric AN/APQ-113 attack radar mated to a separate Texas Instruments AN/APQ-110 terrain-following radar lower in the nose and a Litton AJQ-20 inertial navigation and nav/attack system. The terrain-following radar (TFR) was integrated into the automatic flight control system, allowing for "hands-off" flight at high speeds and low levels (down to 200 ft).[61]

Total production of the F-111As was 158, including 17 pre-production aircraft that were later brought up to production standards.[62] A total of 42 F-111As were converted to EF-111A Ravens for an electronic warfare tactical electronic jamming role.[63] In 1982, four surviving F-111As were provided to Australia as attrition replacements and modified to F-111C standard.[64] These were fitted with the longer-span wings and reinforced landing gear of the C-model.

Three pre-production F-111A were provided to NASA for various testing duties. The 13th F-111A was fitted with new wing designs for the Transonic Aircraft Technology and Advanced Fighter Technology Integration programs in the 1970s and 1980s.[65] It was retired to the United States Air Force Museum at Wright-Patterson Air Force Base in 1989. The remaining unconverted F-111As were mothballed at Aerospace Maintenance and Regeneration Center at Davis-Monthan Air Force Base in June 1991.[66]

F-111B

The F-111B was to be a fleet air defense (FAD) fighter for the U.S. Navy, fulfilling a naval requirement for a fighter capable of carrying heavy, long-range missiles to defend carriers and their battle groups from Soviet bombers and fighter-bombers equipped with anti-ship missiles. General Dynamics, lacking experience with carrier-based aircraft, partnered with Grumman for this version. F-111B suffered development issues and changing Navy requirements for an aircraft with maneuverability for dogfighting. The swing-wing configuration, TF-30 engines, Phoenix missiles and radar developed for this aircraft were used on its replacement, the Grumman F-14 Tomcat. The Tomcat would be large enough to carry the AWG-9 and Phoenix weapons system while exceeding the F-4's maneuverability.[67]

F-111C

The F-111C is the export version for Australia, combining the F-111A with longer F-111B wings and strengthened FB-111A landing gear. Australia decided to order 24 in 1963, and received their first F-111C in 1968. However development delays and structural problems delayed acceptance of aircraft by the Royal Australian Air Force until 1973.[68]

Four aircraft were modified to "RF-111C" reconnaissance configuration in 1979-80, retaining their strike capability. The RF-111C carries a reconnaissance pack with four cameras and an infrared linescanner unit.[51] Four ex-USAF F-111As were refitted to F-111C standard and delivered to Australia as attrition replacements in 1982.[64]

F-111C aircraft were equipped to carry Pave Tack FLIR/laser pods in the mid-1980s. They underwent an extensive Avionics Upgrade Program through 1998.[64] Under this program, the F-111C was upgraded to digital avionics. This included twin mission computers, modern digital databus, digital weapon management system, new AN/APQ-171 terrain-following radar, new AN/APQ-169 attack radar, twin ring-laser gyro INS, and GPS receiver. From 1994 F-111Cs and RF-111Cs were upgraded with TF30-P-109 engines, each rated at 20,840 lbf (93 kN) thrust.[69]

In late 2001, wing fatigue problems were discovered in one of the F-111C fleet. As a result a decision was made in May 2002 to replace the wings with spares taken from ex-USAF F-111Fs stored at the Aerospace Maintenance and Regeneration Center (AMARC). The short span wings underwent a refurbishment in Australia which included extending the span in effect making the wings the same as the F-111C and F-111G models.[70] Since the Avionics Upgrade Program, Australian F-111s have received weapons system and various other upgrades.[71]

F-111D

The F-111D was an upgraded F-111A equipped with newer Mark II avionics, more powerful engines, improved intake geometry, and an early glass cockpit. The variant was first ordered in 1967 and delivered from 1970-73. The F-111D reached initial operational capability in 1972. Deliveries were delayed due to avionics issues. A total of 96 F-111Ds were built.[72]

The F-111D used the new Triple Plow II intakes, which were located four inches (100 mm) further away from the airframe to prevent engine ingestion of the sluggish boundary layer air that was known to cause stalls in the TF30 turbofans. It had more powerful TF30-P-9 engines with 12,000 lbf (53 kN) dry and 18,500 lbf (82 kN) afterburning thrust.[73]

The Mark II avionics were digitally integrated microprocessor systems, some of the first used by the USAF, offering tremendous capability, but substantial problems. The Rockwell Autonetics digital bombing-navigation system included inertial navigation system, AN/APQ-130 attack radar system and Doppler radar. It also included digital computer set and multi-function displays (MFDs). The terrain-following radar was the Sperry AN/APQ-128.[74] The attack radar featured a Doppler beam-sharpening, moving target indicator (MTI), and continuous beam for guiding semi-active radar homing missiles.[35][75]

It took years to improve the reliability of the avionics, but issues were never fully addressed.[72][35] The F-111D was withdrawn from service in 1991 and 1992.[76]

F-111E

The F-111E was a simplified, interim variant ordered after the F-111D was delayed. The F-111E used the Triple Plow II intakes, but retained the F-111A's TF30-P-3 engines and Mark I avionics.[77] The weapon stores management system was improved and other small changes made.[78]

The E-model was first ordered in 1968 and delivered from 1969-71. It achieved initial operational capability in 1969.[79] The variant's first flight occurred on 20 August 1969. A total of 94 F-111Es were built.[78] Some F-111Es were based in the UK until 1991. The avionics was upgraded on some E-models as part of a Avionics Modernization Program. The variant saw service in Gulf War of 1990-91. Some F-111Es received improved TF30-P-109 engines in the early 1990s. All F-111Es were retired to AMARC by 1995.[80]

F-111F

Ground crew prepares a 48th Tactical Fighter Wing F-111F aircraft for a retaliatory air strike on Libya.

The F-111F was the final F-111 variant produced for Tactical Air Command, with a modern, but less expensive Mark IIB avionics system.[81] The USAF approved development of the variant in 1969. It also included the more powerful TF30-P-100 engine and strengthened wing carry through box. A total of 106 were produced between 1970 and 1976.[82]

The F-111F's Mark IIB avionics suite used a simplified version of the FB-111A's radar, the AN/APQ-144, lacking some of the strategic bomber's operating modes but adding a new 2.5 mi (4.0 km) display ring. Although it was tested with digital moving-target indicator (MTI) capacity, it was not used in production sets.[81] The Mark IIB avionics combined some Mark II components with FB-111A components, such as the AN/APQ-146 terrain-following radar. The F-111E's weapon management system was also included.[83]

The F-model used the Triple Plow II intakes, along with the substantially more powerful TF30-P-100 turbofan with 25,100 lbf (112 kN) afterburning thrust. An adjustable engine nozzle was added to decrease drag.[82] The P-100 engine greatly improved the F-111F's performance.[84] The engines were upgraded to the TF30-P-109 version,[85] later in the 1985-86 timeframe.

In the early 1980s, the F-111F began to be equipped with the AVQ-26 Pave Tack forward looking infrared (FLIR) and laser designator system. Pave Tack system provided for the delivery of precision laser-guided munitions and mounted in the internal weapons bay.[86] The Pacer Strike avionics update program replaced analog equipment with new digital equipment and multi-function displays.[87]

The F-111F made its combat debut in Operation El Dorado Canyon against Libya in 1986, and was used in Operation Desert Storm against Iraq in an anti-armor ("tank-plinking") role.[88]

The last USAF F-111s were withdrawn from service in 1996, replaced by the F-15E Strike Eagle.[89]

F-111K

The British government canceled the BAC TSR-2 in 1965, citing the lower costs of the TFX and ordered 50 F-111K aircraft in February 1967.[90] The F-111K was based on the F-111A with longer F-111B wings,[90] FB-111 landing gear, Mark II navigation/fire control system, and British supplied mission systems. Other changes include weapons bay modifications, addition of a centerline pylon, a retractable refueling probe, provisions for a reconnaissance pallet, and a higher gross weight with the use of FB-111A landing gear.[91]

In January 1968, the UK terminated its F-111K order.[91] Higher cost together with devaluation of the pound meant that the cost would be around £3 million each and this was the reason cited for cancellation.[92] The first two F-111Ks (one strike/recon F-111K and one trainer/strike TF-111K) were in the final stages of assembly when the order was canceled.[91] The two aircraft were later completed and accepted by the USAF as test aircraft with the YF-111A designation.[90] As a substitute, the RAF purchased Blackburn Buccaneers and F-4 Phantom IIs instead. These would eventually be replaced by the Panavia Tornado, another variable-geometry wing design.

FB-111A/F-111G

An air-to-air front overhead view of two FB-111s in formation

The FB-111A was a strategic bomber version of the F-111 for the USAF Strategic Air Command. With Air Force's Advanced Manned Strategic Aircraft program proceeding slowly, and concerns of fatigue failures in the B-52 fleet, the service needed an interim bomber quickly. The FB-111A was to selected in 1965 to replace the elegant but troublesome supersonic B-58 and early models of the B-52.[93] The Air Force signed a contract for the FB-111A in 1966. Initially in 1968 263 aircraft were planned, but the total was cut to 76 in 1969. The first production aircraft flew in 1968. Deliveries ended in June 1971.[94]

When the United Kingdom canceled its order for the F-111K in 1968, components for the 48 F-111Ks in manufacturing were diverted to FB-111A production.[95][96] The FB-111A featured longer F-111B wings for greater range and load-carrying ability. The bomber variant was lengthened 2 ft 1 in (63 cm) over the F-111A.[97] Its fuel capacity was increased by 585 gallons (2,214 L) and had stronger landing gear to compensate for the higher maximum takeoff weight of 119,250 lb (54,105 kg). All but the first aircraft had the Triple Plow II intakes and the TF30-P-7 with 12,500 lbf (56 kN) dry and 20,350 lbf (90 kN) afterburning thrust.[98]

The FB-111A had new electronics, known as the SAC Mark IIB avionics suite. For the FB-111A the system used an attack radar improved from the F-111A's system, along with components that would be used on the F-111D, including the inertial navigation system, digital computers, and multi-function displays.[99] Armament for the strategic bombing role was the Boeing AGM-69 SRAM (short-range attack missile). Two could be carried in the internal weapons bay and four more on the inner underwing pylons. Nuclear gravity bombs were also typical FB armament. Fuel tanks were often carried on the third non-swivelling pylon of each wing. The FB-111A had a total weapon load of 35,500 lb (16,100 kg).[98]

Artist concept of a lengthened FB-111

Multiple advanced FB-111 strategic bomber designs were proposed by General Dynamics in the 1970s. The first design, referred to as "FB-111G" within the company,[100] was a larger aircraft with more powerful engines with more payload and range. The next was a lengthened "FB-111H". It featured more powerful General Electric F101 turbofan engines, a 12 ft 8.5 in longer fuselage and redesigned, fixed intakes. The rear landing gear were moved outward so armament could be carried on the fuselage there. The FB-111H was offered as an alternative to the B-1A in 1975.[100][101] The similar FB-111B/C was offered in 1979 without success.[102]

The FB-111A became surplus to SAC's needs after the introduction of the B-1B Lancer. The remaining FB-111s were subsequently reconfigured for tactical use and redesignated F-111G. The conversions began in 1989 and ended after 34 F-111G conversions were completed. With the disestablishment of SAC, the FB-111As and F-111Gs were transferred to the newly established Air Combat Command (ACC). They were used primarily for training.[103]

The F-111G did undergo an avionics upgrade program that added a digital computer, dual AN/ASN-41 ring-laser gyro INS, AN/APN-218 Doppler navigation, and an updated terrain-following radar. The remaining FB-111As were retired in 1991 and the F-111Gs were retired in 1993. Australia later bought 15 F-111Gs to supplement its F-111Cs.[104]

EF-111A Raven

To replace the aging Douglas EB-66, the USAF contracted with Grumman in 1972 to convert 42 existing F-111As into electronic warfare aircraft. The EF-111A can be distinguished from the F-111A by the equipment bulge atop their tails. In May 1998, the USAF withdrew the final EF-111As from service, placing them in storage at Aerospace Maintenance and Regeneration Center (AMARC).[98] The EA-6B Prowler has been fulfilling this function for the U.S. Navy, Marines, and Air Force since.

Operators

 Australia

Former operators

 United States

Aircraft on display

An F-111 escape capsule on display as a cockpit simulator
F-111A
F-111B
EF-111A
F-111D
F-111E
FB-111A
F-111F

(F-111C aircraft that are still in service with the Royal Australian Air Force are not listed above.)

Specifications (F-111F)

An orthographically projected diagram of the F-111

Data from Miller,[106] Quest for Performance[107]

General characteristics

Performance

Armament

Popular culture

American artist James Rosenquist immortalized the aircraft in his acclaimed 1965 room-sized pop art painting entitled F-111 that features an early natural-finish example of the aircraft in USAF markings. The painting hangs in the Museum of Modern Art in New York City. The F-111 is the featured aircraft in the novel Chains of Command by former F-111 and B-52 crew member Dale Brown.

The Australian band Cold Chisel recorded a song called "F-111".[108] British pop-cyberpunk band Sigue Sigue Sputnik had a world hit in 1986 with the song "Love Missile F1-11". F-111 Records was an electronic music imprint within Warner Bros. Records that ran from 1995–2001.

The sound of an F-111 flyby is on the Voyager Golden Record.[109]

See also

Related development

Comparable aircraft

Related lists

References

Notes
  1. ↑ 1.0 1.1 Logan 1998, p. 9.
  2. ↑ Knaack, Marcelle Size. Encyclopedia of US Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945-1973. Washington, DC: Office of Air Force History, 1978. ISBN 0-912799-59-5.
  3. ↑ "Boeing Receives Australian Industry Award for F-111 Support." Boeing, 5 October 2009. Retrieved: 5 October 2009.
  4. ↑ Goebel, Greg. "The Sukhoi Su-24 'Fencer'." Air Vectors, 1 April 2009. Retrieved: 30 September 2009.
  5. ↑ 5.0 5.1 Super Hornet Acquisition Contract Signed
  6. ↑ 6.0 6.1 "ALP to stick with Super Hornet buy." National via theage.com.au. Retrieved: 21 July 2010.
  7. ↑ 7.0 7.1 Spick, Mike. Modern Fighting Aircraft, B-1B, pp. 4–7. New York: Prentice Hall, 1986. ISBN 0-13-055237-2.
  8. ↑ Gunston 1978, pp. 12–13.
  9. ↑ 9.0 9.1 Thomason 1998, pp. 3-5.
  10. ↑ Angelucci, Enzo. The American Fighter. Haynes Publishing Group, 1987. ISBN 0-85429-635-2
  11. ↑ Thomason 1998, pp. 5-6.
  12. ↑ Gunston 1978, pp. 11–12.
  13. ↑ Miller 1982, p. 11.
  14. ↑ 14.0 14.1 14.2 14.3 Gunston 1978, pp. 8–17.
  15. ↑ Eden 2004, pp. 196-197.
  16. ↑ 16.0 16.1 Miller 1982, pp. 11–15.
  17. ↑ 17.0 17.1 Gunston 1978, pp. 18–20.
  18. ↑ 18.0 18.1 18.2 18.3 Baugher, Joe. "General Dynamics F-111A." USAAC/USAAF/USAF Fighters, 23 December 1999. Retrieved: 5 October 2009.
  19. ↑ Eden 2004, p. 197.
  20. ↑ Baugher, Joe. "General Dynamics/Grumman F-111B." USAAC/USAAF/USAF Fighters, 7 November 2004. Retrieved: 5 October 2009.
  21. ↑ 21.0 21.1 Gunston 1978, pp. 25–27.
  22. ↑ Logan 1998, p. 32.
  23. ↑ Donald, David, ed. "General Dynamics F-111". The Complete Encyclopedia of World Aircraft. New York: Barnes & Noble Books, 1997. ISBN 0-7607-0592-5.
  24. ↑ Frawley, Gerald. "General Dynamics F-111 Aardvark". The International Directory of Military Aircraft, 2002/2003. London: Aerospace Publications, 2002. ISBN 1-875671-55-2.
  25. ↑ Miller 1982, p. 65.
  26. ↑ General Dynamics F-111D to F Aardvark, US Air Force National Museum.
  27. ↑ Eden 2004, pp. 196-201.
  28. ↑ 28.0 28.1 28.2 Miller 1982, pp. 80–81.
  29. ↑ 29.0 29.1 Logan 1998, pp. 17–18.
  30. ↑ Logan 1998, p. 19.
  31. ↑ Logan 1998, p. 14.
  32. ↑ Logan 1998, pp. 20, 21, 28.
  33. ↑ 33.0 33.1 Gunston 1983, pp. 30–31.
  34. ↑ 34.0 34.1 34.2 Gunston 1983, p. 30.
  35. ↑ 35.0 35.1 35.2 Miller 1982, p. 31.
  36. ↑ Gunston 1983, p. 31.
  37. ↑ 37.0 37.1 Gunston 1983, pp. 23-24.
  38. ↑ Logan 1998, p. 18.
  39. ↑ Logan 1998, p. 28.
  40. ↑ Gunston 1983, p. 49.
  41. ↑ Gunston 1983, pp. 33-34.
  42. ↑ Thornborough and Davies 1989, p. 34.
  43. ↑ Logan 1998, pp. 283-284.
  44. ↑ Logan 1998, pp. 284-285.
  45. ↑ 45.0 45.1 Boyne, Walter J. "El Dorado Canyon." Air Force Magazine, March 1999.
  46. ↑ 46.0 46.1 "GAO/NS-97-134, Operation Desert Storm, Evaluation of the Air Campaign." US General Accounting Office, June 1997.
  47. ↑ Logan 1998, pp. 286-287.
  48. ↑ 48.0 48.1 "Air Force Performance in Desert Storm", p. 4. U.S. Air Force, April 1991.
  49. ↑ "Fact Sheet: General Dynamics F-111D to F." National Museum of the United States Air Force. Retrieved: 1 August 2010.
  50. ↑ Gershanoff, H. "Interest in Prowler successor intensifies." Journal of Electronic Defense, 1 December 1998.
  51. ↑ 51.0 51.1 Logan 1998, pp. 261-262.
  52. ↑ F-111
  53. ↑ Stateline Tasmania, ABC 27 June 2003
  54. ↑ "Papers on Parliament 1989, p. 27." "In preparing the Commonwealth's case for the inevitable High Court challenge by Tasmania, Evans earned the popular title of "Biggles" for arranging to have Royal Australian Air Force planes fly 'spy flights' over the dam site to collect court evidence."
  55. ↑ Lane, Sabra (25 June 2009). "F-111 compensation scheme extended". The World Today (Australian Broadcasting Corporation). http://www.abc.net.au/news/stories/2009/06/25/2608585.htm. Retrieved 27 February 2010. 
  56. ↑ Joint Standing Committee on Foreign Affairs, Defence and Trade. "Inquiry into RAAF F-111 Deseal-Reseal workers and their families". Parliament of Australia. http://www.aph.gov.au/house/committee/jfadt/deseal_reseal/index.htm. Retrieved 27 February 2010. 
  57. ↑ "Drug Freighter meets spectacular end."smh.com.au. Retrieved: 21 July 2010.
  58. ↑ McPhedran, Ian. "F-111 - the RAAF's white elephant in the sky." Daily Telegraph, August 2009. Retrieved: 3 August 2009.
  59. ↑ Miller 1982, pp. 26, 66.
  60. ↑ Logan 1998, p. 302.
  61. ↑ Gunston 1978, pp. 46–47.
  62. ↑ Miller 1982, p. 26.
  63. ↑ Logan 1998, p. 92.
  64. ↑ 64.0 64.1 64.2 Logan 1998, p. 263.
  65. ↑ Logan 1998, pp. 289–293.
  66. ↑ Logan 1998, p. 48.
  67. ↑ Thomason 1998, p. 54.
  68. ↑ Logan 1998, p. 261.
  69. ↑ Baugher, Joe. "General Dynamics F-111C." USAAC/USAAF/USAF Fighters, 8 May 2000. Retrieved: 5 October 2009.
  70. ↑ Pittaway, Nigel. "21st century Pigs: F-111 in RAAF Service". International Air Power Review, Vol. 6, 2002, pp. 18–31.
  71. ↑ "F/RF-111C Modifications and Support." Boeing Australia. Retrieved: 3 July 2009.
  72. ↑ 72.0 72.1 Logan 1998, pp. 26, 106-107.
  73. ↑ Baugher, Joe. "General Dynamics F-111D." USAAC/USAAF/USAF Fighters, 5 January 2005. Retrieved: 5 October 2009.
  74. ↑ Logan 1998, pp. 26-27.
  75. ↑ Gunston 1978, pp. 94–95.
  76. ↑ Logan 1998, p. 108.
  77. ↑ Gunston 1978, pp. 74–76.
  78. ↑ 78.0 78.1 Miller 1982, p. 32.
  79. ↑ Logan 1998, pp. 137-138.
  80. ↑ Logan 1998, p. 138.
  81. ↑ 81.0 81.1 Gunston 1978, pp. 95–97.
  82. ↑ 82.0 82.1 Logan 1998, pp. 169-171.
  83. ↑ Logan 1998, pp. 27, 169.
  84. ↑ Gunston 1978, p. 96.
  85. ↑ Logan 1998, p. 301.
  86. ↑ "Pave Tack operational on European F-111s." Flight International, 9 January 1982.
  87. ↑ Logan 1998, pp. 28-29.
  88. ↑ Bodner, Maj. Michael J. and Maj. William W. Bruner III. "Tank Plinking." Air Force magazine, October 1993.
  89. ↑ "F-111's builders and fliers to gather for retirement." Fort Worth Star-Telegram, 25 July 1996.
  90. ↑ 90.0 90.1 90.2 Gunston 1978, pp. 84-87.
  91. ↑ 91.0 91.1 91.2 Logan 1998, pp. 278-280.
  92. ↑ Buttler, Tony. British Secret Projects: Jet Bombers Since 1949. London: Midland Publishing, 2003. ISBN 1-85780-130-X.
  93. ↑ Logan 1998, p. 215.
  94. ↑ Miller 1982, pp. 38–41.
  95. ↑ Gunston 1978, p. 87.
  96. ↑ Logan 1998, pp. 278-279.
  97. ↑ Miller 1982, pp. 38–43.
  98. ↑ 98.0 98.1 98.2 Baugher, Joe. "General Dynamics FB-111A." USAAC/USAAF/USAF Fighters, 22 December 1999. Retrieved: 5 October 2009.
  99. ↑ Logan 1998, pp. 215–218.
  100. ↑ 100.0 100.1 Logan 1998, pp. 247–248.
  101. ↑ Miller 1982, pp. 59–62, 73-77.
  102. ↑ Logan 1998, pp. 249–251.
  103. ↑ Logan 1998, p. 206.
  104. ↑ Logan 1998, pp. 206, 218.
  105. ↑ Wings Over the Rockies Air & Space Museum - FB-111A Denver, CO
  106. ↑ Miller 1982, pp. 32–38, 66.
  107. ↑ Loftin, LK, Jr. Quest for performance: The evolution of modern aircraft. NASA SP-468, NASA, 6 August 2004. Retrieved: 22 April 2006.
  108. ↑ Song lyrics
  109. ↑ "Voyager - Spacecraft - Golden Record - Sounds of Earth." NASA, 17 August 2008. Retrieved: 1 August 2010.
Bibliography
  • Eden, Paul, ed. "General Dynamics F-111 Aardvark/EF-111 Raven". Encyclopedia of Modern Military Aircraft. London: Amber Books, 2004. ISBN 1-904687-84-9.
  • Gunston, Bill. F-111. New York: Charles Scribner's Sons, 1978. ISBN 0-684-15753-5.
  • Gunston, Bill. F-111, Modern Fighting Aircraft, Vol. 3. New York: Salamander Books, 1983. ISBN 0-668-05904-4.
  • Logan, Don. General Dynamics F-111 Aardvark. Atglen, PA: Schiffer Military History, 1998. ISBN 0-7643-0587-5.
  • Miller, Jay. General Dynamics F-111 "Arardvark". Fallbrook, California: Aero Publishers, 1982. ISBN 0-8168-0606-3.
  • Neubeck, Ken. F-111 Aardvark Walk Around. Carrollton, Texas: Squadron/Signal Publications, 2009. ISBN 978-0-89747-581-5.
  • Thomason, Tommy. Grumman Navy F-111B Swing Wing (Navy Fighters No. 41). Simi Valley, CA: Steve Ginter, 1998. ISBN 0-942612-41-8.
  • Thornborough, Anthony M. F-111 Aardvark. London: Arms and Armour, 1989. ISBN 0-85368-935-0.
  • Thornborough, Anthony M. and Peter E. Davies. F-111 Success in Action. London: Arms and Armour Press Ltd., 1989. ISBN 0-85368-988-1.
  • Winchester, Jim, ed. "General Dynamics FB-111A". "Grumman/General Dynamics EF-111A Raven". Military Aircraft of the Cold War (The Aviation Factfile). London: Grange Books plc, 2006. ISBN 1-84013-929-3.

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