| F-111C | |
|---|---|
| An F-111C of the Royal Australian Air Force in 2006 | |
| Role | Fighter-bomber and reconnaissance aircraft |
| National origin | United States |
| Manufacturer | General Dynamics |
| First flight | July 1968[1] |
| Introduction | 1973 |
| Retired | December 2010 |
| Status | Retired |
| Primary user | Royal Australian Air Force |
| Number built | 28 |
| Program cost | US$237.75 million (1967) |
| Developed from | General Dynamics F-111 Aardvark |
The General Dynamics F-111C (nicknamed "Pig") is a variant of the F-111 Aardvark medium-range interdictor and tactical strike aircraft, developed by General Dynamics to meet Australian requirements. The design was based on the F-111A model but included longer wings and strengthened undercarriage. The Australian Government ordered 24 F-111Cs to equip the Royal Australian Air Force (RAAF) in 1963, but the aircraft were not delivered until 1973 because of long-running technical problems. During 1979 and 1980 four of these aircraft were converted to the RF-111C reconnaissance variant. Four ex-United States Air Force (USAF) F-111As were purchased by Australia and converted to F-111C standard in 1982 to replace F-111Cs destroyed during accidents. Australia also operated 15 F-111Gs between 1993 and 2007, mainly for conversion training. The RAAF retired its remaining F-111Cs in December 2010.
Although they were never used in combat, the F-111Cs gave the RAAF a powerful strike capability. The aircraft went through modernisation programs in the 1980s and 1990s and the RAAF acquired improved weapons to maintain their ability to penetrate hostile airspace. Despite this, by the 2000s the F-111Cs were becoming outdated and expensive to maintain, leading to a decision to retire them in 2010 rather than 2020 as originally planned. The F-111s were replaced by 24 Boeing F/A-18F Super Hornets on an interim basis, pending the delivery of F-35 Lightning IIs currently in development.
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In June 1960, the United States Air Force issued a requirement for an F-105 Thunderchief replacement.[2] The US Navy, conversely, began a program to develop a new air defence fighter for use on its large aircraft carriers.[2] On 14 February 1961, newly appointed United States Secretary of Defense Robert McNamara formally directed that the services study the development of a single aircraft that would satisfy both requirements.[3] The Tactical Fighter Experimental (TFX) requirements were based largely on the Air Force's needs.[3][4] A request for proposals (RFP) for the TFX was provided to industry in October 1961. After four rounds of proposals, General Dynamics (GD) was selected over Boeing; GD signed the TFX contract in December 1962.[5]
The USAF F-111A and Navy F-111B variants used the same airframe structural components and TF30-P-1 turbofan engines. They featured side-by-side crew seating in an escape capsule, as required by the Navy. Because of conflict between the Air Force and Navy over whose requirements had precedence, McNamara intervened in 1961, declaring that the Air Force desires would over-ride suggestions by the Navy.[2] The F-111A variant first flew on 21 December 1964 from Carswell AFB, Texas.[6] It was followed by the F-111B, which first flew on 18 May 1965.[7]
As F-111 development continued, stall issues arose in certain parts of the flight regime; these were addressed by modifying the engine inlet in 1965–66, ending with the "Triple Plow I" and "Triple Plow II" designs.[8] The F-111B was cancelled by the Navy in 1968 due to weight and performance issues.[9] Subsequently, the improved F-111E, F-111D, F-111F models were developed for the USAF. The FB-111A strategic bomber and the EF-111 electronic warfare versions were later developed for the USAF.[10] Production ended in 1976,[11] with a total of 563 F-111 variants built,[12] well below the prediction of 1,500.[13]
By the start of the 1960s, Australia was looking for a replacement for its English Electric Canberras, introduced into RAAF service during the 1950s. Moreover, tensions had arisen between Australia and Indonesia over the status of the newly formed Malayan Federation. As a result, Air Staff Requirement 36 mandated an all-weather attack aircraft capable of delivering a variety of bombs and missiles. Early candidates were the French Dassault Mirage IV, the British BAC TSR-2, and the US North American A-5 Vigilante, McDonnell Douglas F-4 Phantom II, and General Dynamics TFX (later the F-111C).[13][14] In June 1963, the Chief of the Air Staff, Air Marshal Val Hancock, undertook a mission to evaluate each of these types. He determined that the TFX would be the aircraft best suited for this role. However, as it had not yet flown, he recommended purchase of the already operational Vigilante to counteract the perceived imminent threat from Indonesia. In the event, the Australian Government determined that it did not need to go ahead with an immediate replacement for the Canberra, and Hancock's original choice of the TFX was taken up as a long-term solution, leading to Australia's announcement on 24 October that it was ordering 24 F-111s.[15] The contract was signed the following year through the US Department of Defense.[16]
The US offered two squadrons of Boeing B-47 Stratojets for free lease pending the delivery of the F-111; Australia declined this offer in June 1964.[17] The first F-111C was officially delivered in 1968.[18] However development delays and structural problems delayed acceptance of aircraft by the RAAF until 1973.[18] These issues were mainly to do with the wing attach points, and the redesign of the F-111 engine intakes. Completion of contractual requirements to the satisfaction of Australia also took time.[19] The program costs, during 1963–1967, climbed at an alarming rate; estimates by the USAF at the start of the program was placed at US$124.5 million, but by April 1967 had ballooned to $237.75 million.[20]
Four aircraft were modified to RF-111C reconnaissance configuration during 1979–80, retaining their strike capability. The RF-111C carried a reconnaissance pack with four cameras and an infrared linescanner unit.[21] Four ex-USAF F-111As were refitted to F-111C standard and delivered to Australia as attrition replacements in 1982.[22] There F-111Cs were equipped to carry Pave Tack FLIR/laser pods in the mid-1980s. They underwent an extensive Avionics Upgrade Program through 1998.[22] 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, and twin ring-laser gyro INS.[23]
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.[24] Following the Avionics Upgrade Program, Australian F-111s received weapons system and various other upgrades.[25]
The F-111 was an all-weather attack aircraft capable of low-level penetration of enemy defences to deliver ordnance on the target.[26] It featured variable geometry wings, an internal weapons bay and a cockpit with side-by-side seating. The cockpit formed part of a escape crew capsule.[27] The F-111 had a three-point undercarriage arrangement with a two-wheel nose gear and two single-wheel main undercarriage.[28][29] Most F-111 variants included a terrain-following radar system connected to the autopilot. The aircraft were powered by two Pratt & Whitney TF30 afterburning turbofan engines.[30]
The F-111's internal weapons bay could also carry bombs, a removable 20 mm M61 cannon, or auxiliary fuel tanks.[31][32] The F-111C was 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 allowed the F-111 to designate targets and drop laser-guided bombs on them. RF-111Cs carried a pallet of sensors and cameras for reconnaissance use.[19] F-111Cs were also equipped to launch the AGM-84 Harpoon anti-ship missile and the AGM-142 Popeye stand-off missile.[33]
The Australian government ordered 24 F-111C aircraft to replace the RAAF's English Electric Canberras in the bombing and tactical strike role.[34] While the first aircraft was officially handed over on 4 September 1968, structural issues delayed the entry into service of the F-111C.[1] Twenty-four USAF F-4 Phantom IIs were leased as an interim measure.[18] The Phantoms were delivered in September and October 1970 to No. 82 Wing at RAAF Base Amberley, Queensland. During its next three years in RAAF service, one F-4 was lost. By June 1973, the remaining 23 Phantoms were returned to the US.[35]
The F-111C entered Australian service after the technical problems were resolved, and the first F-111C was accepted at Nellis Air Force Base on 15 March 1973.[36] On 31 March the RAAF Washington Flying Unit was formed at McClellan Air Force Base in California with the mission of ferrying the first 12 F-111Cs to Australia.[37] This unit was commanded by Group Captain John Newham, who later served as Chief of the Air Staff between 1985 and 1988. The RAAF's first six F-111Cs arrived at Amberley on 1 July 1973, and three subsequent groups of six F-111s arrived on 27 July, 28 September and 4 December.[36] F-111Cs were allocated to No. 1 Squadron and No. 6 Squadron, aunder the control of No. 82 Wing. No. 1 Squadron was the RAAF's strike squadron, and maintained a nominal strength of 12 F-111s. No. 6 Squadron mainly served as the F-111 operational conversion unit, though it also operated the RF-111 aircraft at times and could serve in the strike role if required.[38] Once in RAAF service, all F-111 maintenance was undertaken at Amberley. From 1973 to 2001 No. 482 Squadron conducted intermediate maintenance of the aircraft, while heavy maintenance was the responsibility of No. 3 Aircraft Depot. No. 482 Squadron also operated the RAAF's F-111 flight simulator.[38] From 2001 onwards Boeing Australia performed all F-111 maintenance under a contract with the Australian Government.[39]
After entering service the F-111s proved highly successful. Australian aviation historian Alan Stephens has written that they were "the pre-eminent weapons system in the Asia-Pacific region" throughout their service and provided Australia with "a genuine, independent strike capability".[40] Stewart Wilson, in his book Lincoln, Canberra and F-111 in Australian Service, described the F-111C as "an unqualified success..., providing Australia with a potent strike capability in an aircraft which, a quarter of century after its first flight remains second to none."[41] While in service, the F-111C was the fastest, longest-range combat aircraft in Southeast Asia.[42] The F-111 did not see combat in Australian service, however.
During late 1990 and early 1991 the Australian Government considered deploying F-111Cs to expand the Australian contribution to the 1991 Gulf War, which mainly comprised a Royal Australian Navy task group. The Department of Defence and Department of Foreign Affairs and Trade's (DFAT) preferred option if the Government decided to expand Australia's commitment was to deploy at least two RF-111s, though these aircraft would need to have their electronic warfare equipment upgraded to operate in this war zone. Due to the small size of the RF-111 force, the loss of any of these aircraft in combat would have inflicted a heavy blow on Australia's reconnaissance capability. The second preference in the advice put to the Government was to deploy a squadron of four to eight F-111Cs, though Defence did not support this. In the event, the Government decided to not expand the Australian force.[43] As a result, the F-111Cs' contribution to the war was limited to conducting intensive exercises with the Naval ships as they sailed through Australian waters en-route to the Persian Gulf.[44]
The Australian-led INTERFET intervention into East Timor in September 1999 marked the closest Australia's F-111s came to combat. F-111s from both No. 1 and No. 6 Squadrons were deployed to RAAF Base Tindal, Northern Territory, on 28 August to support the international forces, and remained there until 17 December 1999. This was a maximum effort for No. 82 Wing, and up to 10 F-111Cs were available at Tindal; No. 1 Squadron's commitment peaked at six aircraft and about 100 personnel. No. 75 Squadron also maintained 12 F/A-18s at its home base of Tindal to support INTERFET if needed. From 20 September, when INTERFET began to arrive in East Timor, the F-111s were maintained at a high level of readiness to conduct reconnaissance flights or air strikes if the situation deteriorated. For the latter role two F-111s armed with concrete-filled bombs fitted with precision guidance kits were kept available at all times. INTERFET did not encounter significant resistance, however, and F-111 operations were limited to reconnaissance missions conducted by RF-111Cs from 5 November. Each of these sorties were made after gaining approval from the Indonesian Government and normally focused on bridges and communications installations. The last RF-111C flight over East Timor took place on 9 December.[45] War games had the F-111s achieving complete success if a strike was necessary against Indonesian military headquarters near the capital.[46]
The Royal Australian Air Force's F-111 fleet has at times been controversial. The long delay to the delivery of the aircraft was a significant political issue in the late 1960s and early 1970s. This occurred around the same time that massive delays and cost blowouts to the Sydney Opera House were making headlines, prompting some commentators to dub the F-111 the "Flying Opera House".[47] In 1983 the Hawke Administration tasked an RF-111 to take surveillance photos of the Franklin Dam project in Tasmania. The use of an RAAF aircraft to "spy" on its own territory led to the minister responsible, Senator Gareth Evans, earning the nickname "Biggles" (after the famous pilot-hero of a number of books by Captain W.E. Johns).[48][N 1] Another aspect of the F-111 which drew criticism was the poor work conditions for F-111 ground crew involved in sealing/de-sealing F-111 fuel tanks resulted in a class action lawsuit and the Australian Government paying out more than A$20 million in damages. The health issues with chemical exposure included permanent brain damage to a number of ground crew before conditions were improved.[50]
A number of ex-USAF aircraft were delivered to Australia as attrition replacements and to enlarge the fleet. Four aircraft modified to the F-111C standard were delivered in 1982. The Government bought 15 F-111Gs to supplement its F-111Cs[51] in 1992 and delivered in 1994. Additional stored ex-USAF F-111s were reserved as a spare parts sources. In Australian military and aviation circles, the F-111 Aardvark was affectionately known as the "Pig", due to its long snout and terrain-following ability.[52][53][N 2]
Seven of the 28 F-111Cs and one of the 15 F-111Gs were destroyed in accidents during their service with the RAAF. These accidents cost of lives of 10 aircrew. The first F-111C to be lost was A8-136, which crashed near Guyra, New South Wales on 28 April 1977 due to a mechanical fault; both the crewmen ejected safely. The second loss occurred on 29 September 1977 when A8-133 struck three birds near the Evans Head Air Weapons Range. In this accident the crew attempted to eject, but the aircraft was operating outside the parameters of the escape module and both were killed. On 25 October 1978 A8-141 crashed into the Hauraki Gulf off New Zealand after fuel leaked into the wheel bay and caught fire; both crewmen survived. On 24 August 1979, A8-137's engines lost power during takeoff from RNZAF Base Ohakea due to water ingestion; again the two crewmen ejected safely. The next loss occurred on 28 January 1986, when A8-139 crashed into the sea off Moruya, New South Wales, resulting in the deaths of both crewmen. On 2 April 1987, both crewmen of A8-128 were killed when the aircraft crashed near Tenterfield, New South Wales during a simulated bombing attack on the town. The seventh loss of an F-111C occurred on 13 September 1993 when A8-127 crashed near Guyra during a low flying exercise, resulting in the death of both crew members. The eighth RAAF F-111 to be lost was F-111G A8-143, which crashed on the Malaysian island of Aur on 18 April 1999; both of the crew were killed.[55]
In mid-2006, an RAAF F-111 was chosen to scuttle the North Korean ship 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. The Pong Su was sunk on 23 March 2006 by two GBU-10 Paveway II laser guided bombs.[56]
In 2007, Australia decided to retire all of its RAAF F-111s. The drawdown of the RAAF's F-111 fleet began with the retirement of the F-111G models operated by No. 6 Squadron in late 2007. One of the reasons given for the F-111s' retirement was that they required an average of 180 hours maintenance 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. The RAAF retired its last F-111s on 3 December 2010, after the final flight by aircraft from No. 6 Squadron over southern Queensland.[59]
Four of the F-111Cs will be placed on display, one each in Adelaide and Melbourne, and two at Amberley in Queensland. The remaining F-111Cs will be scrapped.[60] Australia is currently a partner in the development of the Lockheed Martin F-35 Lightning II stealth fighter, with plans for the country to procure up to 100 examples to replace the F-111 as well as the F-18 Hornet.[61][62][63] In March 2008, after a review, the new Labor Government confirmed its purchase of the 24 F/A-18F Super Hornets as an "interim" measure until the delivery of the F-35s;[64] in 2010, the Government signed the acquisition contract.[65]
The F-111C was the export version for Australia, combining the F-111A design with the longer F-111B wings and the strengthened FB-111A undercarriage.[18]
Four F-111C aircraft were modified to RF-111C reconnaissance configuration. These aircraft met the RAAF's requirement for aircraft to reinstate its photographic reconnaissance capacity. While the original order for F-111s specified that 18 would be strike variants and six reconnaissance variants, the RAAF later agreed to accept all 24 as strike aircraft and later retrofit six with reconnaissance pallets. In 1971 the USAF dropped plans to fit some of its F-111s as reconnaissance aircraft, but sold the design of the reconnaissance pallet to Australia for $3 million. At this time the RAAF decided to fit the pallet to four rather than six aircraft.[66] The reconnaissance pallet contains four cameras and an infrared linescanner unit and is fitted in the F-111's weapons bay. The RF-111Cs retained their strike capability.[21][67]
The first F-111C selected for conversion to the RF-111C variant was modified at General Dynamics plant at Fort Worth, Texas between October 1978 and 18 April 1979. After four months of test flights, the aircraft returned to Australia in August 1979 where it conducted further tropical weather trials at Darwin. The other three aircraft were modified by the RAAF's No. 3 Aircraft Depot at RAAF Base Amberley in 1980, using kits purchased from General Dynamics.[66] The RF-111C variant proved to be highly successful, and was considered to be among the best tactical reconnaissance aircraft in the world.[68] Three of the four RF-111Cs remained in RAAF service until 2010. The other aircraft was retired in 2006 after suffering damage from landing on its belly after one of its main wheels separated during take off; although the aircraft was repairable it was judged not worthwhile doing so due to the impending retirement of the entire F-111 fleet.[69] The RAAF does not have an aircraft with the RF-111C's intelligence, surveillance and reconnaissance capabilities since they were retired.[66]
Up to 13 ex-RAAF F-111s will be placed on display. Six of these aircraft will be displayed at RAAF bases; two at Amberley, two at the RAAF Museum at Point Cook and one each at RAAF Base Edinburgh and RAAF Base Wagga. Seven F-111s were offered to civilian museums and organizations in September 2011.[71]
Data from Wilson and Pittaway[72]
General characteristics
Performance
Armament
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