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Erie Airsoft 337 West 12th St Erie , Pa 16501 814-528-6451

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Erie Airsoft 337 West 12th St Erie , Pa 16501 814-528-6451


Family of strike aircraft

"F-111" and "F111" redirect here. For the ship with pennant number F111, encounter HMNZS Te Mana (F111).

F-111 Aardvark
AFR F-111 air to air refueling.jpg
Air-to-air refueling mission over the North Body of water
Part Set on aircraft;
strategic bomber; reconnaissance; electronic warfare
National origin United states
Manufacturer General Dynamics
First flying 21 December 1964; 57 years ago  (1964-12-21)
Introduction eighteen July 1967; 54 years ago  (1967-07-18)
Retired USAF: F-111F, 1996; EF-111A, 1998
RAAF: F-111C, 2010
Status Retired
Primary users United states of america Air Force (USAF)
Imperial Australian Air Force (RAAF)
Number congenital 563 (total);[1] 76 (FB-111)[2]
Variants General Dynamics–Grumman F-111B
General Dynamics F-111C
Full general Dynamics–Grumman EF-111A Raven
General Dynamics F-111K
General Dynamics–Boeing AFTI/F-111A Aardvark

The General Dynamics F-111 Aardvark is a retired supersonic, medium-range, multirole combat aircraft. Product variants of the F-111 had roles that included footing assault (east.one thousand. interdiction), strategic bombing (including nuclear weapons capabilities), reconnaissance and electronic warfare. Developed in the 1960s by Full general Dynamics, the F-111 entered service in 1967 with the U.s. Air Force (USAF). The Majestic Australian Air Force (RAAF) also ordered the type and began operating the F-111C variant in 1973.

The F-111 pioneered several technologies for product aircraft, including variable-sweep wings, afterburner turbofan engines, and automatic terrain-following radar for low-level, high-speed flight. Its blueprint influenced later on variable-sweep wing aircraft, and some of its advanced features have since become commonplace. The F-111 suffered a variety of problems during initial evolution.

A fighter variant, the F-111B, was non accepted for product. The F-111B was intended to perform aircraft carrier-based roles with the US Navy, including long-range interception.

USAF F-111s were retired during the 1990s with the F-111Fs in 1996 and EF-111s in 1998. The F-111 was replaced in USAF service by the F-15E Strike Eagle for medium-range precision strike missions, while the supersonic bomber function has been assumed by the B-1B Lancer. The RAAF connected to operate the type until December 2010, when the concluding F-111C was retired.

The name Aardvark was derived from perceived similarities of the aircraft to the animal of the same name: a long nose and low-level, terrain-following capabilities. The word aardvark originated in the Afrikaans language, as a contraction of "earth-pig", and this was the source of the F-111's nickname of "Squealer", during its Australian service.

Evolution [edit]

Early requirements [edit]

The May 1960 U-2 incident, in which an American CIA U-2 spy plane was shot down over the USSR, stunned the United States government. Also greatly damaging US–Soviet relations, the incident showed that the Soviet Spousal relationship had developed a surface-to-air missile that could achieve aircraft above 60,000 anxiety (xviii,000 meters). The Usa Air Force Strategic Air Control (SAC) and the RAF Bomber Command'due south plans to send subsonic, high-altitude B-47 and 5 bomber formations into the USSR were at present much less feasible.[iii]

By 1960, SAC had begun moving to depression-level penetration, which greatly reduced radar detection distances. At the time, SAMs were ineffective against depression-flying shipping, and interceptor aircraft had less of a speed advantage at low altitudes.[4] The Air Forcefulness's Tactical Air Command (TAC) was largely concerned with the fighter-bomber and deep strike/interdiction roles. TAC was in the process of receiving its latest design, the Republic F-105 Thunderchief, which was designed to evangelize nuclear weapons fast and far, but required long runways.[5] A simpler variable geometry wing configuration with the pivot points further out from the aircraft'southward centerline was reported by NASA in 1958, which fabricated swing-wings viable.[vi] This led Air Forcefulness leaders to encourage its employ.[7] In June 1960, the USAF issued specification SOR 183 for a long-range interdiction/strike aircraft able to penetrate Soviet air defenses at very low altitudes and high speeds.[viii] The specification also called for the aircraft to operate from short, unprepared airstrips.[7]

In the 1950s, the United states Navy sought a long-range, high-endurance interceptor aircraft to protect its carrier boxing groups against long-range anti-send missiles launched from Soviet jet bombers and submarines. The Navy needed a fleet air defense (FAD) fighter with a more powerful radar, and longer range missiles than the F-4 Phantom 2 to intercept both enemy bombers and missiles.[9] Seeking a FAD fighter, the Navy started with the subsonic, straight-winged shipping, the Douglas F6D Missileer in the late 1950s. The Missileer was designed to comport six long-range missiles and loiter for five hours, but would be caught subsequently firing its missiles.[9] [x] The program was formally canceled in 1961.[9] The Navy had tried variable geometry wings with the XF10F Jaguar, simply abandoned information technology in the early on 1950s. It was NASA's simplification which made the variable geometry wings practical.[6] By 1960, increases in aircraft weights required improved loftier-lift devices, such as variable geometry wings.[11] [12] Variable geometry offered high speeds, and maneuverability with heavier payloads, long range, and the ability to accept off and state in shorter distances.[xi]

Tactical Fighter Experimental (TFX) [edit]

The U.South. Air Strength and Navy were both seeking new aircraft when Robert McNamara was appointed Secretary of Defense in January 1961.[13] The aircraft sought by the two armed forces shared the need to deport heavy ammunition and fuel loads, feature high supersonic speed, twin engines and two seats, and probably utilise variable geometry wings.[14] On fourteen Feb 1961, McNamara formally directed the services to written report the development of a unmarried aircraft that would satisfy both requirements. Early studies indicated that the best pick was to base of operations the design on the Air Force requirement, and use a modified version for the Navy.[xv] In June 1961, Secretary McNamara ordered the go ahead of Tactical Fighter Experimental (TFX), despite Air Forcefulness and Navy efforts to keep their programs split up.[sixteen] [17]

The side-by-side seating adopted in the F-111

The Air Force and the Navy could agree only on swing-wing, two-seat, twin-engine design features. The Air Force wanted a tandem-seat aircraft for depression-level penetration basis-attack, while the Navy wanted a shorter, high distance interceptor with side-by-side seating to allow the pilot and radar operator to share the radar display.[xv] Also, the Air Force wanted the aircraft designed for 7.33 g with Mach 2.5 speed at altitude and Mach 1.two speed at low level with an approximate length of 70 ft (21.3 m). The Navy had less strenuous requirements of vi 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). The Navy also wanted the aircraft with a olfactory organ big plenty for a 48 in (one.2 m) diameter radar dish.[15] [eighteen]

McNamara developed a basic set of requirements for TFX based largely on the Air Force'due south requirements and, on 1 September 1961, ordered the Air Force to develop information technology.[15] [18] A asking 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 establish all the proposals lacking, simply Boeing and General Dynamics were selected to submit enhanced designs. Boeing's proposal was recommended by the selection board in January 1962, with the exception of the engine, which was non considered acceptable. Switching to a crew escape capsule, instead of ejection seats and alterations to radar and missile storage were besides needed. Both companies provided updated proposals in Apr 1962. Air Force reviewers favored Boeing's offering, while 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 choice lath.[17] [19]

In November 1962, McNamara selected General Dynamics' proposal due to its greater commonality between Air Strength 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 would not change the option.[17] [19] [20]

Blueprint phase [edit]

The F-111A and B variants used the same airframe structural components and Pratt & Whitney TF30-P-1 turbofan engines. They featured side-past-side crew seating in an escape capsule as required by the Navy. The F-111B'southward nose was 8.v feet (2.59 m) shorter and then as to fit on existing carrier elevator decks, and had 3.5-foot-longer (1.07 m) wingtips to improve on-station endurance time. The Navy version would conduct an AN/AWG-9 Pulse-Doppler radar and AIM-54 Phoenix missiles. The Air Force version would deport the AN/APQ-113 attack radar and the AN/APQ-110 terrain-following radar and air-to-ground ammunition.[21] A team of engineers at General Dynamics was led by Robert H. Widmer.[22]

Defective experience with carrier-based fighters, General Dynamics teamed with Grumman for the assembly and testing of the F-111B aircraft. In addition, Grumman would too build the F-111A's aft fuselage and the landing gear.[23] The General Dynamics and Grumman team faced ambitious requirements for range, weapons load, and shipping weight.[24] The F-111 design as well included new features on a production military shipping, such every bit variable-geometry wings and afterburner turbofan engines.[23]

The F-111A mockup was inspected in September 1963. The starting time test F-111A was rolled out of Found 4 of Full general Dynamics' Fort Worth, Texas, facility on fifteen October 1964. It was powered by YTF30-P-1 turbofans and used a set of ejector seats as the escape sheathing was not yet available.[21] The F-111A first flew on 21 December 1964 from Carswell Air Force Base, Texas, U.Due south.[25] [26] The F-111B was too equipped with ejector seats and first flew on 18 May 1965.[27] [28]

Initially there were compressor surge and stall issues in certain parts of the flying government. NASA, the Air Strength, and Full general Dynamics studies resulted in the engine inlet design being modified in 1965–66, catastrophe with the "Triple Turn I" and "Triple Plow 2" designs.[29] [thirty]

The F-111A achieved a speed of Mach 1.3 in February 1965 with an acting intake design.[21] [29] Cracks in the F-111'south wing attach points were first discovered in 1968 during ground fatigue testing; an F-111 crashed the following yr due to this upshot.[20] The adhere structure required redesign and testing to ensure adequate design and workmanship.[31] Flying testing of the F-111A ran through 1973.[32]

The F-111B was canceled by the Navy in 1968 due to weight and performance issues, along with the need for boosted fighter requirements.[33] [34] The F-111C model was adult for Commonwealth of australia. Subsequently, the improved F-111E, F-111D, F-111F models were developed for the U.S. Air Force. The strategic bomber FB-111A and the EF-111 electronic warfare versions were later developed for the USAF.[35] Production concluded in 1976,[36] after 563 F-111 aircraft were built.[1]

Design [edit]

Overview [edit]

Black and white, four-photo series showing the sequence of a F-111A sweeping its wing for supersonic flight.

Four-photo serial showing the F-111A fly sweep sequence

The F-111 was an all-weather set on aircraft, capable of low-level penetration of enemy defenses to deliver ordnance on the target.[37] The F-111 featured variable-geometry wings, an internal weapons bay and a cockpit with side-by-side seating. The cockpit was part of an escape crew sheathing.[38] The wing sweep varied betwixt 16 degrees and 72.5 degrees (full forwards to full sweep). The wing included leading edge slats and double slotted flaps over its full length.[39] The airframe was made upwardly generally of aluminium alloys with steel, titanium and other materials used in places.[40] The fuselage was fabricated of a semi-monocoque structure with stiffened panels and honeycomb structure panels for peel.[39] [twoscore]

The F-111 used a three-point landing gear arrangement, with a two-wheel olfactory organ gear and 2 unmarried-wheel chief landing gear units. The landing gear door for the main gear, which was positioned in the eye of the fuselage, also served as a speed brake in flight.[39] [41] Almost F-111 variants included a terrain-following radar system connected to the autopilot. The shipping was powered past two Pratt & Whitney TF30 afterburning turbofan engines. The F-111'due south variable-geometry wings, escape capsule, terrain following radar and afterburning turbofans were new technologies for production aircraft.[42]

Armament [edit]

F-111 cockpit before a night flying

Weapons bay [edit]

The F-111 featured an internal weapons bay that could carry bombs, a removable xx mm M61 cannon or auxiliary fuel tanks.[43] [44] For bombs, the bay could hold ii 750 lb (340 kg) M117 conventional bombs, one nuclear bomb or practise bombs. The F-111B for the US Navy was to carry two AIM-54 Phoenix long-range air-to-air missiles in the bay. The cannon had a big 2,084-round armament tank, and its cage was covered by a fairing; however, it was rarely fitted on F-111s.[45]

The F-111C and F-111F were equipped to carry the AN/AVQ-26 Pave Tack targeting arrangement on a rotating railroad vehicle that kept the pod protected within the weapons bay when non in use. Pave Tack featured a forward looking infrared (FLIR) sensor, optical camera and laser rangefinder/designator. The Pave Tack pod allowed the F-111 to designate targets and drib laser-guided bombs on them.[46] Australian RF-111Cs carried a pallet of sensors and cameras for aerial reconnaissance utilize.[47]

The FB-111 could bear two AGM-69 SRAM air-to-surface nuclear missiles in its weapons bay.[48] Full general Dynamics trialed an organisation with ii AIM-9 Sidewinder air-to-air missiles carried on rails in a trapeze arrangement from the bay, only this was not adopted.[45] Early F-111 models had radars equipped to guide the AIM-7 Sparrow medium-range air-to-air missile, but information technology was never fitted.[49]

External ordnance [edit]

Closeup view of cylindrical bombs and ordnance carried under a mostly green aircraft wing

Each wing was equipped with 4 underwing pylons. The inner two pylons on each wing rotated to marshal with the fuselage, while the outer two were fixed. Each pylon had a capacity of five,000 pounds (2,300 kilograms). Various bombs and missiles could be carried on the pylons. Auxiliary fuel drib tanks with 600 Usa gallons (2,300 litres) chapters each could be fitted.[44]

The design of the F-111'southward fuselage prevented the carriage of external weapons under the fuselage, but two stations were available on the underside for electronic countermeasures (ECM) pods and/or datalink pods; one station was on the weapons bay, and the other on the rear fuselage between the engines.[49] The F-111's maximum practical weapons load was limited, since the stock-still pylons could non be used with the wings fully swept.[50]

Tactical F-111s were fitted with shoulder rail on the four inner swiveling pylons to mount AIM-9 Sidewinder air-to-air missiles for cocky-defense.[45] Australian F-111Cs were equipped to launch the Harpoon anti-send missile, and the Popeye stand-off missile.[51] FB-111As could carry the same conventional ordnance equally the tactical variants, but their wing pylons were more than commonly used for either fuel tanks or strategic nuclear gravity bombs. They could bear upwards to four AGM-69 SRAM nuclear missiles on the pylons.[52]

Historical significance [edit]

The F-111 was the starting time production variable-geometry wing aircraft.[42] Several other types have followed with similar swing-wing configuration,[42] including the Soviet Sukhoi Su-17 "Fitter" (1965), Mikoyan-Gurevich MiG-23 "Flogger" (1967), Tupolev Tu-22M "Backfire" (1969), Sukhoi Su-24 "Fencer" (1970) and Tupolev Tu-160 "Blackjack" (1981); the U.S. Rockwell B-i Lancer bomber (1974); and the European Panavia Tornado (1974). The Sukhoi Su-24 was very similar to the F-111.[53] The U.S. Navy'due south role intended for the F-111B was instead filled by another variable-geometry pattern, the Grumman F-14 Tomcat.

Operational history [edit]

U.S. Air Force [edit]

Two green jet aircraft flying together, right of wing. Further out in the background is another jet aircraft.

Gainsay Lancer F-111As over Southeast Asia in 1968

The offset of vi initial production F-111s was delivered on 17 July 1967 to fighter squadrons at Nellis Air Force Base.[54] [55] These shipping were used for coiffure grooming. 428th Tactical Fighter Squadron accomplished initial operational capability on 28 April 1968.[55]

Afterwards early testing, a detachment of six shipping from the 474th Tactical Fighter Fly (474th TFW Roadrunners) were sent in March 1968 to Southeast Asia for Gainsay Lancer testing in real combat conditions in the Vietnam War. During the deployment, 55 night missions were flown against targets in Due north Vietnam, simply 2 aircraft had been lost. 66–0022 was lost on 28 March, and 66-0017 on 30 March. Replacement aircraft left Nellis, but the loss of a third F-111A (66-0024) on 22 Apr halted F-111A combat operations. The squadron returned to the United States in Nov. The cause of the first two losses is unknown equally the wreckages were never recovered. Information technology turned out that the third loss was traced to a failure of a hydraulic control-valve rod for the horizontal stabilizer which caused the aircraft to pitch up uncontrollably. Further inspection of the remaining fleet of F-111As revealed 42 aircraft with the same potential failures.[56] It is speculated that this failure could as well have contributed to the two earlier losses had the failure caused a pitch downward while at low altitude. It was not until 1971 that 474 TFW was fully operational.[57]

The word "aardvark" is Afrikaans for "earthpig" and reflects the expect of the long nose of the shipping that might remind i of the nose of the aardvark. The name is attributed to F-111A Instructor Pilot Al Mateczun in 1969, as the aircraft had not received an official Air Force name.[58]

September 1972 saw the F-111 dorsum in Southeast Asia, stationed at Takhli Air Base, Thailand. F-111As from Nellis AFB participated in the terminal month of Functioning Linebacker and later flew 154 low-level missions in the Operation Linebacker II aeriform offensive against the North Vietnamese,[59] who called the shipping "Whispering Death".[60] They also supported regional aeriform operations against other communist forces such equally Operation Phou Phiang 3 during the Laotian Ceremonious War in Laos.[61] Crews described their flying in Vietnam as "speed is life", "one pass, haul ass", and "you exercise more one pass in a target area you lot die". The F-111'southward ability with terrain-following radar ("the all-time in the fighter world", co-ordinate to F-111 airplane pilot Richard Crandall) to fly as low as 200 feet (61 m) in a higher place ground level at 480 knots (890 km/h) or faster in well-nigh weather weather condition fabricated information technology very constructive;[60] missions did not require tankers or ECM support, and they could operate in weather that grounded virtually other shipping. One F-111 could deport the bomb load of 4 McDonnell Douglas F-4 Phantom IIs. The worth of the new aircraft was beginning to show; F-111s flew more than iv,000 combat missions in Vietnam with only six combat losses.[59]

From 30 July 1973 F-111As of the 347th Tactical Fighter Wing (347th TFW) were stationed at Takhli Air Base. The 347th TFW conducted bombing missions in Cambodia in support of Central khmer Republic forces until 15 August 1973 when US combat support ceased in accordance with the Instance–Church building Amendment.[62] The 347th TFW was stationed at Korat Royal Thai Air Force Base of operations from 12 July 1974 until 30 June 1975. In May 1975 347th TFW F-111s provided air support during the Mayaguez incident.[63] [64] [65]

One of the well-nigh unusual missions occurred on fourteen Feb 1986, when two FB-111s of the 509th Bombardment Wing were dispatched from and then Pease Air Strength Base, NH to Tinker Air Strength Base, OK to pick upwards a heart for transplant. The aircraft landed at Bradley International Drome to deliver the organ to a waiting ambulance.[66]

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

On 14 April 1986, eighteen F-111s and approximately 25 Navy aircraft conducted air strikes confronting Great socialist people's libyan arab jamahiriya nether Functioning El Dorado Canyon. The 18 F-111s of the 48th Tactical Fighter Wing and 4 EF-111As from the 20th Tactical Fighter Wing flew what turned out to be the longest fighter combat mission in history.[67] The round-trip flight between RAF Lakenheath/RAF Upper Heyford, Britain and Libya of 6,400 miles (ten,300 km) spanned 13 hours. 1 F-111 was lost over Libya and crashed into the Mediterranean Bounding main, probably shot down.[67]

F-111s participated in the Gulf War (Functioning Desert Tempest) in 1991. During Desert Storm, F-111Fs completed 3.ii successful strike missions for every unsuccessful one, better than whatever other U.Southward. strike aircraft used in the operation.[68] The group of 66 F-111Fs dropped almost fourscore% of the state of war's laser-guided bombs, including the penetrating bunker-buster GBU-28.[69] Eighteen F-111Es were also deployed during the operation.[68] [70] The F-111s were credited with destroying more than 1,500 Iraqi tanks and armored vehicles.[lxx] Their use in the anti-armor role was dubbed "tank plinking".[71]

The F-111[N i] was in service with the USAF from 1967 through 1998. The FB-111s were operated by Strategic Air Command from 1969 before conversion to F-111G and transferred to Air Combat Command (ACC) until their retirement in 1993.[74] At a ceremony marking the F-111's USAF retirement, on 27 July 1996, it was officially named Aardvark, its long-standing unofficial name.[73] The USAF retired the EF-111 electronic warfare variant in 1998.[75]

Royal Australian Air Force [edit]

The Australian authorities ordered 24 F-111C aircraft to replace the RAAF'southward English language Electric Canberras in the bombing and tactical strike role.[76] While the start shipping was officially handed over in September 1968, structural problems delayed the entry into service.[77] The first F-111C was accustomed at Nellis Air Strength Base of operations on 15 March 1973.[78] The RAAF's first half-dozen F-111Cs arrived at Amberley on 1 July 1973, and three subsequent flights of six F-111s arrived on 27 July, 28 September and 4 December.[78] F-111Cs were allocated to No. one Squadron and No. vi Squadron, under the control of No. 82 Wing. In Australia, the F-111 was affectionately known as the "Pig", due possibly to its long nose, terrain-following power,[79] [lxxx] and/or the origins of the give-and-take aardvark (i.e. a loanword in English from Afrikaans, in which it originally meant "earth-sus scrofa").[81]

4 Australian F-111s flying towards Nellis Air Force Base after a refueling exercise during Exercise Ruby Flag 2006.

The purchase proved to be highly successful for the RAAF. Although information technology never saw combat, the F-111C was the fastest, longest range combat aircraft in Southeast Asia.[82] Aviation historian Alan Stephens has written that they were "the preeminent weapons system in the Asia-Pacific region" throughout their service and provided Commonwealth of australia with "a genuine, contained strike adequacy".[83] Benny Murdani, Indonesian defense minister in the 1980s, told his Australian counterpart Kim Beazley that when others became upset with Commonwealth of australia during Indonesian cabinet meetings, Murdani told them "Do yous realise the Australians have a bomber that tin put a bomb through that window on to the table here in front of the states?"[84]

Australian F-111s were armed with bombs at RAAF Base Tindal ready to assault Indonesian forces and command systems during the tension in 1999 during the institution of East timor's independence and the deployment of the Australian-led International Force for East Timor.[85]

In 2006, an RAAF F-111 was chosen to scuttle the North Korean ship Pong Su that had been seized in 2003 in i of the largest drug hauls in Australia. The Pong Su was sunk on 23 March 2006 past two GBU-10 Paveway II laser-guided bombs.[86]

The drawdown of the RAAF's F-111 armada began with the retirement of the F-111G models operated by No. vi Squadron in late 2007. There was controversial procurement of 24 F/A-18F Super Hornets as an interim replacement for the F-111s while the F-35 program suffered delays.[87] [88] One of the reasons given for the F-111s' retirement was the high maintenance time required for every flight hour;[89] Crandall said that the USAF's F-111 "was ix percent of Tactical Air Command's armada simply ate up a whopping 25 per centum of the maintenance budget".[60] The terminal F-111s were retired on 3 Dec 2010.[90]

Variants [edit]

F-111A [edit]

An F-111A drops 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-i engine. Nigh A-models used the TF30-P-three engine with 12,000 lbf (53 kN) dry and eighteen,500 lbf (82 kN) afterburner thrust[21] and "Triple Plow I" variable intakes, providing a maximum speed of Mach 2.iii (1,450 mph, 2,300 km/h) at distance.[91] 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).[92]

The A-model's Marking I avionics suite included the Full general Electrical AN/APQ-113 attack radar mated to a separate Texas Instruments AN/APQ-110 terrain-post-obit radar lower in the nose and a Litton AJQ-20 inertial navigation and nav/assault system. The terrain-following radar (TFR) was integrated into the automatic flight command arrangement, allowing for "hands-off" flight at high speeds and low levels (down to 200 ft).[93]

Total production of the F-111As was 159, including 30 pre-production aircraft that were after brought upwardly to production standards.[94] [95] 42 F-111As were converted to EF-111A Ravens for an electronic warfare tactical electronic jamming function.[96] In 1982, four surviving F-111As were provided to Commonwealth of australia as attrition replacements and modified to F-111C standard; these were fitted with the longer-span wings and reinforced landing gear of the C-model.[97]

Iii 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 Shipping Technology and Advanced Fighter Technology Integration programs in the 1970s and 1980s.[98] It was retired to the United States Air Force Museum at Wright-Patterson Air Forcefulness Base in 1989. The remaining unconverted F-111As were mothballed at Aerospace Maintenance and Regeneration Heart at Davis-Monthan Air Force Base in June 1991.[99]

F-111B [edit]

A United states Navy F-111B approaching the aircraft carrier USSCoral Sea during trials in 1968

The F-111B was to be a fleet air defense force (FAD) fighter for the U.Due south. Navy, fulfilling a naval requirement for a carrier-based fighter aircraft capable of carrying heavy, long-range missiles to defend shipping carriers and their battle groups from Soviet bombers and fighter-bombers equipped with anti-ship missiles. Full general Dynamics, lacking experience with carrier-based aircraft, partnered with Grumman for this version. The F-111B suffered development issues and Navy requirements changed to an shipping with maneuverability for dogfighting. The swing-fly configuration, TF-30 engines, AIM-54 Phoenix air-to-air missiles and AWG-9 radar developed for this aircraft were used on its replacement, the Grumman F-14 Tomcat. The Tomcat would exist large enough to carry the AWG-nine and Phoenix weapons organisation while exceeding both the F-111's and the F-4's maneuverability.[100] Vii aircraft were completed for testing but the model never entered fleet service.

F-111C [edit]

The F-111C is the consign version for Australia, combining the F-111A with longer F-111B wings and strengthened FB-111A landing gear. Commonwealth of australia ordered 24 F-111s and, following delays, the Purple Australian Air Strength accepted the aircraft in 1973.[101] Four of these were converted to the RF-111C reconnaissance variant in 1979–eighty. Commonwealth of australia also purchased iv ex-USAF F-111As and converted them to C standard.[97] [102]

In the 1990s, F-111C aircraft underwent a comprehensive digital avionics upgrade (known as the AUP) which introduced new nav/assault systems (PAVE TACK Light amplification by stimulated emission of radiation /infrared targeting arrangement) and flying control computers.[102] [103] The RAAF retired its last F-111Cs in December 2010.[104]

F-111D [edit]

The F-111D was an upgraded F-111A equipped with newer Mark II avionics, more powerful engines, improved intake geometry, and an early on glass cockpit. The variant was commencement ordered in 1967 and delivered from 1970–73. The F-111D reached initial operational capability in 1972. Deliveries were delayed due to avionics bug. 96 F-111Ds were congenital.[105] The sole operator of this variant was the 27th TFW stationed at Cannon AFB, New Mexico.

The F-111D used the new Triple Plow 2 intakes, which were located iv inches (100 mm) further away from the airframe to foreclose engine ingestion of the sluggish purlieus 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.[106]

The Mark Two avionics were digitally integrated microprocessor systems, some of the first used by the USAF, offering tremendous capability, merely substantial problems. The Rockwell Autonetics digital bombing-navigation system included inertial navigation organization, AN/APQ-130 attack radar organisation and Doppler radar. It also included digital reckoner gear up and multi-function displays (MFDs). The terrain-following radar was the Sperry AN/APQ-128.[107] The set on radar featured a Doppler beam-sharpening, moving target indication (MTI), and Continuous-wave radar for guiding semi-active radar homing missiles.[47] [108]

It took years to improve the reliability of the avionics, just issues were never fully addressed.[47] [105] According to Crandall, "The truth is that the D model didn't work. They parked every single one of them in Fort Worth for several years as they worked to set the bugs".[60] The F-111D was withdrawn from service in 1991 and 1992.[109]

F-111E [edit]

A simplified, interim variant ordered later the F-111D was delayed, the F-111E used the Triple Turn II intakes, only retained the F-111A'southward TF30-P-iii engines and Mark I avionics.[110] The weapon stores direction organisation was improved and other minor changes made.[111] Crandall described the F-111E as "all analog, just like the A model, just It worked".[60]

The E-model was first ordered in 1968 and delivered from 1969–71. It achieved initial operational capability in 1969.[112] The variant'due south kickoff flight occurred on 20 August 1969. 94 F-111Es were built.[111] Many F-111Es were assigned to the 20th TFW at Upper Heyford, UK until 1991. The avionics were upgraded on some East-models as part of an Avionics Modernization Program. The variant served in 1990-91 during the Gulf War. Some F-111Es received improved TF30-P-109 engines in the early 1990s. All F-111Es were retired to AMARC by 1995.[113]

F-111F [edit]

Crandall described the F-111F every bit "the Cadillac of the F-111 strength".[60] It was the terminal variant produced for Tactical Air Command, with a modern, but less expensive, Mark IIB avionics system.[114] The USAF approved development of the variant in 1969. Information technology also included the more powerful TF30-P-100 engine and strengthened wing carry-through box. 106 were produced between 1970 and 1976.[115]

The F-111F'southward Mark IIB avionics suite used a simplified version of the FB-111A's radar, the AN/APQ-144, lacking some of the strategic bomber'south operating modes but adding a new 2.5 mi (four.0 km) display ring. Although it was tested with digital moving-target indicator (MTI) capacity, it was not used in production sets.[114] The Mark IIB avionics combined some Mark Two components with FB-111A components, such as the AN/APQ-146 terrain-following radar. The F-111E's weapon direction organisation was also included.[116]

The F-model could attain Mach i.two at body of water level on total afterburner.[117] It used the Triple Plough Two intakes, along with the substantially more than powerful TF30-P-100 turbofan with 25,100 lbf (112 kN) afterburning thrust, 35% more thrust than the F-111A and E.[xxx] An adjustable engine nozzle was added to subtract drag.[115] The P-100 engine greatly improved the F-111F's performance.[118] The engines were upgraded to the TF30-P-109 version,[119] later in the 1985–86 timeframe.

In the early 1980s, the F-111F began to be equipped with the AVQ-26 Pave Tack forwards looking infrared (FLIR) and laser designator system, which provided for the delivery of precision light amplification by stimulated emission of radiation-guided munitions and was mounted in the internal weapons bay.[120] [60] The Pacer Strike avionics update programme replaced analog equipment with new digital equipment and multi-part displays.[121] The final USAF F-111s were withdrawn from service in 1996, replaced by the McDonnell Douglas F-15E Strike Eagle.[122]

F-111K [edit]

The British regime canceled the BAC TSR-2 strike aircraft in 1965, citing the lower costs for the TFX and ordered l F-111K aircraft in February 1967 for the Royal Air Force.[123] The F-111K was to be supplemented subsequently past the Anglo-French Variable Geometry Aircraft then under evolution. The F-111K was based on the F-111A with longer F-111B wings,[123] FB-111 landing gear, Mark II navigation/fire control system, and British supplied mission systems. Other changes included weapons bay modifications, addition of a centerline pylon, a retractable refueling probe, provisions for a reconnaissance pallet, and a higher gross weight with the utilize of FB-111A landing gear.[124]

In January 1968, the United Kingdom terminated its F-111K social club,[124] citing higher price; increased costs along with devaluation of the pound had raised the price to around £3 one thousand thousand each.[125] The first ii F-111Ks (1 strike/recon F-111K and one trainer/strike TF-111K) were in the final stages of associates when the gild was canceled.[124] All of the components that had been assembled for the production of the master F-111K fleet that shared commonality were diverted to the FB-111A programme, while the two aircraft nether construction were re-designated equally YF-111As with the intention that they be used equally test aircraft in the F-111A programme. Ultimately however, the ii F-111Ks were never operated as exam aircraft – in July 1968, near exactly a year subsequently the first airframe began construction, the US Air Strength decided not to accept them over, and Full general Dynamics were ordered to use them for component recovery.[123]

FB-111A / F-111G [edit]

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 Shipping program proceeding slowly, and concerns of fatigue failures in the B-52 fleet, the service needed an interim bomber quickly. The FB-111A was selected in 1965 to replace the supersonic Convair B-58 Hustler and early on B-52 variants.[126] The Air Force signed a contract for the FB-111A in 1966. In 1968, plans called for 263 FB-111s, but the total was reduced to 76 in 1969. The first production aircraft flew in 1968.[127] Deliveries began in 1969 and ended in 1971.[128]

When the UK canceled its social club for the F-111K in 1968, components for the 48 F-111Ks in manufacturing were diverted to FB-111A production.[129] [130] The FB-111A featured longer F-111B wings for greater range and load-carrying ability.[131] The bomber variant had a redesigned aft fuselage and its maximum speed was limited to Mach two.[128] Its fuel capacity was increased by 585 gallons (2,214 Fifty) and it used stronger landing gear to compensate for the higher maximum takeoff weight of 119,250 lb (54,105 kg). All but the starting time aircraft had the Triple Plow Two intakes and the TF30-P-7 with 12,500 lbf (56 kN) dry and xx,350 lbf (90 kN) afterburning thrust.[132]

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

An overhead view of ii FB-111s in formation

The FB-111A had new electronics, known as the SAC Marker IIB avionics suite. For the FB-111A the system used an assault radar improved from the F-111A'southward system, along with components that would be used afterward the F-111D, including the inertial navigation system, digital computers, and multi-role displays.[133] The SAC Mark IIB kit included custom items added to support the strategic mission, such every bit a star tracker navigation arrangement mounted forward of the cockpit, a satellite communications receiver, and an automatic stores release system, replacing the transmission stores release system used on other F-111 variants.[134] Armament for the strategic bombing role was the Boeing AGM-69 SRAM (short-range attack missile); 2 could exist carried in the internal weapons bay and 4 more on the inner underwing pylons. Nuclear gravity bombs were also typical FB armament. Fuel tanks were often carried on the 3rd not-swivelling pylon of each wing. The FB-111A had a total weapon load of 35,500 lb (sixteen,100 kg).[132]

Artist concept of a diffuse FB-111

Multiple avant-garde FB-111 strategic bomber designs were proposed by General Dynamics in the 1970s. The commencement design, referred to as "FB-111G" within the company,[135] was a larger aircraft with more powerful engines with more payload and range. The side by side was a lengthened "FB-111H" that featured more powerful General Electric F101 turbofan engines, a 12 ft 8.5 in longer fuselage and redesigned stock-still intakes. The rear landing gear were moved outward so armament could be carried on the fuselage at that place. The FB-111H was offered as an alternative to the B-1A in 1975.[135] [136] The similar FB-111B/C was offered in 1979 without success.[137]

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 apply and redesignated F-111G. The conversions began in 1989 and concluded later on 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 preparation.[138] The remaining FB-111As were retired in 1991 and the F-111Gs were retired in 1993.[74] Australia bought 15 F-111Gs in 1993 to supplement its F-111Cs.[74] They were retired in 2007.

EF-111A Raven [edit]

To supercede 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 past 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 Centre (AMARC) at Davis–Monthan Air Force Base.[139]

Operators [edit]

An F-111 operated by NASA

Commonwealth of australia
  • Imperial Australian Air Forcefulness
  • No. 82 Wing – RAAF Base Amberley
    • No. 1 Squadron F-111C (1973–2009)[ commendation needed ]
    • No. 6 Squadron F-111C (1973–2010), F-111G (1993–2007)[ citation needed ]
U.s.a.

United States Air Force operated F-111A/D/E/F/G, FB-111A and EF-111A.[140] Officially retired its F-111s in 1996 and the EF-111A in 1998.

Tactical Air Command 1968-92
Air Combat Control 1992-98
  • 27th Tactical Fighter Fly – Cannon AFB
428th Tactical Fighter Grooming Squadron F-111G (1990-1993), F-111E (1993-1995)
481st Tactical Fighter Squadron F-111A/Eastward (1969–1973), F-111D (1973–1980)
522d Tactical Fighter Squadron F-111A/E (1971–1972), F-111D (1973–1992), F-111F (1992–1995)
523d Tactical Fighter Squadron F-111A/Eastward (1971–1972), F-111D (1973–1992), F-111F (1992–1995)
524th Tactical Fighter Squadron F-111A/East (1971–1972), F-111D (1973–1992), F-111F (1992–1995)
  • 366th Tactical Fighter Fly – Mount Home AFB
389th Tactical Fighter Squadron F-111F (1971–1977), F-111A (1977–1991)
390th Tactical Fighter Squadron F-111F (1971–1977), F-111A (1977–1982)
391st Tactical Fighter Squadron F-111F (1971–1977), F-111A (1977–1990)
  • 474th Tactical Fighter Wing – Nellis AFB
428th Tactical Fighter Squadron F-111A (1968–1977)
429th Tactical Fighter Squadron F-111A (1969–1977)
430th Tactical Fighter Squadron F-111A (1969–1977)
442nd Tactical Fighter Grooming Squadron F-111A (1969–1977)
United States Air Forces in Europe
  • 20th Tactical Fighter Fly – RAF Upper Heyford
55th Tactical Fighter Squadron F-111E (1971–1993)
77th Tactical Fighter Squadron F-111E (1971–1993)
79th Tactical Fighter Squadron F-111E (1971–1993)
  • 48th Tactical Fighter Fly – RAF Lakenheath
492d Tactical Fighter Squadron F-111F (1977–1992)
493rd Tactical Fighter Squadron F-111F (1977–1992)
494th Tactical Fighter Squadron F-111F (1977–1992)
495th Tactical Fighter Squadron F-111F (1977-1991)
Strategic Air Command
  • 340th Bombardment Group (Medium) - Carswell AFB
4007th Combat Crew Training Squadron FB-111 (1968-1971)
  • 380th Battery Wing (Medium) – Plattsburgh AFB
528th Bombardment Squadron (Medium) FB-111 (1971–1995)
529th Battery Squadron (Medium) FB-111 (1971–1995)
  • 509th Battery Fly (Medium) – Pease AFB
393d Battery Squadron (Medium) FB-111 (1970–1990)
715th Bombardment Squadron (Medium) FB-111 (1971–1990)
  • NASA

Shipping on display [edit]

F-111 escape capsule that was shot down over Vietnam at Museum of Moscow Aviation Institute.

F-111 escape capsule at Museum of Moscow Aviation Institute

Australia [edit]

F-111G
  • A8-272 – RAAF Museum, Point Cook, Victoria[141]

Britain [edit]

F-111E
  • 67-0120 – American Air Museum, Imperial War Museum Duxford, Duxford, England. The last F-111E from 20th Tactical Fighter Fly in the U.k.. It was directly transferred from USAF service at RAF Upper Heyford to the museum in late 1993, prior to the base closure in 1994.[142]
  • 68-0011 – RAF Lakenheath, England (in front end of base mail office, marked as 48th TFW F-111F)[143]
F-111F
  • 74-0177 – National Cold War Exhibition, Royal Air Force Museum Cosford[144]

United States [edit]

F-111A
  • 63-9766 – Air Force Flight Examination Middle Museum, Edwards AFB, Palmdale, California (first F-111)[145]
  • 63-9767 – Waukegan National Airport, Waukegan, Illinois. To be put on brandish at the Lake Canton Veterans Memorial at the airport. Formerly on brandish at Octave Chanute Aerospace Museum (former Chanute AFB), Rantoul, Illinois.[146] [147]
  • 63-9771 – Cannon AFB, Clovis, New Mexico[148]
  • 63-9773 – Sheppard AFB Air Park, Sheppard AFB, Wichita Falls, Texas[149]
  • 63-9775 – U.s.a. Space and Rocket Centre, Huntsville, Alabama[150]
  • 63-9776 – Mount Home AFB, Idaho (the just RF-111A, marked equally 66-0022)[151]
  • 63-9778 – Air Force Flight Test Center Museum, Edwards AFB, Palmdale, California (TACT/AFTI F-111)[152]
  • 66-0012 – Battle Mountain Air Museum, Battle Mount, Nevada[153]
  • 67-0046 – Brownwood Regional Aerodrome, Brownwood, Texas[154]
  • 67-0047 – American Airpower Museum, Long Island, New York[155]
  • 67-0051 – Historic Aviation Memorial Museum, Tyler Pounds Regional Airport, Tyler, Texas (marked equally 67-0050)[156]
  • 67-0057 – Dyess Air Force Base of operations Linear Air Park, Abilene, Texas[157]
  • 67-0058 – Carl Miller Park, Mountain Home, Idaho[158]
  • 67-0067 – National Museum of the The states Air Forcefulness, Wright-Patterson AFB, Dayton, Ohio[159]
  • 67-0069 – The Southern Museum of Flight, Birmingham, Alabama[160]
  • 67-0100 – Nellis Air Forcefulness Base of operations, Las Vegas, Nevada (aircraft brandish park)[161]
F-111D
  • 68-0140 – Clovis, New Mexico (F-111 "Vark" Memorial Park)[162]
F-111E
  • 68-0009 – Fort Worth Aviation Museum[163] Fort Worth, Texas[164]
  • 68-0020 – Hill Aerospace Museum, Hill AFB, Utah (nicknamed "My Lucky Blonde")[165]
  • 68-0027 – Commemorative Air Forcefulness, Midland, Texas[166]
  • 68-0033 – Pima Air and Space Museum (next to Davis-Monthan AFB), Tucson, Arizona[167]
  • 68-0039 – Shaw AFB, Sumter, South Carolina[168]

  • 68-0055 – Museum of Aviation, Robins AFB, Warner Robins, Georgia (nicknamed "Heartbreaker")[169]
  • 68-0058 – Air Strength Ammunition Museum, Eglin AFB, Valparaiso, Florida[170]
F-111F
  • 70-2364 – In the median strip of U.Due south. Highway 70, in Portales, New Mexico[171]
  • 70-2390 – National Museum of the United states of america Air Force, Wright-Patterson AFB, Dayton, Ohio[172]
  • lxx-2408 – Santa Fe County Municipal, Santa Fe, New Mexico[173]
  • 74-0178 – Aviation Heritage Park, Bowling Green, Kentucky[174]
FB-111A / F-111G

  • 67-0159 – Aerospace Museum of California, McClellan AFB (formerly), Sacramento, California (FB-111A evolution shipping, converted to F-111G)[175]
  • 68-0239 – Yard. I. Sawyer Heritage Air Museum, formerly K.I. Sawyer AFB, Marquette, Michigan (nicknamed the "Rough Nighttime");[176] converted to F-111G
  • 68-0245 – March Field Air Museum, March ARB, Riverside, California (nicknamed "Ready Teddy")[177]
  • 68-0248 – South Dakota Air and Infinite Museum, Ellsworth AFB, Southward Dakota (nicknamed "Costless For All")[178]
  • 68-0267 – Strategic Air Control & Aerospace Museum in Ashland, Nebraska (nicknamed "Black Widow")[179]
  • 68-0275 – Kelly Field Heritage Museum, Lackland AFB / Kelly Field San Antonio, Texas (painted in tactical scheme)[180]
  • 68-0284 – Barksdale Global Power Museum, Barksdale AFB, Bossier City, Louisiana[181]
  • 68-0286 – Clyde Lewis Airpark (adjacent to former Plattsburgh AFB), Plattsburgh, New York (nicknamed "SAC Time")[182]
  • 68-0287 – Wings Over the Rockies Air and Space Museum (old Lowry AFB), Denver, Colorado[183]
  • 69-6507 – Castle Air Museum (old Castle AFB), Atwater, California (nicknamed "Madam Queen")[184]
  • 69-6509 – Whiteman AFB, Knob Noster, Missouri (gate guard) (Converted to F-111G; nicknamed "The Spirit of the Seacoast")[185]

Specifications (F-111F) [edit]

An orthographically projected diagram of the F-111

Data from Miller,[186] Donald[187]

General characteristics

  • Crew: two
  • Length: 73 ft 6 in (22.forty m)
  • Wingspan: 63 ft (xix yard)
  • Swept wingspan: 32 ft (ix.8 m) swept
  • Top: 17 ft 1.five in (5.220 g)
  • Wing area: 657.4 sq ft (61.07 m2) spread, 525 sq ft (48.eight m2) swept
  • Attribute ratio: 7.56 spread
i.95 swept
  • Airfoil: root: NACA 64-210.68; tip: NACA 64-209.80[188]
  • Empty weight: 47,200 lb (21,410 kg)
  • Gross weight: 82,800 lb (37,557 kg)
  • Max takeoff weight: 100,000 lb (45,359 kg)
  • Nada-lift elevate coefficient: 0.0186[189]
  • Zero-lift drag coefficient area: 9.36 sq ft (0.87 yard2)
  • Aspect ratio: spread:
  • Powerplant: 2 × Pratt & Whitney TF30-P-100 afterburning turbofan engines, 17,900 lbf (80 kN) thrust each dry, 25,100 lbf (112 kN) with afterburner

Functioning

  • Maximum speed: 1,434 kn (1,650 mph, 2,656 km/h) at distance
795 kn (915 mph; 1,472 km/h) / Mach 1.2 at sea level
  • Maximum speed: Mach 2.five
  • Range: iii,210 nmi (three,690 mi, 5,940 km)
  • Ferry range: three,210 nmi (3,690 mi, 5,940 km) with external drop tanks
  • Service ceiling: 66,000 ft (20,000 m)
  • Charge per unit of climb: 25,890 ft/min (131.5 m/due south)
  • Wing loading: 126 lb/sq ft (620 kg/thoutwo) spread
158 lb/sq ft (771 kg/one thousand2) wings swept
  • Thrust/weight: 0.61

Ammunition

  • Guns: 1× 20 mm (0.787 in) M61A1 Vulcan 6-barreled Gatling cannon in weapons bay (seldom fitted)
  • Hardpoints: 9 in total (8× under-wing, one× under-fuselage between engines) plus 2 adhere points in weapons bay with a capacity of 31,500 lb (fourteen,300 kg), with provisions to deport combinations of:
    • Missiles:
      • AGM-69 SRAM thermonuclear air-to-surface missile (FB-111A only)
      • AGM-130 stand-off bomb
    • Bombs:
      • Free-fall general-purpose bombs including Mk 82 (500 lb/227 kg), Mk 83 (1,000 lb/454 kg), Mk 84 (2,000 lb/907 kg), and Mk 117 (750 lb/340 kg)
      • Cluster bombs
      • BLU-109 (2,000 lb/907 kg) hardened penetration bomb
      • Paveway laser-guided bombs, including 2,000 lb (907 kg) GBU-10, 500 lb (227 kg) GBU-12, and 4,800 lb (ii,200 kg) GBU-28 penetration bomb
      • BLU-107 Durandal rails-cratering bomb
      • GBU-15 electro-optical bomb
      • B61 or B43 nuclear bombs

Avionics

  • GMR and TFR

Popular culture [edit]

American creative person James Rosenquist portrayed the aircraft in his acclaimed 1965 room-sized popular fine art painting entitled F-111 that features an early on natural-finish instance of the shipping in USAF markings. The painting hangs in the Museum of Modern Art in New York Urban center.[190]

The sound of an F-111 flyby is on the Voyager Gilt Record.[191]

Run into also [edit]

  • ASALM

Related development

  • General Dynamics–Grumman F-111B
  • General Dynamics–Grumman EF-111A Raven
  • General Dynamics–Boeing AFTI/F-111A Aardvark
  • General Dynamics F-111C
  • General Dynamics F-111K

Aircraft of comparable role, configuration, and era

  • BAC TSR-2
  • Panavia Tornado
  • Sukhoi Su-24

Related lists

  • Listing of bomber aircraft
  • List of military aircraft of the United States

References [edit]

Notes [edit]

  1. ^ The F-111 was the merely aircraft in USAF history to never have an official name while in service.[72] [73]

Citations [edit]

  1. ^ a b Logan 1998, p. ix.
  2. ^ "FB-111 total production". Archived from the original on 15 September 2021. Retrieved 15 September 2021.
  3. ^ Lax 2010, p. 15.
  4. ^ Spick 1986, pp. 4–7.
  5. ^ Gunston 1978, pp. 12–13.
  6. ^ a b Thomason 1998, pp. 5–6.
  7. ^ a b Miller 1982, pp. 10–11.
  8. ^ Gunston 1978, pp. 12–13, xvi.
  9. ^ a b c Thomason 1998, pp. 3–5.
  10. ^ Gunston 1978, p. 13.
  11. ^ a b Gunston 1978, pp. 11–12.
  12. ^ Miller 1982, p. 11.
  13. ^ Miller 1982, p. 13.
  14. ^ Gunston 1978, p. sixteen.
  15. ^ a b c d Gunston 1978, pp. 8–17.
  16. ^ Eden 2004, pp. 196–7.
  17. ^ a b c Price, Bem (18 September 1966). "Uppercase still buzzing whether TFX a colossal blunder". Eugene Register-Guard. (Oregon). Associated Press. p. 5A.
  18. ^ a b Miller 1982, pp. 11–15.
  19. ^ a b Gunston 1978, pp. 18–20.
  20. ^ a b "F-111 bug return to plague President". Reading Eagle. (Pennsylvania). Associated Printing. 13 January 1970. p. 8.
  21. ^ a b c d Baugher, Joe. "General Dynamics F-111A." USAAC/USAAF/USAF Fighters, 23 December 1999. Retrieved: 5 October 2009.
  22. ^ Martin, Douglas. "Obituary: Robert H. Widmer, Designer of War machine Shipping, Dies at 95." The New York Times, 2 July 2011.
  23. ^ a b Miller 1982, pp. 17, 19.
  24. ^ Thomason 1998, pp. 9–10.
  25. ^ Eden 2004, p. 197.
  26. ^ "Controversial TFX examination flight is success". Spokesman-Review. (Spokane, Washington). Associated Printing. 22 Dec 1964. p. 1.
  27. ^ Baugher, Joe. "General Dynamics/Grumman F-111B." USAAC/USAAF/USAF Fighters, 7 Nov 2004. Retrieved: 5 October 2009.
  28. ^ Thomason 1998, pp. 16, twenty.
  29. ^ a b Gunston 1978, pp. 25–27.
  30. ^ a b "F-111". FAS.org. Federation of American Scientists. 24 December 1998. Retrieved 15 August 2014.
  31. ^ Miller 1982, pp. 31, 47.
  32. ^ Logan 1998, p. 32.
  33. ^ Boyne 2002, p. 252.
  34. ^ Thomason 1998, pp. 52–53.
  35. ^ Frawley 2002, p. 89.
  36. ^ Miller 1982, p. 65.
  37. ^ "General Dynamics F-111D to F Aardvark." Archived 31 May 2010 at the Wayback Machine U.s.a. Air Force National Museum. Retrieved: iii Dec 2010.
  38. ^ Eden 2004, pp. 196–201.
  39. ^ a b c Miller 1982, pp. 80–81.
  40. ^ a b Logan 1998, pp. 17–18.
  41. ^ Logan 1998, p. 19.
  42. ^ a b c Logan 1998, p. 14.
  43. ^ Logan 1998, pp. 20, 21, 28.
  44. ^ a b Gunston 1983, pp. thirty–31.
  45. ^ a b c Gunston 1983, p. xxx.
  46. ^ Logan 1998, pp. 29–30.
  47. ^ a b c Miller 1982, p. 31.
  48. ^ Gunston 1983, p. 31.
  49. ^ a b Gunston 1983, pp. 23–24.
  50. ^ Logan 1998, p. xviii.
  51. ^ Logan 1998, p. 28.
  52. ^ Gunston 1983, p. 49.
  53. ^ Gunston 1983, p. three.
  54. ^ Gunston 1983, p. 32.
  55. ^ a b Logan 1998, p. 33.
  56. ^ Davies, Peter E.; Thornborough, Anthony G. (1997). F-111 Aardvark. Ramsbury, Marlborough Wiltshire. Uk: The Crowood Press Ltd. pp. twoscore, 43. ISBNane-86126-079-2.
  57. ^ Thornborough and Davies 1989, p. 34.
  58. ^ Thornborough, Anthony M.; Davies, Peter E. (1989). F-111 Success in Activeness. London: Arms & Armour Printing Ltd. p. 33. ISBN0-85368-988-1.
  59. ^ a b Logan 1998, pp. 283–284.
  60. ^ a b c d e f g Crandall, Richard; Rogoway, Tyler (27 July 2016). "Flying the Iconic Swing-Fly F-111 Aardvark at the Height of the Cold State of war". The Bulldoze . Retrieved 31 Oct 2019.
  61. ^ Thornborough, Anthony Grand.; Davies, Peter E. (1989). F-111 Success in Action. London: Arms & Armour Press Ltd. p. 37. ISBN0-85368-988-ane.
  62. ^ "Public police 93-52 aka the Case-Church Amendment" (PDF). 1 July 1973. Retrieved 25 Nov 2013.
  63. ^ Wetterhahn, Ralph (2002). The Last Battle: The Mayaguez Incident and the end of the Vietnam State of war. Plume. pp. 54–56. ISBN0-452-28333-7.
  64. ^ Logan 1998, pp. 284–285.
  65. ^ "Factsheets 347 Rescue Wing". Air Strength Historical Research Agency. 27 December 2007. Archived from the original on three December 2013. Retrieved 25 November 2013.
  66. ^ https://sierrahotel.internet/blogs/news/the-fb-111-supersonic-medical-transport "The FB-111 Supersonic Medical Ship"
  67. ^ a b Boyne, Walter J. "El Dorado Canyon." Air Force Magazine, March 1999.
  68. ^ a b "GAO/NS-97-134, Operation Desert Tempest, Evaluation of the Air Entrada." US General Accounting Office, June 1997.
  69. ^ Logan 1998, pp. 286–287.
  70. ^ a b "Air Force Performance in Desert Storm", p. four. U.S. Air Force, April 1991.
  71. ^ Bodner, Maj. Michael J. and Maj. William W. Bruner III. "Tank Plinking." Air Force magazine, October 1993.
  72. ^ Lax 2010, p. 68.
  73. ^ a b "Fact Sheet: General Dynamics F-111D to F." Archived 31 May 2010 at the Wayback Machine National Museum of the United states of america Air Strength. Retrieved: ane Baronial 2010.
  74. ^ a b c Logan 1998, pp. 206, 218.
  75. ^ Gershanoff, H. "Interest in Prowler successor intensifies." Periodical of Electronic Defense, i Dec 1998.
  76. ^ Gunston 1978, p. 62.
  77. ^ Wilson 1989, p. 152.
  78. ^ a b Wilson and Pittaway 2010, p. 47.
  79. ^ Gary Emergy (12 March 2009). "When pigs fly!". USAF Air Combat Command. Archived from the original on 17 October 2015. Retrieved 5 January 2022.
  80. ^ Klesius, Michael (31 January 2011). "When Pigs Could Wing". airspacemag.com. Retrieved v January 2022.
  81. ^ aardvark (2010). In Merriam-Webster Online Dictionary from "Dictionary definition: Aardvark." Merriam-webster.com. Retrieved: two February 2010.
  82. ^ Johnston, Paul D. "Information technology'due south been peachy simply now information technology'due south time to say goodbye to the old bomber." The Australian, 23 October 2001. Retrieved: v July 2011.
  83. ^ Stephens 2006, p. 290.
  84. ^ Lax 2010, p. 233.
  85. ^ "Australia 'was set to bomb Jakarta in Timor conflict'". The Telegraph, 23 June 2001. Retrieved 20 January 2017.
  86. ^ "Drug Freighter meets spectacular end". The Sydney Morning time Herald. 23 March 2006. Retrieved 29 January 2017.
  87. ^ "Super Hornet Conquering Contract Signed." defense.gov.au, 5 March 2007. Retrieved: 16 August 2010.
  88. ^ Nelson, Brendan (half dozen March 2007). "Australia to Larn 24 F/A-18F Super Hornets". minister.defense.gov.au (Press release). Australian Government. Archived from the original on 12 March 2011. Retrieved sixteen August 2010.
  89. ^ McPhedran, Ian (3 August 2009). "F-111 – the RAAF'due south white elephant in the sky". The Daily Telegraph . Retrieved 3 Baronial 2009.
  90. ^ Binskin, Air Marshal Marking. "Pigs' Tales: Official F-111 Retirement Events". Archived 12 October 2012 at the Wayback Machine Boeing. Retrieved: 3 December 2010.
  91. ^ Miller 1982, pp. 26, 66.
  92. ^ Logan 1998, p. 302.
  93. ^ Gunston 1978, pp. 46–47.
  94. ^ "F-111 Product Listing" (PDF). F-111.net. Archived from the original (PDF) on 15 December 2007. Retrieved 13 June 2020.
  95. ^ Miller 1982, p. 26.
  96. ^ Logan 1998, p. 92.
  97. ^ a b Logan 1998, p. 263.
  98. ^ Logan 1998, pp. 289–293.
  99. ^ Logan 1998, p. 48.
  100. ^ Thomason 1998, p. 54.
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  • Eden, Paul, ed. (2004), "Full general Dynamics F-111 Aardvark/EF-111 Raven", Encyclopedia of Modern Military Aircraft, London: Amber Books, ISBN1-904687-84-nine
  • Frawley, Gerald (2002), "General Dynamics F-111 Aardvark", The International Directory of Armed services Aircraft 2002/2003, Fyshwick Deed, AU: Aerospace Publications, ISBN1-875671-55-2
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  • Lax, Mark. From Controversy to Cutting Edge: A History of the F-111 in Australian Service. Canberra, Australia: Air Power Development Centre, Department of Defence (Australia), 2010. ISBN 978-ane-92080-054-iii.
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  • Picinich, A.A., Colonel (21 February 1974). Radzykewycz, D.T., Captain (ed.). "The F-111 In Southeast Asia September 1972 - January 1973". CHECO/CORONA HARVEST Sectionalisation, DCS/Plans and Operations, HQ PACAF. Hq USAF: Section of the Air Force. Projection CHECO Study (Special Project). UNCLASSIFIED.
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  • Poore, Richard. Premature Fielding of an Young Weapons System?. Air Enthusiast 115, January–Feb 2005, p. 74 ISSN 0143-5450
  • Spick, Mike. B-1B (Modern Fighting Aircraft). New York: Prentice Hall, 1986. ISBN 0-13-055237-2.
  • Thomason, Tommy. Grumman Navy F-111B Swing Wing (Navy Fighters No. 41). Simi Valley, California: 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-one.
  • Wilson, Stewart. Lincoln, Canberra and F-111 in Australian Service. Weston Creek, ACT, Commonwealth of australia: Aerospace Publications, 1989. ISBN 0-9587978-3-viii.

Further reading [edit]

  • Angelucci, Enzo. The American Fighter. New York: Haynes, 1987. ISBN 0-85429-635-2.
  • Art, Robert J. The TFX Decision: McNamara and the Armed forces. Boston: Little, Brownish, 1968.
  • Neubeck, Ken. F-111 Aardvark Walk Around. Carrollton, Texas: Squadron/Signal Publications, 2009. ISBN 978-0-89747-581-five.
  • Winchester, Jim, ed. General Dynamics FB-111A. Grumman/General Dynamics EF-111A Raven. Armed forces Aircraft of the Cold War (The Aviation Factfile). London: Grange Books plc, 2006. ISBN 1-84013-929-3.

External links [edit]

External paradigm
General Dynamics F-111 Cutaway
image icon General Dynamics F-111 Cutaway from Flightglobal.com
  • F-111 page on USAF National Museum spider web site
  • Majestic Australian Air Force Museum Aircraft Series 3 A8 F-111
  • F-111.net
  • F-111 page on GlobalSecurity.org
  • F-111 profile on Aerospaceweb.org
  • F-111 on ausairpower.net
  • "The Truth About the Amazing F-111". Pop Science, May 1968

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