General Dynamics F-111 Aardvark

The General Dynamics F-111 Aardvark is a retired

supersonic, medium-range, multirole combat aircraft.
F-111 Aardvark
Production variants of the F-111 had roles that included
ground attack (e.g. interdiction), strategic bombing
(including nuclear weapons capabilities),
reconnaissance and electronic warfare. Developed in
the 1960s by General Dynamics, the F-111 entered
service in 1967 with the United States Air Force
(USAF). The Royal Australian Air Force (RAAF) also
ordered the type and began operating the F-111C
variant in 1973.

The F-111 pioneered several technologies for

production aircraft, including variable-sweep wings, Air-to-air refueling mission over the North Sea
afterburning turbofan engines, and automated terrain- Role Attack aircraft;
following radar for low-level, high-speed flight. Its
strategic bomber;
design influenced later variable-sweep wing aircraft,
reconnaissance; electronic
and some of its advanced features have since become
commonplace. The F-111 suffered a variety of warfare
problems during initial development. National origin United States
Manufacturer General Dynamics
A fighter variant, the F-111B, was not accepted for
production. The F-111B was intended to perform First flight 21 December 1964
aircraft carrier-based roles with the US Navy, including Introduction 18 July 1967
long-range interception.
Retired USAF: F-111F, 1996; EF-
USAF F-111s were retired during the 1990s with the F- 111A, 1998
111Fs in 1996 and EF-111s in 1998. The F-111 was RAAF: F-111C, 2010
replaced in USAF service by the F-15E Strike Eagle
Status Retired
for medium-range precision strike missions, while the
supersonic bomber role has been assumed by the B-1B Primary users United States Air Force
Lancer. The RAAF continued to operate the type until (USAF)
December 2010, when the last F-111C was retired. Royal Australian Air Force
(RAAF)
The name Aardvark was derived from perceived
similarities of the aircraft to the animal of the same Number built 563 (total);[1] 76 (FB-111)[2]
name: a long nose and low-level, terrain-following Variants General Dynamics–Grumman
capabilities. The word aardvark originated in the F-111B
Afrikaans language, as a contraction of "earth-pig", General Dynamics F-111C
and this was the source of the F-111's nickname of General Dynamics–Grumman
"Pig", during its Australian service.
EF-111A Raven
General Dynamics F-111K
General Dynamics–Boeing
Contents AFTI/F-111A Aardvark

Development
 Early requirements
Tactical Fighter Experimental (TFX)
Design phase
Design
Overview
Armament
Weapons bay
External ordnance
Historical significance
Operational history
U.S. Air Force
Royal Australian Air Force
Variants
F-111A
F-111B
F-111C
F-111D
F-111E
F-111F
F-111K
FB-111A / F-111G
EF-111A Raven
Operators
Aircraft on display
Australia
United Kingdom
United States
Specifications (F-111F)
Popular culture
See also
References
Notes
Citations
Bibliography
Further reading
External links

Development

Early requirements
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. Besides greatly damaging US-Soviet relations, the incident showed
that the Soviet Union had developed a surface-to-air missile that could reach aircraft above 60,000 feet
(18,000 meters). The United States Air Force Strategic Air Command (SAC) and the RAF Bomber
Command's plans to send subsonic, high-altitude B-47 and V bomber formations into the USSR were now
much less viable.[3]

By 1960, SAC had begun moving to low-level penetration which greatly reduced radar detection distances.
At the time, SAMs were ineffective against low-flying aircraft, and interceptor aircraft had less of a speed
advantage at low altitudes.[4] The Air Force'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 deliver nuclear weapons fast and far, but required
long runways.[5] A simpler variable geometry wing configuration with the pivot points farther out from the
aircraft's centerline was reported by NASA in 1958, which made swing-wings viable.[6] This led Air Force
leaders to encourage its use.[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.[8] 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 battle groups against long-range anti-ship 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 II to intercept both enemy bombers and missiles.[9] Seeking a FAD
fighter, the Navy started with the subsonic, straight-winged aircraft, the Douglas F6D Missileer in the late
1950s. The Missileer was designed to carry six long-range missiles and loiter for five hours, but would be
defenseless after firing its missiles.[9][10] The program was formally canceled in 1961.[9] The Navy had
tried variable geometry wings with the XF10F Jaguar, but abandoned it in the early 1950s. It was NASA's
simplification which made the variable geometry wings practical.[6] By 1960, increases in aircraft weights
required improved high-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 take off and land in
shorter distances.[11]

Tactical Fighter Experimental (TFX)

The U.S. Air Force 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 services shared the need to
carry heavy armament and fuel loads, feature high supersonic speed, twin engines and two seats, and
probably use variable geometry wings.[14] On 14 February 1961, McNamara formally directed the services
to study the development of a single aircraft that would satisfy both requirements. Early studies indicated
that the best option was to base the design on the Air Force requirement, and use a modified version for the
Navy.[15] In June 1961, Secretary McNamara ordered the go ahead of Tactical Fighter Experimental
(TFX), despite Air Force and Navy efforts to keep their programs separate.[16][17]

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 low-level penetration ground-attack, while the Navy wanted a
shorter, high altitude interceptor with side-by-side seating to allow the pilot and radar operator to share the
radar display.[15] Also, the Air Force wanted the aircraft designed for 7.33 g with Mach 2.5 speed at
altitude and Mach 1.2 speed at low level with an approximate length of 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). The Navy also wanted the aircraft with a nose large enough for a
48 in (1.2 m) diameter radar dish.[15][18]
McNamara developed a basic set of requirements for TFX based
largely on the Air Force's requirements and, on 1 September 1961,
ordered the Air Force to develop it.[15][18] 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, with the exception of the engine, which was not The side-by-side seating adopted in
considered acceptable. Switching to a crew escape capsule, instead the F-111
of ejection seats and alterations to radar and missile storage were
also needed. Both companies provided updated proposals in April
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 selection board.[17][19]

In November 1962, McNamara selected General Dynamics' proposal 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 would not change the selection.[17][19][20]

Design phase

The F-111A and B variants used the same airframe structural components and Pratt & Whitney TF30-P-1
turbofan engines. They featured side-by-side crew seating in an escape capsule as required by the Navy.
The F-111B's nose was 8.5 feet (2.59 m) shorter so 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 carry an
AN/AWG-9 Pulse-Doppler radar and 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.[21] A
team of engineers at General Dynamics was led by Robert H. Widmer.[22]

Lacking experience with carrier-based fighters, General Dynamics teamed with Grumman for the assembly
and testing of the F-111B aircraft. In addition, Grumman would also 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 aircraft weight.[24] The F-111 design also included new features on a production
military aircraft, such as variable-geometry wings and afterburning turbofan engines.[23]

The F-111A mockup was inspected in September 1963. The first test F-111A was rolled out of Plant 4 of
General Dynamics' Fort Worth, Texas facility 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.[21] The F-111A first
flew on 21 December 1964 from Carswell Air Force Base, Texas, U.S.[25] The first F-111B was also
equipped with ejector seats and first flew on 18 May 1965.[26][27]

Initially there were compressor surge and stall issues in certain parts of the flight regime. NASA, the Air
Force, and General Dynamics studies resulted in the engine inlet design being modified in 1965–66, ending
with the "Triple Plow I" and "Triple Plow II" designs.[28][29]

The F-111A achieved a speed of Mach 1.3 in February 1965 with an interim intake design.[21][28] Cracks
in the F-111's wing attach points were first discovered in 1968 during ground fatigue testing - an F-111
crashed the following year due to this issue.[20] The attach structure required redesign and testing to ensure
adequate design and workmanship.[30] Flight testing of the F-111A ran through 1973.[31]

The F-111B was canceled by the Navy in 1968 due to weight and performance issues, along with the need
for additional fighter requirements.[32][33] The F-111C model was developed for 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.[34]
Production ended in 1976[35] after 563 F-111 aircraft were built.[1]

Design

Overview

The F-111 was an all-weather attack aircraft, capable of low-level

penetration of enemy defenses to deliver ordnance on the
target.[36] 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 capsule.[37] The wing sweep varied
between 16 degrees and 72.5 degrees (full forward to full sweep).
The wing included leading edge slats and double slotted flaps over
its full length.[38] The airframe was made up mostly of aluminium
alloys with steel, titanium and other materials used in places.[39]
The fuselage was made of a semi-monocoque structure with Four-photo series showing the F-
stiffened panels and honeycomb structure panels for skin.[38][39] 111A wing sweep sequence

The F-111 used a three-point landing gear arrangement, with a

two-wheel nose gear and two single-wheel main landing gear units. The landing gear door for the main
gear, which was positioned in the center of the fuselage, also served as a speed brake in flight.[38][40] Most
F-111 variants included a terrain-following radar system connected to the autopilot. The aircraft was
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.[41]

Armament

Weapons bay

The F-111 featured an internal weapons bay that could carry

bombs, a removable 20 mm M61 cannon or auxiliary fuel
tanks.[42][43] For bombs, the bay could hold two 750 lb (340 kg)
M117 conventional bombs, one nuclear bomb or practice 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 large F-111 cockpit before a night flight
2,084-round ammunition tank, and its muzzle was covered by a
fairing; however, it was rarely fitted on F-111s.[44]

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 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 drop laser-guided bombs on them.[45] Australian RF-111Cs
carried a pallet of sensors and cameras for aerial reconnaissance use.[46]

The FB-111 could carry two AGM-69 SRAM air-to-surface nuclear missiles in its weapons bay.[47]
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.[44] Early F-111 models had radars equipped
to guide the AIM-7 Sparrow medium-range air-to-air missile, but it was never fitted.[48]

External ordnance

Each wing was equipped with four underwing pylons. The inner
two pylons on each wing rotated to align with the fuselage, while
the outer two were fixed. Each pylon had a capacity of 5,000
pounds (2,300 kilograms). Various bombs and missiles could be
carried on the pylons. Auxiliary fuel drop tanks with 600 US
gallons (2,300 litres) capacity each could be fitted.[43]

The design of the F-111's fuselage prevented the carriage of

external weapons under the fuselage, but two stations were
available on the underside for electronic countermeasures (ECM) F-111 external payload of Matra
pods and/or datalink pods; one station was on the weapons bay, Durandal concrete penetration bombs
and the other on the rear fuselage between the engines.[48] The F-
111's maximum practical weapons load was limited, since the fixed
pylons could not be used with the wings fully swept.[49]

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.[44] Australian F-111Cs were equipped to launch the
Harpoon anti-ship missile, and the Popeye stand-off missile.[50] 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.[51]

Historical significance

The F-111 was the first production variable-geometry wing aircraft.[41] Several other types have followed
with similar swing-wing configuration,[41] 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-1 Lancer bomber (1974); and the European
Panavia Tornado (1974). The Sukhoi Su-24 was very similar to the F-111.[52] The U.S. Navy's role
intended for the F-111B was instead filled by another variable-geometry design, the Grumman F-14
Tomcat.

Operational history

U.S. Air Force

The first of six initial production F-111s was delivered on 17 July 1967 to fighter squadrons at Nellis Air
Force Base.[53][54] These aircraft were used for crew training. 428th Tactical Fighter Squadron achieved
initial operational capability on 28 April 1968.[54]
After early testing, a detachment of six aircraft from the 474th
Tactical Fighter Wing (474th TFW Roadrunners) were sent in
March 1968 to Southeast Asia for Combat Lancer testing in real
combat conditions in the Vietnam War. During the deployment, 55
night missions were flown against targets in North Vietnam, but
two 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 April halted F-111A combat
operations. The squadron returned to the United States in
November. The cause of the first two losses is unknown as the Combat Lancer F-111As over
wreckages were never recovered. It turned out that the third loss Southeast Asia in 1968
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.[55] It is speculated that this failure could also have contributed to the two earlier losses
had the failure caused a pitch down while at low altitude. It was not until 1971 that 474 TFW was fully
operational.[56]

The word "aardvark" is Afrikaans for "earthpig" and reflects the look of the long nose of the aircraft that
might remind one 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.[57]

September 1972 saw the F-111 back in Southeast Asia, stationed at Takhli Air Base, Thailand. F-111As
from Nellis AFB participated in the final month of Operation Linebacker and later flew 154 low-level
missions in the Operation Linebacker II aerial offensive against the North Vietnamese,[58] who called the
aircraft "Whispering Death".[59] They also supported regional aerial operations against other communist
forces such as Operation Phou Phiang III during the Laotian Civil War in Laos.[60] Crews described their
flying in Vietnam as "speed is life", "one pass, haul ass", and "you do more than one pass in a target area
you die". The F-111's ability with terrain-following radar ("the best in the fighter world", according to F-
111 pilot Richard Crandall) to fly as low as 200 feet (61 m) above ground level at 480 knots (890 km/h) or
faster in most weather conditions made it very effective;[59] 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 McDonnell Douglas F-4 Phantom IIs. The worth of the new aircraft was beginning to
show; F-111s flew more than 4,000 combat missions in Vietnam with only six combat losses.[58]

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 Khmer Republic forces
until 15 August 1973 when US combat support ceased in accordance with the Case–Church
Amendment.[61] The 347th TFW was stationed at Korat Royal Thai Air Force Base from 12 July 1974
until 30 June 1975. In May 1975 347th TFW F-111s provided air support during the Mayaguez
incident.[62][63][64]

One of the most unusual missions occurred on 14 February 1986, when two FB-111s of the 509th
Bombardment Wing were dispatched from then Pease Air Force Base, NH to Tinker Air Force Base, OK
to pick up a heart for transplant. The aircraft landed at Bradley International Airport to deliver the organ to
a waiting ambulance.[65]

On 14 April 1986, 18 F-111s and approximately 25 Navy aircraft conducted air strikes against Libya under
Operation 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.[66] The
round-trip flight between RAF Lakenheath/RAF Upper Heyford,
United Kingdom and Libya of 6,400 miles (10,300 km) spanned
13 hours. One F-111 was lost over Libya and crashed into the
Mediterranean Sea, probably shot down.[66]

F-111s participated in the Gulf War (Operation Desert Storm) in

1991. During Desert Storm, F-111Fs completed 3.2 successful
strike missions for every unsuccessful one, better than any other
U.S. strike aircraft used in the operation.[67] The group of 66 F-
Ground crew prepares an F-111F of
111Fs dropped almost 80% of the war's laser-guided bombs, the 48th Tactical Fighter Wing for a
including the penetrating bunker-buster GBU-28.[68] Eighteen F- retaliatory air strike on Libya.
111Es were also deployed during the operation.[67][69] The F-111s
were credited with destroying more than 1,500 Iraqi tanks and
armored vehicles.[69] Their use in the anti-armor role was dubbed "tank plinking".[70]

The F-111[N 1] 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.[73] At a ceremony marking the F-111's USAF retirement, on 27 July
1996, it was officially named Aardvark, its long-standing unofficial name.[72] The USAF retired the EF-
111 electronic warfare variant in 1998.[74]

Royal Australian Air Force

The Australian government ordered 24 F-111C aircraft to replace the RAAF's English Electric Canberras in
the bombing and tactical strike role.[75] While the first aircraft was officially handed over in September
1968, structural issues delayed the entry into service.[76] The first F-111C was accepted at Nellis Air Force
Base on 15 March 1973.[77] The RAAF's first six 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.[77] F-111Cs were
allocated to No. 1 Squadron and No. 6 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 ability,[78][79] and/or
the origins of the word aardvark (i.e. a loanword in English from Afrikaans, in which it originally meant
"earth-pig").[80]

The purchase proved to be highly successful for the RAAF.

Although it never saw combat, the F-111C was the fastest, longest
range combat aircraft in Southeast Asia.[81] Aviation historian
Alan Stephens has written that they were "the preeminent weapons
system in the Asia-Pacific region" throughout their service and
provided Australia with "a genuine, independent strike
capability".[82] Benny Murdani, Indonesian defense minister in the
1980s, told his Australian counterpart Kim Beazley that when
Four Australian F-111s flying towards
others became upset with Australia during Indonesian cabinet
Nellis Air Force Base after a
meetings, Murdani told them "Do you realise the Australians have refueling exercise during Exercise
a bomber that can put a bomb through that window on to the table Red Flag 2006.
here in front of us?"[83]

Australian F-111s were armed with bombs at RAAF Base Tindal

ready to attack Indonesian forces and command systems during the tension in 1999 during the
establishment of East Timor's independence and the deployment of the Australian-led International Force
for East Timor.[84]
In 2006, an RAAF F-111 was chosen to scuttle the North Korean ship Pong Su that had been seized in
2003 in one of the largest drug hauls in Australia. The Pong Su was sunk on 23 March 2006 by two GBU-
10 Paveway II laser-guided bombs.[85]

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. 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.[86][87] One of the reasons given for the
F-111s' retirement was the high maintenance time required for every flight hour;[88] Crandall said that the
USAF's F-111 "was nine percent of Tactical Air Command's fleet but ate up a whopping 25 percent of the
maintenance budget".[59] The last F-111s were retired on 3 December 2010.[89]

Variants

F-111A

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[21] and "Triple Plow I" variable intakes, providing a maximum
speed of Mach 2.3 (1,450 mph, 2,300 km/h) at altitude.[90] 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).[91]

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).[92] An F-111A drops 24 Mark
82 low-drag bombs in-flight
Total production of the F-111As was 159, including 30 pre-production over a bombing range.
aircraft that were later brought up to production standards.[93][94] 42 F-
111As were converted to EF-111A Ravens for an electronic warfare
tactical electronic jamming role.[95] In 1982, four surviving F-111As were provided to 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.[96]

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.[97] 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.[98]

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 carrier-based fighter aircraft capable of carrying heavy, long-range missiles to defend aircraft 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. The F-
111B suffered development problems and Navy requirements changed to an aircraft with maneuverability
for dogfighting. The swing-wing 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 be large enough to carry the AWG-9
and Phoenix weapons system while exceeding both the F-111's
and the F-4's maneuverability.[99] Seven aircraft were completed
for testing but the model never entered fleet service.

F-111C
A US Navy F-111B approaching the
aircraft carrier USS Coral Sea during
The F-111C is the export version for Australia, combining the F-
trials in 1968
111A with longer F-111B wings and strengthened FB-111A
landing gear. Australia ordered 24 F-111s and, following delays,
the Royal Australian Air Force accepted the aircraft in 1973.[100]
Four of these were converted to the RF-111C reconnaissance
variant in 1979–80. Australia also purchased four ex-USAF F-
111As and converted them to C standard.[96][101]

In the 1990s, F-111C aircraft underwent a comprehensive digital

avionics upgrade (known as the AUP) which introduced new
nav/attack systems (PAVE TACK Laser /infrared targeting system)
and flight control computers.[101][102] The RAAF retired its last F-
A Royal Australian Air Force F-111C
111Cs in December 2010.[103]
performing a dump-and-burn, a
procedure where the fuel is
intentionally ignited using the
F-111D aircraft's afterburner

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. 96 F-111Ds
were built.[104] The sole operator of this variant was the 27th TFW stationed at Cannon AFB, New
Mexico.

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.[105]

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.[106] The attack radar featured a Doppler beam-sharpening, moving target
indication (MTI), and Continuous-wave radar for guiding semi-active radar homing missiles.[46][107]

It took years to improve the reliability of the avionics, but issues were never fully addressed.[46][104]
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 fix the bugs".[59] The F-111D was withdrawn from service
in 1991 and 1992.[108]
F-111E

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.[109] The weapon stores
management system was improved and other small changes made.[110] Crandall described the F-111E as
"all analog, just like the A model, but It worked".[59]

The E-model was first ordered in 1968 and delivered from 1969–71. It achieved initial operational
capability in 1969.[111] The variant's first flight occurred on 20 August 1969. 94 F-111Es were built.[110]
Many F-111Es were assigned to the 20th TFW at Upper Heyford, UK until 1991. The avionics were
upgraded on some E-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.[112]

F-111F

Crandall described the F-111F as "the Cadillac of the F-111 force".[59] It was the final variant produced for
Tactical Air Command, with a modern, but less expensive, Mark IIB avionics system.[113] 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. 106 were produced between 1970 and 1976.[114]

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.[113] 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.[115]

The F-model could reach Mach 1.2 at sea level on full afterburner.[116] It used the Triple Plow II intakes,
along with the substantially more powerful TF30-P-100 turbofan with 25,100 lbf (112 kN) afterburning
thrust, 35% more thrust than the F-111A and E.[29] An adjustable engine nozzle was added to decrease
drag.[114] The P-100 engine greatly improved the F-111F's performance.[117] The engines were upgraded
to the TF30-P-109 version,[118] 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, which provided for the delivery of precision laser-guided munitions
and was mounted in the internal weapons bay.[119][59] The Pacer Strike avionics update program replaced
analog equipment with new digital equipment and multi-function displays.[120] The last USAF F-111s were
withdrawn from service in 1996, replaced by the McDonnell Douglas F-15E Strike Eagle.[121]

F-111K

The British government canceled the BAC TSR-2 strike aircraft in 1965, citing the lower costs for the TFX
and ordered 50 F-111K aircraft in February 1967 for the Royal Air Force.[122] The F-111K was to be
supplemented later by the Anglo-French Variable Geometry Aircraft then under development. The F-111K
was based on the F-111A with longer F-111B wings,[122] 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 use of FB-111A landing gear.[123]
In January 1968, the United Kingdom terminated its F-111K order,[123] citing higher cost; increased costs
along with devaluation of the pound had raised the cost to around £3 million each.[124] 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.[123] All of the components that had been assembled for the production of the main
F-111K fleet that shared commonality were diverted to the FB-111A program, while the two aircraft under
construction were re-designated as YF-111As with the intention that they be used as test aircraft in the F-
111A program. Ultimately however, the two F-111Ks were never operated as test aircraft – in July 1968,
almost exactly a year after the first airframe began construction, the US Air Force decided not to take them
over, and General Dynamics were ordered to use them for component recovery.[122]

FB-111A / F-111G

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 selected in 1965 to replace the supersonic Convair B-58 Hustler and
early B-52 variants.[125] 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.[126] Deliveries
began in 1969 and ended in 1971.[127]

Electronically Agile Radar When the UK canceled its order for the F-111K in 1968, components for
(PESA, precursor of the the 48 F-111Ks in manufacturing were diverted to FB-111A
AN/APQ-164 for B-1 production.[128][129] The FB-111A featured longer F-111B wings for
Lancer), specifically greater range and load-carrying ability.[130] The bomber variant had a
designed for the FB-111 redesigned aft fuselage and its maximum speed was limited to Mach
2.[127] Its fuel capacity was increased by 585 gallons (2,214 L) and it used
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.[131]

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 later on the F-111D, including the inertial
navigation system, digital computers, and multi-function
displays.[132] The SAC Mark IIB kit included custom items added
to support the strategic mission, such as a star tracker navigation
system mounted forward of the cockpit, a satellite communications
receiver, and an automatic stores release system, replacing the
An overhead view of two FB-111s in
manual stores release system used on other F-111 variants.[133] formation
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).[131]

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,[134] was a larger aircraft with more
powerful engines with more payload and range. The next was a lengthened "FB-111H" that 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.[134][135] The similar FB-111B/C was offered in 1979
without success.[136]

The FB-111A became surplus to SAC's needs after the

Artist concept of a lengthened FB-
introduction of the B-1B Lancer. The remaining FB-111s were
111
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.[137] The remaining FB-111As were retired in 1991 and the F-111Gs were retired in 1993.[73]
Australia bought 15 F-111Gs in 1993 to supplement its F-111Cs.[73] They were retired in 2007.

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) at Davis–Monthan
Air Force Base.[138]

Operators
Australia

Royal Australian Air Force

No. 82 Wing – RAAF Base Amberley
No. 1 Squadron F-111C (1973–2009)
No. 6 Squadron F-111C (1973–2010), F-111G
(1993–2007)

United States
An F-111 operated by NASA
United States Air Force operated F-111A/D/E/F/G, FB-111A
and EF-111A.[139] Officially retired its F-111s in 1996 and the EF-
111A in 1998.

Tactical Air Command 1968-92

Air Combat Command 1992-98

27th Tactical Fighter Wing – Cannon AFB

428th Tactical Fighter Training Squadron F-111G (1990-1993), F-111E (1993-1995)

481st Tactical Fighter Squadron F-111A/E (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/E (1971–1972), F-111D (1973–1992), F-
111F (1992–1995)
 524th Tactical Fighter Squadron F-111A/E (1971–1972), F-111D (1973–1992), F-
111F (1992–1995)

366th Tactical Fighter Wing – Mountain 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 Training Squadron F-111A (1969–1977)

United States Air Forces in Europe

20th Tactical Fighter Wing – 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 Wing – 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 Bombardment Wing (Medium) – Plattsburgh AFB

528th Bombardment Squadron (Medium) FB-111 (1971–1995)

529th Bombardment Squadron (Medium) FB-111 (1971–1995)

509th Bombardment Wing (Medium) – Pease AFB

393d Bombardment Squadron (Medium) FB-111 (1970–1990)

715th Bombardment Squadron (Medium) FB-111 (1971–1990)

NASA

Aircraft on display

Australia
F-111G

A8-272 – RAAF Museum, Point Cook, Victoria[140]

United Kingdom
F-111E

67-0120 – American Air Museum, Imperial War Museum An F-111 escape capsule on display
Duxford, Duxford, England. The last F-111E from 20th as a cockpit simulator
Tactical Fighter Wing in the UK. It was directly
transferred from USAF service at RAF Upper Heyford to
the museum in late 1993, prior to the base closure in
1994.[141]
68-0011 – RAF Lakenheath, England (in front of base
post office, marked as 48th TFW F-111F)[142]

F-111F

74-0177 – National Cold War Exhibition, Royal Air F-111 escape capsule at Museum of
Moscow Aviation Institute
Force Museum Cosford[143]

United States
F-111A

63-9766 – Air Force Flight Test Center Museum, Edwards AFB, Palmdale, California (first F-
111)[144]
63-9767 – Waukegan National Airport, Waukegan, Illinois. To be put on display at the Lake
County Veterans Memorial at the airport. Formerly on display at Octave Chanute Aerospace
Museum (former Chanute AFB), Rantoul, Illinois.[145][146]
63-9771 – Cannon AFB, Clovis, New Mexico[147]
63-9773 – Sheppard AFB Air Park, Sheppard AFB, Wichita Falls, Texas[148]
63-9775 – United States Space and Rocket Center, Huntsville, Alabama[149]
63-9776 – Mountain Home AFB, Idaho (the only RF-111A, marked as 66-0022)[150]
63-9778 – Air Force Flight Test Center Museum, Edwards AFB, Palmdale, California
(TACT/AFTI F-111)[151]
66-0012 – Battle Mountain Air Museum, Battle Mountain, Nevada[152]
67-0046 – Brownwood Regional Airport, Brownwood, Texas[153]
67-0047 – American Airpower Museum, Long Island, New York[154]
67-0051 – Historic Aviation Memorial Museum, Tyler Pounds Regional Airport, Tyler, Texas
(marked as 67-0050)[155]
67-0057 – Dyess Air Force Base Linear Air Park, Abilene, Texas[156]
67-0058 – Carl Miller Park, Mountain Home, Idaho[157]
67-0067 – National Museum of the United States Air Force, Wright-Patterson AFB, Dayton,
Ohio[158]
67-0069 – The Southern Museum of Flight, Birmingham, Alabama[159]
 67-0100 – Nellis Air Force Base, Las Vegas, Nevada (aircraft display park)[160]

F-111D

68-0140 – Clovis, New Mexico (F-111 "Vark" Memorial Park)[161]

F-111E

68-0009 – Fort Worth Aviation Museum[162] Fort Worth, Texas[163]

68-0020 – Hill Aerospace Museum, Hill AFB, Utah (nicknamed "My Lucky Blonde")[164]
68-0027 – Commemorative Air Force, Midland, Texas[165]
68-0033 – Pima Air and Space Museum (adjacent to Davis-Monthan AFB), Tucson,
Arizona[166]
68-0039 – Shaw AFB, Sumter, South Carolina[167]

68-0055 – Museum of Aviation, Robins AFB, Warner

Robins, Georgia (nicknamed "Heartbreaker")[168]
68-0058 – Air Force Armament Museum, Eglin AFB,
Valparaiso, Florida[169]

F-111F

70-2364 – In the median strip of U.S. Highway 70, in F-111E on display at the Museum of
Portales, New Mexico[170] Aviation, Robins AFB
70-2390 – National Museum of the United States Air
Force, Wright-Patterson AFB, Dayton, Ohio[171]
70-2408 – Santa Fe County Municipal, Santa Fe, New Mexico[172]
74-0178 – Aviation Heritage Park, Bowling Green, Kentucky[173]

FB-111A / F-111G

67-0159 – Aerospace Museum of California, McClellan

AFB (formerly), Sacramento, California (FB-111A
development aircraft, converted to F-111G)[174]
68-0239 – K. I. Sawyer Heritage Air Museum, formerly
K.I. Sawyer AFB, Marquette, Michigan (nicknamed the
"Rough Night");[175] converted to F-111G
68-0245 – March Field Air Museum, March ARB,
Riverside, California (nicknamed "Ready Teddy")[176]
68-0248 – South Dakota Air and Space Museum, FB-111A at the Barksdale Global
Ellsworth AFB, South Dakota (nicknamed "Free For Power Museum
All")[177]

68-0267 – Strategic Air Command & Aerospace

Museum in Ashland, Nebraska (nicknamed "Black Widow")[178]
68-0275 – Kelly Field Heritage Museum, Lackland AFB / Kelly Field San Antonio, Texas
(painted in tactical scheme)[179]
68-0284 – Barksdale Global Power Museum, Barksdale AFB, Bossier City, Louisiana[180]
68-0286 – Clyde Lewis Airpark (adjacent to former Plattsburgh AFB), Plattsburgh, New York
(nicknamed "SAC Time")[181]
 68-0287 – Wings Over the Rockies Air and Space Museum (former Lowry AFB), Denver,
Colorado[182]
69-6507 – Castle Air Museum (former Castle AFB), Atwater, California (nicknamed "Madam
Queen")[183]
69-6509 – Whiteman AFB, Knob Noster, Missouri (gate guard) (Converted to F-111G;
nicknamed "The Spirit of the Seacoast")[184]

Specifications (F-111F)
Data from Miller,[185] Donald[186]

General characteristics
Crew: 2
Length: 73 ft 6 in (22.40 m)
Wingspan: 63 ft (19 m)
Swept wingspan: 32 ft (9.8 m) swept
Height: 17 ft 1.5 in (5.220 m)
Wing area: 657.4 sq ft (61.07 m2) spread,
525 sq ft (48.8 m2) swept
Aspect ratio: 7.56 spread

1.95 swept

Airfoil: root: NACA 64-210.68; tip: NACA 64-209.80[187]

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)
Zero-lift drag coefficient: 0.0186[188]
Zero-lift drag coefficient area: 9.36 sq ft (0.87 m2)
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

Performance
Maximum speed: 1,434 kn (1,650 mph, 2,656 km/h) at altitude

795 kn (915 mph; 1,472 km/h) / Mach 1.2 at sea level

Maximum speed: Mach 2.5

Range: 3,210 nmi (3,690 mi, 5,940 km)
Ferry range: 3,210 nmi (3,690 mi, 5,940 km) with external drop tanks
Service ceiling: 66,000 ft (20,000 m)
Rate of climb: 25,890 ft/min (131.5 m/s)
Wing loading: 126 lb/sq ft (620 kg/m2) spread

158 lb/sq ft (771 kg/m2) wings swept

 Thrust/weight: 0.61

Armament
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, 1× under-fuselage between engines) plus 2 attach
points in weapons bay with a capacity of 31,500 lb (14,300 kg),with provisions to carry
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 (2,200 kg) GBU-28 penetration bomb
BLU-107 Durandal runway-cratering bomb
GBU-15 electro-optical bomb
B61 or B43 nuclear bombs

Avionics
GMR and TFR

Popular culture
American artist James Rosenquist portrayed 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.[189]

The sound of an F-111 flyby is on the Voyager Golden Record.[190]

See also
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

List of bomber aircraft

List of military aircraft of the United States

References

Notes
1. The F-111 was the only aircraft in USAF history to never have an official name while in
service.[71][72]

Citations
1. Logan 1998, p. 9.
2. "FB-111 total production" (https://web.archive.org/web/20210915140528/https://sacmuseum.
org/what-to-see/aircraft/fb-111a-aardvark/). Archived from the original (https://sacmuseum.or
g/what-to-see/aircraft/fb-111a-aardvark/) 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. Thomason 1998, pp. 5–6.
7. Miller 1982, pp. 10–11.
8. Gunston 1978, pp. 12–13, 16.
9. Thomason 1998, pp. 3–5.
10. Gunston 1978, p. 13.
11. Gunston 1978, pp. 11–12.
12. Miller 1982, p. 11.
13. Miller 1982, p. 13.
14. Gunston 1978, p. 16.
15. Gunston 1978, pp. 8–17.
16. Eden 2004, pp. 196–7.
17. Price, Bem (18 September 1966). "Capital still buzzing whether TFX a colossal blunder" (htt
ps://news.google.com/newspapers?id=o-VVAAAAIBAJ&sjid=EuEDAAAAIBAJ&pg=6856%
2C3575947). Eugene Register-Guard. (Oregon). Associated Press. p. 5A.
18. Miller 1982, pp. 11–15.
19. Gunston 1978, pp. 18–20.
20. "F-111 problems return to plague President" (https://news.google.com/newspapers?id=Stox
AAAAIBAJ&pg=2650%2C6893340). Reading Eagle. (Pennsylvania). Associated Press. 13
January 1970. p. 8.
21. Baugher, Joe. "General Dynamics F-111A." (http://www.joebaugher.com/usaf_fighters/f111_
1.html) USAAC/USAAF/USAF Fighters, 23 December 1999. Retrieved: 5 October 2009.
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s://www.nytimes.com/2011/07/03/business/03widmer.html?_r=1&ref=deathsobituaries) The
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23. Miller 1982, pp. 17, 19.
24. Thomason 1998, pp. 9–10.
25. Eden 2004, p. 197.
26. Baugher, Joe. "General Dynamics/Grumman F-111B." (http://www.joebaugher.com/usaf_figh
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27. Thomason 1998, pp. 16, 20.
28. Gunston 1978, pp. 25–27.
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31. Logan 1998, p. 32.
32. Boyne 2002, p. 252.
33. Thomason 1998, pp. 52–53.
34. Frawley 2002, p. 89.
35. Miller 1982, p. 65.
36. "General Dynamics F-111D to F Aardvark." (http://www.nationalmuseum.af.mil/factsheets/fa
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37. Eden 2004, pp. 196–201.
38. Miller 1982, pp. 80–81.
39. Logan 1998, pp. 17–18.
40. Logan 1998, p. 19.
41. Logan 1998, p. 14.
42. Logan 1998, pp. 20, 21, 28.
43. Gunston 1983, pp. 30–31.
44. Gunston 1983, p. 30.
45. Logan 1998, pp. 29–30.
46. Miller 1982, p. 31.
47. Gunston 1983, p. 31.
48. Gunston 1983, pp. 23–24.
49. Logan 1998, p. 18.
50. Logan 1998, p. 28.
51. Gunston 1983, p. 49.
52. Gunston 1983, p. 3.
53. Gunston 1983, p. 32.
54. Logan 1998, p. 33.
55. Davies, Peter E.; Thornborough, Anthony M. (1997). F-111 Aardvark. Ramsbury,
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56. Thornborough and Davies 1989, p. 34.
57. Thornborough, Anthony M.; Davies, Peter E. (1989). F-111 Success in Action. London: Arms
& Armour Press Ltd. p. 33. ISBN 0-85368-988-1.
58. Logan 1998, pp. 283–284.
59. Crandall, Richard; Rogoway, Tyler (27 July 2016). "Flying the Iconic Swing-Wing F-111
Aardvark at the Height of the Cold War" (https://www.thedrive.com/the-war-zone/4595/flying-t
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60. Thornborough, Anthony M.; Davies, Peter E. (1989). F-111 Success in Action. London: Arms
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hra.af.mil/factsheets/factsheet.asp?id=9941). Air Force Historical Research Agency. 27
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66. Boyne, Walter J. "El Dorado Canyon." (http://www.airforce-magazine.com/MagazineArchive/
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71. Lax 2010, p. 68.
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Further reading
Angelucci, Enzo. The American Fighter. New York: Haynes, 1987. ISBN 0-85429-635-2.
Art, Robert J. The TFX Decision: McNamara and the Military. Boston: Little, Brown, 1968.
Neubeck, Ken. F-111 Aardvark Walk Around. Carrollton, Texas: Squadron/Signal
Publications, 2009. ISBN 978-0-89747-581-5.
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.

External links
F-111 page on USAF National Museum web site (http External image
s://web.archive.org/web/20071228194425/http://www.n General Dynamics F-111 Cutaway
ationalmuseum.af.mil/factsheets/factsheet.asp?id=232
1) General Dynamics F-111
Cutaway from (http://www.flightglob
 Royal Australian Air Force F-111 page (http://www.airfo al.com/airspace/media/militaryaviati
rce.gov.au/aircraft/f111.aspx) on1946-2006cutaways/images/114
F-111.net (http://www.f-111.net/) 98/general-dynamics-f-111-cutawa
F-111 page on GlobalSecurity.org (http://www.globalse y.jpg) Flightglobal.com
curity.org/military/systems/aircraft/f-111.htm)
F-111 profile on Aerospaceweb.org (http://www.aerosp
aceweb.org/aircraft/bomber/f111/)
F-111 on ausairpower.net (http://www.ausairpower.net/pig.html)
"The Truth About the Amazing F-111". Popular Science, May 1968 (https://books.google.co
m/books?id=qCUDAAAAMBAJ&pg=PA61&dq=popular+science+1943+there%27s+one+thr
ill+no+soldier&hl=en&ei=NlvOTJj2EIPMnAeRwYT-Dw&sa=X&oi=book_result&ct=result&re
snum=3&ved=0CDYQ6AEwAg#v=onepage&q&f=true)

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