The General Dynamics F-111 resulted from the Tactical Fighter Experimental (TFX) project of 1961, in which an attempt was made to create a swing-wing fighter for several roles for the US Navy and US Air Force. After edging out a Boeing design, General Dynamics teamed up with Grumman so that the latter firm, an experienced builder of carrier-based aircraft, could build the F-111 variant seen as early as 1961 as a replacement for the US Navy F-4 Phantom. The first USAF General Dynamics F-111A flew on 21 December 1964 and the first US Navy Grumman F-111B went aloft on 18 May 1965. Although its variable-geometry configuration was the principal advancement found in the F-111, the swing-wing worked perfectly from the outset. But the F-111B proved too heavy and in other ways unsuited to carrier-deck operations and was cancelled in May 1968 after only nine airframes had been delivered.
In addition to 17 F-111As for development work, 141 went to Tactical Air Command, with first deliveries to the 474th Tactical Fighter Wing at Nellis AFB, Nevada beginning in 1968. These were powered by two 8392kg afterburning thrust Pratt & Whitney TF30-P-3 turbofans. In March 1968, six F-111As of the wing's 428th Tactical Fighter Squadron under Colonel Ivan H. Dethman were rushed to Takhli, Thailand, to begin combat operations against North Vietnam. The first three aircraft launched on the first three missions vanished for ever, although the detachment later flew 55 missions successfully. The USAF discovered, as a prisoner of war from this deployment would later confirm, that a tailplane problem caused uncontrollable pitch-up and roll. This failure in the flying control system caused the aircraft to break up in flight without North Vietnamese assistance! A separate fatique problem caused wing spar cracks and, in 1969, resulted in the loss of an F-111A when its wing was torn off. In 1969, the entire fleet of 300 aircraft was grounded while an exhaustive structural review programme remedied these problems.
FB-111
The Strategic Air Command's FB-111A, operating with two wings, is a very long-range variant powered by two 9230kg afterburning thrust Pratt & Whitney TF30-P-7 turbofans, with modified inlets, long-span wing, and provision for nuclear or thermonuclear weapons or up to 50 340kg HE bombs; 76 FB-111As were built.
The EF-111A, officially named Raven but called 'Electric Fox', is a Grumman conversion of the airframe, resulting in a dedicated tactical jamming system and electronic warfare aircraft. Painted off-white and distinguished by a large fincap radome housing receiver antennae, the EF-111A flew in production form on 28 June 1981 and entered service with a USAF unit in England in 1984.
Twenty-four F-111C 'Aardvarks', the informal nickname for all fighter-bomber variants were delivered to Australia in 1973 after lengthy delays. The F-111C differs from the F-111A model in having a longer-span wing and stronger landing gear. Four F-111Cs have been converted to the reconnaissance role and the remainder, like many USAF 'Aardvarks', are being equipped with Pave Tack pods for laser acquisition of ground targets.
The F-111D, F-111E and F-111F are variants of what has become a
highly specialised long-range strike aircraft ideal as a counter to the Soviet Sukhoi Su-24 and as a means of hitting targets in eastern Europe from the British Isles. These variants are located respectively at Cannon AFB, New Mexico, RAF Upper Heyford and RAF Lakenheath, England. Production amounted to 96 F-111D, 94 F-111Es and 106 F-111Fs.
The F-111H was a proposed strategic bomber once perceived as an ideal interim step for the 1980s when it appeared that the Rockwell B-1 had been cancelled. The F-111K was the intended version for the UK's Royal Air Force. Neither was built, and total production amounted to 562 airplanes.
The F-111 crew sits side-by-side, the pilot (aircraft commander) routinely referring to his weapons systems officer as a YOT ('you over there'). Both are enclosed in a capsule which separates from the aircraft in an emergency, a proven escape system which obviates the need for ejection seats. When F-111s returned to North Vietnam in 1972, this two-man, terrain-hugging attack system proved eminently successful, a success repeated during the 1986 raid on Tripoli by F-111Fs flying from RAF Lakenheath. F-111s will remain part of the NATO commitment for years to come, though some will be replaced around 1990 by the McDonnell Douglas F-15E Eagle.
Worked with General Dynamics, Fort Worth Division during entire production of the F111. Responsible for Avionics Systems on the Flight Line, and was "Up Front and Personal" with the aircraft for five years. Only have good things to say about its performance.
I was crew chief of the f-111a tail no. 022 and 024. Both of these aircraft was lost and their crews, four fine men, died in service to their country. It was a sad experience for me and all of us in Combat Lancer and the 428TFS in Takhli, thailand. 1968
Hello James, I also was with the 428th tfs for Harvest Reaper and Combat Lancer. Capt Denny Grahm was the WSO in 022 the night it was lost. You probably know both Denny and Maj McCann who was the pilot. Both great men. Talked to Billy Grahm, Dennys brother, a few years back, and it was humbling to say the least. We can probably share some stories. Feel free to email any time. God Bless, Bill Russell Clovis NM
I was assigned to the 474th Field Maintenance Squadron Electric Shop at Nellis AFB. Went to school on the F-111 and then reassigned to the 20th FMS at RAF Upper Heyford, England, with the F-111E Aircraft. Felt proud to have worked on the F-111 Aircraft from 1971 to 1975. I remember a lot of great guys I worked with like Sgt. Sellers, Sgt. Call, Sgt. Thompson, Major Andersen, Sgt. Williams. and many others.
I am preparing a presentation on the F-111 and would like to know the total flight hours for the F-111 over its entire life. Even a wild guess would be a help.
I was a Security Policeman at Nellis from July 77-Jan 79. Love watching the 111's fly and was sad when they transferred the squadron to Mt. Home. One of the things I really liked was the main landing gear when parked made a perfect concealed chaise lounge for my occasional naps on those balmy summer nights in Vegas!
I am building a 1 /48 model of the Vark dressed in 48st TFS 27 TFW, circa 1971 colors. My father was with the 481st as they brought the 111's on line so this model is to represent one of those. I need help in using an accurate tail number. I would appreciate any guidance and /or photos as there are none on the internet. Jim Falls, weren't you one of the young pilots, along with Paul Johnson, in the squadron back then?
I was stationed at Nellis from Jan 70 to Jan 74. I was a crew chief with the 428th tfs on the bluetail 111's. Went to Takhli in sep 72 and was crew chief on the yellow tails 67072 up thru 67078. I remember major Ward who did not come back the night of the Christmas bombings Dec 18 1972. I also remember you Proffitt, and Eddie Nunn. Send email.
I Flew the the F-111D at Cannon, from 1986 through 1990. What a great and capable airplane. I know people say it wasn't a real fighter, but in the right hands, with the right tatics and environment it could hold its own against any other fighter out there. I have the gun film to prove it! Plus, the Aardvark is still unmatched in its payload, range, all-weather /night capability. And let's not forget its speed, personally have been 1.1 mach @100' and 2.5 + at high altitude. Lots of great fun back in those days in the 522 Fireballs. Schlep.
Tim Warren, t1warren@yahoo.com, e-mail, 19.02.2012 02:10
Assigned to the 474AMS at Nellis from 1976-77, then to RAF Lakenheath from 1977-79. What a great airframe to work on, mostly. This was before COMO. Left the avionics at the end of my tour at Lakenheath.
I stumbled across this site. My first time with the F-111A was at Nellis, 428th. I worked as a crew chief on 67-054. Later was the worker /supervisor for aircraft 67-051 through 67-058. Deployed to Takhli, late 72 to Mar 73. Daytime flight chief for the lower numbered "yellow-tails". Later, worked in QC as MSEP monitor. PCS assignment to Pease as QC inspector. Then, December 1978, on to HQ /SAC /LGMS. In 1981, went on to Sacramento /ALC as "one deep" position as laision for FB-111A. Then on to RAF Fairford, KC-135's. TDY's to Riyadh, Saudi Arabia. Retired at George AFB, CA, 1989. WOrked for "Peace Sentinel" Royal Saudi Air Force, under Boeing, 1989 through 1995.
THE F-111 WAS A GREAT AIRPLANE.THE F-111 SHOULD'VE BEEN FLOWN WITHIN THE U.S.NAVY.QUITE A FEW F-111s WERE LOST DURING THE VIETNAM WAR.I REMEMBER WHEN PRESIDENT REAGAN ORDERED THE U.S. AIR FORCE TO BOMB LIBYA BACK IN 1980,I THINK,AND KADAFFY GOT A WHIPPING THAT HE DESERVED,YEAH!!!!
I remember around 1978 at McClellan's AFLC around the summer when an F111 pilot was taxing in position to take off northward. he revved up the Grumman twin engine I believe he was checking his afterburners when the engines went to a "drop out thrust" decrease and the engine nearly flammed out! The crew here able to tax the aircraft safely to one of the nearby docks. What a luckly day for the crew.
I wrote - collected and translated materials - an article about the F-111. It is free, I do not any intention to make money. It is written in Hungarian. As I see many people have posted comments who worked on any variants of F-111 or was a crew member. Is there any material, technical description, unclassified data, photos, old manuals, ect. that can be shared? I wish to upgrade the stuff, and it seems to me the best option to get information who had direct contact with the one-eleven. Any interesting or funny story with F-111 is welcomed. Of course source is shown if I get anything. Molny
Jerry Walterreit, USAF Retired, e-mail, 29.12.2011 21:36
In July 1967 I was assigned to the 4539th Fighter Weapons Sq. at Nellis AFB. I was an instrument technician and worked on the F 105 until we received the F-111. Working in the maintenance field I thought we had an aircraft that could do amazing things in the air but was also designed for the maintenance technician. Most of our system components were very accessible. In some cases you could press a button and it would tell you what components was defective. Back then it was amazing. Unfortunately, the aircraft were grounded 1969 do to structural problems. During that time I was transferred to instructor duty and ended up teaching the F-111 vertical scale flight instrument system at Chanute AFB, Ill. I was very glad to hear that the structural problems were solved and the F-111 served well the rest of its career. After instructor duty I spent the remainder of my career with the F4. It did a great job but it definitely wasn't designed for the maintenance technician.
Served at Nellis 69 to 72 430TFS Comm /Nav "Avionics" Made two TDY's one to AUS in Spg of 71 Selling airplanes to the AAF. The other was to Seymour /Johnson for the send off to England to Establish the First F-111A Squadron in England. To catch up on Unit details check Together We Served AF website.
Transferred to Nellis AFB June 1968 from RF4C in UK. Flew F111A and T-33 with 428 TFS. Combat Crew with Dave Barnes and Sq Maintenance Officer. 474 FMS Commander 1970. Xtfr to Vietnam as Advisor in 1971. Back to 474 in 1972 as Chief Of Maintenance. TDY to Takhli 1973 as Chief of Maintenance,return to Nellis same job. 1974 Director of Logistics for B /Gen Robbie Risner 832 AD, Cannon AFB, NM for F-111A, D ,F. Xtfr to PACAF Hq as LGM. Ret 1977 Live in Jacksonville Fl. Fastest flight on test hop 1,750 mph ground speed.
I was a crew chief on the f-111a & even though it was a pain to take parts from one so yours could fly, I will always remember watching it take off & land, flying was something to see. The night flights were the best, watching the after burners light up the sky while it took off. I was lucky enough to have the privlage of getting the chance to fly on the F-11a I had worked on before I was discharged, Ahh, the memories!
James walker
James,
Might you have photos of 67-0022 and 67-0024? Or other F-111s from 428th TFS?
If so would love to discuss the possibility of obtaining for a book project
Regards,
Don McCarthy (MAC)
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