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.
Was stationed at Cannon from July 1979 until March 1982 the back April 1983 to November 1986. I started out in Green section then moved to Yellow when it closed and back in yellow after my year in Korea. Enjoyed being a Crew Chief on the F-11D and at times even enjoyed my assignment at Cannon but I think that was just the people.
Was assigned to the new FB111A at Pease AFB right out of tech school. Never regretted my time working on the 111. Being it was new to SAC, we all teamed up to understand and fix all problems. The tech manuals were some help at best, but we kept them flying and proud to have done so. Still miss the guys and time in.
I flew the F-111 from 1972 through 1984 (just under 2,000 hours) and was lucky to fly all models except the B & C. My favorites were the D & F. The D because of the MSD and the F because of it's better performance and Pave Tack. I'm sorry that I missed the Fort Worth reunion (12 /2010)after the Aussies retired the last F-111s. I will always remember the thrill of night TFR. My fastest F-111 flight was 2.46 mach. I had the privilage of being the 493TFS commander (1982-1984)
I read everthing you gentleman wrote. I was a airforce Brat. My father was at UH 70 /74 Work in the Maintance Shop at the end of the Base by the High School. I loved watching to Old Bird Fly,Sad when we lost in a crash on Scotland. My DAD was SMsgt. Battenberg he passed Away Six year now. Thanks for bringing my DAD's Memories back to me.
Went to Nellis 1971 out of Tech School as a 428 TFS Crew Chief. While at Nellis was deployed to Takhli, Thailand twice. Once for 4 months and once for 6 months with 30 days in between. As i think about the time there I remember Eddie Nunn, who I keep contact with, Ronnie Schults, i have no idea where he's at, Gary Hogan, now living in Tifton, Ga, Jerry Walker, who i'd like to find out where's he's at now and many others. I worked on an F-111 getting it preflighted and ready to go, but unfortuantely it never returned. I did not hear if the crew made it or not. I don't miss the Old Pork Chop Panel under the engine's and panel 3210 on top of the plane.
The F-111D has always been my favourite variant because of it's digital cockpit. I understand that it was initially plagued with maintenance issues as it was ahead of its time. The WSO's MSD (Multi Sensor Display) initially had a row of white circular buttons with triangular LEDs above them. This was later updated to a row of square black buttons below the screen. Each with similar green triangle shaped LEDs embedded within them, that light up when that buttons function is active. Does anyone know when this MSD upgrade occured?
Went to Nellis from tech school Oct. 1969 I worked out of the 474th FMS airframe repair shop. Wen TDY to Tahkli Sept.72-March of 73. Does anyone remember Col. Willam Thomas? Was our sq. Commander for awhile. Best office in the AF. Does anyone remember Joe Curry? Worked 474th FMS AR shop.
We were stationed at Cannon AFB from 1972 to 1975 and the to Mtn Home AFB must say I recognized a lot of names from Cannon and Nellis on this thread. David finally retired after 3 more bases and 22 yrs and went to work at the bombing range for awhile. I moved on with my life and now live by the runway at Dyess so I do still love the sound of a USAF plane keeping me safe. Thanks for serving and for continuing to support all of us who truly appreciate you. Angel
In answer to C S Ting, the 20mm Gatling gun was mounted on a trapeze and stowed in the weapons bay. It extended into the airstream for firing and was then retracted for streamlining. The advent of the Pave Tack system made it a nightmare, as only the gun or Pave Tack could be carried at a time. The gun was removed as an option during development of the digital flight control system due to vibration concerns. I doubt anyone in maintenance was sorry it was gone!
I was a Navy flight crew member in the SP5B seaplane, the last of the "flying boats". Shortly after separation from the Navy, I was employed as a flight test electroncs tech and later a supervisor for General Dynamics in 1966 - 1969. My initial assignment in 1967 was to support the electronics functions on F-111A #1 at the Grumman facility in Riverhead, NY. Our test mission was engine propulsion. While at Riverhead I witnessed, what I believe to be the crash of the last Navy version to fly. The aircraft stalled on takeoff and crashed on the runway killing both the pilot and weapons system operator. From 1968 - 1969, I was assigned to the F-111 contractor test facility at Eglin AFB in Florida. At Eglin, I was in charge of all electronics systems testing, which at any time included from 1 to 3 aircraft. We conducted propulsion, bomb load, environmental, 20mm cannon, and other tests during my assignment. We performed the first ariel testing of the 20mm cannon. During one of the original tests, the bombay, in which the cannon was located, exploded. This was due to a gas build up in the bombay, which was later modified to include a release vent in the rear of the bombay to relieve the build up of gases. On another occastion, the canopy on the weapons systmes operator's side of the aircraft opened up in flight. On neither of these occasions did it result in harm to the crew and the aircraft returned safely. For its time, the F-111 was a technological challenge, but overall, it was a great aircraft. I left GD in 1970 to return to college and never worked in the industry again. Great experience on a wonderful aircraft.
I was a pilot in both the F-111A and EF-111A at Mt Home AFB from 1981-1990. Both planes were very effective weapons platforms and very fast. I never heard the EF-111 referred to as the "Electric Fox" as noted in your article, but it was referred to as the "Spark Vark" as often as its official name, "Raven".
57th Fw Nellis AFB 76-77. Sent to 474th FW 430th Flying Tigers because of operation Ready Switch. Participated in Operation Jack Frost Jan. 77 at Elmendorf Alaska. After being grounded about 1 year we got the F-111A operational ready. Spent many a night on the speed brake working in the wheel well. Also down the right intake testing the engine inlet anti-ice detector! What a great and unique aircraft.
Worked on F-111s ARS /TFR from '70 - '73 at Nellis and Mountain Home. Went TDY to Takli for 4 months. I did remember some names while reading through this, H. Goodale for example. Anyone know where H. Goodale, D. Galen, O. Braham, Msgt Johnson and Major Rosa are?
I was on Ship #3 at Edwards Ca in 1967 on the test program,then on the F111As at Nellis AFB in 1968 with Harvest Reaper / Combat Lancer then on the F111Es at Upper Heyford from 71- 73 then to Cannon AFB NM on the F111Ds in 1974. The F111A I Crewed in Takhli was 66-0021 which was modified to a EF111A is in the Bone yard in Az.JFS
I was a weapons systems specialist, and a standardization load crew member at Cannon AFB from Mar 1987-Sept 1989, and at RAF Lakenheath from Sept 1989- Mar 1992. At Cannon, I was with the 524th TFTS, and at Lakenheath with the 494th FS. We took our F-111F's to Taif, Saudi Arabia where me and my crew loaded 352,000 lbs of live ordinance to be dropped on Iraq and Kuwait. I'm looking for a forum for all the prople that were with me out in the desert from Aud 22 1990 to Mar 28 1991. Also looking for any Lakenheath Desert Storm, or F-111 related reunion(s). I welcome all replys! I miss the 'ol Aardvark!
I was a crew chief on the E model at UH 1973-77. This airplane was a pain to work on but a joy to see fly. I loved the vaark and hated to leave it when I rotated back to the states. I worked in the Phase docks and in Yellow A&B flights with the 79th TFS.
