Country of origin:

United States of America

Description:

Two-seat tactical strike and reconnaissance bomber

Power Plant:

Two 18,500 lbst Pratt & Whitney TF-30-P3 turbofans

Specifications:

Armament:

One 20 mm M-61A1 rotary cannon with 200 rounds; or two 240 kg (750 lb) M117 bombs internally; approx max ordinance load of 13,608 kg (30,000 lb); external ordinance carried by four 1,814 kg (4,000 lb) swivelling wing stations and four fixed stations

History:

On 21 December 1964 the first General Dynamics F-111 flew at Carswell Air Force Base, Texas. It was the product of 25 million man-hours of planning, design, and construction, and 2,100 hours of wind-tunnel testing. Originally known as the TFX, the F-111 series of strike aircraft was designed to replace the Republic F-105 Thunderchief as a low-altitude, tactical, strike fighter and deep interdiction aircraft with supersonic dash speed at sea level.

A number of variants were developed for a variety of purposes and these included: F-111A , the basic aircraft of the tactical series; F-111E, the second in this series with improved air inlets to overcome compressor stall problems with P-3 model engines; and F-111D with P-9 engines, F-111E model inlet geometry, more advanced avionics built by North American Rockwell’s Autonetics Division, and increased air-to-air capability from an AN/APQ-130 attack radar. The F-111D was followed by the F-111F, which featured the more powerful P-110 engines, less complex avionics than those of the F-111D, yet more advanced that the two previous models.

The F-111B was a variant developed for the United States Navy, but only seven had been built when the contract was cancelled. The FB-111A, which was a variant for Strategic Air Command as an interim replacement for the B-52 Stratofortress, had the wing of the F-111B and a stronger undercarriage to allow a 55,339 kg (122,000 lb) gross weight, thus permitting a load of fifty 340 kg (750 lb) bombs to be carried.

The RF-111A, F-111B, and F-111D were proposed reconnaissance variants with cameras and infra-red sensors in the weapons bay. Only one RF-111A was built. The F-111K was a variant proposed for the Royal Air Force (RAF) to replace the cancelled BAe TSR-2 but was also cancelled. The two aircraft under construction at the time were transferred to the United States Air Force (USAF). Other variants included the EF-111A for electronic countermeasures.

In September 1972 during the Spring Offensive in the South East Asian Theatre the 474th Tactical Fighter Wing of the USAF with 48 F-111As was deployed to the Thai Air Force Base at Thakli. The aircraft were tasked to bomb some of the most heavily defended targets in North Vietnam, with, during Linebacker, 30 missions being flown each night, the F-111As bombing surface-to-air (SAM) missile sites and radar, command and communication facilities 30 minutes prior to strikes by Boeing B-52s. By the time the unit was withdrawn it had flown more than 4,000 missions, dropped 74,000 bombs comprising 227 kg (500 lb) and 907 kg (2,000 lb) bombs and cluster munitions. Eight were lost to enemy action.

A typical mission involved a low-level high subsonic run in with a payload of twelve 227 kg (500 lb) bombs, the mission lasting 2.5 hours and flown in pitch darkness. All missions were flown with the support of electronic counter measures (ECM) platforms, Wild Weasal SAM suppression aircraft, and fighter cover. It is noteworthy the F-111A carried twice the payload for more than twice the range of the McDonnell F-4 Phantom.

In 1963 the Australian Government ordered 24 F-111Cs for the Royal Australian Air Force (RAAF), which were basically F-111As with the larger wing of the FB-111A to achieve greater range and a stronger undercarriage to accept increased weights. The first aircraft for the RAAF flew in July 1968, but delivery was delayed until 1973 due to extensive modifications that had to be carried out to the wing carry-through structure, with additional tests to ensure the life of the aircraft.

The first six aircraft arrived, after being flown from the USA, at Amberley, QLD on 1 June 1973, followed by three additional ferry flights each delivering six aircraft. These aircraft F-111C-CFs (USAF 67-125 to 67-148 – c/ns D1-1 to D1-24 – serials A8-125 to A8-148) were attached to Nos 1 and 6 Squadrons of No 82 Wing.

During 1979-1980 four F-111C-CFs (A8-126, A8-134, A8-143 and A8-146) were converted for the reconnaissance role, the first by General Dynamics at Fort Worth, Texas and the other three at RAAF Amberley, QLD. This involved the installation of Fairchild KA56E low-altitude panoramic cameras, KS-87C split-vertical cameras, Honeywell AN/AAD-51R line scanners, and a Cardion Electronics TV system.

In 1981 four ex USAF F-111A-CFs (A8-109 c/n A1-154, A8-112 c/n A1-157, A8-113 c/n A1-158, and A8-114 c/n A1-159) were obtained from the USA to replace the four aircraft which at that stage had been lost in accidents. Although these aircraft did not have the longer-span wings and reinforced undercarriage of the F-111C, modifications were made to bring them close to the F-111C standard. Two further aircraft were offered but were rejected after they failed fatigue tests. In addition, a further F-111A (63-9768 c/n A1-03 – ‘City of Graham’) was shipped to Australia in 1995 on board ‘HMAS Kanimbla’ for use as a general instructional airframe and for spare parts at RAAF Amberley. Two other F-111As (67-0095 c/n A1-140 and 67-0106 c/n A1-151) were held in store at Davis Monthan Air Force Base in Arizona as unused attrition replacements.

In October 1992 the Australian Government announced it was acquiring 18 F-111Gs from surplus American stocks, some to be placed in storage to meet attrition requirements. The F-111G model shared some commonality with the F-111C model, with the longer-span wing, stronger undercarriage, and some of the avionics; but was fitted with the later model TF-30-P107 turbofan. By mid 1993 15 airframes had been chosen; (serials A8-259 c/n B1-31; A8-264 c/n B1-36; A8-265 c/n B1-37; A8-270 c/n B1-42; A8-271 c/n B1-43; A8-272 c/n B1-44; A8-274 c/n B1-46; A8-277 c/n B1-49; A8-278 c/n B1-50; A8-281 c/n B1-53; A8-282 c/n B1-54; A8-291 c/n B1-63; A8-506 c/n B1-68; A8-512 c/n B1-74; and A8-514 c/n B1-76).

The Australian F-111s had a series of upgrades over their service life aimed at improving reliability and reducing crew workload. These included deletion of the internal cannon and, under Project Echidna, received a new electronic warfare self-protection suite. Other up-dates involved a Pave Tack forward looking infrared, and laser target designation pod. Pave Tack enhanced target identification in all weathers and at night, the laser designator enabling the homing of laser guided bombs, the effects of this being amply demonstrated during the first Gulf War by F-111s of the USAAF.

The RAAF eventually had an all-digital F-111 fleet and they were expected to remain in service until 2020. However, in late 2004 the Australian Government announced the fleet would be withdrawn in 2010 and there was some suggestion an interim aircraft would be required pending the delivery of the Lockheed Martin F-35.

The F-111 aircraft in their later years were painted in an air-superiority grey colour scheme. Following the withdrawal of the type from USAF service, the RAAF obtained a pool of ex F-111D Pratt & Whitney TF30-P108 and TF-109 engines for installation in the Australian fleet. Also, a program was put in place to replace wings with AMARC shipsets and further replacements (67-0095 and 67-1006) were available from the ex-USAF F-111F fleet stored at Davis Monthan Air Force Base. All told some 45 F-111s were obtained by the RAAF, comprising four F-111As, 20 F-111Cs, four FR-111Cs, 15 F-111Gs and two others for use in the instructional airframe role.

Fuel capacities of the Australian models were: F-111C – internal 19,099 litres (4,201 Imp gals) and 1,018 litres (223 Imp gals) in the left weapons bay; and F-111G – internal 18,877 litres (4,152 Imp gals), 1,077 litres (237 Imp gals) in the left weapons bay and 1,133 litres (249 Imp gals) in the right weapons bay; with an external tank containing 2,269 litres (499 Imp gals), the weapons bay fuel tanks only being used during delivery flights.

Seven F-111s were lost in RAAF service, these being: A8-128 on 2 April 1987 near Tenterfield, NSW; A8-133 on 29 September 1977 near Evans Head, NSW; A8-136 on 28 April 1977 near Guyra, NSW; A8-137 on 24 August 1979 near Ohakea, New Zealand; A8-139 on 28 January 1986 near Moruya, NSW; A8-141 on 25 October 1978 in Auckland Harbour, NZ; and A8-291 on 19 April 1999 whilst on exercises over the South China Sea.

On 8 and 9 April 1974 Wing Commander Raymond Funnell, Commander of No 6 Squadron at Amberley, and Sqdn Ldr John Miller, in an F-111C (A8-142), flew around Australia commemorating the circumnavigation in 1924 [50 years before] of Australia by Wng Com S J Goble and Flt Lt Ivor McIntyre in a Fairey IIID floatplane.

Total production of the F-111 series was; 16 F-111s pre-production; 142 F-111As for Tacair Command and 76 FB-111As for Strategic Air Command; 24 F-111Cs; 96 F-111Ds; 94 F-111Es, and 106 F-111Fs, total production being more than 560 aircraft. Subsequently 42 F-111As were modified to EF-111A Raven electronics warfare jamming configuration; and 36 FB-111s were modified to F-111G standard.

During the Timor crisis in the 1990s RAAF RF-111Cs were used in the photo-reconnaissance role in that region as an aid to the United Nations Multinational Force. By late 2005 27 F-111Cs and RF-111Cs, and seven F-111Gs, were in service, the latter, as they were not fitted with the Pave Tack laser designation pods, nor integrated with the Harpoon anti-ship or AGM-142G weapons, being used for training and close-air-support work. Of the 15 F-111Gs acquired, seven were in service. One was lost in an accident in Malaysia in 1999; and seven were in open storage at Amberley.

The introduction of the F-111 to service with the RAAF was controversial but it proved its worth over the years. It was a remarkable aircraft, with a long-range weapons capability allowing delivery of weapons in all weathers with the TFR fit allowing low-level penetration to a target. No replacement aircraft with the capabilities of the F-111 has yet emerged and it was a large loss to the RAAF and Australian Defence when it was retired.

In 1984 noted defence author, Carlo Kopp, said “The workload is very high in this aircraft and one only comes to appreciate it fully after trying it out. Given one considers that the navigator must also contend with enemy electronic activity, it is very apparent that the F-111C demands the utmost in aircrew proficiency and very tight teamwork between the pilot and navigator. To quote one RAAF navigator the F-111Cs limitations do not lie within the aircraft, they lie within the crew’s inability to exploit everything it offers…”.

On another occasion he said “The F-111 has a unique place in aviation history, a place characterised by extremes. Extremes in specified performance, combat capability and complexity, and of course the dubious distinction of being the most criticised combat aircraft of its generation. To be fair to the aircraft, we must note that virtually every problem it ever had stemmed from the immaturity of the advanced designs used, as its designers pushed the technology of the day to the limit”.

When the type was finally retired a number were placed in Australian museums. One of the aircraft, an F-111A A8-113 (‘Roadrunner 1′) flew the type’s last Vietnam war combat mission whilst it was in service with the USAF, operating from Takhli Air Base in Thailand, this event taking place on 17 April 1973.  An F-111G A8-272 (‘Boneyard Wrangler’) was delivered to the RAAF Museum at Point Cook, VIC in 2009; and in 2011 the first RAAF F-111C A8-125 was conveyed by truck also to the RAAF Museum.

In early 2010 the Australian Government called for tenders for the destruction of 12 surviving F-111G airframes and 70 TF-30 engines. These had to be destroyed under US International Traffic in Arms regulations, they formerly being USAF FB-111A bombers with nuclear short-range attack missile capability. Of the 15 F-111Gs obtained, one has been placed with the RAAF Museum and one A8-291 was lost in an accident in Malaysia in 1999.

No contract was awarded for the destruction of the survivors not going to museums and, in late 2011, 23 became landfill at Swanbank near Ipswich, QLD, these 23 comprising: F-111A 63-9768; F-111Cs A8-112, A8-114, A8-131, A8-135, A8-140, A8-143, A8-144, A8-145, and A8-146; and F-111Gs A8-259, A8-264, A8-265, A8-270, A8-271, A8-274, A8-277, A8-278, A8-281, A8-282, A8-506, A8-512 and A8-514.

In April 2018 the Australian War Memorial announced it would add a reconnaissance configured RF-111C A8-134 to its collection in mid 2019, this being the only survivor of the four RF-111Cs that were converted and took part in missions over East Timor. This aircraft had already been placed on display at the South Australian Aviation Museum (SAAM) at Port Adelaide and it was stated the F-111C (A8-132) which was in storage at RAAF Edinburgh, would go to the SAAM. The RF-111Cs operated with both Nos 1 and 6 Squadrons from 1973 until retirement on 3 December 2010. Modifications included the fitting of cameras mounted on a pallet carried in the aircraft’s bomb bay.

A number of crew capsules have survived in museums around Australia, and the fins and rudders of some aircraft have been placed on display at RSL clubs.

Survivors placed in museums have included: A8-130 at the Pacific Aviation Museum in Hawaii; A8-129 at the Queensland Air Museum at Caloundra; A8-109 at the HARS Museum at Albion Park, NSW; A8-126 in the RAAF Heritage Centre at Amberley and A8-138 on display at the gate to the air base; A8-142 at the gate at RAAF Wagga Wagga NSW; A8-113 at the Darwin Aviation Museum; A8-134 at the Australian War Memorial in Canberra, ACT; A8-125 and A8-272 at the RAAF Museum at Point Cook; A8-147 at the Evans Head Heritage Museum, NSW; and A8-148 at Fighter World at the RAAF base at Williamtown, NSW.