General Dynamics F-111 Aardvark
The General Dynamics F-111 Aardvark is a retired supersonic, medium-range, multirole combat aircraft. Production models of the F-111 had roles that included attack (e.g. interdiction), strategic bombing (including nuclear weapons capabilities), reconnaissance and electronic warfare. Aardvark comes from a South African animal that has a long nose and hugs the terrain. It is an Afrikaans word that translates literally as "earth pig" — hence the aircraft's "Pig" nickname during its Australian service.
"F111" redirects here. For other uses, see F111 (disambiguation).
Developed in the 1960s by General Dynamics under Robert McNamara's TFX Program, the F-111 pioneered variable-sweep wings, afterburning turbofan engines, and automated terrain-following radar for low-level, high-speed flight. Its design influenced later variable-sweep wing aircraft, and some of its advanced features have become commonplace. The F-111 suffered problems during initial development, largely related to the engines. A fighter variant intended for the United States Navy, the F-111B, was canceled before production; it was intended for aircraft carrier-based roles, including long-range interception. Several specialized models, such as the FB-111A strategic bomber and the EF-111A electronic warfare aircraft, were also developed.
The F-111 entered service in 1967 with the United States Air Force (USAF). The Royal Australian Air Force (RAAF) also ordered the F-111 and began operating the F-111C in 1973. As early as March 1968, the USAF were deploying F-111s into active combat situations; the type saw heavy use during the latter half of the Vietnam War to conduct low-level ground-attack missions, flying in excess of 4,000 combat missions while incurring only six combat losses in the theatre. The F-111s also participated in the Gulf War (Operation Desert Storm) in 1991; the F-111Fs completed 3.2 successful strike missions for every unsuccessful one, better than any other U.S. strike aircraft used in the operation. RAAF F-111s never saw offensive action, but were deployed periodically as a deterrent, such as for the Australian-led International Force for East Timor.
Being relatively expensive to maintain amid post-Cold War budget cuts, the USAF elected to retire its F-111 fleet during the 1990s; the last F-111Fs were withdrawn in 1996 while the remaining EF-111s also departed in 1998. The F-111 was replaced in USAF service by the F-15E Strike Eagle for medium-range precision strike missions, while the supersonic bomber role has been assumed by the B-1B Lancer. The RAAF continued to operate the type up until December 2010, when the last F-111C was retired; its role was transitioned to the Boeing F/A-18E/F Super Hornet as an interim measure until the Lockheed Martin F-35 Lightning II became available.
Development[edit]
Early requirements[edit]
The May 1960 U-2 incident, in which an American CIA U-2 reconnaissance 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). Consequently, the United States Air Force Strategic Air Command (SAC) and the RAF Bomber Command's plans to send subsonic, high-altitude Boeing B-47 Stratojet and V bomber formations into the USSR were realized to be 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 while interceptor aircraft had less of a speed advantage at low altitudes.[4] The USAF'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][7] This led USAF leaders to encourage its use.[8]
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.[9] Specifically, it was to be capable of at least 800 miles of low-level flight, 400 of which was to be at a speed of no less than Mach 1.2.[10] Furthermore, the specification also called for the aircraft to possess short takeoff and landing (STOL) capabilities to permit operations from short, unprepared airstrips that had a length of no more than 3,000 feet.[8] An internal payload of 1,000lb was to be carried in the primary mission role. A variant suitable for aerial reconnaissance flights was also included in the specification.[11]
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.[12][13] 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.[12][14] The program was formally canceled in 1961.[12] The Navy had tried variable geometry wings with the XF10F Jaguar, but abandoned it in the early 1950s.[15] It was NASA's simplification which made the variable geometry wings practical.[6][10] By 1960, increases in aircraft weights required improved high-lift devices, such as variable geometry wings.[16][17] Variable geometry offered high speeds, and maneuverability with heavier payloads, long range, and the ability to take off and land in shorter distances.[16]
Tactical Fighter Experimental (TFX)[edit]
The USAF and Navy were both seeking new aircraft when Robert McNamara was appointed secretary of defense in January 1961.[18] 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.[19][20] 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 USAF requirement, and use a modified version for the Navy.[21] In June 1961, Secretary McNamara ordered the go ahead of Tactical Fighter Experimental (TFX), despite USAF and Navy efforts to keep their programs separate.[22][23] According to aviation author Peter E. Davis, military officials were disconcerted by McNamara's focus on compromised requirements for financial reasons.[24]
United States Air Force operated F-111A/D/E/F/G, FB-111A and EF-111A.[186] Officially retired its F-111s in 1996 and the EF-111A in 1998.
Notable appearances in media[edit]
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.[238] The sound of an F-111 flyby is on the Voyager Golden Record.[239]
Related development
Aircraft of comparable role, configuration, and era
Related lists