General Dynamics F-111 Aardvark

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.Lax 2010, p. 15.

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.Spick 1986, pp. 4–7. 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.Gunston 1978, pp. 12–13. 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.Thomason 1998, pp. 5–6.Davies 2013, pp. 6-7. This led USAF leaders to encourage its use.Miller 1982, pp. 10–11.

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.{{Sfn|Gunston|1978|pp= 12–13, 16}} Specifically, it was to be capable of at least {{cvt|800|mi|km}} of low-level flight, {{cvt|400|mi|km}} of which was to be at a speed of no less than Mach 1.2.Knaack 1978, p. 223. 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 {{convert|3000|ft|m|sigfig=1}}. An internal payload of {{convert|1000|lb|kg}} was to be carried in the primary mission role. A variant suitable for aerial reconnaissance flights was also included in the specification.Knaack 1978, pp. 223-224.

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.Thomason 1998, pp. 3–5.Davies 2013, p. 7. 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.{{Sfn|Gunston|1978|p= 13}} The program was formally canceled in 1961. The Navy had tried variable geometry wings with the XF10F Jaguar, but abandoned it in the early 1950s.Davies 2013, p. 6. It was NASA's simplification which made the variable geometry wings practical. By 1960, increases in aircraft weights required improved high-lift devices, such as variable geometry wings.{{Sfn|Gunston|1978|pp= 11–12}}Miller 1982, p. 11. Variable geometry offered high speeds, and maneuverability with heavier payloads, long range, and the ability to take off and land in shorter distances.{{Sfn|Gunston|1978|pp=11–12}}

The USAF and Navy were both seeking new aircraft when Robert McNamara was appointed secretary of defense in January 1961.Miller 1982, p. 13. Both sought high-supersonic, twin-engine, two-seat aircraft that could carry heavy armament and fuel loads and probably use variable geometry wings.{{Sfn|Gunston|1978|p= 16}}Davies 2013, p. 4. 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.{{Sfn|Gunston|1978|pp=8–17}} In June 1961, Secretary McNamara ordered the go-ahead of Tactical Fighter Experimental (TFX), despite USAF and Navy efforts to keep their programs separate.{{Sfn|Eden|2004|pp=196–7}}{{cite news |url= https://news.google.com/newspapers?id=o-VVAAAAIBAJ&sjid=EuEDAAAAIBAJ&pg=6856%2C3575947|work= Eugene Register-Guard |location= Oregon, US |agency= Associated Press |last= Price |first= Bem |title= Capital still buzzing whether TFX a colossal blunder |date= 18 September 1966 |page= 5A}} According to aviation author Peter E. Davis, military officials were disconcerted by McNamara's focus on compromised requirements for financial reasons.Davies 2013, pp. 4-5.

File:General Dynamics F-111A cockpit 061003-F-1234S-015.jpg

The two services could agree only on swing-wing, two-seat, twin-engine design features. The USAF 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.{{Sfn|Gunston|1978|pp=8–17}}Knaack 1978, p. 224. Also, the USAF 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 {{convert|70|ft|m|sigfig=3|abbr=on}}. The Navy had less strenuous requirements: 6 g with Mach 2 speed at altitude and high subsonic speed (about Mach 0.9) at low level with a length of {{convert|56|ft|m|sigfig=3|abbr=on}}. The Navy also wanted the aircraft with a nose large enough for a {{convert|48|in|m|sigfig=2|abbr=on|adj=on}} diameter radar dish.{{Sfn|Gunston|1978|pp=8–17}}Miller 1982, pp. 11–15.

McNamara developed a basic set of requirements for TFX based largely on the USAF's requirements and, on 1 September 1961, ordered the USAF to develop it.{{Sfn|Gunston|1978|pp= 8–17}} Nevertheless, a request for proposals (RFP) for the TFX was provided to industry in October 1961.Knaack 1978, pp. 224-225. 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.Knaack 1978, p. 225. Boeing's proposal was recommended by the selection board in January 1962, with the exception of the engine, which was not considered acceptable. The board also directed alterations to radar and missile storage and a switch from ejection seats to a crew escape capsule. Both companies provided updated proposals in April 1962. USAF 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, and the board eventually recommended the Boeing design.{{Sfn|Gunston|1978|pp=18–20}}

But in November 1962, McNamara selected General Dynamics' proposal due to its greater commonality between USAF and Navy versions. The Boeing aircraft shared less than half of the major structural components. On 21 December 1962, General Dynamics signed the TFX contract.Knaack 1978, pp. 225-226. A congressional investigation into the procurement processed was conducted, but did not change the selection.{{Sfn|Gunston|1978|pp=18–20}}{{cite news |url= https://news.google.com/newspapers?id=StoxAAAAIBAJ&pg=2650%2C6893340 |work= Reading Eagle |location= Pennsylvania, US |agency= Associated Press |title= F-111 problems return to plague President |date= 13 January 1970 |page= 8}} On 1 May 1964, the definitized contract was issued for the program, including flight testing, spares, ground equipment, training devices, static and fatigue test data, and the production of an initial 23 F-111 aircraft; it was structured as a fixed price incentive fee (FPIF) contract with a ceiling price of $529 million along with provisions for deficiency correction amongst other operational clauses and performance criteria.Knaack 1978, p. 226.

General Dynamics' design team was led by Robert H. Widmer.{{cite news |last= Martin |first= Douglas |url= https://www.nytimes.com/2011/07/03/business/03widmer.html?_r=1&ref=deathsobituaries |title= Obituary: Robert H. Widmer, Designer of Military Aircraft, Dies at 95 |newspaper= The New York Times |date= 2 July 2011}} Recognizing its lack of experience with carrier-based fighters, General Dynamics teamed with Grumman in November 1963 for the assembly and testing of the F-111B. In addition, Grumman would also build the aft fuselage and the landing gear of the F-111A.Knaack 1978, p. 236. The General Dynamics and Grumman team faced ambitious requirements for range, weapons load, and aircraft weight.Thomason 1998, pp. 9–10. Thus, the F-111 was designed to incorporate numerous features that were new to production military aircraft, such as variable-geometry wings and afterburning turbofan engines.Miller 1982, pp. 17, 19. This use of unfamiliar features has been attributed as a major cause of the aircraft's protracted development and weight increases.Davies 2013, p. 5.

The F-111A and F-111B shared 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 {{convert|8.5|ft|m|sigfig=3|sp=us}} shorter as the aircraft could fit on existing carrier elevator decks, and had {{convert|3.5|ft|m|sigfig=3|adj=mid|-longer}} wingtips to improve on-station endurance time; it also carried an AN/AWG-9 Pulse-Doppler radar to guide its AIM-54 Phoenix missiles. The USAF's F-111A would be equipped with the AN/APQ-113 attack radar and the AN/APQ-110 terrain-following radar and air-to-ground armament.Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f111_1.html "General Dynamics F-111A."] USAAC/USAAF/USAF Fighters, 23 December 1999. Retrieved: 5 October 2009.

During September 1963, the F-111A mockup was inspected. On 15 October 1964, the first test F-111A was rolled out of Plant 4 of General Dynamics' facility in Fort Worth, Texas; it was powered by YTF30-P-1 turbofans and used a set of ejector seats as the escape capsule was not yet available. On 21 December 1964, the F-111A made its first flight from Carswell Air Force Base, Texas.{{Sfn|Eden|2004|p=197}} Lasting for 22 minutes, less than planned due to a flap malfunction, this initial flight was considered to be satisfactory overall; category I testing commenced immediately thereafter.Knaack 1978, pp. 226-227.{{cite news |url= https://news.google.com/newspapers?id=qzhWAAAAIBAJ&sjid=wOgDAAAAIBAJ&pg=2676%2C1891540 |work= Spokesman-Review |location= Spokane, Washington, US |agency= Associated Press |title= Controversial TFX test flight is success |date= 22 December 1964 |page= 1}} Early flights of the F-111, which included supersonic flights, demonstrated favorably simplistic maintenance requirements, amongst other qualities.Knaack 1978, p. 227.

Various changes to the program were enacted throughout 1965; this was chiefly in response to a steep climb in unit costs from $4.5 million to $6 million. The cause of the cost rises has been attributed, at least partially, to a directive issued to General Dynamics to incorporate improved avionics as well as to work on strategic bomber and aerial reconnaissance variants of the aircraft, the latter of which was eventually cancelled. During April 1965, General Dynamics was authorized to produce 431 F-111s, less than half the number of aircraft which had originally been forecast.Knaack 1978, pp. 227, 233. On 10 May 1967, a new multi-year FPIP contract replaced the prior procurement process, increasing the total aircraft on order to 493 F-111s of multiple models, including 23 F-111Bs intended for the US Navy, 24 F-111Cs for the Royal Australian Air Force, and 50 F-111Ks intended for the Royal Air Force.Knaack 1978, p. 228.

Early flights of the F-111 were troubled by compressor surges and stalls across certain portions of the flight regime.Knaack 1978, pp. 227-228. General Dynamics had elected to use an uncommon spike-shaped variable intake for the engine for the performance. Studies performed by NASA, the USAF, and General Dynamics led to the engine inlet being redesigned; modifications were implemented between 1965 and 1966, culminating with the "Triple Plow I" and "Triple Plow II" designs.Gunston 1978, pp. 25–27.{{cite web |title= F-111 |url= https://fas.org/man/dod-101/sys/ac/f-111.htm |website= FAS.org |publisher= Federation of American Scientists |date= 24 December 1998 |access-date= 15 August 2014}}Knaack 1978, pp. 228-229. During February 1965, the F-111A achieved a speed of Mach 1.3 while flying with an interim intake design. On 18 May 1965, the F-111B made its first flight; it was also equipped with ejector seats initially.Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f111_4.html "General Dynamics/Grumman F-111B."] USAAC/USAAF/USAF Fighters, 7 November 2004. Retrieved: 5 October 2009.Thomason 1998, pp. 16, 20.

Separately, cracks in the F-111's wing attach points were first discovered in 1968 during ground fatigue testing; during the following year, the crash of an F-111 was attributed to a cracked wingbox.Knaack 1978, p. 234. On 22 December 1969, the USAF opted to ground the fleet due to this issue, save for those involved in flight testing.Knaack 1978, pp. 230-231. The resolution involved the redesigning of the attach structure and necessitated testing to ensure adequate design and workmanship.Miller 1982, pp. 31, 47. On 31 July 1970, the grounding was lifted.Knaack 1978, p. 231. Category I flight testing of the F-111A, which had started in 1964, continued through to 31 March 1972.Logan 1998, p. 32. Category II tests started in January 1966, while Category III testing was repeatedly postponed before being cancelled, having been deemed to be unnecessary.

During 1968, the F-111B was canceled by the Navy on account of weight and performance issues together with revised tactical requirements.{{Sfn|Boyne|2002|p=252}}Thomason 1998, pp. 52–53. Australia would procure its own model, the F-111C. Subsequently, the improved F-111E, F-111D, and F-111F models were developed for the USAF. The strategic bomber FB-111A and the EF-111 electronic warfare versions were later developed for the USAF.{{Sfn|Frawley|2002|p= 89}} Production of the F-111 ended in 1976,Miller 1982, p. 65. following the completion of 563 aircraft.

File:F-111A Wing Sweep Sequence.jpg

The F-111 was an all-weather attack aircraft, capable of low-level penetration of enemy defenses to deliver ordnance on the target.[http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2322 "General Dynamics F-111D to F Aardvark."] {{webarchive|url=https://web.archive.org/web/20100531135621/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2322 |date=31 May 2010}} US Air Force National Museum. Retrieved: 3 December 2010. 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.Eden 2004, pp. 196–201. 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.Miller 1982, pp. 80–81. The airframe was made up mostly of aluminum alloys with steel, titanium and other materials used in places.Logan 1998, pp. 17–18.Davies 2013, pp. 20-21. The fuselage was made of a semi-monocoque structure with stiffened panels and honeycomb structure panels for skin. The horizontal stabilizer was an all-moving stabilator.{{cite web |title=General Dynamics F-111 |url=http://www.airvectors.net/avf111.html |website=www.airvectors.net |access-date=18 October 2022}}Davies 2013, p. 8.

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.Logan 1998, p. 19. 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.Logan 1998, p. 14.

20 mm cannon and 5,000 lb of bombs internal – pylons can carry up to 25,000 lb of bombs or two nuclear weapons internal and four AGM-69 SRAM nuclear weapons external.{{cn|date=May 2025}}

File:F-111 Night Cockpit.jpg

The F-111 featured an internal weapons bay that could carry bombs, a removable 20 mm M61 cannon or auxiliary fuel tanks.Logan 1998, pp. 20, 21, 28. 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 2,084-round ammunition tank, and its muzzle was covered by a fairing; however, it was rarely fitted on F-111s.Gunston 1983, p. 30.

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.Logan 1998, pp. 29–30. Australian RF-111Cs carried a pallet of sensors and cameras for aerial reconnaissance use.Miller 1982, p. 31.

The FB-111 could carry two AGM-69 SRAM air-to-surface nuclear missiles in its weapons bay.Gunston 1983, p. 31. 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. Early F-111 models had radars equipped to guide the AIM-7 Sparrow medium-range air-to-air missile, but it was never fitted.Gunston 1983, pp. 23–24.

File:F-111 with Durandal.jpg concrete penetration bombs|alt=Closeup view of cylindrical bombs and ordnance carried under a mostly green aircraft wing]]

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 {{convert|5000|lb|kg|abbr=off|sigfig=2}}. Various bombs and missiles could be carried on the pylons. Auxiliary fuel drop tanks with {{convert|600|USgal|L|abbr=off|sigfig=2}} capacity each could be fitted.Gunston 1983, pp. 30–31.

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) pods or datalink pods; one station was on the weapons bay, and the other on the rear fuselage between the engines. The F-111's maximum practical weapons load was limited, since the fixed pylons could not be used with the wings fully swept.Logan 1998, p. 18.

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. Australian F-111Cs were equipped to launch the Harpoon anti-ship missile, and the Popeye stand-off missile.Logan 1998, p. 28. 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.Gunston 1983, p. 49.

The F-111 was the first production variable-geometry wing aircraft. Several other types have followed with similar swing-wing configuration, 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 US Rockwell B-1 Lancer bomber (1974); and the European Panavia Tornado (1974). The Sukhoi Su-24 was very similar to the F-111.Gunston 1983, p. 3. The US Navy's role intended for the F-111B was instead filled by another variable-geometry design, the Grumman F-14 Tomcat.

File:F-111As Combat Lancer 1968.jpg

The first of six initial production F-111s was delivered on 17 July 1967 to fighter squadrons at Nellis Air Force Base.Gunston 1983, p. 32.Logan 1998, p. 33. These aircraft were used for crew training. 428th Tactical Fighter Squadron achieved initial operational capability on 28 April 1968.Knaack 1978, p. 229.

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.Knaack 1978, pp. 229-230. 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 wreckages were never recovered. It turned out that the third loss 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.Davies and Thornborough 1997, pp. 40, 43. 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.Thornborough and Davies 1989, p. 34.

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 origin of the name has been attributed to F-111A Instructor Pilot Al Mateczun in 1969, as the aircraft had not received an official USAF name.Thornborough and Davies 1989, p. 33.

During September 1972, the F-111 returned to Southeast Asia, stationed at Takhli Air Base, Thailand.Knaack 1978, pp. 231-232. 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, who called the aircraft "Whispering Death".{{Cite web |url= https://www.thedrive.com/the-war-zone/4595/flying-the-iconic-swing-wing-f-111-aardvark-at-the-height-of-the-cold-war |title= Flying the Iconic Swing-Wing F-111 Aardvark at the Height of the Cold War |last1= Crandall |first1= Richard |last2= Rogoway |first2= Tyler |date= 27 July 2016 |website= The Drive |access-date= 31 October 2019}} They also supported regional aerial operations against other communist forces such as Operation Phou Phiang III during the Laotian Civil War in Laos.Thornborough and Davies 1989, p. 37. 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 {{convert|200|ft|m|sigfig=1}} above ground level at {{convert|480|kn|km/h}} or faster in most weather conditions made it very effective;{{r|thedrive20160727}} 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.Logan 1998, pp. 283–284.Knaack 1978, p. 232.

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.{{cite web |url=http://www.gpo.gov/fdsys/pkg/STATUTE-87/pdf/STATUTE-87-Pg130.pdf |title=Public law 93-52 aka the Case-Church Amendment |date=1 July 1973 |access-date=25 November 2013}} 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.Wetterhahn 2002, pp. 54–56.Logan 1998, pp. 284–285.{{cite web |url=http://www.afhra.af.mil/factsheets/factsheet.asp?id=9941 |title= Factsheets 347 Rescue Wing |publisher= Air Force Historical Research Agency |date=27 December 2007 |access-date=25 November 2013 |url-status=dead |archive-url=https://web.archive.org/web/20131203162214/http://www.afhra.af.mil/factsheets/factsheet.asp?id=9941 |archive-date=3 December 2013}}

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, New Hampshire to Tinker Air Force Base, Oklahoma to pick up a heart for transplant. The aircraft landed at Bradley International Airport to deliver the organ to a waiting ambulance.{{cite web |url= https://sierrahotel.net/blogs/news/the-fb-111-supersonic-medical-transport |title= The FB-111 Supersonic Medical Transport |work= Sierra Hotel Blog |date= 20 October 2021 |access-date= 23 March 2022}}

File:F-111F GBU-10 bound for Libya.jpg

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. The round-trip flight between RAF Lakenheath/RAF Upper Heyford, United Kingdom and Libya of {{convert|6400|mi|km}} spanned 13 hours. One F-111 was lost over Libya and crashed into the Mediterranean Sea, probably shot down.{{cite magazine |author-link= Walter J. Boyne |last= Boyne |first= Walter J. |url= http://www.airforce-magazine.com/MagazineArchive/Pages/1999/March%201999/0399canyon.aspx |archive-url= https://web.archive.org/web/20090725025640/http://www.airforce-magazine.com/MagazineArchive/Pages/1999/March%201999/0399canyon.aspx |url-status= usurped |archive-date= 25 July 2009 |title= El Dorado Canyon |magazine= Air Force Magazine |date= March 1999}}

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 US strike aircraft used in the operation.{{cite web |url= http://www.gao.gov/archive/1997/ns97134.pdf |title= GAO/NS-97-134, Operation Desert Storm, Evaluation of the Air Campaign |archive-url= https://web.archive.org/web/20121016145619/http://www.gao.gov/archive/1997/ns97134.pdf |archive-date= 16 October 2012 |publisher= General Accounting Office |date= June 1997}} The group of 66 F-111Fs dropped almost 80% of the war's laser-guided bombs, including the penetrating bunker-buster GBU-28.Logan 1998, pp. 286–287. Eighteen F-111Es were also deployed during the operation. The US Air Force credited F-111s with destroying more than 1,500 Iraqi tanks and armored vehicles.[https://apps.dtic.mil/sti/pdfs/ADA235941.pdf "Air Force Performance in Desert Storm", p. 4.] U.S. Air Force, April 1991. Their use in the anti-armor role was dubbed "tank plinking".{{cite magazine |last1= Bodner |first1= Maj. Michael J. |first2= Maj. William W. |last2= Bruner III |url= http://www.airforce-magazine.com/MagazineArchive/Pages/1993/October%201993/1093plinking.aspx |archive-url= https://web.archive.org/web/20120303020113/http://www.airforce-magazine.com/MagazineArchive/Pages/1993/October%201993/1093plinking.aspx |url-status= usurped |archive-date= 3 March 2012 |title= Tank Plinking |magazine= Air Force magazine |date= October 1993}}

Expensive to operate—Crandall said that the aircraft "was nine percent of Tactical Air Command's fleet but ate up a whopping 25 percent of the maintenance budget"{{r|thedrive20160727}}—the F-111{{refn|The F-111 was the only aircraft in USAF history to never have an official name while in service.Lax 2010, p. 68.|group=N}} 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. At a ceremony marking the F-111's USAF retirement, on 27 July 1996, it was officially named Aardvark, its long-standing unofficial name.[http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2322 "Fact Sheet: General Dynamics F-111D to F."] {{webarchive|url=https://web.archive.org/web/20100531135621/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2322 |date=31 May 2010}} National Museum of the United States Air Force. Retrieved: 1 August 2010. The USAF retired the EF-111 electronic warfare variant in 1998.{{cite journal |last=Gershanoff |first=H |url=http://www.highbeam.com/doc/1G1-53945352.html |archive-url=https://web.archive.org/web/20121104102939/http://www.highbeam.com/doc/1G1-53945352.html |archive-date=4 November 2012 |url-status=dead |title=Interest in Prowler successor intensifies |journal=Journal of Electronic Defense |date=1 December 1998}}

{{main|General Dynamics F-111C}}

File:Australian F-111s.jpg 2006.]]

The Australian government ordered 24 F-111C aircraft to replace the RAAF's English Electric Canberras in the bombing and tactical strike role.Gunston 1978, p. 62. While the first aircraft was officially handed over in September 1968, structural issues delayed the entry into service.Wilson 1989, p. 152. The first F-111C was accepted at Nellis Air Force Base on 15 March 1973.Wilson and Pittaway 2010, p. 47. The RAAF's first six F-111Cs arrived at RAAF Base Amberley on 1 July 1973, and three subsequent flights of six F-111s arrived on 27 July, 28 September and 4 December. 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".{{cite web |url= https://www.acc.af.mil/News/story/id/123139241/ |title= When pigs fly! |archive-url= https://web.archive.org/web/20151017064734/http://www.acc.af.mil/news/story.asp?id=123139241 |archive-date= 17 October 2015 |first= Gary |last= Emergy |publisher= USAF Air Combat Command |date= 12 March 2009 |url-status= live |access-date= 5 January 2022}}{{cite web |last= Klesius |first= Michael |url= https://www.airspacemag.com/multimedia/when-pigs-could-fly-128788/ |title= When Pigs Could Fly |date= 31 January 2011 |publisher= airspacemag.com |access-date= 5 January 2022}}

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,Johnston, Paul D. [http://www.theaustralian.com.au/national-affairs/defence/its-been-great-but-now-its-time-to-say-goodbye-to-the-old-bomber/story-e6frg8yo-1225940238457 "It's been great but now it's time to say goodbye to the old bomber."] The Australian, 23 October 2001. Retrieved: 5 July 2011. providing Australia with independent strike capability.Stephens 2006, p. 290. Benny Murdani told Kim Beazley that when others became upset with Australia during Indonesian cabinet meetings, Murdani told them "Do you realise the Australians have a bomber that can put a bomb through that window on to the table here in front of us?"Lax 2010, p. 233.

Australian F-111s were ready to attack Indonesian forces during the establishment of East Timor's independence and the deployment of the Australian-led International Force for East Timor.[https://www.telegraph.co.uk/news/worldnews/australiaandthepacific/australia/1312500/Australia-was-set-to-bomb-Jakarta-in-Timor-conflict.html "Australia 'was set to bomb Jakarta in Timor conflict'"]. The Telegraph, 23 June 2001. Retrieved 20 January 2017. In 2006, an RAAF F-111 scuttled the North Korean ship Pong Su on 23 March 2006.{{cite news |url= http://www.smh.com.au/news/national/drug-freighter-meets-spectacular-end/2006/03/23/1143083893144.html |title= Drug Freighter meets spectacular end |website= The Sydney Morning Herald |date= 23 March 2006 |access-date= 29 January 2017}}

Because of the high maintenance time required for every flight hour,{{cite news |last= McPhedran |first= Ian |author-link= Ian McPhedran |url= http://www.dailytelegraph.com.au/news/f-111-the-raafs-white-elephant-in-the-sky/story-e6freuy9-1225757243738 |title= F-111 – the RAAF's white elephant in the sky |newspaper= The Daily Telegraph |date= 3 August 2009 |access-date= 3 August 2009}} the F-111's retirement began with the F-111G models operated by No. 6 Squadron in late 2007. Twenty-four Boeing F/A-18E/F Super Hornets were procured as an interim replacement as the Lockheed Martin F-35 Lightning II program was delayed.{{usurped|1=[https://web.archive.org/web/20071012122428/http://defence.gov.au/media/DepartmentalTpl.cfm?CurrentId=6619 "Super Hornet Acquisition Contract Signed."]}} defence.gov.au, 5 March 2007. Retrieved: 16 August 2010.{{cite press release |url= http://www.minister.defence.gov.au/NelsonMinSpeechtpl.cfm?CurrentId=6442 |first= Brendan |last= Nelson |author-link= Brendan Nelson |title= Australia to Acquire 24 F/A-18F Super Hornets |archive-url= https://web.archive.org/web/20110312164435/http://www.minister.defence.gov.au/NelsonMinSpeechtpl.cfm?CurrentId=6442 |archive-date= 12 March 2011 |website= minister.defence.gov.au |publisher= Australian Government |date= 6 March 2007 |access-date= 16 August 2010}} The last F-111s were retired on 3 December 2010.Binskin, Air Marshal Mark. [http://www.boeing.com/global/Australia/PigsTales/default.html "Pigs' Tales: Official F-111 Retirement Events".] {{webarchive|url=https://web.archive.org/web/20121012214817/http://www.boeing.com/global/Australia/PigsTales/default.html |date=12 October 2012}} Boeing. Retrieved: 3 December 2010.

File:F-111A dropping MK82.jpg

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 and "Triple Plow I" variable intakes, providing a maximum speed of Mach 2.3 (1,450 mph, 2,300 km/h) at altitude.Miller 1982, pp. 26, 66. The variant had a maximum takeoff weight of {{convert|92500|lb|kg|sigfig=3|abbr=on}} and an empty weight of {{convert|45200|lb|kg|sigfig=3|abbr=on}}.Logan 1998, p. 302.

The F-111A'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 {{cvt|200|ft|m|0|disp=or}}).Gunston 1978, pp. 46–47.

A total of 159 F-111As were produced, including 30 pre-production aircraft that were rebuilt to production standards.{{cite web |title=F-111 Production List |url=http://www.f-111.net/downloads/acftdata.pdf |website=F-111.net |access-date=13 June 2020 |archive-date=15 December 2007 |archive-url=https://web.archive.org/web/20071215102837/http://www.f-111.net/downloads/acftdata.pdf |url-status=dead}}Miller 1982, p. 26. 42 F-111As were converted to EF-111A Ravens for an electronic warfare tactical electronic jamming role.Logan 1998, p. 92. In 1982, four surviving F-111As were provided to Australia as attrition replacements and modified to F-111C standard, including its longer-span wings and reinforced landing gear.Logan 1998, p. 263. Three pre-production F-111A were used by NASA for various tests. The 13th F-111A received new wing designs for the Transonic Aircraft Technology and Advanced Fighter Technology Integration programs in the 1970s and 1980s.Logan 1998, pp. 289–293. It retired to the United States Air Force Museum at Wright-Patterson Air Force Base in 1989. Unconverted F-111As were mothballed at Aerospace Maintenance and Regeneration Center at Davis-Monthan Air Force Base in June 1991.Logan 1998, p. 48.

{{main|General Dynamics-Grumman F-111B}}

File:F-111B CVA-43 approach July1968.jpg

The F-111B was to be a fleet air defense (FAD) fighter for the US Navy, fulfilling a requirement for a carrier-based fighter aircraft armed with 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. Seven F-111Bs were completed for testing but it never entered fleet service.Knaack 1978, p. 237. It had a troubled development and Navy requirements changed to a maneuverable aircraft for dogfighting. The swing-wing configuration, TF-30 engines, AIM-54 Phoenix air-to-air missiles and AWG-9 radar developed for the F-111B were used on its replacement, the Grumman F-14 Tomcat. The Tomcat was large enough to carry the AWG-9 and Phoenix missiles while exceeding both the F-111's and the F-4's maneuverability.Thomason 1998, p. 54.

File:RAAF F-111 fuel dump and burn Williamtown Gilbert.jpg F-111C performing a dump-and-burn, a procedure where fuel is intentionally ignited using the aircraft's afterburner]]

{{main|General Dynamics F-111C|List of General Dynamics F-111 aircraft operated by the Royal Australian Air Force}}

The F-111C is the export version for Australia, combining the F-111A with longer F-111B wings and strengthened FB-111A landing gear.Knaack 1978, p. 233. Australia ordered 24 F-111s and, following delays, the Royal Australian Air Force accepted the aircraft in 1973.Logan 1998, p. 261. Four were converted to the RF-111C reconnaissance variant in 1979–80. Australia also purchased four ex-USAF F-111As and converted them into F-111Cs.{{cite web |url=http://www.boeing.com/global/Australia/BAL/DIVAerospaceSupport/f111.html |title=F/RF-111C Modifications and Support |publisher=Boeing Australia |access-date=3 July 2009 |archive-url=https://web.archive.org/web/20050427163959/http://www.boeing.com/global/Australia/BAL/DIVAerospaceSupport/f111.html |archive-date=27 April 2005 |url-status=dead |date=27 April 2005}}

In the 1990s, the F-111C underwent a comprehensive digital avionics upgrade program (AUP) which introduced new nav/attack systems (PAVE TACK Laser/infrared targeting system) and digital flight control computers.{{cite web |url= http://www.f-111.net/CarloKopp/aup.htm |title=F-111 Aardvark - New Tusks for the Pig |website=www.f-111.net |access-date=20 September 2018 |archive-date=29 September 2018 |archive-url=https://web.archive.org/web/20180929122903/http://www.f-111.net/CarloKopp/aup.htm |url-status=dead}} Later, the C model was upgraded with a unique version of the TF-30 engine known as the P-108. This local version mated the P-109 engine to a P-107 afterburner, delivering {{cvt|20840|lbf|kN}} of thrust and significantly increased reliability.Lax, Mark (2010). From Controversy to Cutting Edge: A History of the F-111 in Australian Service. Canberra, Australia: Air Power Development Centre. ISBN 9781920800543. The RAAF retired its last F-111Cs in December 2010 after 37 years of service.{{cite web |last= Dodd |first= Mark |url=http://www.theaustralian.com.au/national-affairs/defence/raaf-puts-f-111-out-to-pasture/story-e6frg8yo-1225965159612 |title=RAAF puts F-111 out to pasture |publisher=The Australian |date=23 December 2010 |access-date=3 July 2011}}

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.Davies 2013, pp. 38-39.Knaack 1978, pp. 249-250. It was first ordered in 1967 and delivered from 1970–73 after delays due to avionics issues.Knaack 1978, pp. 252-253. The F-111D reached initial operational capability in 1972; the sole operator was the 27th TFW stationed at Cannon AFB, New Mexico. 96 were built.Logan 1998, pp. 26, 106–107.

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.Knaack 1978, pp. 250–252.

The Mark II avionics used digitally integrated microprocessors, some of the first used by the USAF, offering new capability but substantial problems.Knaack 1978, p. 253-255. The Rockwell Autonetics digital bombing-navigation system included an inertial navigation system, AN/APQ-130 attack radar system, Doppler radar, digital computer set, and multi-function displays (MFDs). The terrain-following radar was the Sperry AN/APQ-128.Logan 1998, pp. 26–27. The attack radar featured a Doppler beam-sharpening, moving target indication (MTI), and Continuous-wave radar for guiding semi-active radar homing missiles.Gunston 1978, pp. 94–95. Avionics reliability improved but some issues were never fully resolved; 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". The F-111D was withdrawn from service in 1991 and 1992.Logan 1998, p. 108.

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.Gunston 1978, pp. 74–76.Davies 2013, p. 39. The weapon stores management system was improved and other small changes made.Miller 1982, p. 32. Crandall described the F-111E as "all analog, just like the A model, but It worked".{{r|thedrive20160727}}

The F-111E was first ordered in 1968. Its first flight occurred on 20 August 1969 and achieved initial operational capability late that year.Logan 1998, pp. 137–138.Knaack 1978, p. 238. 94 F-111Es were delivered between 1969 and 1971. Many F-111Es were assigned to the 20th TFW at Upper Heyford, UK until 1991.Knaack 1978, p. 239. It saw action during the Gulf War. Some F-111Es received an Avionics Modernization Program and improved TF30-P-109 engines in the early 1990s. All were retired to AMARC by 1995.Logan 1998, p. 138.

The F-111F was the final variant produced for Tactical Air Command, with a modern, but less expensive, Mark IIB avionics system, more powerful TF30-P-100 engine, and strengthened wing carry-through box.Gunston 1978, pp. 95–97.Knaack 1978, p. 256. Crandall described it as "the Cadillac of the F-111 force".{{r|thedrive20160727}} The USAF approved its development in 1969. 106 F-111Fs were produced between 1970 and 1976.Logan 1998, pp. 169–171.Davies 2013, pp. 39-40.

The F-111F could reach Mach 1.2 at sea level on full afterburner.{{cite web |last1= Sherman |first1= Robert |title= F-111 - Military Aircraft |url= https://fas.org/man/dod-101/sys/ac/f-111.htm |publisher= Federation of American Scientists |access-date= 26 May 2021 |date= 2 November 2016}} It had 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. An adjustable engine nozzle was added to decrease drag. The P-100 engine greatly improved performance.Gunston 1978, p. 96.Knaack 1978, p. 257. The engines were upgraded to the TF30-P-109 version between 1985 and 1986.Logan 1998, p. 301.

The F-111F's Mark IIB avionics suite used a simplified version of the FB-111A's AN/APQ-144 radar, which lacked some operating modes but added a new 2.5 mi (4.0 km) display ring. Although tested with digital moving-target indicator (MTI) capacity, it was not used in production sets. 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.Logan 1998, pp. 27, 169. 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 enabled the use of precision laser-guided munitions and was mounted in the internal weapons bay.[http://www.flightglobal.com/pdfarchive/view/1982/1982%20-%200080.html "Pave Tack operational on European F-111s."] Flight International, 9 January 1982.{{r|thedrive20160727}} The Pacer Strike avionics update program replaced analog equipment with new digital equipment and multi-function displays.Logan 1998, pp. 28–29. The last USAF F-111s were withdrawn from service in 1996, replaced by the McDonnell Douglas F-15E Strike Eagle.[http://nl.newsbank.com/nl-search/we/Archives?p_product=ST&s_site=dfw&p_multi=ST&p_theme=realcities&p_action=search&p_maxdocs=200&p_topdoc=1&p_text_direct-0=0EAF909C3B4ED340&p_field_direct-0=document_id&p_perpage=10&p_sort=YMD_date:D&s_trackval=GooglePM "F-111's builders and fliers to gather for retirement."] Fort Worth Star-Telegram, 25 July 1996.

{{main|General Dynamics 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.Gunston 1978, pp. 84–87. 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, 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.Logan 1998, pp. 278–80.Davies 2013, pp. 40-41.

In January 1968, the United Kingdom terminated its F-111K order, citing higher cost; increased costs along with devaluation of the pound had raised the cost to around £3 million each.{{Sfn|Gardner|1981|p= 116}} 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. 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 USAF decided not to take them over, and General Dynamics were ordered to use them for component recovery.

File:FB-111 Formation.jpg

The FB-111A was a strategic bomber version of the F-111. The USAF's Strategic Air Command needed an interim bomber due to the Advanced Manned Strategic Aircraft program proceeding slowly and the B-52 fleet's fatigue. The FB-111A was selected in 1965 and ordered in 1966 to replace the supersonic Convair B-58 Hustler and early B-52s.Logan 1998, p. 215.Knaack 1978, pp. 242-243. In 1968, plans called for 263 FB-111s, but the total was reduced to 76 aircraft in 1969. The first production aircraft flew in 1968.Miller 1982, pp. 38–41. After the UK canceled its order for the F-111K in 1968, components for the 48 F-111Ks in production were reused on the FB-111A.Gunston 1978, p. 87.Logan 1998, pp. 278–279. Deliveries began in 1969 and ended in 1971.

The FB-111A had a redesigned aft fuselage, longer F-111B wings for greater range and load-carrying ability, and a maximum speed of Mach 2.Miller 1982, pp. 38–43.Logan 1998, p. 216–218. Fuel capacity was increased by 585 gallons (2,214 L) and strengthened landing gear permitted a higher maximum takeoff weight of 119,250 lb (54,105 kg). All but the first FB-111A 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.Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f111_9.html "General Dynamics FB-111A."] joebaugher.com, 22 December 1999. Retrieved: 5 October 2009.Knaack 1978, p. 244.

The FB-111A was fitted with the SAC Mark IIB avionics suite.Knaack 1978, pp. 243-245. It had an attack radar improved from the F-111A's radar, along with kit later used on the F-111D, such as the inertial navigation system, digital computers, and multi-function displays.Logan 1998, pp. 215–218. The suite also had custom items 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 that replaced the manual arrangement on other F-111 models. 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 usable. Fuel tanks were often carried on the third non-swivelling pylon of each wing. The FB-111A had a total weapon load of {{convert|35500|lb|kg|abbr=on|sigfig=3}}.

File:Artist Concept of F-111 1980.JPEG

Multiple advanced FB-111 strategic bomber proposals were made in the 1970s. The first, referred to as "FB-111G" by General Dynamics, was a larger aircraft with more powerful engines, greater payload and range. The next was a lengthened "FB-111H" fitted with more powerful General Electric F101 turbofan engines, a {{cvt|12|ft|8.5|in|m}} 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.Logan 1998, pp. 247–248.Miller 1982, pp. 59–62, 73–77. The similar FB-111B/C was offered in 1979 without success.Logan 1998, pp. 249–251.

The FB-111A became surplus to SAC's needs after the B-1B Lancer entered service; they were subsequently reconfigured for tactical use and redesignated F-111G.Davies 2013, p. 40. The conversions began in 1989 and ended after 34 F-111Gs were produced. After SAC's disestablishment, the FB-111As and F-111Gs were transferred to the newly established Air Combat Command (ACC) and used primarily for training.Logan 1998, p. 206. The remaining FB-111As were retired in 1991 and the F-111Gs were retired in 1993.Logan 1998, pp. 206, 218. Australia bought 15 F-111Gs in 1993 to supplement its F-111Cs. They were retired in 2007.

{{main|General Dynamics–Grumman EF-111A Raven}}

To replace the aging Douglas EB-66, the USAF contracted 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.Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f111_3.html "Grumman EF-111A Raven."] USAAC/USAAF/USAF Fighters, 20 December 1999. Retrieved: 5 October 2009.

{{For|other operators of other variants|General Dynamics–Grumman F-111B|General Dynamics F-111C|General Dynamics–Grumman EF-111A Raven}}

File:Aircraft Fighter Jet F-111 AFTI NASA 0.jpg]]

;{{AUS}}

• Royal Australian Air Force
• No. 82 Wing – RAAF Base Amberley
• No. 1 Squadron F-111C (1973–2009){{cn|date=March 2022}}
• No. 6 Squadron F-111C (1973–2010), F-111G (1993–2007){{cn|date=March 2022}}

;{{USA}}

United States Air Force operated F-111A/D/E/F/G, FB-111A and EF-111A.[http://www.orbat.com/site/history/historical/usa/airforce1989.html "USAF: Order of Battle, circa 1989 (Combat Units)."] {{webarchive|url=https://web.archive.org/web/20101128051505/http://orbat.com/site/history/historical/usa/airforce1989.html |date=28 November 2010}} orbat.com, 11 February 2001. Retrieved: 3 December 2010. Officially retired its F-111s in 1996 and the EF-111A in 1998.

:Tactical Air Command 1968–1992

:Air Combat Command 1992–1998

• 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)

::493d 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 (1971–1991)

::529th Bombardment Squadron (Medium) FB-111 (1971–1991)

::530th Combat Crew Training Squadron FB-111 (1986–1991)

::4007th Combat Crew Training Squadron FB-111 (1971–1986)

• 509th Bombardment Wing (Medium) – Pease AFB

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

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

• NASA

{{For|other variants on display|General Dynamics/Grumman F-111B|General Dynamics F-111C|General Dynamics/Grumman EF-111A Raven}}

File:F-111 cockpit similuator.jpg on display as a cockpit simulator]]

;F-111G

• A8-272 – RAAF Museum, Point Cook, Victoria.[http://www.airforce.gov.au/raafmuseum/index.htm "F-111 Aardvark/A8-272."] RAAF Museum. Retrieved: 11 March 2013.

File:Wikitrip_to_MAI_museum_2016-02-02_216.JPG

;F-111A

• 67-0068 – {{ill|Museum of Moscow Aviation Institute|lt=Museum of Moscow Aviation Institute|ru|Музей Московского авиационного института}}, Moscow (cockpit module only).{{cn|date=December 2023}}

File:F-111E Escape Pod.JPG

;F-111E

• 67-0120 – American Air Museum, Imperial War Museum Duxford, Duxford, England. The last F-111E from 20th 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.[http://www.americanairmuseum.com/ "F-111 Aardvark/67-0120."] American Air Museum. Retrieved: 11 March 2013.
• 68-0011 – RAF Lakenheath, England (in front of base post office, marked as 48th TFW F-111F)[http://warbirdregistry.org/jetregistry/f111-680011.html "F-111 Aardvark/68-0011."] Warbird Registry. Retrieved: 11 March 2013.

;F-111F

• 74-0177 – National Cold War Exhibition, Royal Air Force Museum Cosford, England.[http://www.rafmuseum.org.uk/research/collections/general-dynamics-f-111f-cf/ "F-111 Aardvark/74-0177."] Royal Air Force Museum Cosford. Retrieved: 11 March 2013.

;F-111A

• 63-9766 – Air Force Flight Test Center Museum, Edwards AFB, Palmdale, California (first F-111)[http://afftcmuseum.org/exhibits/museum-aircraft-exhibits/ "F-111 Aardvark/63-9766."] {{Webarchive|url=https://web.archive.org/web/20170102195232/http://afftcmuseum.org/exhibits/museum-aircraft-exhibits/ |date=2 January 2017}} Air Force Flight Test Center Museum. Retrieved: 24 July 2015.
• 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.{{cite web|title=USAF Serial Number Search (63-9767)|url=http://cgibin.rcn.com/jeremy.k/cgi-bin/gzUsafSearch.pl?target=63-9767&content=|access-date=2018-02-14}}{{cite web|title=Lake County Veterans Memorial|url=https://lakecountyveteransmemorial.com/|access-date=2018-02-27}} Although it is a monument, it is possible to take it down because the wheels are unfolded.{{cn|date=January 2023}}
• {{Cns|63-9771 – Cannon AFB, Clovis, New Mexico. It is a monument fixed to a pedestal.|date=September 2024}}
• {{Cns|63-9773 – Sheppard AFB Air Park, Sheppard AFB, Wichita Falls, Texas. It is fixed to a pedestal and has become a monument.|date=September 2024}}
• 63-9775 – United States Space and Rocket Center, Huntsville, Alabama.{{Cn|date=September 2024}}
• {{Cns|63-9776 – Mountain Home AFB, Idaho (the only RF-111A, marked as 66-0022). It is fixed to a pedestal and has become a monument.|date=September 2024}}
• 63-9778 – Air Force Flight Test Center Museum, Edwards AFB, Palmdale, California (TACT/AFTI F-111)[http://afftcmuseum.org/exhibits/museum-aircraft-exhibits/ "F-111 Aardvark/63-9778."] {{Webarchive|url=https://web.archive.org/web/20170102195232/http://afftcmuseum.org/exhibits/museum-aircraft-exhibits/ |date=2 January 2017}} Air Force Flight Test Center Museum. Retrieved: 24 July 2015.
• 66-0012 – Battle Mountain Air Museum, Battle Mountain, Nevada.{{Cn|date=September 2024}}
• 66-0016 – Cannon AFB, Clovis, New Mexico.[https://www.af.mil/News/Article-Display/Article/484866/up-in-smoak-cannon-static-takes-veteran-down-memory-lane/ "Up in Smoak: Cannon static takes veteran down memory lane.”] Retrieved: 19 May 2014. It is a monument fixed to a pedestal.{{cn|date=December 2023}}
• 67-0012 – Henderson Park, Brenham, Texas{{cite web |title=F-111A Aardvark Fighter Jet - Brenham, TX - Static Aircraft Displays on Waymarking.com |url=https://www.waymarking.com/waymarks/wm10A9W_F_111A_Aardvark_Fighter_Jet_Brenham_TX |access-date=13 February 2023 |website=Waymarking}}
• 67-0046 – Brownwood Regional Airport, Brownwood, Texas.{{Cn|date=September 2024}}
• 67-0047 – American Airpower Museum, Long Island, New York[http://americanairpowermuseum.com/collection/aircraft/ "F-111 Aardvark/67-0047."] American Airpower Museum. Retrieved: 11 March 2013.
• 67-0051 – Historic Aviation Memorial Museum, Tyler Pounds Regional Airport, Tyler, Texas (marked as 67-0050).{{Cn|date=September 2024}}
• 67-0057 – Dyess Air Force Base Linear Air Park, Abilene, Texas.{{Cn|date=September 2024}}
• {{Cns|67-0058 – Carl Miller Park, Mountain Home, Idaho. It is fixed to a pedestal and serves as a monument.|date=September 2024}}
• 67-0067 – National Museum of the United States Air Force, Wright-Patterson AFB, Dayton, Ohio[https://www.nationalmuseum.af.mil/Visit/Museum-Exhibits/Fact-Sheets/Display/Article/196049/general-dynamics-f-111a-aardvark/ "F-111 Aardvark/67-0067."] National Museum of the USAF. Retrieved: 29 August 2015.
• 67-0069 – The Southern Museum of Flight, Birmingham, Alabama.{{Cn|date=September 2024}}
• {{Cns|67-0100 – Nellis Air Force Base, North Las Vegas, Nevada (aircraft display park). It is fixed to a pedestal and serves as a monument.|date=September 2024}}

;F-111D

• {{Cns|68-0140 – Clovis, New Mexico (F-111 "Vark" Memorial Park). It is fixed to a pedestal and serves as a monument.|date=September 2024}}

;F-111E

• 68-0009 – Fort Worth Aviation MuseumVeterans Memorial Air Park renamed Fort Worth Aviation Museum in October 2013. Fort Worth, Texas[http://veteransmemorialairpark.com/images/AircraftPages_201210/General%20Dynamics%20F-111E%20Aardvark.pdf "F-111 Aardvark/68-0009."] {{webarchive|url=https://web.archive.org/web/20130729111431/http://veteransmemorialairpark.com/images/AircraftPages_201210/General%20Dynamics%20F-111E%20Aardvark.pdf |date=29 July 2013}} Veteran Memorial Air Park. Retrieved: 11 March 2013.
• 68-0020 – Hill Aerospace Museum, Hill AFB, Utah (nicknamed "My Lucky Blonde")[http://www.hill.af.mil/library/factsheets/factsheet.asp?id=5737 "F-111 Aardvark/68-0020."] {{webarchive|url=https://web.archive.org/web/20130302144744/http://www.hill.af.mil/library/factsheets/factsheet.asp?id=5737 |date=2 March 2013}} Hill Aerospace Museum. Retrieved: 11 March 2013.
• 68-0027 – Commemorative Air Force, Midland, Texas.{{Cn|date=September 2024}}
• 68-0033 – Pima Air and Space Museum (adjacent to Davis-Monthan AFB), Tucson, Arizona[http://www.pimaair.org/aircraft-by-name/item/general-dynamics-f-111e-aardvark "F-111 Aardvark/68-0033."] {{Webarchive|url=https://web.archive.org/web/20150725014142/http://www.pimaair.org/aircraft-by-name/item/general-dynamics-f-111e-aardvark |date=25 July 2015}} Pima Air & Space Museum. Retrieved: 24 July 2015.
• 68-0039 – Shaw AFB, Sumter, South Carolina.{{Cn|date=September 2024}}

File:16 19 189 F111.jpg, Robins AFB]]

• 68-0055 – Museum of Aviation, Robins AFB, Warner Robins, Georgia (nicknamed "Heartbreaker")[http://www.museumofaviation.org/F111.php "F-111 Aardvark/68-0055."] {{webarchive|url=https://web.archive.org/web/20100923231828/http://museumofaviation.org/F111.php |date=23 September 2010}} Museum of Aviation. Retrieved: 11 March 2013.
• 68-0058 – Air Force Armament Museum, Eglin AFB, Valparaiso, Florida[http://www.afarmamentmuseum.com/outside.shtml "F-111 Aardvark/68-0058."] {{webarchive|url=https://web.archive.org/web/20141012072145/http://afarmamentmuseum.com/outside.shtml |date=12 October 2014}} Air Force Armament Museum. Retrieved: 11 March 2013.

;F-111F

• {{Cns|70-2364 – In the median strip of US Highway 70, in Portales, New Mexico. It is fixed to a pedestal and serves as a monument.|date=September 2024}}
• 70-2390 – National Museum of the United States Air Force, Wright-Patterson AFB, Dayton, Ohio[http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=408 "F-111 Aardvark/70-2390."] {{webarchive|url=https://web.archive.org/web/20130309220658/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=408 |date=9 March 2013}} National Museum of the USAF. Retrieved: 11 March 2013.
• 70-2408 – Santa Fe County Municipal, Santa Fe, New Mexico.{{Cn|date=September 2024}}
• 74-0178 – Aviation Heritage Park, Bowling Green, Kentucky[http://aviationheritagepark.com/f-111-aardvark/ "F-111 Aardvark/74-0178."] {{Webarchive|url=https://web.archive.org/web/20150725022102/http://aviationheritagepark.com/f-111-aardvark/ |date=25 July 2015}} Aviation Heritage Park. Retrieved: 24 July 2015.

; F-111G

• 67-0159 – Aerospace Museum of California, McClellan AFB (formerly), Sacramento, California (FB-111A development aircraft, converted to F-111G)[http://www.aerospaceca.org/general-dynamics-fb-111a-aardvark/ "F-111 Aardvark/67-0159."] {{webarchive|url=https://web.archive.org/web/20150114213104/http://www.aerospaceca.org/general-dynamics-fb-111a-aardvark/ |date=14 January 2015}} Aerospace Museum of California. Retrieved: 11 March 2013.
• 68-0239 – K. I. Sawyer Heritage Air Museum, formerly K.I. Sawyer AFB, Marquette, Michigan (nicknamed the "Rough Night");{{usurped|1=[https://web.archive.org/web/20150816030917/http://www.kishamuseum.org/fb111a.php "F-111 Aardvark/68-0239."]}} K.I. Sawyer Heritage Museum. Retrieved: 24 July 2015. converted to F-111G
• 68-0284 – Barksdale Global Power Museum, Barksdale AFB, Bossier City, Louisiana.{{Cn|date=September 2024}}
• 68-0287 – Wings Over the Rockies Air and Space Museum (former Lowry AFB), Denver, Colorado[http://www.wingsmuseum.org/discover/aircraft-exhibits "F-111 Aardvark/68-0287."] {{Webarchive|url=https://web.archive.org/web/20130212215856/http://www.wingsmuseum.org/discover/aircraft-exhibits |date=12 February 2013}} Wings Over the Rockies Air & Space Museum, Denver, CO. Retrieved: 5 February 2011.

; FB-111A

File:Barksdale Global Power Museum September 2015 25 (General Dynamics FB-111A Aardvark).jpg]]

• 68-0245 – March Field Air Museum, March ARB, Riverside, California (nicknamed "Ready Teddy")[http://www.marchfield.org/aircraft-exhibits/aircraft/fb-111a-aardvark-general-dynamics/ "F-111 Aardvark/68-0245."] {{webarchive|url=https://web.archive.org/web/20150730173038/http://www.marchfield.org/aircraft-exhibits/aircraft/fb-111a-aardvark-general-dynamics |date=30 July 2015}} March Field Air Museum. Retrieved: 24 July 2015.
• 68-0248 – South Dakota Air and Space Museum, Ellsworth AFB, South Dakota (nicknamed "Free For All").{{Cn|date=September 2024}}
• 68-0267 – Strategic Air Command & Aerospace Museum in Ashland, Nebraska (nicknamed "Black Widow")[http://sasmuseum.web01.bosmallbusiness.com/aircraft/fb-111a-aardvark/ "F-111 Aardvark/68-0267."] {{webarchive|url=https://web.archive.org/web/20150730235944/http://sasmuseum.web01.bosmallbusiness.com/aircraft/fb-111a-aardvark/ |date=30 July 2015}} Strategic Air and Space Museum. Retrieved: 24 July 2015.
• {{Cns|68-0275 – Kelly Field Heritage Museum, Lackland AFB / Kelly Field San Antonio, Texas (painted in tactical scheme). It is fixed to a pedestal and serves as a monument.|date=September 2024}}
• {{Cns|68-0286 – Clyde Lewis Airpark (adjacent to former Plattsburgh AFB), Plattsburgh, New York (nicknamed "SAC Time"). It is fixed to a pedestal and serves as a monument.|date=September 2024}}
• 69-6507 – Castle Air Museum (former Castle AFB), Atwater, California (nicknamed "Madam Queen")[http://www.castleairmuseum.org/ondisplay/ "F-111 Aardvark/69-6507."] {{webarchive|url=https://web.archive.org/web/20140707221836/http://www.castleairmuseum.org/ondisplay |date=7 July 2014}} Castle Air Museum. Retrieved: 24 July 2015.
• 69-6509 – Whiteman AFB, Knob Noster, Missouri (gate guard) (nicknamed "The Spirit of the Seacoast").{{Cn|date=September 2024}}

File:General Dynamics F-111 Aardvark 3-view.svg

File:EAR Antenna, Electronically Agile Radar, Westinghouse, 1972-1979, designed for B-52 and FB-111 - National Electronics Museum - DSC00380.JPG (PESA, precursor of the AN/APQ-164 for B-1 Lancer), specifically designed for the FB-111]]

{{Aircraft specs

|ref= General Dynamics F-111 "Aardvark",Miller 1982, pp. 32–38, 66. The Complete Encyclopedia of World AircraftDonald 1997, p. 453.

|prime units?= kts

|crew= 2

|length ft= 73

|length in= 6

|length note=

|span ft= 63

|span in=

|span note=

|swept ft= 32

|swept in=

|swept note=

|height ft= 17

|height in= 1.5

|height note=

|wing area sqft= 657.4

|wing area note=

|swept area sqft= 525

|swept area note=

|aspect ratio= 7.56 spread

::::1.95 swept

|airfoil=root: NACA 64-210.68; tip: NACA 64-209.80{{cite web |last1= Lednicer |first1= David |title= The Incomplete Guide to Airfoil Usage |url= https://m-selig.ae.illinois.edu/ads/aircraft.html |website= m-selig.ae.illinois.edu |access-date= 16 April 2019}}

|empty weight lb= 47,200

|empty weight note=

|gross weight lb= 82,800

|gross weight note=

|max takeoff weight lb= 100,000

|max takeoff weight note=

|fuel capacity=

|more general=

• Zero-lift drag coefficient: 0.0186Loftin, LK, Jr. [http://www.hq.nasa.gov/pao/History/SP-468/app-a3.htm NASA SP-468, "Quest for performance: The evolution of modern aircraft"] {{Webarchive|url=https://web.archive.org/web/20110108035100/http://www.hq.nasa.gov/pao/History/SP-468/app-a3.htm |date=8 January 2011 }} NASA, 6 August 2004. Retrieved: 30 April 2014.
• Zero-lift drag coefficient area: 9.36 sq ft (0.87 m²)

|eng1 number= 2

|eng1 name= Pratt & Whitney TF30-P-100

|eng1 type= afterburning turbofan engines

|eng1 lbf= 17,900

|eng1 note=

|eng1 lbf-ab= 25,100

|max speed kts= 1,434

|max speed note= at altitude

:::::{{cvt|795|kn|mph km/h}} / Mach 1.2 at sea level

|max speed mach= 2.5

|cruise speed kts=

|cruise speed note=

|stall speed kts=

|stall speed note=

|never exceed speed kts=

|never exceed speed note=

|minimum control speed kts=

|minimum control speed note=

|range nmi= 3,210

|range note=

|combat range nmi=

|combat range note=

|ferry range nmi= 3,210

|ferry range note= with external drop tanks

|endurance=

|ceiling ft= 66,000

|ceiling note=

|g limits= +7.33

|roll rate=

|climb rate ftmin= 25,890

|climb rate note=

|time to altitude=

|wing loading lb/sqft= 126

|wing loading note= spread

:::::{{cvt|158|lb/sqft|0}} wings swept

|fuel consumption lb/mi=

|thrust/weight= 0.61

|more performance=

|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

|hardpoint capacity= 31,500 lb (14,300 kg)

|hardpoint 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

|hardpoint missiles=

• AGM-69 SRAM thermonuclear air-to-surface missile (FB-111A only)
• AGM-130 stand-off bomb
• AIM-9 short range infrared air-to-air missile

}}

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.{{cite web |url= http://www.moma.org/collection/works/79805?locale=en |title= Collection |publisher= The Museum of Modern Art |access-date= 21 September 2015}} The sound of an F-111 flyby is on the Voyager Golden Record.{{cite web |url= http://voyager.jpl.nasa.gov/spacecraft/sounds.html |title= Voyager - Spacecraft - Golden Record - Sounds of Earth |publisher= NASA |date= 17 August 2008 |access-date= 1 August 2010}}

{{Portal|Military of Australia|Aviation}}

{{aircontent

|see also=

• ASALM

|related=

• 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

|similar aircraft=

• {{lwc|BAC TSR-2}}
• {{lwc|Dassault Mirage IV}}
• {{lwc|Panavia Tornado}}
• {{lwc|Sukhoi Su-24}}

|lists=

• List of bomber aircraft
• List of military aircraft of the United States
• List of military electronics of the United States

}}

{{Reflist|group=N}}

{{reflist|30em}}

• {{cite book |last= Boyne |first= Walter J |title= Air Warfare: an International Encyclopedia |volume= 1 |location= Santa Barbara, California |publisher= ABC-CLIO |year= 2002 |isbn= 1-57607-345-9}}
• {{cite book |last1= Davies |first1= Peter |title= General Dynamics F-111 Aardvark |date= 2013 |publisher= Osprey Publishing Ltd. |location= Great Britain |isbn= 978-1-78096-611-3}}
• {{cite book |last1= Davies |first1= Peter E. |title= General Dynamics F-111 Aardvark |date= 20 October 2013 |publisher= Bloomsbury Publishing |isbn= 978-1-78096-612-0 |url= https://books.google.com/books?id=tZqjCwAAQBAJ}}
• {{cite book |last1= Davies |first1= Peter E. |last2= Thornborough |first2= Anthony M. |title= F-111 Aardvark |date= 1997 |publisher= The Crowood Press Ltd. |location= Ramsbury, Marlborough Wiltshire. UK |isbn= 1-86126-079-2}}
• {{cite book |editor-last= Donald |editor-first= David |title= The Complete Encyclopedia of World Aircraft |location= New York, US |publisher= Barnes & Noble |date= 1997 |isbn= 0-7607-0592-5}}
• {{cite book |last1= Drendel |first1= Lou |title= F-111 in Action |date= 1978 |publisher= Squadron/Signal Publications, Inc. |location= Warren, Michigan, US |isbn= 0-89747-083-4}}
• {{cite book |editor-last= Eden |editor-first= Paul |title= Encyclopedia of Modern Military Aircraft |chapter= General Dynamics F-111 Aardvark/EF-111 Raven |location= London, UK |publisher= Amber Books |date= 2004 |isbn= 1-904687-84-9}}
• {{cite book |last= Frawley |first= Gerald |title= The International Directory of Military Aircraft 2002/2003 |chapter= General Dynamics F-111 Aardvark |location= Fyshwick ACT, AU |publisher= Aerospace Publications |year= 2002 |isbn= 1-875671-55-2}}
• {{cite book |last= Gardner |first= Charles |title= British Aircraft Corporation: A History |location= London, UK |publisher= BT Batsford |year= 1981 |isbn= 0-7134-3815-0}}
• {{cite journal |last1= Goodrum |first1= Alastair |title= Down Range: Losses over the Wash in the 1960s and 1970s |journal= Air Enthusiast |date= January–February 2004 |issue= 109 |pages= 12–17 |issn= 0143-5450}}
• {{wikicite |ref= {{sfnRef|Gunston|1978}}|reference=Gunston, Bill. F-111. New York: Charles Scribner's Sons, 1978. {{ISBN|0-684-15753-5}}.}}
• {{cite book |last= Gunston |first= Bill |title= F-111 (Modern Fighting Aircraft, Vol. 3) |location= New York, US |publisher= Salamander Books |date= 1983 |isbn=0-668-05904-4}}
• {{cite book |last= Knaack |first= Marcelle Size |url=http://www.airforcehistory.hq.af.mil/Publications/fulltext/encyclopedia_postww2_fighters.pdf |title=Encyclopedia of US Air Force Aircraft and Missile Systems: Volume 1 Post-World War II Fighters 1945-1973 |location= Washington, D.C., US |publisher=Office of Air Force History |date=1978 |isbn=0-912799-59-5 |access-date=20 May 2017 |archive-date=9 June 2011 |archive-url= https://web.archive.org/web/20110609020127/http://www.airforcehistory.hq.af.mil/Publications/fulltext/encyclopedia_postww2_fighters.pdf |url-status=dead}}
• {{cite book |last= Lax |first= Mark |url= http://airpower.airforce.gov.au/Publications/Details/431/From-Controversy-to-Cutting-Edge.aspx |title= From Controversy to Cutting Edge: A History of the F-111 in Australian Service |location= Canberra, Australia |publisher= Air Power Development Centre, Department of Defence (Australia) |year= 2010 |isbn= 978-1-92080-054-3}}
• {{cite book |last= Logan |first= Don |title= General Dynamics F-111 Aardvark |location= Atglen, Pennsylvania, US |publisher= Schiffer Military History |date= 1998 |isbn= 0-7643-0587-5}}
• {{cite book |last= Miller |first= Jay |title= General Dynamics F-111 "Aardvark" |location= Fallbrook, California, US |publisher= Aero Publishers |date= 1982 |isbn= 0-8168-0606-3}}
• {{cite journal |last1= Picinich |first1= A.A., Colonel |editor1-last= Radzykewycz |editor1-first= D.T., Captain |title= The F-111 In Southeast Asia September 1972 - January 1973 |journal= Checo/Corona Harvest Division, DCS/Plans and Operations, HQ PACAF |date= 21 February 1974 |volume= Project CHECO Report |issue= Special Project |publisher= Department of the Air Force |location= Hq USAF |language= en |id= UNCLASSIFIED}}
• {{cite journal |last= Poore |first= Richard |title= Premature Fielding of an Immature Weapons System? |journal= Air Enthusiast |number= 115 |date= January–February 2005 |page= 74 |issn= 0143-5450}}
• {{cite book |last= Spick |first= Mike |title= B-1B (Modern Fighting Aircraft) |location= New York, US |publisher= Prentice Hall |date= 1986 |isbn= 0-13-055237-2}}
• {{cite book |last= Thomason |first= Tommy |title= Grumman Navy F-111B Swing Wing (Navy Fighters No. 41) |location= Simi Valley, California, US |publisher= Steve Ginter |date= 1998 |isbn= 0-942612-41-8}}
• {{cite book |last= Thornborough |first= Anthony M. |title= F-111 Aardvark |location= London, UK |publisher= Arms and Armour Press |date= 1989 |isbn= 0-85368-935-0}}
• {{cite book |last1= Thornborough |first1= Anthony M |first2= Peter E. |last2= Davies |title= F-111 Success in Action |location= London, UK |publisher= Arms and Armour |date= 1989 |isbn= 0-85368-988-1}}
• {{cite book |last= Wetterhahn |first= Ralph |title= The Last Battle: The Mayaguez Incident and the end of the Vietnam War |publisher= Plume |year= 2002 |isbn= 0-452-28333-7}}
• {{cite book |last= Wilson |first= Stewart |title= Lincoln, Canberra and F-111 in Australian Service |location= Weston Creek, ACT, Australia |publisher= Aerospace Publications |date= 1989 |isbn= 0-9587978-3-8}}

• {{cite book |last= Angelucci |first= Enzo |title= The American Fighter |location= New York, US |publisher= Haynes |date= 1987 |isbn= 0-85429-635-2}}
• {{cite book |last= Art |first= Robert J. |title= The TFX Decision: McNamara and the Military |location= Boston, US |publisher= Little, Brown |date= 1968}}
• {{cite book |last= Neubeck |first= Ken |title= F-111 Aardvark Walk Around |location= Carrollton, Texas, US |publisher= Squadron/Signal Publications |date= 2009 |isbn= 978-0-89747-581-5}}
• {{cite book |editor-last= Winchester |editor-first= Jim |title= General Dynamics FB-111A. Grumman/General Dynamics EF-111A Raven. Military Aircraft of the Cold War (The Aviation Factfile) |location= London, UK |publisher= Grange Books |date= 2006 |isbn= 1-84013-929-3}}

{{Commons}}

• {{usurped|1=[https://web.archive.org/web/20071228194425/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2321 General Dynamics F-111A Aardvark - National Museum of the United States Air Force™]}}
• [https://www.airforce.gov.au/sites/default/files/minisite/static/7522/RAAFmuseum/research/aircraft/series3/A8.htm Royal Australian Air Force Museum Aircraft Series 3 A8 F-111]
• [http://www.f-111.net/ F-111.net]
• [http://www.aerospaceweb.org/aircraft/bomber/f111/ F-111 profile on Aerospaceweb.org]
• [http://www.ausairpower.net/pig.html F-111 on ausairpower.net]
• [https://books.google.com/books?id=qCUDAAAAMBAJ&dq=popular+science+1943+there%27s+one+thrill+no+soldier&pg=PA61 "The Truth About the Amazing F-111". Popular Science, May 1968]

{{Convair/GD aircraft}}

{{AircraftDesignationNavboxShell

|1={{USAF fighters}}

|2={{USAF bomber aircraft}}

|3={{USAF system codes}}

|4={{ADF aircraft designations}}

}}

{{Authority control}}

F-111

F-111 Aardvark

Category:Variable-sweep-wing aircraft

Category:Twinjets

Category:Aircraft first flown in 1964

Category:Shoulder-wing aircraft

Category:Aircraft with retractable tricycle landing gear