The General Dynamics F-111 Aardvark, a remarkable aircraft of its era, was a product of General Dynamics’ efforts in the 1960s. This versatile machine served a wide range of functions, from medium-range interdiction to tactical attack missions. Its capabilities extended to strategic nuclear bombing, aerial reconnaissance, and electronic warfare. In 1967, it officially joined the United States Air Force’s arsenal, later being adopted by the Royal Australian Air Force in 1973.
The production of the F-111 yielded a total of 563 aircraft across various variants. Following the initial F-111A model, subsequent versions, like the F-111D and E, saw upgrades in the Aardvark’s electronics and engine inlets, significantly boosting engine thrust. Additionally, the FB-111 variant was designed as a strategic bomber with improved engines and a lengthened fuselage to accommodate extra fuel, with seventy-five of these aircraft serving in Strategic Air Command units.
During the design phase, the F-111A and B variants shared structural components in the airframe and relied on Pratt & Whitney TF30-P-1 turbofan engines. The unique feature of side-by-side crew seating, necessary for Navy requirements, was incorporated into these models. The F-111B had a shortened nose by 8.5 feet to fit existing carrier elevator decks and featured 3.5-foot-longer wingtips to enhance on-station endurance. The Navy version was equipped with an AN/AWG-9 Pulse-Doppler radar and AIM-54 Phoenix missiles, while the Air Force version carried the AN/APQ-113 attack radar and the AN/APQ-110 terrain-following radar, along with air-to-ground armament. A team of engineers at General Dynamics, under the leadership of Robert H. Widmer, spearheaded this innovative project.
Given their lack of experience with carrier-based fighters, General Dynamics collaborated with Grumman for the assembly and testing of the F-111B aircraft. Grumman also played a role in producing the F-111A’s aft fuselage and landing gear. The ambitious goals of achieving extended range, heavy weapons loads, and optimized aircraft weight posed significant challenges for the General Dynamics and Grumman team. The F-111 design also introduced groundbreaking features for a military production aircraft, including variable-geometry wings and afterburning turbofan engines.
The F-111A mockup was scrutinized in September 1963, and the first test F-111A rolled out of General Dynamics’ facility in Fort Worth, Texas, on October 15, 1964. Equipped with YTF30-P-1 turbofans and ejector seats as the escape capsule was not yet available, the F-111A took its maiden flight on December 21, 1964, from Carswell Air Force Base, Texas. Similarly, the F-111B, also featuring ejector seats, made its inaugural flight on May 18, 1965.
Initially, there were challenges related to compressor surge and stall in certain flight regimes. NASA, the Air Force, and General Dynamics worked diligently on engine inlet design modifications in 1965–66, resulting in the “Triple Plow I” and “Triple Plow II” designs. With an interim intake design, the F-111A reached a speed of Mach 1.3 in February 1965. In 1968, during ground fatigue testing, cracks were discovered in the F-111’s wing attach points, leading to a subsequent crash the following year.
The redesign and testing of the attachment structure were necessary to ensure proper design and workmanship. Flight testing of the F-111A continued through 1973. The Navy canceled the F-111B in 1968 due to weight and performance issues, along with evolving fighter requirements. Australia adopted the F-111C model, while the U.S. Air Force saw the development of improved versions like the F-111E, F-111D, and F-111F. The strategic bomber FB-111A and the EF-111 electronic warfare versions were also introduced. Production concluded in 1976, with a total of 563 F-111 aircraft built.
