F-111.net

General Dynamics F-111 variants

F-111A
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.[90] The variant had a maximum takeoff weight of 92,500 lb (42,000 kg) and an empty weight of 45,200 lb (20,500 kg).The A-model's Mark I avio nics  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 200 ft).Total production of the F-111As was 159, including 30 pre-production aircraft that were later brought up to production standards. 42 F-111As were converted to EF-111A Ravens for an electronic warfare tactical electronic jamming role. In 1982, four surviving F-111As were provided to Australia as attrition replacements and modified to F-111C standard; these were fitted with the longer-span wings and reinforced landing gear of the C-model.Three pre-production F-111A were provided to NASA for various testing duties. The 13th F-111A was fitted with new wing designs for the Transonic Aircraft Technology and Advanced Fighter Technology Integration programs in the 1970s and 1980s. It was retired to the United States Air Force Museum at Wright-Patterson Air Force Base in 1989. The remaining unconverted F-111As were mothballed at Aerospace Maintenance and Regeneration Center at Davis-Monthan Air Force Base in June 1991.

F-111D
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. The variant was first ordered in 1967 and delivered from 1970–73. The F-111D reached initial operational capability in 1972. Deliveries were delayed due to avionics issues. 96 F-111Ds were built. The sole operator of this variant was the 27th TFW stationed at Cannon AFB, New Mexico.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. The Mark II avionics were digitally integrated microprocessor systems, some of the first used by the USAF, offering tremendous capability, but substantial problems. The Rockwell Autonetics digital bombing-navigation system included inertial navigation system, AN/APQ-130 attack radar system and Doppler radar. It also included digital computer set and multi-function displays (MFDs). The terrain-following radar was the Sperry AN/APQ-128. The attack radar featured a Doppler beam-sharpening, moving target indication (MTI), and Continuous-wave radar for guiding semi-active radar homing missiles.It took years to improve the reliability of the avionics, but issues were never fully addressed. 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.

F-111E
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. The weapon stores management system was improved and other small changes made. Crandall described the F-111E as "all analog, just like the A model, but It worked". The E-model was first ordered in 1968 and delivered from 1969–71. It achieved initial operational capability in 1969. The variant's first flight occurred on 20 August 1969. 94 F-111Es were built. Many F-111Es were assigned to the 20th TFW at Upper Heyford, UK until 1991. The avionics were upgraded on some E-models as part of an Avionics Modernization Program. The variant served in 1990-91 during the Gulf War. Some F-111Es received improved TF30-P-109 engines in the early 1990s. All F-111Es were retired to AMARC by 1995

F-111F
Crandall described the F-111F as "the Cadillac of the F-111 force". It was the final variant produced for Tactical Air Command , with a modern, but less expensive, Mark IIB avionics system. The USAF approved development of the variant in 1969. It also included the more powerful TF30-P-100 engine and strengthened wing carry-through box. 106 were produced between 1970 and 1976.The F-111F's Mark IIB avionics suite used a simplified version of the FB-111A's radar, the AN/APQ-144, lacking some of the strategic bomber's operating modes but adding a new 2.5 mi (4.0 km) display ring. Although it was 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.Crandall stated that the F-111F was almost capable of supercruise, and could reach Mach 1.4 at sea level on full afterburner. It used 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 the F-111F's performance. The engines were upgraded to the TF30-P-109 version, later in the 1985–86 timeframe.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 provided for the delivery of precision laser-guided munitions and was mounted in the internal weapons bay. The Pacer Strike avionics update program replaced analog equipment with new digital equipment and multi-function displays. The last USAF F-111s were withdrawn from service in 1996, replaced by the McDonnell Douglas F-15E Strike Eagle.

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. 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.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. 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 US Air Force decided not to take them over, and General Dynamics were ordered to use them for component recovery.

F-111G
The FB-111A became surplus to SAC's needs after the introduction of the B-1B Lancer. The remaining FB-111s were subsequently reconfigured for tactical use and redesignated F-111G. The conversions began in 1989 and ended after 34 F-111G conversions were completed. With the disestablishment of SAC, the FB-111As and F-111Gs were transferred to the newly established Air Combat Command (ACC). They were used primarily for training. The remaining FB-111As were retired in 1991 and the F-111Gs were retired in 1993. Australia bought 15 F-111Gs in 1993 to supplement its F-111Cs. They were retired in 2007

EF-111A
To replace the aging Douglas EB-66, the USAF contracted with 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) .

F-111 Aircraft Serial Numbers Conversion and Attrition Data     (Click on the icon)

F-111 production list and aircraft history, 63-9766 to 68-0180 and 68-0181 to 74-0188