The General Dynamics F-111 Aardvark was somewhat of a paradox. In nearly all aspects, it seemed futuristic and yet, at the same time, it was also a very practical and even utilitarian plane. The heavy metal newborn of the Cold War standoff, with its atomic breath, was meant to be a “one-gyre-hat” military aircraft combining the best attributes of a fighter jet and a bomber. The daring concept that was to save the day but initially only gave headaches to the engineers would later become the subject of admiration in the history of aviation technology.
The dream of a single plane that could perform deep strike, air superiority, and nuclear delivery missions was the essence of the Tactical Fighter Experimental (TFX) plan established in 1962. The Pentagon’s idea was simple and beautiful on paper, as it promised to cut the military budget and make the logistics of the Air Force much easier. Things turned out differently in reality, as the Navy wanted a plane that would be light and quick enough for carrier landings, while the Air Force was more interested in the fast speed, long range, and large payload of the aircraft.
The Navy eventually left the project over worries regarding weight and landing, whereas the Air Force went on with it. This real scenario led the way for the F-111A as the representative of tactical bombing and the FB-111A for strategic nuclear strikes. General Dynamics bagged the deal, and the first production airplanes were already rolling out in 1964.
It was actually the F-111 swing-wing design that made the difference. When the wings were retracted, the aircraft was able to achieve high-speed supersonic runs, and when released, the pilots could lower the wings to 16 degrees for landing, takeoff, and slow flight. The versatility of the Aardvark allowed it to one moment blast beyond Mach 2.2 and to the next descend at treetop level to avoid radar detection. Not only could it operate from short runways, cross deep seas without refueling, and thus, become a very handy platform.
An innovative spirit was present in every system of the aircraft. The terrain-following radar granted the possibility of a very low flight, and at that high speed, the plane could be going at any time of the day and almost any weather. The electronic systems of the aircraft integrated navigation, targeting, and communications in a way that, even today, is rare among aircraft. In addition, the safety of the pilot was considerably improved: instead of having individual ejection seats, both crew members’ seats were in a detachable escape pod that could also serve as a survival capsule on land or water.
Beyond the exterior, two Pratt & Whitney TF30 afterburning turbofans worked together to churn out over 25,000 pounds of thrust each, giving the F-111 its stunning speed and a range that was more than 2,500 nautical miles with just the internal fuel. Its load was no less impressive, with a capability of holding up to 24 conventional or nuclear weapons, among which there were precision-guided bombs and the AGM-69 SRAM missile. The cleverly designed pivoting pylons not only allowed the bombs and fuel tanks to be aerodynamically in line, but also ensured air flow was free regardless of the wing position.
In sharp contrast with the majority of planes belonging to the era that were specialists, the F-111 was decidedly a generalist. Depending on the mission requirements, it could be a tactical bomber, a long-range nuclear strike platform, a reconnaissance aircraft, or even an electronic warfare plane, and do all with the accuracy and reliability that made it respectable worldwide.
Its effectiveness was indeed proven by history. During the Vietnam War, F-111s conducted deep penetration strikes on targets that were heavily defended, and most of the time were carried out at night, hence the term “Whispering Death.” Another instance was in 1986 when F-111Fs were one of the actors of the longest fighter missions ever in history during Operation El Dorado Canyon, with a 6,400-mile round trip during which Libya was struck. In the Gulf War, they not only became a primary tool for the precision night attacks but also did most of the attacks; they destroyed over 1,500 armored vehicles and other strategic targets, and regularly outperformed the others in anti-armor roles.
The only difference was the electronic warfare version, the EF-111A Raven, whose performance was on the other side of the fence completely. Modifications Grumman made on the converted aircraft included changing the jamming installation for bombs, wingtip pods, and the underbelly radome. The Electronic Warfare Officer, who was sitting on the right, controlled the jammers. Ravens during Desert Storm assisted in breaking enemies’ radar locks and protecting strike packages against missile launches, while losses that occurred taught the military how to react better through tactics and training movements.
The F-111 was one of those aircraft that redefined the trajectory of aviation technology. The concept of swing-wing went on to influence planes such as the F-14 Tomcat, Panavia Tornado, and many other aircraft from around the globe. Its abilities for ground attack and the integration of avionics set the bar for the future, and even now, the theme of multi-role aircraft is carried on in such jets as the F-15E Strike Eagle and the F-35 Lightning II.
After all the trouble and inter-service dynamics that marked its early days, the F-111 grew to be an essential part of the US and Australian air power for almost forty years. The combination of speed, range, payload, and survival ability proved that being adaptable could be as powerful as being a specialist. For the time being, the Aardvark is not involved in combat anymore, but its innovations and teachings are still very much alive in the planes that have come after it and that are still in use, hence the future of airpower is being shaped even today.
