General Dynamics F-111C
F-111C | |
---|---|
An F-111C of the Royal Australian Air Force in 2006 | |
Role | Fighter-bomber and reconnaissance aircraft |
National origin | United States |
Manufacturer | General Dynamics |
First flight | July 1968[1] |
Introduction | 1973 |
Retired | 3 December 2010 |
Status | Retired |
Primary user | Royal Australian Air Force |
Number built | 28 |
Developed from | General Dynamics F-111 Aardvark |
Variants | General Dynamics F-111K |
The General Dynamics F-111C (nicknamed the "Pig") is a variant of the
The F-111Cs gave the RAAF a powerful strike capability but were never used in combat.[5] The aircraft went through modernization programs in the 1980s and 1990s, and the RAAF acquired improved weapons to maintain their ability to penetrate hostile airspace. Despite this, by the 2000s the F-111Cs were becoming outdated and expensive to maintain, leading to a decision to retire them in 2010 rather than 2020 as originally planned. The F-111s were replaced by 24 Boeing F/A-18F Super Hornets pending delivery of F-35 Lightning IIs in development.
Development
Background
In June 1960, the United States Air Force (USAF) issued a requirement for an F-105 Thunderchief replacement.[6] The U.S. Navy began a program to develop a new air defense fighter for use on its large aircraft carriers.[6] On 14 February 1961, newly appointed United States Secretary of Defense Robert McNamara formally directed that the services study the development of a single aircraft that would satisfy both requirements.[7] The Tactical Fighter Experimental (TFX) requirements were based largely on the Air Force's needs.[7][8] A request for proposals (RFP) for the TFX was provided to industry in October 1961. After four rounds of proposals, General Dynamics (GD) was selected over Boeing; GD signed the TFX contract in December 1962.[9]
The USAF F-111A and Navy F-111B variants used the same airframe structural components and TF30-P-1 turbofan engines. They featured side-by-side crew seating in an escape capsule, as required by the Navy. Because of conflict between the Air Force and Navy over whose requirements had precedence, McNamara intervened in 1961, declaring that the Air Force desires would override suggestions by the Navy.[6] The F-111A variant first flew on 21 December 1964 from Carswell AFB, Texas.[10] It was followed by the F-111B, which first flew on 18 May 1965.[11]
As F-111 development continued, stall issues arose in certain parts of the flight regime; these were addressed by modifying the engine inlet in 1965–66, ending with the "Triple Plow I" and "Triple Plow II" designs.[12] The F-111B was cancelled by the Navy in 1968 due to weight and performance deficiencies.[13] The improved F-111E, F-111D, F-111F models were subsequently developed for the USAF. The FB-111A strategic bomber and the EF-111 electronic warfare versions were also later developed for the USAF.[14] Production ended in 1976,[15] with a total of 563 F-111s of all variants built,[16] well below the prediction of 1,500.[17]
Replacing the Canberra
The
Air Marshal
Hancock study
In May 1963 Menzies announced an A£200 million increase in defense spending over the next five years, and proposed to send a team led by Hancock overseas to evaluate Canberra replacements.[22] Early candidates were the French Dassault Mirage IV, the TSR-2, and the U.S. North American A-5 Vigilante, McDonnell Douglas F-4 Phantom II and the TFX.[17][23] From June to August, Hancock's team visited France, Britain and the United States to evaluate the competitors, and determined that the TFX would be the aircraft best suited for the role.[24] The Mirage IV had insufficient range and the A£108 million price was too expensive. The F-4 and the A-5 were immediately available, but the less expensive F-4 would need air-to-air refueling to reach Indonesia from Australia. The TSR-2 was behind schedule and over budget, was the most expensive at A£122 million for 24 aircraft, and British government support for the program was uncertain. While the TFX was also controversial in the United States, its promised performance specifications and per-aircraft cost were superior to that of the TSR-2. As he did not expect TFX to be available before 1970, however, Hancock recommended buying 36 A-5 aircraft for A£88 million to counteract the perceived imminent threat from Indonesia.[20][25]
The Menzies government was reluctant to choose as interim replacement the A-5 or the F-4, which could not be deployed until 1966 and would cost
Decision
The government determined that it did not need to go ahead with an immediate replacement for the Canberra and preferred Hancock's original choice of the TFX as a long-term solution, leading to the Menzies government's announcement on 24 October that it was ordering 24 F-111s
Procurement, delays, and renaming
The U.S. offered two squadrons of Boeing B-47 Stratojets for free lease pending the delivery of the F-111; Australia declined the offer in June 1964[33]—despite the aircraft having been demonstrated around the country just before the 1963 election as an interim Canberra replacement, likely another sign of the American preference for Menzies—[34] because the B-47 did not offer significant improvements over the Canberra and, like the V bombers, would require longer runways.[20]
The immensely complex and ambitious F-111 design and construction process forced the Australian government to quickly adopt sophisticated American procurement and project management methods. Although Australia originally planned to buy the American F-111A design, RAAF liaison officers requested country-specific changes such as a long-distance radio,
Delivery
The first F-111C was officially delivered in 1968,[36] finally giving Australia an aircraft that could fly to Jakarta, drop bombs, and return without refueling. (The RAAF only acquired air-to-air refueling for the F/A-18, possibly to avoid causing difficulties with other Asian countries by increasing the F-111C's already great range.) Training began in 1967, with RAAF personnel seeing terrain-following radar and other sophisticated equipment for the first time.[37] However, development delays and structural problems delayed acceptance of aircraft by the RAAF until 1973.[36] These issues were mainly to do with the wing attach points, and the redesign of the F-111 engine intakes. Completion of contractual requirements to the satisfaction of Australia also took time,[38] damaging the morale of the hundreds of trained RAAF personnel who had little to do.[39] The program costs, during 1963–1967, grew at an alarming rate; estimates by the USAF at the start of the program was placed at US$124.5 million, but by April 1967 had risen to $237.75 million.[40] While the initial price of US$5.21 million per aircraft was capped at US$5.95 million, R&D, labor, and other costs were not.[41] The rising price, three unexplained losses of USAF F-111As in Vietnam during their first month of deployment, and the British and U.S. Navy's orders' cancellations caused further controversy in Australia during 1968.[42] By 1973, however, when the F-111A had accumulated 250,000 flight hours, it had the best safety record among contemporary aircraft, which presaged the F-111C's own excellent record.[43]
Four aircraft were modified to RF-111C reconnaissance configuration during 1979–80, retaining their strike capability. The RF-111C carried a reconnaissance pack with four cameras and an infrared linescanner unit.[44] Four ex-USAF F-111As were refitted to F-111C standard and delivered to Australia as attrition replacements in 1982.[45] There F-111Cs were equipped to carry Pave Tack FLIR/laser pods in the mid-1980s. They underwent an extensive Avionics Upgrade Program through 1998.[45] Under this program, the F-111C was upgraded to digital avionics. This included twin mission computers, modern digital databus, digital weapon management system, new AN/APQ-171 terrain-following radar, new AN/APQ-169 attack radar, and twin ring-laser gyro INS.[46]
In late 2001, wing fatigue problems were discovered in one of the F-111C fleet. As a result, a decision was made in May 2002 to replace the wings with spares taken from ex-USAF F-111Fs stored at the Aerospace Maintenance and Regeneration Center (AMARC). The short span wings underwent a refurbishment in Australia, which included extending the span, in effect making the wings the same as the F-111C and F-111G models.[47] Following the Avionics Upgrade Program, Australian F-111s received weapons system and various other upgrades.[48]
Design
The F-111 was an all-weather attack aircraft capable of low-level penetration of enemy defenses to deliver ordnance on the target.[49] It featured variable geometry wings, an internal weapons bay and a cockpit with side-by-side seating. The cockpit formed part of an escape crew capsule.[50] The F-111 had a three-point undercarriage arrangement with a two-wheel nose gear and two single-wheel main undercarriage.[51][52] Most F-111 variants included a terrain-following radar system connected to the autopilot. The aircraft were powered by two Pratt & Whitney TF30 afterburning turbofan engines.[53]
The F-111's internal weapons bay could also carry bombs, a removable 20 mm
Operational history
Entry into service
The Australian government ordered 24 F-111C aircraft to replace the RAAF's Canberras in the bombing and tactical strike role.[57] While the first aircraft was officially handed over on 4 September 1968, structural issues delayed the entry into service of the F-111C.[1] Twenty-four USAF F-4 Phantom IIs were leased as an interim measure.[36] The Phantoms were delivered in September and October 1970 to No. 82 Wing at RAAF Base Amberley, Queensland. During its next three years in RAAF service, one F-4 was lost. By June 1973, the remaining 23 Phantoms were returned to the U.S.[58] Like the F-111, the F-4 was a two-seat, multi-role, supersonic aircraft. Much more sophisticated than the Canberra, capable of air-to-air and air-to-ground attack roles; it had inertial navigation, a gun and radar. Experience with the F-4 likely contributed to the RAAF's success with the F-111. The RAAF proposed keeping the F-4 and using it with the F-111, but the government decided that the cost was too great.[59]
The F-111C entered Australian service after the technical problems were resolved, and the first F-111C was accepted at Nellis Air Force Base on 15 March 1973.[60] On 31 March, the RAAF Washington Flying Unit was formed at McClellan Air Force Base in California with the mission of ferrying the first 12 F-111Cs to Australia.[61] This unit was commanded by Group Captain John Newham, who later served as Chief of the Air Staff between 1985 and 1988. The RAAF's first six F-111Cs arrived at Amberley on 1 July 1973, and three subsequent groups of six F-111s arrived on 27 July, 28 September and 4 December.[60] F-111Cs were allocated to No. 1 Squadron and No. 6 Squadron, under the control of No. 82 Wing. No. 1 Squadron was the RAAF's strike squadron, and maintained a nominal strength of 12 F-111s. No. 6 Squadron mainly served as the F-111 operational conversion unit, though it also operated the RF-111 aircraft at times and could serve in the strike role if required.[62] Once in RAAF service, all F-111 maintenance was undertaken at Amberley. From 1973 to 2001 No. 482 Squadron conducted intermediate maintenance of the aircraft, while heavy maintenance was the responsibility of No. 3 Aircraft Depot. No. 482 Squadron also operated the RAAF's F-111 flight simulator.[62] From 2001 onwards, Boeing Australia performed all F-111 maintenance under a contract with the Australian government.[63]
After entering service the F-111 proved highly successful. Although it never saw combat, the F-111C was the fastest, longest range combat aircraft in Southeast Asia.
Gulf War and East Timor
During late 1990 and early 1991 the Australian government considered deploying F-111Cs to expand the
The Australian-led
Other roles and controversies
The Royal Australian Air Force's F-111 fleet was at times controversial. The long delay to the delivery of the aircraft was a significant political issue in the late 1960s and early 1970s. This occurred around the same time that massive delays and cost blowouts to the
A number of ex-USAF aircraft were delivered to Australia as attrition replacements and to enlarge the fleet. Four aircraft modified to the F-111C standard were delivered in 1982. The government bought 15
Seven of the 28 F-111Cs and one of the 15 F-111Gs were destroyed in accidents during their service with the RAAF. These accidents took the lives of 10 air crew. The accidents occurred from 1977 to 1999.[77]
The F-111's fuel dump was located right between its turbofan engines, so engaging afterburners during a fuel dump would cause an ignition five feet behind the aircraft. Although strongly discouraged by the USAF, the RAAF F-111Cs frequently did these "Dump & Burn" maneuvers (also known as the "Zippo" and the "Torch") starting at Maple Flag in the 1980s.[78][79]
In 2000, two women graduated from the No. 6 Squadron conversion course becoming the first female F-111 Navigators.[80][81]
In mid-2006, an RAAF F-111 was chosen to scuttle the
Due to the airframe components of the F-111 containing asbestos, the remaining aircraft were buried.[83][84][85] Six were spared for museum display.[86]
Retirement
In 2007, Australia decided to retire all of its RAAF F-111s. The drawdown of the RAAF's F-111 fleet began with the retirement of the F-111G models operated by No. 6 Squadron in late 2007.[
Between 21 and 24 November 2011, 23 of the RAAF's F-111C and F-111Gs which had not been selected for preservation were buried at the Swanbank landfill site outside of Ipswich, Queensland. The RAAF had considered scrapping these aircraft, but concluded that it would be cheaper to bury them as they also contained asbestos in the airframes. The remaining ex-RAAF F-111s will be placed on display.[92][93]
Variants
F-111C
The F-111C was the export version for Australia, combining the F-111A design with the longer F-111B wings and the strengthened FB-111A undercarriage.[36]
RF-111C
Four F-111C aircraft were modified to RF-111C reconnaissance configuration. These aircraft met the RAAF's requirement for aircraft to reinstate its photographic reconnaissance capacity. While the original order for F-111s specified that 18 would be strike variants and six reconnaissance variants, the RAAF later agreed to accept all 24 as strike aircraft and later retrofit six with reconnaissance pallets. In 1971 the USAF dropped plans to fit some of its F-111s as reconnaissance aircraft, but sold the design of the reconnaissance pallet to Australia for $3 million. At this time the RAAF decided to fit the pallet to four rather than six aircraft.[94] The reconnaissance pallet contains four cameras and an infrared linescanner unit and is fitted in the F-111's weapons bay. The RF-111Cs retained their strike capability.[44][95]
The first F-111C, A8-126 selected for conversion to the RF-111C variant was modified at General Dynamics plant at Fort Worth, Texas between October 1978 and 18 April 1979. After four months of test flights, the aircraft returned to Australia in August 1979 where it conducted further tropical weather trials at Darwin. The other three aircraft were modified by the RAAF's No. 3 Aircraft Depot at RAAF Base Amberley in 1980, using kits purchased from General Dynamics.
Operators
- Royal Australian Air Force
- No. 82 Wing – RAAF Base Amberley
- No. 1 Squadron F-111C (1973–2009)
- No. 6 Squadron F-111C (1973–2010), F-111G (1993–2007)
- Aircraft Research and Development Unit RAAF (during trials)[98]
- No. 82 Wing – RAAF Base Amberley
Aircraft on display
Australia
- F-111C
- A8-109 – Historical Aircraft Restoration Society, Albion Park[99]
- A8-113 – Darwin Aviation Museum, Winnellie, NT[100]
- A8-125 – RAAF Museum, Point Cook, Victoria (stored)[101]
- A8-126 – RAAF Amberley Aviation Heritage Centre, Qld[102]
- A8-129 – Queensland Air Museum, Caloundra[103]
- A8-131 – Moorabbin Air Museum, Vic (cockpit module only)[104]
- A8-132 – ARDU, RAAF Edinburgh, SA[105]
- A8-134 – South Australian Aviation Museum, Port Adelaide, SA[106]
- A8-135 – Caboolture Warplane and Heritage Museum, Qld (cockpit module only)[101]
- A8-136 – RAAF Amberley Aviation Heritage Centre, Qld (cockpit module only)
- A8-138 – RAAF Amberley, Qld (gate guard)[105]
- A8-140 – Royal Australian Air Force Association Museum, Bull Creek, WA (cockpit module only)[101]
- A8-141 – RAAF Amberley Aviation Heritage Centre, Qld (cockpit module only)[101]
- A8-142 – RAAF Wagga Wagga, NSW (gate guard)[101]
- A8-147 – Evans Head Memorial Aerodrome Heritage Aviation Association, NSW)[107]
- A8-148 – Fighter World, Williamtown, NSW[108]
United States
- F-111C
- A8-130 – Pacific Aviation Museum, Ford Island-Pearl Harbor, Hawaii[109]
Specifications (F-111C)
Data from Wilson and Pittaway[110]
General characteristics
- Crew: 2 (pilot and weapons system operator)
- Length: 73 ft 6 in (22.4 m)
- Wingspan: 70 ft 0 in (21.33 m)
- Swept wingspan: 33 ft 11 in (10.35 m) swept
- Height: 17 ft 2 in (5.22 m)
- Wing area: 657.4 sq ft (61.07 m2) spread, 525 sq ft (48.8 m2) swept
- Aspect ratio: 7.56 spread; 1.95 swept
- Airfoil: root: NACA 64-210.68; tip: NACA 64-209.80[111]
- Empty weight: 47,179 lb (21,400 kg)
- Gross weight: 89,397 lb (40,550 kg)
- Max takeoff weight: 110,002 lb (49,896 kg)
- Powerplant: 2 × afterburning turbofanengines, 17,900 lbf (80 kN) thrust each dry, 25,100 lbf (112 kN) with afterburner
Performance
- Maximum speed: 1,434 kn (1,650 mph, 2,656 km/h)
- Maximum speed: Mach 2.5
- Combat range: 1,160 nmi (1,330 mi, 2,150 km)
- Ferry range: 3,700 nmi (4,300 mi, 6,900 km)
- Service ceiling: 66,000 ft (20,000 m)
- Rate of climb: 25,890 ft/min (131.5 m/s)
- Lift-to-drag: 15.8
- Wing loading: 126 lb/sq ft (620 kg/m2) wings spread
- 158 lb/sq ft (771.4 kg/m2) wings swept
- Thrust/weight: 0.61
- Zero-lift drag coefficient: 0.0186
- Drag area: 9.36 sq ft (0.9 m2)
Armament
- Guns: 1× M61 Vulcan 20 mm (0.787 in) Gatling cannon with 2,050 rounds (seldom fitted)
- Hardpoints: 9 in total (8× under-wing, 1× underfuselage between engines) with a capacity of 31,500 lb (14,288 kg) ordnance mounted externally on hardpoints and internally in fuselage weapons bay
See also
Related development
- General Dynamics F-111 Aardvark
- General Dynamics–Grumman F-111B
- General Dynamics–Grumman EF-111A Raven
- General Dynamics–Boeing AFTI/F-111A Aardvark
- General Dynamics F-111K
Aircraft of comparable role, configuration, and era
Related lists
- List of bomber aircraft
- List of General Dynamics F-111 aircraft operated by the Royal Australian Air Force
References
Notes
- ^ The "Pig" nickname may also derive from the word aardvark, originating as an archaric Afrikaans term, which translates into English as "Earth Pig".[4]
- ^ The Australian dollar replaced the Australian pound on 14 February 1966 with the conversion rate of A$2 = A£1
- ^ Quote: "In preparing the Commonwealth's case for the inevitable High Court challenge by Tasmania, Evans earned the popular title of 'Biggles' for arranging to have Royal Australian Air Force planes fly 'spy flights' over the dam site to collect court evidence."[74]
Citations
- ^ a b Wilson 1989, p. 152.
- ^ "When pigs fly!" Archived 2011-07-23 at the Wayback Machine USAF Air Combat Command, 12 March 2009. Retrieved: 30 December 2010.
- ^ Klesius, Michael. "When Pigs Could Fly" Archived 2011-07-23 at the Wayback Machine. airspacemag.com, 31 January 2011. Retrieved: 3 February 2011.
- ^ aardvark (2010). In Merriam-Webster Online Dictionary from "Dictionary definition: Aardvark." Merriam-webster.com. Retrieved: 2 February 2010.
- ^ Roblin, Sebastien (9 July 2016). "The F-111 Aardvark: Vietnam and Gulf War Warrior (and It Almost Killed Qaddafi)". The National Interest.
- ^ a b c Wilson 1989, p. 129.
- ^ a b Gunston 1978, pp. 8–17.
- ^ Miller 1982, pp. 11–15.
- ^ Gunston 1978, pp. 18–20.
- ^ Eden 2004, p. 197.
- ^ Thomason 1998, pp. 16, 20.
- ^ Gunston 1978, pp. 25–27.
- ISBN 0-7607-0592-5.
- ISBN 1-875671-55-2.
- ^ Miller 1982, p. 65.
- ^ Logan 1998, p. 9.
- ^ a b Wilson 1989, p. 146.
- ^ Weisbrod 1969, p. 7.
- ^ Lax 2010, pp. 9–10, 13–14.
- ^ a b c d e f g h Weisbrod 1969, pp. 7–27.
- ^ Lax 2010, p. 14.
- ^ a b Lax 2010, p. 15.
- ^ Eden 2004, p. 200.
- ^ Lax 2010, p. 25.
- ^ Lax 2010, pp. 26–27.
- ^ Lax 2010, p. 28.
- ^ Lax 2010, pp. 17–18.
- ^ Stephens, The Royal Australian Air Force, pp. 283–286.
- ^ Lax 2010, p. 30.
- ^ Lax 2010, pp. 30–31.
- ^ Miller 1982, p. 30.
- ^ Lax 2010, pp. 18–19.
- ^ Wilson 1989, pp. 146, 150.
- ^ Lax 2010, p. 38.
- ^ Lax 2010, pp. 43–45, 48–50, 82.
- ^ a b c d Logan 1998, p. 261.
- ^ Lax 2010, pp. 37, 59–60, 181.
- ^ a b Miller 1982, p. 31.
- ^ Lax 2010, p. 61.
- ^ Wilson 1989, p. 150.
- ^ Lax 2010, p. 51.
- ^ Lax 2010, pp. 62–65.
- ^ Lax 2010, pp. 65–66.
- ^ a b Logan 1998, pp. 261–262.
- ^ a b Logan 1998, p. 263.
- ^ Wilson 1989, pp. 160, 162.
- ^ Pittaway, Nigel. "21st century Pigs: F-111 in RAAF Service". International Air Power Review, Vol. 6, 2002, pp. 18–31.
- ^ "F/RF-111C Modifications and Support." Boeing Australia. Retrieved: 30 June 2011.
- ^ "General Dynamics F-111D to F Aardvark." Archived 2010-05-31 at the Wayback Machine U.S. Air Force National Museum.
- ^ Eden 2004, pp. 196–201.
- ^ Miller 1982, pp. 80–81.
- ^ Logan 1998, p. 19.
- ^ Logan 1998, p. 14.
- ^ Logan 1998, pp. 20, 21, 28.
- ^ Gunston 1983, pp. 30–31.
- ^ Logan 1998, p. 28.
- ^ Gunston 1978, p. 62.
- ^ Wilson 1989, pp. 154, 157.
- ^ Lax 2010, pp. 99–100, 104.
- ^ a b Wilson and Pittaway 2010, p. 47.
- ^ RAAF Historical Section 1995, p. 150.
- ^ a b Wilson and Pittaway 2010, p. 48.
- ^ "F-111 Through-Life Support." Archived 26 February 2012 at the Wayback Machine Boeing Australia. Retrieved: 11 July 2010.
- ^ Johnston, Paul D. "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.
- ^ Stephens 2006, p. 290.
- ^ Wilson 1989, p. 160.
- ^ Lax 2010, p. 233.
- ^ Horner 2011, pp. 381–384.
- ^ Horner 2011, pp. 314, 318.
- ^ Wilson 2003, pp. 32–34.
- ^ Fowler, Andrew. "Transcript: 'Flying Blind'." Four Corners, Australian Broadcasting Corporation, 29 October 2007. Retrieved: 22 June 2012.
- ^ Lake, Jon. "Aussie Aardvark—the General Dynamics F-111". Air International, April 2000.
- ^ Angle, Maura. "We look back at one of Tasmania's most defining periods in history, the Franklin dam dispute". Stateline Tasmania, ABC, 27 June 2003.
- ^ Galligan, Brian. "No Bill of Rights for Australia". Archived 2009-10-01 at the Wayback Machine Department of the Senate, Parliament House, 1989, p. 27.
- ^ "F-111 Action Stalls Without Getting Off the Ground" Archived 11 September 2012 at archive.today. Safety Culture, 11 April 2007. Retrieved: 31 December 2010.
- ^ Logan 1998, pp. 206, 218.
- ^ Wilson and Pittaway 2010, pp. 54–55.
- ^ a b Crandall, Richard; Rogoway, Tyler (27 July 2016). "Flying the Iconic Swing-Wing F-111 Aardvark at the Height of the Cold War". The Drive. Retrieved 31 October 2019.
- ^ "The Ten Best F-111 "Pig" Dump and Burn Moments of All Time!". 10 July 2014.
- ISSN 1329-8909– via Trove - National Library of Australia.
- ^ Lax 2010, p. 213.
- ^ "Drug Freighter meets spectacular end". The Sydney Morning Herald, 23 March 2006.
- ^ "Why Australia buried all of its old F-111 Aardvark tactical aircraft". 22 April 2022.
- ^ "F-111 Adhesive Bonded Repair Assessment Program (FABRAP) - Phase I Testing, Preliminary Results" (PDF). Australian Government Department of Defence. August 2011.
- ^ "ParlInfo - Search Results".
- ^ "War memorial's newly acquired fighter jet contains asbestos". 13 June 2019.
- ^ "Acceptance for Super Hornets A44-202 and A44-204." Defence.gov.au, 26 February 2010. Retrieved: 16 June 2011.
- ^ McPhedran, Ian (3 August 2009). "F-111 – the RAAF's white elephant in the sky". The Daily Telegraph. Retrieved 3 August 2009.
- ^ "ALP to stick with Super Hornet buy." National via theage.com.au. Retrieved: 21 July 2010.
- ^ "Super Hornet Acquisition Contract Signed." defence.gov.au. Retrieved: 3 December 2010.
- ^ Binskin, Air Marshal Mark. "Pigs' Tales: Official F-111 Retirement Events". Archived 2012-10-12 at the Wayback Machine Boeing. Retrieved: 3 December 2010.
- ^ "Landfill Site Swallows 23 ex-RAAF F-111s." Air Forces Monthly, Issue 287, February 2012, p. 32.
- ^ Semmens, Ben. "RAAF Base Amberley F-111 fighter jets end up on Swanbank landfill site near Ipswich." Quest Ipswich, 24 November 2011. Retrieved: 12 March 2012.
- ^ a b c Air Power Development Centre 2010, p. 1.
- ^ Wilson and Pittaway 2010, p. 33.
- ^ Wilson and Pittaway 2010, p. 52.
- ^ Wilson and Pittaway 2010, pp. 52, 94–97.
- ^ "Aircraft Research and Development Unit (ARDU)." RAAF Museum. Retrieved: 17 June 2011.
- ^ "General Dynamics F-111C" HARS. Retrieved: 27 February 2017.
- ^ "Photostream F-111" Archived 20 February 2017 at the Wayback Machine Darwins Aviation Museum. Retrieved: 27 February 2017.
- ^ a b c d e "RAAF A8 General Dynamics F111C/G & RF111C" ADF Serials. Retrieved: 27 February 2017.
- ^ [1] RAAF Amberley Aviation Heritage Centre. Retrieved: 2 October 2017.
- ^ "GENERAL DYNAMICS F-111C A8-129 C/N FC-5" Queensland Air Museum. Retrieved: 27 February 2017.
- ^ "Episode 94 – WOA – The Australian National Aviation Museum" Wings Over New Zealand Show. Retrieved: 27 February 2017.
- ^ a b "F-111" RAAF Amberley Aviation Heritage Centre. Retrieved: 2 October 2017.
- ^ "GENERAL DYNAMICS F-111 A8-134." Archived 4 September 2017 at the Wayback Machine South Australian Aviation Museum. Retrieved: 27 February 2017.
- ^ "F-111 Arrival" Archived 6 November 2018 at the Wayback Machine EHMAHAA. Retrieved: 27 February 2017.
- ^ "F-111C" Fighterworld. Retrieved: 27 February 2017.
- ^ "General Dynamics F-111C Aardvark (Fighter-bomber)" Pacific Aviation Museum Retrieved: 27 February 2017.
- ^ Wilson and Pittaway 2010, p. 8.
- ^ Lednicer, David. "The Incomplete Guide to Airfoil Usage". m-selig.ae.illinois.edu. Retrieved 16 April 2019.
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- Thornborough, Anthony M. F-111 Aardvark. London: Arms and Armour, 1989. ISBN 0-85368-935-0.
- Units of the Royal Australian Air Force: A Concise History, Volume 3: Bomber Units. Canberra: RAAF Historical Section, Australian Government Publishing Service, 1995. ISBN 0-644-42795-7.
- Weisbrod, Hanno. "Australia's Decision to Buy the F-111." The Australian Quarterly (Australian Institute of Policy and Science), Vol. 41, No. 2, June 1969, pp. 7–27.
- Wilson, David. Warden to Tanager: RAAF Operations in East Timor. Maryborough, Queensland, Australia: Banner Books, 2003. ISBN 1-875593-26-8.
- Wilson, Stewart. Lincoln, Canberra & F-111 in Australian service. Weston Creek, Australia: Aerospace Publications, 1989. ISBN 0-9587978-3-8.
- Wilson, Stewart and Nigel Pittaway. "F-111 in RAAF Service 1973–2010. The Story of One of the Finest Strike Aircraft in Aviation History." Aero Australia Special Edition (Chevron Publishing Group), 2010.
- Winchester, Jim, ed. "General Dynamics FB-111A". "Grumman/General Dynamics EF-111A Raven". Military Aircraft of the Cold War (The Aviation Factfile). London: Grange Books plc, 2006. ISBN 1-84013-929-3.
Further reading
- Directorate of Defence Aviation and Air Force Safety (2007). Sifting Through The Evidence: RAAF F-111 and AF/A-18 Aircraft and Crew Losses (PDF). Canberra: Royal Australian Air Force. OCLC 271545224.
External links
- F-111 on Ausairpower.net
- F-111 page on GlobalSecurity.org
- F-111 profile on Aerospaceweb.org
- F-111.net site
- Last flight of the F-111C at RAAF Base Amberley on YouTube
- "F-111s to fire up for final farewell with flyover." ABC Brisbane, 3 December 2010