View source for General Dynamics–Grumman F-111B

{{short description|US Navy prototype long range interceptor (1965)}}
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{|{{Infobox aircraft begin
 |name= F-111B
 |image= F-111B CVA-43 approach July1968.jpg
 |caption= F-111B, BuNo 151974, approaching {{USS|Coral Sea|CV-43|6}} in July 1968
 |alt=White variable geometry-wing jet aircraft landing on carrier
}}{{Infobox aircraft type
 |type= [[interceptor aircraft|Interceptor]]
 |national origin= United States
 |manufacturer= [[General Dynamics]] and [[Grumman]]
 |designer=
 |first flight= 18 May 1965
 |introduced=
 |retired=
 |primary user= [[United States Navy]]
 |more users=
 |number built= 7
 |status=
 |developed from= [[General Dynamics F-111 Aardvark]]
 |variants with their own articles =
}}
|}

The '''General Dynamics–Grumman F-111B''' was a long-range [[carrier-based aircraft|carrier-based]] [[interceptor aircraft]] planned as a follow-on to the [[McDonnell Douglas F-4 Phantom II]] for the [[United States Navy]] (USN).

The F-111B was developed during the 1960s by [[General Dynamics]] in conjunction with [[Grumman Corporation|Grumman]] for the U.S. Navy as part of the joint [[TFX Program|Tactical Fighter Experimental]] (TFX) with the [[United States Air Force]] (USAF) to produce a common fighter for the services that could perform a variety of missions. It incorporated innovations such as variable-geometry wings, afterburning turbofan engines, and a long-range radar and missile weapons system.

Designed in parallel with the [[General Dynamics F-111 Aardvark|F-111 "Aardvark"]], which was adopted by the Air Force as a strike aircraft, the F-111B suffered development issues and changing Navy requirements for an aircraft with maneuverability for [[dogfight]]ing. The F-111B was not ordered into production and the F-111B prototypes were used for testing before being retired. The planned F-111B was replaced by the smaller and lighter [[Grumman F-14 Tomcat]], which carried over the [[AN/AWG-9|AWG-9 radar]]/[[AIM-54 Phoenix|Phoenix missile]] system, engines, and a similar swing-wing configuration.

==Development==

===Background===
{{main|General Dynamics F-111 Aardvark#Development}}

The F-111B was part of the 1960s TFX program. The USAF's [[Tactical Air Command]] (TAC) was largely concerned with the [[fighter-bomber]] and [[Interdictor|deep strike/interdiction]] roles; their version of the aircraft would be a follow-on to the [[Republic F-105 Thunderchief]] fighter-bomber. In June 1960, the USAF issued a specification for a long-range interdiction and strike aircraft able to penetrate [[Soviet Union|Soviet]] air defenses at very low altitudes and very high speeds to deliver tactical nuclear weapons against crucial targets.<ref name=Gunston_p12-3>Gunston 1978, pp. 12–13.</ref>

Meanwhile, the U.S. Navy sought a long-range, high-endurance interceptor to defend its [[aircraft carrier]] battle groups against long-range [[anti-ship missile]]s launched from [[Soviet Union|Soviet]] jet bombers, such as the [[Tupolev Tu-16]], [[Tupolev Tu-22]], and [[Tupolev Tu-22M]], along with submarines. The Navy needed a Fleet Air Defense (FAD) aircraft with a more powerful radar, and longer range missiles than the [[McDonnell Douglas F-4 Phantom II|F-4 Phantom II]] to intercept both enemy bombers and missiles.<ref>Thomason 1998, pp. 3–5.</ref>

===Tactical Fighter Experimental (TFX)===
The Air Force and Navy requirements appeared to be different. However, on 14 February 1961, the new U.S. Secretary of Defense, [[Robert McNamara]], formally directed that the services study the development of a single aircraft that would satisfy both requirements. Early studies indicated the best option was to base the Tactical Fighter Experimental (TFX) on the Air Force requirement and a modified version for the Navy.<ref name=Gunston_p8-15>Gunston 1978, pp. 8, 10–15.</ref> In June 1961, Secretary McNamara ordered the go ahead on TFX despite Air Force and Navy efforts to keep their programs separate.<ref name=Eden_p196-7>Eden 2004, pp. 196–197.</ref>

The USAF and the Navy could only agree on swing-wing, two seat, twin engine design features. The USAF wanted a tandem seat aircraft for low level penetration, while the Navy wanted a shorter, high altitude interceptor with side by side seating.<ref name=Gunston_p8-15/> Also, the USAF wanted the aircraft designed for 7.33&nbsp;g with Mach&nbsp;2.5 speed at altitude and Mach&nbsp;1.2 speed at low level with a length of approximately {{convert|70|ft|m|abbr=on}}. The Navy had less strenuous requirements of 6&nbsp;g with Mach&nbsp;2 speed at altitude and high subsonic speed (approx. Mach 0.9) at low level with a length of {{convert|56|ft|m|sigfig=3|abbr=on}}.<ref name=Gunston_p8-15/><ref name=Miller_p11-5>Miller 1982, pp. 11–15.</ref> The Navy also wanted a {{convert|48|in|cm|adj=on}} radar dish for long range and a maximum takeoff weight of {{convert|50,000|lb|kg}}.<ref name=Gunston_p16-7>Gunston 1978, pp. 16–17.</ref> So McNamara developed a basic set of requirements for TFX based largely on the Air Force's requirements. He changed to a {{convert|36|in|cm|adj=on}} dish for compatibility and increased the maximum weight to approximately {{convert|60000|lb|kg|sigfig=3|abbr=on}} for the Air Force version and {{convert|55000|lb|kg|sigfig=3|abbr=on}} for the Navy version. Then on 1&nbsp;September&nbsp;1961 he ordered the USAF to develop it.<ref name=Miller_p11-5/><ref name=Gunston_p16-7/>

A [[request for proposal]] (RFP) for the TFX was provided to industry in October 1961. In December of that year [[Boeing]], General Dynamics, [[Lockheed Corporation|Lockheed]], [[McDonnell Aircraft|McDonnell]], [[North American Aviation|North American]] and [[Republic Aviation|Republic]] submitted their proposals. The proposal evaluation group found all the proposals lacking, but the best should be improved with study contracts. Boeing and General Dynamics were selected to enhance their designs. Three rounds of updates to the proposals were conducted with Boeing being picked by the selection board. Instead Secretary McNamara selected General Dynamics' proposal in November 1962 due to its greater commonality between Air Force and Navy TFX versions. The Boeing aircraft versions shared less than half of the major structural components. General Dynamics signed the TFX contract in December 1962. A Congressional investigation followed but did not change the selection.<ref name=Gunston_p18-20>Gunston 1978, pp. 18–20.</ref>

===Design phase===
[[File:F-111B NAN7-65.jpg|thumb|F-111B, BuNo 151970 in flight over Long Island, New York, in 1965|alt=Black-and-white photo of jet aircraft flying above scattered clouds with wings swept back.]]

The Air Force 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, versus individual [[ejection seat]]s. The F-111B's nose was {{convert|8.5|ft|m|sigfig=3|sp=us}} shorter due to its need to fit on existing carrier elevator decks, and had {{convert|3.5|ft|m|sigfig=3|sp=us}} longer wingspan to improve on-station endurance time. The Navy version would carry an AN/AWG-9 [[Pulse-Doppler radar]] and six AIM-54 Phoenix missiles. The Air Force version would carry the AN/APQ-113 attack radar and the AN/APQ-110 terrain-following radar and air-to-ground ordnance.<ref name=Baug_F-111A>Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f111_1.html "General Dynamics F-111A."] ''General Dynamics F-111 Aardvark,'' 23 December 1999.</ref>

Lacking experience with carrier-based fighters, General Dynamics teamed with [[Grumman]] for assembly and test of the F-111B aircraft. In addition, Grumman would also build the F-111A's aft fuselage and the landing gear. The first test F-111A was powered by YTF30-P-1 turbofans and used a set of ejection seats, since the escape capsule was not yet available.<ref name=Baug_F-111A/> It first flew on 21 December 1964.<ref name=Eden_p197>Eden 2004, p. 197.</ref> The first F-111B was also equipped with ejection seats and first flew on 18 May 1965.<ref name=Grumman_F-111B>Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f111_4.html "General Dynamics/Grumman F-111B"] ''General Dynamics F-111 Aardvark,'' 7 November 2004.</ref> To address stall issues in certain parts of the flight regime, the F-111's engine inlet design was modified in 1965–66, ending with the "Triple Plow I" and "Triple Plow II" designs.<ref name=Gunston_p25-7>Gunston 1978, pp. 25–27.</ref> The F-111A achieved a speed of Mach&nbsp;1.3 in February 1965 with an interim intake design.<ref name=Baug_F-111A/><ref name=Gunston_p25-7/>

===F-111B===
[[File:F-111B fighters over Long Island c1965.jpg|thumb|left|F-111Bs, BuNo 151970 and 151971, over Long Island during testing]]

The weight goals for both F-111 versions proved to be overly optimistic.<ref name=Miller_p52>Miller 1982, p. 52.</ref> Excessive weight plagued the F-111B throughout its development. The prototypes were far over the requirement weight. Design efforts reduced airframe weight but were offset by the addition of the escape capsule. The additional weight made the aircraft underpowered. Lift was improved by changes to the wing control surfaces. A higher thrust version of the engine was planned.<ref>Thomason 1998, p. 43.</ref> 

With the F-111B program in distress, Grumman began studying improvements and alternatives. In 1966, the Navy awarded Grumman a contract to begin studying advanced fighter designs. Grumman narrowed down these designs to its Model 303 design.<ref>Spick 2000, pp. 71–72.</ref> With this the F-111B's end appeared near by mid-1967.<ref name=Miller_p54>Miller 1982, p. 54.</ref> During March 1968 congressional hearings for the aircraft, Vice Admiral [[Thomas F. Connolly]], then Deputy Chief of Naval Operations for Air Warfare, responded to a question from Senator [[John C. Stennis]] as to whether a more powerful engine would cure the aircraft's woes, saying, "There isn't enough power in all [[Christendom]] to make that airplane what we want!"<ref>Bernier</ref> By May 1968 both Armed Services committees of Congress voted not to fund production and in July 1968 the DoD ordered work stopped on F-111B.<ref name=Gunston_p35>Gunston 1978, p. 35.</ref> A total of seven F-111Bs were delivered by February 1969.<ref name=Logan_pp254-5>Logan 1998, pp. 254–255.</ref>

===Replacement===
[[File:F-14A Tomcat of VF-84 in flight in 1986.jpg|thumb|The F-14 that Grumman proposed as a replacement for the F-111B, was designed around the same engine/radar/missile combination.]]

The F-111B's replacement eventually entered service as the Grumman F-14 Tomcat. It was derived from Grumman's initial Model 303 design and reused the [[Pratt & Whitney TF30|TF30]] engines from the F-111B, though the Navy planned on replacing them with an improved engine later.<ref>Spick 2000, pp. 72–74, 112.</ref> While it was lighter than the F-111B, it was still the largest and heaviest U.S. fighter to takeoff and land from an aircraft carrier.<ref>Gunston and Spick 1983, p. 112.</ref> Its size was a consequence of the requirement to carry the large AWG-9 radar and AIM-54 Phoenix missiles, both from the F-111B, while exceeding the F-4's maneuverability.<ref>Thomason 1998, p. 54.</ref> While the F-111B was armed only for the interceptor role, the Tomcat incorporated an internal [[M61 Vulcan]] cannon, provisions for Sidewinder and Sparrow air-to air missiles, and provisions for bombs.<ref>[http://www.globalaircraft.org/planes/f-14_tomcat.pl "F-14 Tomcat."] ''GlobalAircraft.org.'' Retrieved: 15 November 2010.</ref><ref>Colucci, Frank. [http://www.hobbyfanatics.com/index.php?/topic/153-building-the-bombcat-the-dml-f-14d-in-1144th-scale/ "Building the Bombcat."] {{Webarchive|url=https://web.archive.org/web/20160319215500/http://www.hobbyfanatics.com/index.php?%2Ftopic%2F153-building-the-bombcat-the-dml-f-14d-in-1144th-scale%2F |date=2016-03-19 }} "hobbyfanatics.com,'' 31 July 2003. Retrieved: 15 November 2010.</ref> While the F-111B did not reach service, land-based, non-fighter F-111 variants were in service with the [[U.S. Air Force]] for many years, and with the [[Royal Australian Air Force]] until 2010.

==Design==
The F-111B was an all-weather interceptor aircraft intended to defend U.S. Navy carrier battle groups against bombers and anti-ship missiles.<ref name=Thomason_p15-6>Thomason 1998, pp. 15–16.</ref> The F-111 features [[variable-sweep wing|variable geometry wings]], an internal weapons bay and a cockpit with side by side seating. The cockpit is part of an [[escape crew capsule]].<ref name=Eden_p196-201>Eden 2004, pp. 196–201.</ref> The wing sweep varies between 16 degrees and 72.5 degrees (full forward to full sweep).<ref name=Miller_p80>Miller 1982, p. 80.</ref> The airframe consisted mostly of aluminum alloys with steel, titanium and other materials also used.<ref name=Logan_p17-8>Logan 1998, pp. 17–18.</ref> The fuselage is a semi-monocoque structure with stiffened panels and [[honeycomb structures|honeycomb sandwich]] panels for skin.<ref name=Miller_p80/><ref name=Logan_p17-8/> The F-111B was powered by two [[Pratt & Whitney TF30]] afterburning turbofan engines and included the AN/AWG-9 radar system for controlling the AIM-54 Phoenix air-to-air missiles.<ref name=Logan_p254-7>Logan 1998, pp. 254–257.</ref> Poor visibility over the nose made the aircraft more difficult to handle for carrier operations.<ref name="mc_f14designevolution">{{cite web|last1=Ciminera|first1=Mike|title=F-14 Design Evolution|url=https://www.youtube.com/watch?v=SsUCixAeZ0A#t=550.526632 |archive-url=https://ghostarchive.org/varchive/youtube/20211220/SsUCixAeZ0A |archive-date=2021-12-20 |url-status=live|website=Youtube - Peninsula Srs Videos|publisher=Youtube|access-date=30 October 2016}}{{cbignore}}</ref>

The F-111 offered a platform with the range, payload, and Mach-2 performance to intercept targets quickly, but with swing wings and turbofan engines, it could also loiter on station for long periods. The F-111B would carry six AIM-54 Phoenix missiles, its main armament. Four of the Phoenix missiles mounted on wing pylons and two in the weapons bay.<ref name=Thomason_p15-6/> The missile pylons added significant drag when used.<ref name="mc_f14designevolution"/>

==Operational history==
[[File:F-111B CVA-43 launch July1968.jpg|thumb|F-111B, BuNo 151974, being launched from USS ''Coral Sea'' in July 1968. It was the only F-111B to perform carrier operational trials.]]

===Flight testing===
Flight tests on the F-111B continued at [[NAS Point Mugu]], California and [[NAWS China Lake]], California even after the program had been terminated.<ref name=Grumman_F-111B/> In July 1968, the pre-production F-111B Bureau Number 151974, was used for carrier trials aboard {{USS|Coral Sea|CV-43|6}}. The evaluation was completed without issue.<ref name=Thomason_p53>Thomason 1998, p. 53.</ref>

Hughes continued Phoenix missile system development with four F-111Bs.<ref name=Thomason_p53/> In all, two F-111Bs were lost in crashes and a third seriously damaged.<ref name=Logan_pp254-5/>  The F-111B's last flight was with ''151792'' from California to New Jersey in mid-1971. The seven F-111Bs flew 1,748 hours over 1,173 flights.<ref name="Thomason_p53" />

==Variants==
F-111B numbers 1 to 3 were initial prototypes; and No. 4 and 5 were prototypes with lightened airframes.<ref name=Miller_p52-5/> No. 6 and 7 had lightened airframes and improved TF30-P-12 engines and were built to near production standard.<ref name=Miller_p52-5>Miller 1982, pp. 52–55.</ref> These were also approximately {{convert|2|ft|m|abbr=off|sigfig=1}} longer due to an added section between the cockpit and radome.<ref>Logan 1998, pp. 254–256.</ref> The first five aircraft included Triple Plow I intakes. The last two had Triple Plow II intakes.<ref>Logan 1998, p. 254.</ref> The first three B-models were fitted with ejection seats and the remainder included the escape crew capsule.<ref name=Thomason_p16>Thomason 1998, p. 16.</ref>

{| class="wikitable" style="text-align:center;"
|+ List of F-111Bs<ref name=Miller_p52-5/><ref name=Thomason_various>Thomason 1998, pp. 20–26, 33, 42, 44, 46.</ref><ref>Logan 1998, pp. 258–260.</ref>
|-
!Number !! Serial number !! Description !! Location or fate
|-
| 1 || 151970 || style="text-align:left;"| Prototype with heavy airframe, TF30-P-3 engines || style="text-align:left;"| After flight test use was scrapped in December 1969.
|-
| 2 || 151971 || style="text-align:left;"| Prototype with heavy airframe, TF30-P-3 engines || style="text-align:left;"| Used for Hughes missile testing. Lost in a crash on 11 September 1968.
|-
| 3 || 151972 || style="text-align:left;"| Prototype with heavy airframe, TF30-P-3 engines || style="text-align:left;"| Was damaged and retired. Was used for jet blast testing at NATF, [[NAES Lakehurst]], NJ and was probably scrapped there.
|-
| 4 || 151973 || style="text-align:left;"| Prototype with lightened airframe, TF30-P-3 engines || style="text-align:left;"| Destroyed in double engine failure crash on 21 April 1967.
|-
| 5 || 151974 || style="text-align:left;"| Prototype with lightened airframe, TF30-P-3 engines || style="text-align:left;"| Crash landed at NAS Point Mugu, CA in October 1968. Was dismantled at [[NAS Moffett Field]], CA in 1970.
|-
| 6 || 152714 || style="text-align:left;"| Pre-production version, TF30-P-12 engines || style="text-align:left;"| Used for Hughes missile tests. Retired in 1969. Removed from inventory in 1971 and used for parts. Was photographed in 2008 in a [[Mojave, California]] scrapyard.<ref>[http://www.airliners.net/photo/USA---Navy/General-Dynamics-F-111B/1419009/L/ Photograph of a F-111B in a scrapyard near Mojave port].</ref>
|-
| 7 || 152715 || style="text-align:left;"| Pre-production version, TF30-P-12 engines || style="text-align:left;"| Retired and stored at [[NAWS China Lake]], CA (awaiting restoration).<ref>U.S. Naval Museum of Armament & Technology</ref>
|}

[[File:F-111B CVA-43 July1968.jpg|thumb|F-111B, BuNo 151974, on USS ''Coral Sea'' in July 1968. It crash-landed at NAS Point Mugu, California on 11 October 1968 and was subsequently scrapped.|alt= An F-111B on the deck of an aircraft carrier being towed.]]

==Operators==
;{{USA}}
* [[United States Navy]]

==Specifications (F-111B pre-production)==
[[File:Gerneral Dynamics F-111B 3-view drawing.png|right|400px|alt= A line drawing of the F-11B showing front, top, and side view.]]
[[File:F-111B 151974 Moffett Field wind tunnel.jpg|thumb|F-111B, BuNo 151974, at NAS Moffett Field, California during full-scale wind tunnel flight control tests|alt= A F-111B on support inside a large wind tunnel]]
[[File:GD F-111B 152714 USN DM 22.04.71 edited-3.jpg|thumb|right|The first pre-production F-111B ''152714'' in storage at [[Davis Monthan Air Force Base|Davis Monthan AFB]] in 1971]]

For pre-production aircraft #6 & #7:
{{Aircraft specs
|prime units? = imp
|ref=Thomason,<ref>Thomason 1998, pp. 55–56.</ref> Miller,<ref name=Miller_p66_80>Miller 1982, pp. 66, 80.</ref> Logan<ref>Logan 1998, pp. 302–303.</ref>
|crew=2 (pilot and weapons system operator)
|length ft=68
|length in=10
|length m=20.98 
|height ft=15
|height in=9
|height m=4.80 
|more general=
*'''Wing span:'''
** '''Spread:''' 70 ft (21.3 m)
** '''Swept:''' 33 ft 11 in (10.34 m)
*'''Wing area:'''
** '''Spread:''' 655.5 ft<sup>2</sup> (60.9 m<sup>2</sup>)
** '''Swept:''' 550 ft<sup>2</sup> (51.1 m<sup>2</sup>)
|airfoil=[[NACA airfoil|NACA 64-210.68]] root, NACA 64-209.80 tip
|empty weight lb=46,100 
|empty weight kg=20,910 
|gross weight lb=79,000 
|gross weight kg=35,800 
|max takeoff weight lb=88,000 
|max takeoff weight kg=39,900 
|eng1 name=[[Pratt & Whitney TF30|Pratt & Whitney TF30-P-3]]
|eng1 type=[[turbofan]]s
|eng1 number=2
|eng1 lbf=10,750 
|eng1 kn=47.8 
|eng1 lbf-ab=18,500 
|eng1 kn-ab=82.3 
|max speed mach=2.2
|max speed mph=1,450
|max speed kmh=2,330
|range miles=2,100 
|range nmi=1,830
|range km=3,390
|range note=; with 6 AIM-54 missiles and 23,000 lb fuel internal
|ferry range miles=3,200 
|ferry range nmi=2,780
|ferry range km=5,150
|ferry range note=; with 2 x 450 gal external tanks
|ceiling ft=65,000 
|ceiling m=19,800 
|climb rate ftmin=21,300 
|climb rate ms=108 
|more performance=*'''Wing loading:'''
** '''Spread:''' 120 lb/ft<sup>2</sup> (586 kg/m<sup>2</sup>)
** '''Swept:''' 144 lb/ft<sup>2</sup> (703 kg/m<sup>2</sup>) 
|thrust/weight=0.47
|guns=1× [[M61 Vulcan]] 20 mm (0.787 in) [[gatling gun|Gatling cannon]] (seldom fitted)
|hardpoints= 6 underwing pylons for [[Aircraft ordnance|ordnance]] and external fuel tanks
|missiles= 6 × [[AIM-54 Phoenix]] long range air-air missiles (four under wings, two in weapons bay)
|avionics=*[[AN/AWG-9]] [[Pulse-Doppler radar]]
}}

== See also ==
{{Portal|Aviation}}
{{Aircontent
|see also=
|related=
* [[General Dynamics F-111 Aardvark]]
* [[General Dynamics–Grumman EF-111A Raven]]
* [[General Dynamics–Boeing AFTI/F-111A Aardvark]]
* [[General Dynamics F-111C]]
* [[General Dynamics F-111K]]
|similar aircraft=
* [[Dassault Mirage G]]
* [[Grumman F-14 Tomcat]]
* [[Lavochkin La-250]]
* [[North American A-5 Vigilante|North American NR-349]]
* ''[[Operational Requirement F.155]]'' (UK)
|lists=
* [[List of bomber aircraft]]
* [[List of military aircraft of the United States]]
}}

==References==
===Citations===
{{Reflist}}

===Bibliography===
{{refbegin}}
*{{cite journal|last=Bernier|first=Robert|title=Was the Navy's F-111 Really That Bad?|journal=Air & Space Smithsonian|location=Washington, DC|publisher=Air&Space Smithsonian|year=2018|issn=0886-2257}}
*{{cite encyclopedia|editor1-last=Eden|editor1-first=Paul|title=General Dynamics F-111 Aardvark/EF-111 Raven|encyclopedia=Encyclopedia of Modern Military Aircraft|location=London|publisher=Amber Books|year=2004|isbn=1-904687-84-9}}
*{{cite book|last=Gunston|first=Bill|author-link=Bill Gunston|title=F-111|location=New York|publisher=Charles Scribner's Sons|year=1978|isbn=0-684-15753-5}}
*{{cite book|last=Logan|first=Don|title=General Dynamics F-111 Aardvark|location=Atglen, PA|publisher=Schiffer Military History|year=1998|isbn=0-7643-0587-5}}
*{{cite book|last=Miller|first=Jay|title=General Dynamics F-111 "Aardvark"|location=Fallbrook, CA|series=Aero Series|number=29|publisher=Aero Publishers|year=1982|isbn=0-8168-0606-3}}
*{{cite book|last=Neubeck|first=Ken|title=F-111 Aardvark|series=Walk Around|volume=57|location=Carrollton, TX|publisher=Squadron/Signal|year=2009|isbn=978-0-89747-581-5}}
*{{cite book|last=Thomason|first=Tommy|title=Grumman Navy F-111B Swing Wing|series=Naval Fighters|volume=41|year=1998|publisher=Ginter Books|location=Simi Valley, CA|isbn=978-0-9426-1241-7}}
*{{cite book|last=Thornborough|first=Anthony M.|title=F-111 Aardvark|series=Warbirds Fotofax|location=London|publisher=Arms and Armour Press|year=1989|isbn=0-85368-935-0}}
*{{cite book|last=Thornborough|first=Anthony M.|author2=Peter E. Davies|title=F-111: Success in Action|location=London|publisher=Arms and Armour Press|year=1989|isbn=0-85368-988-1}}
*{{cite book|last=Wilson|first=Stewart|title=Combat Aircraft since 1945|location=Fyshwick, Australia|publisher=Aerospace Publications|year=2000|isbn=1-875671-50-1}}
*{{cite book|last=Winchester|first=Jim|title=Military Aircraft of the Cold War|series=The Aviation Factfile|location=London|publisher=Grange Books|year=2006|isbn=1-84013-929-3}}
{{refend}}

==External links==
{{Commons category|General Dynamics F-111B}}
* [http://www.f-111.net/ F-111.net]
* [http://www.globalsecurity.org/military/systems/aircraft/f-111.htm F-111 page on GlobalSecurity.org]
* [https://web.archive.org/web/20081231181806/http://www.aero-web.org/locator/manufact/genedyna/f-111.htm Aviation Enthusiast's List of F-111 Survivors]
* [https://web.archive.org/web/20090904035545/http://www.usscoralsea.net/pages/f111.php F-111B page on usscoralsea.net]

{{Grumman aircraft}}
{{Convair/GD aircraft}}
{{USAF fighters}}

{{DEFAULTSORT:General Dynamics-Grumman F-111B}}
[[Category:General Dynamics aircraft|F-111B]]
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[[Category:1960s United States fighter aircraft]]
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[[Category:Variable-sweep-wing aircraft]]
[[Category:Carrier-based aircraft]]
[[Category:Cancelled military aircraft projects of the United States]]
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