F-111B vs. F-14
The Navy’s effort to acquire an advanced carrier-based air-superiority fighter led to an evaluation of General Dynamics’ F-111B. The aircraft supported the Department of Defense’s goal of achieving commonality with the U.S. Air Force and its F-111A. However, the F-111B program was cancelled in April 1968, paving the way for the development of the F-14.
To understand the origins of the Tomcat, it is first necessary to examine why the F-111B was developed and the reasons it failed to satisfy the Navy’s requirements.
In the 1960s, then-Secretary of Defense Robert McNamara decided that the U.S. Air Force (USAF) and U.S. Navy should jointly develop a multirole combat aircraft. Known as Tactical Fighter Experimental (TFX), the program was intended to meet the needs of both services through two variants of General Dynamics’ variable-sweep-wing F-111. The F-111A was designed as a land-based, low-level bomber for the USAF, while the F-111B was intended as a Navy interceptor armed with six AIM-54A Phoenix missiles.
The F-111B made its first flight on May 18, 1966, and problems emerged almost immediately. The most serious issue was excessive weight. The Navy had established a target weight of approximately 60,000 pounds, yet the F-111B exceeded 70,000 pounds. Pilots also reported poor visibility during carrier approaches, caused by the aircraft’s high angle of attack and windshield reflections. In addition, the F-111B was so underpowered that it could not achieve the required acceleration in military power while approaching the carrier.
Problems
McNamara sought a detailed assessment of the aircraft’s shortcomings and convened twice-monthly meetings with senior executives from the companies involved in the program. Among the Navy representatives was Vice Admiral Tom Connolly, who had concluded that the F-111B should be cancelled, even as the Secretary of Defense continued to support the project.
To investigate the aircraft’s problems firsthand, Connolly travelled to Fort Worth and flew the F-111B alongside an Air Force pilot. He agreed that, while the F-111A was an effective bomber for the USAF, the F-111B could never function as a successful fighter or operate from an aircraft carrier. Admiral Tom Moorer, then Chief of Naval Operations, also began advocating for the program’s cancellation. In addition, a comparative study involving the F-14—then Grumman’s proposed new fighter—the F-111B, and several other aircraft concluded that the F-14 was significantly superior to its competitors. Nevertheless, Secretary of Defense McNamara continued to support the F-111B.
Deputy Chief of Naval Operations Vice-Admiral Tom Connolly
At this stage, as described in Terry Treadwell’s book The Ironworks: Grumman’s Fighting Aeroplanes, Senator John Stennis chaired a Senate hearing to determine why he should approve an additional $200 million for the F-111B program. The hearing was attended by the new Secretary of the Navy, Paul Ignatius; Admiral Tom Moorer; and the Deputy Chief of Naval Operations, Vice Admiral Tom Connolly. After approximately six hours of testimony, Stennis asked Connolly whether he would allocate the additional funds to the program. Connolly replied, “No, sir, I would not.”
Stennis then asked Connolly whether new engines might have changed his opinion of the aircraft. Connolly’s reply became legendary: “Mr. Chairman, there isn’t enough thrust in all Christendom to make a Navy fighter out of that airplane.”
That exchange effectively marked the end of the F-111B program—and, reportedly, Connolly’s hopes of promotion to four-star admiral.
The F-14 Tomcat emerged as the Navy’s replacement for the F-111B. It made its maiden flight on December 21, 1970, and remained in service aboard U.S. Navy aircraft carriers until 2006.
The following video shows the F-111B undergoing carrier trials before the aircraft was abandoned in favor of the F-14 Tomcat.
Photo by U.S. Navy
