VOL 38 ISSUE 09 SCALE AIRCRAFT MODELLING.pdf

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Volume 38 • Issue 09
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FB
111
By
Keith Peckover
General Dynamics FB-111A
Kit No:
04035
Scale:
1/72
Type:
Injection Moulded Plastic
Manufacturer:
Hasegawa
Amerang/Hobbico
The weathered and discoloured RAM in the
inlet of the F-111F displayed in the Cold War
Museum, RAF Cosford
lthough given a
fighter
designation
the F-111 was really a bomber, with
low level nuclear strikes being its
primary role. The ultimate acceptance of
this was its contentious adoption by the
USAF Strategic Air Command.
Differentiating their FB-111A version from
the F-111s operated by the Tactical Air
Command (TAC) was the ability to carry
short range attack missiles, the
fitting
of an
astro-inertial navigation system, and to
cope with the increased weights arising
from the strategic role, bigger brakes and
strengthened fuselage structure and
undercarriage. It also used the extended
span wing
fitted
to Royal Australian Air
Force (RAAF) F-111Cs and originally
designed for the US Navy’s abortive F-111B
version.
Hasegawa have
produced nearly all
versions of the F-111
family in 1/72,
A
including the FB-111A. My objective with
this build was to make a model of a FB-111
that showed an unusual aspect of the way
in which some of the external stores were
carried when configured with four external
fuel tanks and to portray the type’s Radar
Absorbent Material (RAM)
fit.
It would also
make use of the two B-61 nuclear weapons
sitting idle in an Italeri US/NATO Aircraft
Weapon Set.
Stores Stations
It is not unknown for F-111 models to
have an incorrect tank configuration. For
example, one with a six tank
fit
and the
wing at its maximum sweep angle once
appeared in a certain modelling magazine
but this was a physical impossibility. The
F-111 was built with the provision to carry
eight underwing stores stations. The outer
two on each wing were
fixed
and the inner
pair pivoted as the wing sweep angle
changed. Of the
fixed
stations only the
inboard ones were used in service. These
were mounted parallel to the fuselage
centre line with the wing at its cruise
sweep setting of 26° with the result that at
the 16° take off setting the tanks carried on
them had a marked toe in, hence the title
of this article. The USAF only used these
fixed
stations on FB-111s but there was an
account of them being employed on RAAF
RF-111Cs. When external tanks were
fitted
on TAC aircraft they were
Tank toe is shown to best advantage in an
underside view
4
W W W.
S C A L E
A I R C R A F T
M O D E L L I N G
. CO. U K
F B
111
A comparative view of
two aircraft configured
for similar roles but poles
apart in design
always
on the
outer pivoting
station.
When building the model the
holes for the
fixed
stations have to be
pierced through the lower wing
component, indentations as a guide for
their position being provided on its inner
surface. Before doing so a check was made
of wing sweep angle, which was
acceptably close to the required 16°, and
the angle of the holes for these stations. It
was found that a little adjustment was
needed because they were at 13° and not
the required 10° to the fuselage centre line.
Given the length of the tanks 3° represents
a significant difference.
ago
and shortly will be
retired from the
RAAF. On 15th
March 2009 it
gave its last air
show display
and no more
was arguably the
most impressive
sight ever seen at
an air show. A small
impression of this
spectacle is given in
the
will dump and
burn be seen. For
those who have never
witnessed this it
Inlet RAM
RAM only really came to prominence
with the unveiling of the Lockheed Martin
F-117 Nighthawk but had been around for
many years before then. In the days before
security aspects came to
the fore aircraft in
built
to do much the
same task, put
bluntly to nuke the
WARPAC. However where
different design teams often arrive at
similar solutions to comparable
requirements this was not the case here, as
is very evident. Airframe configuration is
obviously one of major differences with the
F-111 having a variable geometry wing and
TSR.2 a
fixed
geometry. To meet short
field
requirements the F-111 relied on the ability
of the wing to take up a swept forward
high lift configuration, with double slotted
flaps
and leading edge slats. TSR.2 was to
have used its great thrust, blown
flaps
(and
a tailplane
flap),
a no
flare
landing
technique and a huge braking parachute.
To confer an acceptable ride in turbulent
air at low level sweeping back the F-111s
wing, apart from being necessary to
increase speed, improved its gust
response. This condition was met on
TSR.2 by the wing being both highly
swept and loaded and secured to the
fuselage with mounts having a degree of
flexibility.
air show
static displays were
not fenced off and it
used to be possible to
walk right up to them.
This was the case when
the F-111Es of 20 Tactical
Fighter Wing were
first
based at RAF Upper Heyford so
the inlets, one of the most troublesome
areas during the development of the
F-111s, warranted a close inspection.
Lining the ducts were unpainted non-
metallic panels, RAM. These were
fitted
on
FB-111A, D, E and F versions. Many years
later in anticipation of making this model I
noted the basic dimensions of the panels
on the
F-111E in the museum at Duxford. They
were represented using a mixture of
sprayed sections and white decal stripe.
The F-111 left USAF service some years
May 2009
issue of Air
International.
F-111 and
TSR.2: Similar
Requirements
But So
Different
The F-111
and BAC TSR.2,
or Eagle B(PR)1
as it may have
come to be
known, were
contemporaries
Cockpit design
could not have been
more different with
the F-111’s crew
sitting side by side in
an escape capsule and
TSR.2’s crew in tandem
on ejection seats. Although
intended for sustained high speed
flight
at
low level there was no requirement for the
F-111’s canopy to provide bird strike
protection whereas on TSR.2 this was taken
into consideration and the pilot was to
have sat behind a windscreen over two
inches thick.
Beneath the skin the differences
continued in engines and avionics. TSR.2’s
engines were much more powerful, circa
30,600lbs thrust each versus 18,500lbs in
early F-111s (20,350lbs in the FB-111), and
were of turbojet rather than the more
NOVEMBER 2016
•
VOLUME 38
•
ISSUE 09
5

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