AYCC Corporation stands for the Aerodynamic, Yacht and Car corporation. into which much of the entire world is incorporated into and thank God for people who exist that can handle to run their own company the way the Holy Spirit wishes. Naturally its nothing of the nature of our Mega conglomerate the way I like to affectionately look at my diversified world holdings, but their own company no less.
AYCC – In partnership with the Holy Spirit. http://aeronauticsyachtandcarcorporation.wordpress.com/ regulates and is also set up in separate legal terms to own many conglomerates, corporations and companies in its range and category of all sizes and is expected also to be a new world standard regulatory agency, at least for my lifetime.
Afterwards I expect every nation to continue in following AYCC safety standards for what they will inherit for their nations.
Every country will have an industrial inheritances that I will work a lifetime with the Holy Spirit in prayer to prepare for National Legalism where the public is aware of what belongs to their nation and how to retain it and not believing lies about their inheritance in the news is very important.
This is why shares are limited and also why when factories that all are built to be on own their after my death will be ready and educated on whatever system of voting is left to them by the
Holy Spirit and the regulatory businesses practices to maintain a competitive edge and I expect diversification early in each of my factories and once people are trained and educated for reasons of Global competition.
Our factories will produce not only hard products but also future politicians who will be educated in the bad business practices of bribery and corruption and how to avoid such practices.
As citizens around the world a man or a woman’s reputation will speak for itself and as such I will agree and leave entire companies to total stranger’s that I trust and that Holy Spirit agrees with.
Some of my Nephews and grandchildren and great children in North American “may” retain control of some of the companies if their character is without reproach and if they work a lifetime in the company starting from the bottom possibly even in the mail room and all having Master’s degree’s minimum or PHd’s as engineers in the Industry of their choice.
For now, getting re-acquainted and even having my own children that I raise the way I want will also be a quagmire for a prejudice people of the world overcome.
There are so many companies around the world that I own that I expect the Holy Spirit to choose more than 90% of new owners of companies.
I expect them to bequeath and learn how to work with the Holy Spirit as I have so they are capable of trusting the Holy Spirit in impossible situations.
I pray an eclectic group of family and non family members and young souls to always have access to me and a president I pray will always be a president, but will not always be chosen to own the own company.
In some cases vice presidents may come to come to own, much depends on how well they know the company and how much they love people of all colors.
I guarantee this world takeover like all world takeovers will happen again and like today, because of reincarnation, I will have to pull companies away from blood relatives if they have gone bad new blood relatives and old blood relatives.
That is why I look toward youth around the world for ownership potential as I have a good 50-70 years of solid un-polarizedcognitive thinking left in me still.
I will leave polarization to those that benefit it most and pray for those that it hurts.
Polarization of your Ideology political, Businesses and Racial occurs in many people around the world.
It is part of your character that simply Hardens into your old age into your brains neurological network and like the same book good or badreads the same over and over again.
Thus as a psychologist that I hope and expect to be again working as COB and an Owner, Industrial psychology will take a major leap in both Health Industry Sectors and Industrial and Corporate sectors.
Industrial Psychology will be about making sure my employees have emotional support while they are going to school and mentoring programs for tutoring to get them through classes and many if not all being paid to go to a brick and mortar school on Saturday for half a day and the study and turn assignments during the week from their computer or their school’s library tutoring center.
Universities I expect to be outfitted instantly to take on adult learners in classes that will feature Literacy courses and K-12 education and technical training as well.
Our factories also feature education labs and job training lab’s in all our facilitates and in any industry a good education lab is required.
This for adults that I expect to educate who want education for themselves while their children enter the bests schools of their lives. Authorized by God’s Holy Spirit and article written by Príncipe Jose Maria Chavira M.S. Adagio I – (Full Divine Name) JVAGNVS DEI VERBVM DEI Príncipe Jose Maria Chavira Adagio Al Hussayni M.S. AGA KHAN V PRIMOGENITVS FILVS DEI HOMINIS SPIRITVS NOME DE PLUME JCANGELCRAFT COB and the New Owner of General Dynamics – General Dynamics Aerospace Rail and Engineering Corporation in partnership with God’s Holy Spirit Alumni California Southern Post Graduate School of Behavioral Sciences
“We are no longer a destroyer of lives under the Orders of Masons. Today we belong to the Son of God and the Holy Spirit. Today we educate and now build careers and good things for people to enjoy offering support in all venues that require intensive technology expertise such as our International Space Program.” Human Resources General Dynamics – General Dynamics Aerospace Rail and Engineering Corporation
On behalf of the employee’s of General Dynamics – General Dynamics Aerospace Rail and Engineering Corporation and all former companies around the world that used to make Military Hardware, I pray to the Holy spirit and say we are indebted and thankful to you our Holy Spirit and taking over this company and all companies like it making the lives of human beings richer and happier and giving them better jobs, working conditions, safety and comfort in the new offices and Factories. –
Authorized by God’s Holy Spirit and article written by Príncipe Jose Maria Chavira M.S. Adagio I – (Full Divine Name) JVAGNVS DEI VERBVM DEI Príncipe Jose Maria Chavira Adagio Al Hussayni M.S. AGA KHAN V PRIMOGENITVS FILVS DEI HOMINIS SPIRITVS NOME DE PLUME JCANGELCRAFT COB and the New Owner of General Dynamics – General Dynamics Aerospace Rail and Engineering Corporation in partnership with God’s Holy Spirit
Avionics: Old Weapons Operational Remote Programs and strategy game information declassified for War Games.
One of my most favorite movies as a young man was War Games and Buehler’s Day Off.
In hindsight I see the metaphor of Buehler’s day Off that Royal must take time to have some fun once in a while. So should you the Princess and the Princesses of this earth.
Go Hiking or to a nice lake for a picnic or to fish. Relaxing and getting in touch with nature is the best way to forget about technology and modernization for a day and remember your earth and your creator.
In hindsight of my life, my frustration os a Boy was wanting my own Father early in my youth.
God kept me busy making Balsa wood planes, every kind of paper plane that you can imagine and some of my glider designs stayed in the air in a controlled environment for a good minute or so.
Some looked like fighter jets and others more stealthy. The stealth ones glided longer and did loop the loops and could be modified to flying in spiral circular patterns.
I remember watching them as they hit very small pockets of air some times consecutively and very little wind was inside my rectangular apartment complex.
I made what looked like an F-111 Aardvark but with wings in retraction and experimented with flaps on the tales and the wings to extend the flight and control their flight patterns .
I usually worked alone and when I could afford it I would buy a Balsa Wood airplane kit before getting into the aerodynamics of Kite Flying and had dog fights with my friends by running into each other’s kites untill one was destroyed without crossing our navigational controls.
Because of the Limitations and problems with tension and the strength capacity of Kite strings, I lost a lot of kites in high winds.
I then pushed the Limits and put roles of kite strings together never thinking about using 100 pound fishing line.
But I succeed once or twice flying my Kite so high I lost sight of it, but the tension confirmed that It had not broken off yet. I kept going untill the line did break.
These are just some of my experiences with flight other than my occasional fourth of July Sky Rockets that after a while became illegal.
As a very young boy Ernie Acosta my Mother’s First Husband took me to Hobby airports close to the Airport of Van Nuys where I experienced watching men with their remote controls flying model planes and helicopters that inspired me to buy my first Whirly-Bird Kit.
Later I became enamored with a model called the Blackhawk the Ultimate remote control electronic model airplane that I could never afford.
As a child I had many dreams of flying and of flight and God’s Holy Spirit used many good men to intervene in my life knowing what I needed and my Mom using the Newspaper and me copying down words and articles verbatim then reading out loud filled my need for parental development.
As a young man, I was loaned an old 60’s Univac children’s punch card computer by an old man who also taught me how to pitch a baseball.I hated giving the computer back, but he said he was going to give it to his own grandchildren as a present.
I do not remember if this was before or after I made my first A.M. radio using a heath kit without any assistance but was before I became a Junior Locksmith.
Aside from my interest in Boxing and Martial Arts training on my own, with my friends and new Father Pablo Sarabia who besides Venturing in Real estate . was a great electrician and handyman a second degree Black Belt who inspired me to entering martial arts school.
I was very much into creating new games and spent some summer days in my stepfather Pablo Sarabia’s Television repair shop as he worked with old Cathode Ray Tube Televisions and with 60/70’s generation circuit boards paying close attention to his use of soldering equipment and used a solder gun a young age.
I was introduced to Tic Tac Toe and played Tic Tac toe with my mother at an early Age and after a while I grew bored with it.
Tic-Tac-Toe was used by early government computers to program competitive systems to compete against each other.They may or may not confirm that.
Strategy games were very important to all computer development because it makes sense when making a war computer that simulates a full-scale war on land or sea strategy must be programmed to see the outcome of the war and the better your espionage the better you can program you war computer.
In the local arcade where I lived as a young boy they had the best military video games such as tank simulators in three dimensions, and one man army equipped with a gun hand grenades and had to go through hell just to commandeer a Tank.
There were missile games and other tank games where I learned as chid how to arch your cannon for greater range without moving your tank to close to your enemy until your enemy had your range.
Global Thermonuclear war was important for the Governments of the World so they could create winning strategies to ensure their countries suffered the least damage.
The only winning strategies was to stockpile warheads using moving launchers and even breaking through the ice in any part of the north using many subs to simultaneously launch warheads that still could be intercepted, but if only 40 of your 150 nuclear warheads get through long-term radiation damage is inevitable.
The Russians more than the United States came up with making the United States read their “False Target” they used and frequently moved hollow empty shells knowing satellites would confirm their movements and once they were in a fixed position, would lock Intercept Missiles assuming arch ranges were the same.
False reads could also be made to look like a full-scale nuclear attack once two governments hacked into the war computers of each other to see if they could provoke a launch to practice an intercept as opposed to launching a missile at Moscow.
Knowing the Dangers of a Nuclear War, all strategy games and random programing using every possible scenario scientist could program until they developed a GPS computer and the Computer assessed all possibilities from all missile launching stations around the world many of which were clocked underground and every probability it could possibly imagine. and even human error that might change the whole matrix of the war game.
But the best was yet to come.Nuclear Subs and Missiles with wings the Launched thousands of feet in the air to be spotted by radar only to dive down below a 500 foot hard deck became a war logistic problem for many countries.
These drop down missles would turned off their thrusters and because of the weight of their war heads they were pulled down into a dive and at about five hundred feet the thrusters were turned on and they glided at 200 feet above sea level and though still detectable by satellite, traveled so fast and can could change course at any time that they posed a challenge for satellite tracking systems and some even could go underwater if an enemy nuclear sub was detected.
Now imagine thousands of these inter-Continental Ballistic Missiles(ICBM’s) and Nuclear Rockets that cost tax payers hundreds of trillions of dollars to finance and countries not divulging to each other the totality of their nuclear arms created a nuclear arms race.
Then came the stealth fighter that could carry a nuclear warhead.
Unseen, it still left a heat trace in the atmosphere and that thermal satellite could read that a stealth fighter was in the air.
The scariest of all nuclear technology was the Neutrino radiation cannon and Bomb.
Its purpose: Keep the infrastructure and kill the people.God’s Holy Spirit protected us from these that along with Biological terrorism were made and intended to creating an all white race world.
I find it funny that the Government used tic-tac-toe in the movie war games as it was based on the assumption that having two sides equally matched one could win.
I created a much more complex version of the game with the Help of the Holy Spirit that could go on forever and the more complex it got the more possibilities to create a game that could be used to win such a war.
But more simply – so you can understand the game– I will us a 12/12 pattern as a reference. A 12/12 Pattern is 12 squares crossing 12 squares there are many ways to win and the more squares you have the more your competitor has to think about.
The way you win in a 12/12 Pattern or even a 1675/777 pattern is to close out the pattern diagonally, vertically, or horizontally by a figurative 9/10ths ratio, but to win your X’s or O’s must dominate the pattern and be the last to close out the pattern.
And even in giant 10000/7976 pattern you can in any corner of the Board win a simple three diagonal pattern like Tic Tac toe if your opponent fails to see your simple strategic postioning of an X or an O in the only for corners that exists on any pattern where three diagonal pattern exists.
The secret to winning in any pattern is to set up at many center patterns all over the board without letting your opponent think their patterns are unnoticed and blocking their patterns before they take form.An outstanding player gives honor to their opponent of defining the pattern.
You can go into the Millions, and even Trillions of Squares with offset patterns for randomness.
After being rejected by the Air-force at age 17 shortly after my speed reading lab results gave me the confidence to apply.I applied at the Police station for a job specially as an undercover giving them instructions as to how to do it.
Meanwhile the clocks in my head were still turning and now trained in high speed driving at the age of 16 and a competent in self defense and how to play a wise guy I stuck large numbers on my 280 ZX knowing helicopters would follow me and to my friends they did not read into it.
At 21 when I was the boyfriend of Tina Araujo her Father a Lawyer and Partner at Araujo and Demarco of Orange County at the time who was a former Green Beret special Forces and CIA operative most likely because he was associated with drug Trafficking, Nativo Lopez and Mexican Mafia who posed as the leader of a civil rights group known as Hermandad Mexicana Nacional — must have given up my idea new version of Dynamic Tic Tac Toe with Multiple variations to the government. After the two along with Legal Aid ran a racketerring program on my parents landowners and 98 other landlords until our legal team staved our holdings but still we lost over 2 million dollars in property.
Not long after sharing and playing the game with the Tina and Sheila it came up on the computer they had in a 12-12 pattern and the website called it Viking Chess and it operated on the same exact principles and rules of winning that I engineered and after beating the computer I never saw it again and I have been looking for it ever since.
In tic-tac-toe two evenly matched opponents will have cats games until they tire. I however found a way to create a way to win the game of Global Thermonuclear War if Department of Defense knew who to program my strategy and reverse engineer the game to their advantage, but the Holy Spirit would not Allow it as there is no truth in international sharing of arms and even if there was…. in war nobody wins.
Authorized by God’s Holy Spirit and article written by Príncipe Jose Maria Chavira M.S. Adagio I – (Full Divine Name) JVAGNVS DEI VERBVM DEI Príncipe Jose Maria Chavira Adagio Al Hussayni M.S. AGA KHAN V PRIMOGENITVS FILVS DEI HOMINIS SPIRITVS NOME DE PLUME JCANGELCRAFT COB and the New Owner of General Dynamics – General Dynamics Aerospace Rail and Engineering Corporation- Adagio I – in partnership with the Holy Spirit and ASG Angelcraft Crown Global Security Services http://angelcraftcrownglobalsecurityservices.wordpress.com
The term avionics is a portmanteau of the words aviation and electronics.
Avionics is the study and composition of electronic systems used on aircraft, artificial satellites, and spacecraft.
Avionic systems include:
Navigation and Guidance Systems
Management of multiple systems that work individually and syncronically. A complete Avionics system is composed of hundreds of systems that are fitted to the aircraft to perform individual functions.
These can be as simple as a searchlight for a police helicopter or as complicated as sensor system for an emergency remote control landing on water or on land.
History of Avionics
Instrumentation for the navigation of ocean-going vessels on water was the first understanding we have of rustic avionics.
The sails on ships the first to harness the wind before flaps and wings blessed the first prototypes on the first Airplane the first successful flight being the Wright Brothers.
The study of Ducks paddling and wings and their tails gave men the idea of using rutters and oars to power and guide ship when they were not harnessing the wind or when the wind was insufficient to give them more speed.
Roughly 20 percent of the costs of the F15E is in avionics. The term avionics was coined by journalist Philip J. Klass as a portmanteau of aviation electronics.
Many modern avionics have their origins in World War II wartime developments.
For example, autopilot systems that are prolific today were started to help bomber planes fly steadily enough to hit precision targets from high altitudes.
Famously, radar was developed in the UK, Germany, and the United States during the same period.
Modern avionics is a substantial portion of military aircraft spending. Aircraft like the F‑15E and the now retired F‑14 have roughly 20 percent of their budget spent on avionics. Most modern helicopters now have budget splits of 60/40 in favor of avionics.
The civilian market has also seen a growth in cost of avionics. Flight control systems (fly-by-wire) and new navigation needs brought on by tighter air spaces, have pushed up development costs. The major change has been the recent boom in consumer flying.
As more people begin to use planes as their primary method of transportation, more elaborate methods of controlling aircraft safely in these high restrictive air spaces have been invented
Authorized by God’s Holy Spirit and article written by various writers, and Príncipe Jose Maria Chavira M.S. Adagio I – (Full Divine Name) JVAGNVS DEI VERBVM DEI Príncipe Jose Maria Chavira Adagio Al Hussayni M.S. AGA KHAN V PRIMOGENITVS FILVS DEI HOMINIS SPIRITVS NOME DE PLUME JCANGELCRAFT COB and the New Owner of General Dynamics – General Dynamics Aerospace Rail and Engineering Corporation,
Press Release updated July 4 2015 – Press Release June 12 2014 New Horizons New Planets to Conquer New to Technology to Master written by General Dynamics COB – Prince Adagio Nome de Plume JCANGELCRAFT
War rests in the hearts of men and the women that support them. There is no god or gods of war, only idols that have no meaning or titles.
Think about traveling in the freedom of Space.
Think electric motors and propulsion systems powered by the stars x-rays , radio waves and all the waves sent to us by the Universe daily that our atmosphere protects us from.
Think about the energy and wavelengths reflected off and coming from Jupiter and Saturn and harnessing them through absorbent panels that work like solar panels only more diverse and complex that synchronize all energy and the different wavelengths into one usable stream of energy.
Authorized by God’s Holy Spirit and article written by Príncipe Jose Maria Chavira M.S. Adagio I – (Full Divine Name) JVAGNVS DEI VERBVM DEI Príncipe Jose Maria Chavira Adagio Al Hussayni M.S. AGA KHAN V PRIMOGENITVS FILVS DEI HOMINIS SPIRITVS NOME DE PLUME JCANGELCRAFT – COB and New Owner of General Dynamics – ™General Dynamics Aerospace Rail and Engineering Corporation
The Bosses Blog Updated Press Release July 4 2014 – Press Release July 12 2014 ™General Dynamics Aerospace Rail and Engineering Corporation.yv
™General Dynamics Aerospace Rail and Engineering Corporation is now functioning on all thrusters and growing every day.
We are excited for our collective futures and I pray that in all our success that we do not worldwide forget to make time for God whatever our Good Religion may be.
General Dynamics operates around the world, serving government and commercial customers on six continents and in more than 40 countries. Our business units’ largest facilities are located but not limited to the following regions.
The Bosses Blog – General Dynamics – The F-111 Aardvark is based on older General Dynamics fighter Jet designs and started service in the 60’s. Of all jets past and present, the F-111 is by far my favorite as it is designed to fly with two people sitting side by side and I intend to put my girlfriends and then my wife in the passenger seat for low altitude high speed flights.
Rich Hobbiest can buy one for around 1.5 million unarmed, but maintenance is very specialized and tooling up to keep it maintained will cost more than the plane itself unless they have an account with Angelcraft Crown Aeronautical – General Dynamics Division – who should be able to service it and fine tune it for around 500,000 dollars and delivered with a full tank of gas.
Mine will be made special and will carry no payload (Arsenal or Weaponry) such as missiles and a small baggage compartment just large enough for two small suit cases for a weekend getaway.
Jets were supposed to be a gradual ascension of experimental planes intended to travel gracefully into space like a shuttle only taking off like a regular airplane.
Dual Environment Jet’s are our future and practice jet flying skills are something that is still ingrained in men that fly jets and thus setting up a dog fighting platform is like a way of getting things off their chess and using digital targeting and digital missiles as a way to keep score.
The Jet Flying Skill Olympics will then extend into Meteor belt for reasons that should be obvious. God wants us to protect ourselves and our planet with prayer and ingenuity for we never know when a stray never before seen comet will head toward our earth.
F-111 variants were retired in the 1990s, with the F-111Fs in 1996 and EF-111s in 1998. The F-111 has been replaced in USAF service by the F-15E Strike Eagle for medium-range precision strike missions, while the supersonic bomber role has been assumed by the B-1B Lancer. The RAAF was the last operator of the F-111, with its aircraft serving until December 2010. Development – Early requirements The U-2 incident of May 1960, in which an American CIA U-2 spy plane was shot down over the USSR, stunned the United States government. Besides greatly damaging Soviet relations, the incident showed that Russia had developed a surface-to-air missile that could reach aircraft above 60,000 feet. The United States Air Force Strategic Air Command (SAC) and the RAF Bomber Command’s plans to send subsonic, high-altitude B-47 and V bomber formations into the USSR were now much less viable. By 1960, SAC had begun moving to low-level penetration.
This greatly reduced radar detection distances and, at that time, SAMs were ineffective against low-flying aircraft, and interceptor aircraft did not have as large a speed advantage at low-level. The Air Force’s Tactical Air Command (TAC) was largely concerned with the fighter-bomber and deep strike/interdiction roles. TAC was in the process of receiving its latest design, the Republic F-105 Thunderchief, which was designed to deliver nuclear weapons fast and far, but required long runways. A simpler variable geometry wing configuration with the pivot points further out from the aircraft’s centerline was reported by NASA in 1958, which made swing-wings viable.
This led Air Force leaders to encourage its use. In June 1960, the USAF issued specification SOR 183 for a long-range interdiction/strike aircraft able to penetrate Soviet air defenses at very low altitudes and high speeds. The specification also called for the aircraft to operate from short, unprepared airstrips. In the 1950s the United States Navy sought a long-range, high-endurance interceptor aircraft to protect its carrier battle groups against long-range anti-ship missiles launched from Soviet jet bombers and submarines.
The Navy needed a fleet air defense (FAD) fighter with a more powerful radar, and longer range missiles than the F-4 Phantom II to intercept both enemy bombers and missiles. Seeking a FAD fighter, the Navy started with the subsonic, straight-winged aircraft, the Douglas F6D “Missile-Leer” in 1957. The “Missile-Leer” was designed to carry six long-range missiles and loiter for five hours, but would be defenseless after firing its missiles. The program was canceled in December 1960. The Navy had tried variable geometry wings with the XF10F Jaguar, but abandoned it in the early 1950s. It was NASA’s simplification which made the variable geometry wings practical. By 1960, increases in aircraft weights required improved high-lift devices, such as variable geometry wings. Variable geometry offered high speeds, and maneuverability with heavier payloads, long range, and the ability to takeoff and land in shorter distances.
Tactical Fighter Experimental (TFX)
The U.S. Air Force and Navy were both seeking new aircraft when Robert McNamara was appointed U.S. Secretary of Defense in January 1961.The aircraft sought by the two armed services shared the need to carry heavy armament and fuel loads, feature high supersonic speed, twin engines and two seats, and probably use variable geometry wings. On 14 February 1961, McNamara formally directed the services to study the development of a single aircraft that would satisfy both requirements. Early studies indicated that the best option was to base the design on the Air Force requirement, and use a modified version for the Navy.
In June 1961, Secretary McNamara ordered the go ahead of Tactical Fighter Experimental (TFX) despite Air Force and the Navy efforts to keep their programs separate. The USAF and the Navy could agree only on swing-wing, two-seat, twin-engine design features. The USAF wanted a tandem seat aircraft for low level penetration ground-attack, while the Navy wanted a shorter, high altitude interceptor with side-by-side seating to allow the pilot and RIO to share the radar display. Also, the USAF wanted the aircraft designed for 7.33 g with Mach 2.5 speed at altitude and Mach 1.2 speed at low level with an approximate length of 70 ft (21.3 m). The Navy had less strenuous requirements of 6 g with Mach 2 speed at altitude and high subsonic speed (approx. Mach 0.9) at low level with a length of 56 ft (17.1 m).
The Navy also wanted the aircraft with a nose large enough for a 48 in (1.2 m) diameter radar dish. McNamara developed a basic set of requirements for TFX based largely on the Air Force’s requirements and, on 1 September 1961, ordered the Air Force to develop it. A request for proposals (RFP) for the TFX was provided to industry in October 1961. In December, proposals were received from Boeing, General Dynamics, Lockheed, McDonnell,North American and Republic. The evaluation group found all the proposals lacking, but Boeing and General Dynamics were selected to submit enhanced designs. Boeing’s proposal was recommended by the selection board in January 1962, with the exception of the engine, which was not considered acceptable.
Switching to a crew escape capsule, instead of ejection seats and alterations to radar and missile storage were also needed. Both companies provided updated proposals in April 1962. Air Force reviewers favored Boeing’s offering, while the Navy found both submissions unacceptable for its operations. Two more rounds of updates to the proposals were conducted, with Boeing being picked by the selection board. In November 1962, McNamara selected General Dynamics’ proposal due to its greater commonality between Air Force and Navy versions. The Boeing aircraft shared less than half of the major structural components. General Dynamics signed the TFX contract in December 1962. A Congressional investigation followed, but could not change the selection.
The F-111A and B variants used the same airframe structural components and Pratt & Whitney TF30-P-1 turbofan engines. They featured side-by-side crew seating in an escape capsule as required by the Navy. The F-111B‘s nose was 8.5 feet (2.59 m) shorter so as to fit on existing carrier elevator decks, and had 3.5 feet (1.07 m) longer wingtips to improve on-station endurance time. The Navy version would carry an AN/AWG-9Pulse-Doppler radar and 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 armament. A team of engineers at General Dynamics was led by Robert H. Widmer. Lacking experience with carrier-based fighters, General Dynamics teamed with Grumman for the assembly and testing of the F-111B aircraft. In addition, Grumman would also build the F-111A’s aft fuselage and the landing gear. The General Dynamics and Grumman team faced ambitious requirements for range, weapons load, and aircraft weight.The F-111 design also included new features on a production military aircraft, such as variable-geometry wings and after-burning turbofan engines.
The F-111A mockup was inspected in September 1963. The first test F-111A was rolled out of Plant 4, General Dynamics’ Fort Worth, Texas plant, on 15 October 1964. It was powered by YTF30-P-1 turbofans and used a set of ejector seats as the escape capsule was not yet available. The F-111A first flew on 21 December 1964 from Carswell Air Force Base, Texas. The first F-111B was also equipped with ejector seats and first flew on 18 May 1965. To address stall issues in certain parts of the flight regime, the engine inlet design was modified in 1965-66, ending with the “Triple Plow I” and “Triple Plow II” designs. The F-111A achieved a speed of Mach 1.3 in February 1965 with an interim intake design. Cracks in the F-111’s wing attach points were first discovered in 1968 during ground fatigue testing – an F-111 crashed the following year due to this issue. The attach structure required redesign and testing to ensure adequate design and workmanship.Flight testing of the F-111A ran through 1973. The F-111B was canceled by the Navy in 1968 due to weight and performance issues, along with the need for additional fighter requirements.
The F-111C model was developed for Australia. Subsequently, the improved F-111E, F-111D, F-111F models were developed for the US Air Force. The strategic bomber FB-111A and the EF-111 electronic warfare versions were later developed for the USAF.Production ended in 1976after 563 F-111 aircraft were built. Design Overview The F-111 was an all-weather attack aircraft, capable of low-level penetration of enemy defenses to deliver ordnance on the target.The F-111 featured variable-geometry wings, an internal weapons bay and a cockpit with side-by-side seating. The cockpit was part of an escape crew capsule.
The wing sweep varied between 16 degrees and 72.5 degrees (full forward to full sweep). The wing included leading edge slats and double slotted flaps over its full length.The airframe was made up mostly of aluminum alloys with steel, titanium and other materials used in places.The fuselage was made of a semi-monocoque structure with stiffened panels and honeycomb sandwich panels for skin.
The F-111 used a three-point landing gear arrangement, with a two-wheel nose gear and two single-wheel main landing gear units. The landing gear door for the main gear, which was positioned in the center of the fuselage, also served as aspeed brake in flight.
Most F-111 variants included a terrain-following radar system connected to the autopilot. The aircraft was powered by two Pratt & Whitney TF30 afterburning turbofan engines. The F-111’s variable-geometry wings, escape capsule, terrain following radar, and afterburning turbofans were new technologies for production aircraft.
Armament Weapons bay
The F-111 featured an internal weapons bay that could carry bombs, a removable 20 mm M61 cannon, or auxiliary fuel tanks. For bombs, the bay once held and had a capacity to hold two 750 lb (340 kg) M117 conventional bombs or practice bombs. The F-111B was to carry two AIM-54 Phoenix long-range air-to-air missiles in the bay. The cannon had a large 2,084-round ammunition tank, and its muzzle was covered by a fairing; however, it was rarely fitted on F-111s.
The FB-111 could carry two AGM-69 SRAM air-to-surface nuclear missiles in its weapons bay. General Dynamics tried an arrangement with two AIM-9 Sidewinder air-to-air missiles carried on rails in a trapeze arrangement from the bay, but this was not adopted.Early F-111 models had radars equipped to guide the AIM-7 Sparrow medium-range air-to-air missile, but it was never fitted.
Each wing was equipped for four underwing pylons. The inner two pylons on each wing would rotate to align with the fuselage, while the outer two were fixed. Each pylon had a capacity of 5,000 pounds (2,300 kg). Various bombs and missiles could be carried on the pylons. Auxiliary fuel drop tanks with 600 US gallons (2,300 L) capacity each could be fitted.
The design of the F-111’s fuselage prevented the carriage of external weapons under the fuselage, but two stations were available on the underside for electronic countermeasures (ECM) pods and/or datalink pods; one station was on the weapons bay, and the other on the rear fuselage between the engines. The F-111’s maximum practical weapons load was limited, since the fixed pylons could not be used with the wings fully swept.
Tactical F-111s were fitted with shoulder rails on the four inner swiveling pylons to mount AIM-9 Sidewinder air-to-air missiles for self-defense. Australian F-111Cs were equipped to launch the Harpoon anti-ship missile, and the Popeye stand-off missile.FB-111As could carry the same conventional ordnance as the tactical variants, but their wing pylons were more commonly used for either fuel tanks or strategic nuclear gravity bombs. They could carry up to four AGM-69 SRAM nuclear missiles on the pylons.
After early testing, a detachment of six aircraft were sent in March 1968 to Southeast Asia for Combat Lancer testing in real combat conditions in Vietnam. In little over a month, three aircraft were lost and the combat tests were halted. It turned out that all three had been lost through a malfunction in the horizontal stabilizer, not by enemy action. This caused a storm of criticism in the U.S. It was not until 1971 that 474 TFW was fully operational.
September 1972 saw the F-111 back in Southeast Asia, stationed at Takhli Air Base, Thailand. F-111As from Nellis AFB participated in the final month of Operation Linebacker and later the Operation Linebacker II aerial offensive against the North Vietnamese. F-111 missions did not require tankers or ECM support, and they could operate in weather that grounded most other aircraft. One F-111 could carry the bomb load of four McDonnell Douglas F-4 Phantom IIs. The worth of the new aircraft was beginning to show; F-111s flew more than 4,000 combat missions in Vietnam with only six combat losses.
F-111s participated in the Gulf War (Operation Desert Storm) in 1991. During Desert Storm, F-111Fs completed 3.2 successful strike missions for every unsuccessful one, better than any other U.S. strike aircraft used in the operation.The group of 66 F-111Fs dropped almost 80% of the war’s laser-guided bombs, including the GBU-15 and the penetrating, bunker-buster GBU-28. Eighteen F-111Es were also deployed during the operation.The F-111s were credited with destroying more than 1,500 Iraqi tanks and armored vehicles. Their use in the anti-armor role was dubbed “tank plinking“.
The F-111was in service with the USAF from 1967 through 1998. The Strategic Air Command had FB-111s in service from 1969 through 1992. At a ceremony marking the F-111’s USAF retirement, on 27 July 1996, it was officially named Aardvark, its long-standing unofficial name.The USAF retired the EF-111 variant in 1998.
The Australian government ordered 24 F-111C aircraft to replace the RAAF’s English Electric Canberras in the bombing and tactical strike role.While the first aircraft was officially handed over in September 1968, structural issues delayed the entry into service.The first F-111C was accepted at Nellis Air Force Base on 15 March 1973.The RAAF’s first six F-111Cs arrived at Amberley on 1 July 1973, and three subsequent flights of six F-111s arrived on 27 July, 28 September and 4 December.F-111Cs were allocated to No. 1 Squadron and No. 6 Squadron, under the control of No. 82 Wing.
Four Australian F-111s flying towards Nellis Air Force Base after a refueling exercise during Red Flag 2006.
In Australia, the F-111 was affectionately known as the “Pig”, due to its long snout and terrain-following ability.[N 2]
The purchase proved to be a highly successful for the RAAF. Although it never saw combat, the F-111C was the fastest, longest range combat aircraft in Southeast Asia. Aviation historian Alan Stephens has written that they were “the preeminent weapons system in the Asia-Pacific region” throughout their service and provided Australia with “a genuine, independent strike capability”. Former Indonesian defense minister Benny Murdani told his counterpart Kim Beazley that when others became upset with Australia during cabinet meetings,
Murdani told them “Do you realize the Australians have a bomber that can put a bomb through that window on to the table here in front of us?”
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. One of the reasons given for the F-111s’ retirement was that the high maintenance time required for every flight hour. The last F-111s were retired on 3 December 2010.
The F-111A was the initial production version of the F-111. Early A-models used the TF30-P-1 engine. Most A-models used the TF30-P-3 engine with 12,000 lbf (53 kN) dry and 18,500 lbf (82 kN) afterburning thrustand “Triple Plow I” variable intakes, providing a maximum speed of Mach 2.3 (1,450 mph, 2,300 km/h) at altitude. The variant had a maximum takeoff weight of 92,500 lb (42,000 kg) and an empty weight of 45,200 lb (20,500 kg).
Total production of the F-111As was 158, including 17 pre-production aircraft that were later brought up to production standards.42 F-111As were converted to EF-111A Ravens for an electronic warfare tactical electronic jamming role.In 1982, four surviving F-111As were provided to Australia as attrition replacements and modified to F-111C standard; these were fitted with the longer-span wings and reinforced landing gear of the C-model.
US Navy F-111B in storage at Davis Monthan AFB Arizona in 1971
The F-111B was to be a fleet air defense (FAD) fighter for the U.S. Navy, fulfilling a naval requirement for a carrier-based fighter aircraft capable of carrying heavy, long-range missiles to defend aircraft carriers and their battle groups from Soviet bombers and fighter-bombers equipped with anti-ship missiles. General Dynamics, lacking experience with carrier-based aircraft, partnered with Grumman for this version. F-111B suffered development issues and Navy requirements changed to an aircraft with maneuverability for dogfighting. The swing-wing configuration, TF-30 engines, AIM-54 Phoenix air-to-air missiles and AWG-9 radar developed for this aircraft were used on its replacement, the Grumman F-14 Tomcat. The Tomcat would be large enough to carry the AWG-9 and Phoenix weapons system while exceeding the F-4’s maneuverability.
The F-111C is the export version for Australia, combining the F-111A with longer F-111B wings and strengthened FB-111A landing gear. Australia ordered 24 F-111s and, following delays, the Royal Australian Air Force accepted the aircraft in 1973.Four were converted to the RF-111C reconnaissance variant in 1979-80. Australia also purchased four ex-USAF F-111As and converted them to C standard. F-111C aircraft received avionics, weapons system and other upgrades during their time in service.The RAAF retired its last F-111Cs in December 2010.
The F-111D was an upgraded F-111A equipped with newer Mark II avionics, more powerful engines, improved intake geometry, and an early glass cockpit. The variant was first ordered in 1967 and delivered from 1970-73. The F-111D reached initial operational capability in 1972. Deliveries were delayed due to avionics issues. 96 F-111Ds were built.The sole operator of this variant was the 27th TFW stationed at Cannon AFB, New Mexico.
The F-111D used the new Triple Plow II intakes, which were located four inches (100 mm) further away from the airframe to prevent engine ingestion of the sluggishboundary layer air that was known to cause stalls in the TF30 turbofans. It had more powerful TF30-P-9 engines with 12,000 lbf (53 kN) dry and 18,500 lbf (82 kN) afterburning thrust.
The Mark II avionics were digitally integrated microprocessor systems, some of the first used by the USAF, offering tremendous capability, but substantial problems. The Rockwell Autonetics digital bombing-navigation system included inertial navigation system, AN/APQ-130 attack radar system and Doppler radar. It also included digital computer set and multi-function displays (MFDs). The terrain-following radar was the Sperry AN/APQ-128.The attack radar featured a Doppler beam-sharpening, moving target indicator (MTI), and continuous beam for guiding semi-active radar homing missiles.
It took years to improve the reliability of the avionics, but issues were never fully addressed. The F-111D was withdrawn from service in 1991 and 1992.
The F-111E was a simplified, interim variant ordered after the F-111D was delayed. The F-111E used the Triple Plow II intakes, but retained the F-111A’s TF30-P-3 engines and Mark I avionics.The weapon stores management system was improved and other small changes made.
The E-model was first ordered in 1968 and delivered from 1969-71. It achieved initial operational capability in 1969.The variant’s first flight occurred on 20 August 1969. 94 F-111Es were built.Some F-111Es were based in the UK until 1991. The avionics were upgraded on some E-models as part of an Avionics Modernization Program. The variant served in 1990-91 during the Gulf War. Some F-111Es received improved TF30-P-109 engines in the early 1990s. All F-111Es were retired to AMARC by 1995.
The F-111F was the final F-111 variant produced for Tactical Air Command, with a modern, but less expensive, Mark IIB avionics system.The USAF approved development of the variant in 1969. It also included the more powerful TF30-P-100 engine and strengthened wing carry through box. 106 were produced between 1970 and 1976.
The F-111F’s Mark IIB avionics suite used a simplified version of the FB-111A’s radar, the AN/APQ-144, lacking some of the strategic bomber’s operating modes but adding a new 2.5 mi (4.0 km) display ring. Although it was tested with digital moving-target indicator (MTI) capacity, it was not used in production sets.The Mark IIB avionics combined some Mark II components with FB-111A components, such as the AN/APQ-146 terrain-following radar. The F-111E’s weapon management system was also included.
The F-model used the Triple Plow II intakes, along with the substantially more powerful TF30-P-100 turbofan with 25,100 lbf (112 kN) afterburning thrust. An adjustable engine nozzle was added to decrease drag.The P-100 engine greatly improved the F-111F’s performance. The engines were upgraded to the TF30-P-109 version, later in the 1985–86 timeframe.
In the early 1980s, the F-111F began to be equipped with the AVQ-26 Pave Tack forward looking infrared (FLIR) and laser designator system, which provided for the delivery of precision laser-guided munitions and was mounted in the internal weapons bay. The Pacer Strike avionics update program replaced analog equipment with new digital equipment and multi-function displays. The last USAF F-111s were withdrawn from service in 1996, replaced by the McDonnell Douglas F-15E Strike Eagle.
The British government canceled the BAC TSR-2 strike aircraft in 1965, citing the lower costs for the TFX and ordered 50 F-111K aircraft in February 1967 for theRoyal Air Force. The F-111K was to be supplemented later by the Anglo-French Variable Geometry Aircraft then under development. The F-111K was based on the F-111A with longer F-111B wings,FB-111 landing gear, Mark II navigation/fire control system, and British supplied mission systems. Other changes included weapons bay modifications, addition of a centerline pylon, a retractable refueling probe, provisions for a reconnaissance pallet, and a higher gross weight with the use of FB-111A landing gear.
In January 1968, the UK terminated its F-111K order,citing higher cost; increased costs along with devaluation of the pound had raised the cost to around £3 million each. The first two F-111Ks (one strike/recon F-111K and one trainer/strike TF-111K) were in the final stages of assembly when the order was canceled. The two aircraft were later completed and accepted by the USAF as test aircraft with the YF-111A designation.
FB-111A/F-111G FB 111S
An overhead view of two FB-111s in formation
The FB-111A was a strategic bomber version of the F-111 for the USAF Strategic Air Command. With Air Force’s Advanced Manned Strategic Aircraft program proceeding slowly, and concerns of fatigue failures in the B-52 fleet, the service needed an interim bomber quickly. The FB-111A was selected in 1965 to replace the supersonic Convair B-58 Hustler and early B-52 variants. The Air Force signed a contract for the FB-111A in 1966. In 1968, plans called for 263 FB-111s, but the total was cut to 76 in 1969. The first production aircraft flew in 1968. Deliveries ended in June 1971.
When the United Kingdom canceled its order for the F-111K in 1968, components for the 48 F-111Ks in manufacturing were diverted to FB-111A production. The FB-111A featured longer F-111B wings for greater range and load-carrying ability. The bomber variant was lengthened 2 ft 1 in (63 cm) over the F-111A. Its fuel capacity was increased by 585 gallons (2,214 L) and it had stronger landing gear to compensate for the higher maximum takeoff weight of 119,250 lb (54,105 kg). All but the first aircraft had the Triple Plow II intakes and the TF30-P-7 with 12,500 lbf (56 kN) dry and 20,350 lbf (90 kN) afterburning thrust.
The FB-111A had new electronics, known as the SAC Mark IIB avionics suite. For the FB-111A the system used an attack radar improved from the F-111A’s system, along with components that would be used on the F-111D, including the inertial navigation system, digital computers, and multi-function displays.Armament for the strategic bombing role was the Boeing AGM-69 SRAM (short-range attack missile); two could be carried in the internal weapons bay and four more on the inner underwing pylons. Nuclear gravity bombs were also typical FB armament. Fuel tanks were often carried on the third non-swivelling pylon of each wing. The FB-111A had a total weapon load of 35,500 lb (16,100 kg).
Multiple advanced FB-111 strategic bomber designs were proposed by General Dynamics in the 1970s. The first design, referred to as “FB-111G” within the company, was a larger aircraft with more powerful engines with more payload and range. The next was a lengthened “FB-111H” that featured more powerful General Electric F101 turbofan engines, a 12 ft 8.5 in longer fuselage and redesigned, fixed intakes. The rear landing gear were moved outward so armament could be carried on the fuselage there. The FB-111H was offered as an alternative to the B-1A in 1975. The similar FB-111B/C was offered in 1979 without success.
The FB-111A became surplus to SAC’s needs after the introduction of the B-1B Lancer. The remaining FB-111s were subsequently reconfigured for tactical use and redesignated F-111G. The conversions began in 1989 and ended after 34 F-111G conversions were completed. With the disestablishment of SAC, the FB-111As and F-111Gs were transferred to the newly established Air Combat Command (ACC). They were used primarily for training. The remaining FB-111As were retired in 1991 and the F-111Gs were retired in 1993. Australia bought 15 F-111Gs in 1993 to supplement its F-111Cs. They were retired in 2007.
To replace the aging Douglas EB-66, the USAF contracted with Grumman in 1972 to convert 42 existing F-111As into electronic warfare aircraft. The EF-111A can be distinguished from the F-111A by the equipment bulge atop their tails. In May 1998, the USAF withdrew the final EF-111As from service, placing them in storage at Aerospace Maintenance and Regeneration Center (AMARC).
American artist James Rosenquist immortalized the aircraft in his acclaimed 1965 room-sized pop art painting entitled F-111 that features an early natural-finish example of the aircraft in USAF markings. The painting hangs in the Museum of Modern Art in New York City.
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Authorized by God’s Holy Spirit and article written by staff, various writers and Príncipe Jose Maria Chavira M.S. Adagio I – (Full Divine Name) JVAGNVS DEI VERBVM DEI Príncipe Jose Maria Chavira Adagio Al Hussayni M.S. AGA KHAN V PRIMOGENITVS FILVS DEI HOMINIS SPIRITVS NOME DE PLUME JCANGELCRAFT