Missileers over the North In 1959, the Canadian government cancelled work on the Avro CF-105 Arrow advanced Mach 1.9 all weather interceptor, opting instead for a surface-to-air missile defence based on the IM-99 Bomarc long-range missile. It soon became apparent however that the cancellation of the Arrow project was a mistake, and that Canada would need a manned long-range all-weather interceptor capable of supersonic performance. In order to fill in the void left by the cancellation of the Arrow, the Canadian government decided to adopt the F-101B Voodoo (called the CF101B in Canadian service). The Canadian Voodoos were all ex-USAF machines rather than new builds and first deliveries in July of 1961. Over the coming decade both the Bomarc and the Voodoo would form Canada’s first line of defence against potential Soviet bomber threats and as core contribution to the North American Aerospace Defense Command (NORAD).
Meanwhile, to the south developments were underway that would affect the USA’s NORAD capability. Since 1961, the core of the USAF’s Air Defence Command had been the Convair F-106 Delta Dart. Although other types, including the USAF’s own F-101Bs served, it was the F-106 that made up the majority of interceptors. By the end of the decade though it was felt that a more capable platform was needed. At first it was planned that the Lockheed F-12 would be this new platform. Offering Mach 3+ performance, this was truly an exciting aircraft. Unfortunately, it’s price was not so exciting and with the budget pressures of the war in Vietnam and the Apollo space program it was simply unaffordable. Even with potential sales to Allies such as Canada or the UK it was unpalatable. For a while it looked like the F-106 would have to soldier on for years to come.
This was not to be the case though. In 1968 the USAF announced the ‘Improved Manned Interceptor’ (IMI) Program. This would seek a replacement all the interceptors in service. Soon, under the direction of US Secretary of Defence, Robert McNamara a decision was announced that this would be satisfied by a variant of the F-111B interceptor developed for the US Navy (USN). Although this was initially seen to be too heavy for the USN, successive weight reduction programs coupled with improvements to its TF30 engines had overcome these issues. For the USAF, then already introducing the F-111A strike bomber to service, the weight concerns were never an issue, though they did benefit from the improvements. In service the USAF F-111B would be designated the F-111F (the F often being referred to as standing for “Fighter” though this was never officially the case). The F-111F offered a significant improvement over the F-106 and other types due to its ability to operate from shorter fields including many smaller strips away from major (and targeted) airbases; it’s Mach 2.5 top speed; and ability to carry up to 6 long ranging AIM-54 Phoenix missiles along with integral M61 Vulcan cannon. Although pilots didn’t like the side-by-side seating and additional crew member, this was soon forgotten when the overall better performance was considered.
As part of the US program an option was included for the RCAF to also acquire the F-111F so as to maintain commonality with the USAF in NORAD. In early 1972, this option was taken up with Prime Minister Pierre Trudeau making the announcement of the purchase of 120 F-111F during a state visit by President Lyndon B. Johnson. In addition to the F-111F fighters, PM Trudeau also announced that the RCAF would also be acquiring 54 F-111C strike bombers (these being identical to those entering service in Australia). In RCAF service the two types were designated CF-111F and CF-111C respectively and forming the bulk of the RCAF’s order of battle.
While the CF-111Cs would often deploy to Europe as part of Canada’s contribution to NATO, the CF-111Fs were mainly operated within Canada only occasionally deploying. Both types continued to serve through to the mid 1990s when replaced by a 220 McDonnel Douglas F-15Es replacing both types in service.
Top: F-111F of the 87th Fighter Interceptor Squadron, K.I. Sawyer AFB, MI, Air Defense Command, USAF, in special US Bicentennial markings, August 1976. These markings were retained even after 87th FIS deployed to Keflavik AB in early 1978.
Bottom: F-111F of the 493rd Fighter Interceptor Squadron ('Grim Reapers') in its new two-tone camouflage scheme with 'lo-viz' markings. The tail code letters were later replaced by a stylized skull motif - which also replaced the old-style 'Grim Reapers' badge shown here on the nose (and in detail).
Top: A CF-111F of 425 Escadron d'Intercepteurs (Alouette) based at CFB Bagotville on the north shore of southern Quebec. This aircraft is on 'détachement' to Baffin Island in 1985 - forward-deployment to CFS Frobisher Bay (renamed CFB Iqaluit, the following year). The AIM-9P Sidewinders on Station 3 while outboard pylons are empty, suggests that '069' was on an active weapons training mission.
Bottom: A CF-111F of 416 (Interceptor) Squadron, Canadian Forces based at CFB Cold Lake, Alberta, in the Summer of 1974. On the rudder are the 'Invasion Stripes' markings of 416. On the forward fuselage is another 416 motif. At this point, Air Defence Command (ADC) had yet to approve use of the unit's Lynx Head tail markings. These would be added to the upper fin when finally approved in 1976 by ADC's successor organization, Air Command (AirCom).
Top: A CF-111C of 427 (Strike-Attack) Squadron based at CFB Lahr in West Germany in 1976. No. 427 was stood-up again in 1975 specifically to operate the CF-111C as part of the strike component of Canada's 1 Air Division Europe. Shown in the original standard CF-111 finish, 111159 was on deployment to the Air Weapons Unit at Decimomannu on Sardinia for live weapons practice.
Bottom: 'Barbie' was a CF-111C of 441 Squadron out of CFB Baden-Soellingen in late February 1991. During Operations Desert Shield and Desert Storm, 441 Squadron flew out of the 'Canada Dry' airfield in Qatar. Prior to leaving Germany, participating CAF aircraft were sprayed in water-based 'Desert Pink' camouflage paint and given minimal national markings (while stenciling and even tail serials were overpainted).
Despite NDHQ pronouncements, 'Barbie' had highly unofficial personal markings applied to her nose (presumably, a reference to her overall 'pink' paintwork). She also wore an equally unofficial 441 'chequerboard' stripe on her tailplane. CF-111C '183' is shown unarmed but carrying a Westinghouse AN/ALQ-131 ECM pod (on loan from the USAF) on the forward fuselage station.
By the Autumn of 1996, the last CF-111C had been retired without major upgrades being put in place - including unrealized CAF plans to install Ford Aerospace AN/AVQ-26 Pave Tack E/O targeting pods.
