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 seats.
The F-111B's nose was 8.5 feet (2.59 m) shorter due to its need to fit on existing carrier elevator decks, and had 3.5 feet (1.07 m) 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.

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.
It first flew on 21 December 1964.
The first F-111B was also equipped with ejection seats and first flew on 18 May 1965.
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.
The F-111A achieved a speed of Mach 1.3 in February 1965 with an interim intake design.
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 seats. The F-111B's nose was 8.5 feet (2.59 m) shorter due to its need to fit on existing carrier elevator decks, and had 3.5 feet (1.07 m) 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.
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. It first flew on 21 December 1964. The first F-111B was also equipped with ejection seats and first flew on 18 May 1965. 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. The F-111A achieved a speed of Mach 1.3 in February 1965 with an interim intake design.
General Dynamics–Grumman F-111B