(Grumman) F-14 Tomcat @·AIRCRAFTUBE

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    Grumman F-14s behind
    a KC-135 Stratotanker
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    Last T-O from a carrier - USS Theodore Roosevelt - 28 July 2006
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    NASA F-14
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    Grumman F-14A on USS Kitty Hawk in 2003
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    A Grumman F-14A
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    Grumman F-14A over Iraq during operation Southern Watch
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    Grumman F-14 Tomcat
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    On USS Abraham Lincoln
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    A VF-114 Tomcat with a TU-95 Bear
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    Grumman F-14A Tomcat
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    Grumman F-14A of VF-84 "Jolly Rogers"
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    F-14A (Iran Air Force)
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    Grumman F-14B at Yokota
    Air Base (Tokyo) in 2003
  • A Grumman F-14D of VF-213 flying over Iraq A Grumman F-14D of VF-213 flying over Iraq
    A Grumman F-14D of VF-213 flying over Iraq
  • The Grumman F-14A Tomcat The Grumman F-14A Tomcat
    The Grumman F-14A Tomcat
  • A F-14D A F-14D
    A F-14D

Grumman F-14 Tomcat

The Grumman F-14 Tomcat fulfilled the role that, in the mid-1960s, it was hoped would be undertaken by the naval version of the General Dynamics F-111 variable-geometry strike aircraft. By the time that the F-111B programme was eventually cancelled in the summer of 1968, Grumman (also responsible for develop­ing the F-111B version) had already reached an advanced stage in designing a new swing-wing carrier fighter, following a US Navy competition in which four other designs were in contention. From these, the US Navy selected the Grumman G-303 proposal in January 1969, and following US Navy inspection of a mock-up four months later, initial contracts were placed for 12 development aircraft. The first of these made its maiden flight on 21 December 1970, but was lost nine days later after a complete hydraulic system failure, although both crew members were able to eject safely. Despite this setback, the development programme proceeded without further serious mishap after the second aircraft made its first flight on 24 May 1971.

Designed to later technology than the pioneering F-111, the F-14A was intended from the outset for operation from the US Navy fleet carriers, and was unique among variable-geometry aircraft so far developed in having, in addition to variable-sweep outer wings, smaller movable foreplanes which Grumman calls glove vanes. As the main wings pivot backwards, the glove vanes are extended automatically at supersonic speeds to regulate any alterations in the centre of pressure and prevent the aircraft from pitching. By deploying its variable-sweep wings to the best advantage, the Tomcat is able to vary its flying configuration to the different aerodynamic and performance requirements needed when taking off from (or landing on) a carrier, taking part in an air-to-air dogfight, or carrying out a low-level attack mission against a surface target. Wing sweep is maintained at optimum by a Mach sweep programmer, relieving the pilot of this task and enabling him to concentrate on his mission. With additional control surfaces which include full­span trailing-edge flaps, spoilers, leading-edge slats and all-moving horizontal tail surfaces, the Tomcat is a superbly manoeuvrable warplane; longitudinal stability is assured by the use of twin outboard-canted fins and rudders. The Tomcat is also very strong structurally, many of the airframe components being manufactured of titanium, boron­epoxy or other composites.

The primary role of the Tomcat was to provide long-range air defence of the US fleet. The two-man crew were seated in tandem on zero-zero ejection seats under a single upward-opening canopy. Armament for the air defence role includes air-to-air missiles such as the medium-range Sparrow and close-range AIM-9 Sidewinders, and for unexpected dogfights a Gatling-type multi-barrelled cannon. Primary interception armament consists of six Hughes Phoenix air-to-air missiles, currently the longest-range air to air missile in use anywhere in the world (more than 200 km/124 miles). Its use in conjunction with the extremely powerful Hughes AWG-9 radar mounted in the nose provides the Tomcat with the ability to detect and attack an airborne target while it is still 160 km (100 miles) away. The F-14A also has a secondary capability in the low-level attack role, in which event the air-to-air missiles can be replaced by up to 14,500 lb of externally-mounted bombs or other weapons.

The initial F-14A version of the Tomcat has been in service with the US Navy since October 1972, when the first deliveries were made to Squadrons VF-1 and VF-2. Subsequently, a number of powerplant problems were experienced, but these have been largely resolved by an increase in available thrust with the afterburners on. In 1979 the Naval Air Test Center at Patuxent River, Maryland, began development of a tactical air reconnaissance pod system (TARPS) to extend the versatility of the F-14A. About 50 F-14As are equipped to carry TARPS, the resulting F-14/TARPS being regarded as an important tactical reconnaissance vehicle until the development of advanced aircraft for this specific role.

By the time production ended in March 1987, 554 F-14As had been built, including the 12 development aircraft. Thirty-two were subsequently reworked to F-14A (Plus) standard, 18 to F-14D(R) and 79 others were exported to the Imperial Iranian Air Force in the mid-1970s. Cost escalation curtailed development of the original F-14B and later F-14C for the US Navy. Two proto­types of the F-14B were produced by in­stalling 28,090-Ib thrust Pratt & Whitney F401-P-400 turbofans, the first flying on 12 September 1973, but the second was never completed. Development of the F-14C with TF30­P-414A engines and advanced avionics was also stopped.

In 1984 development began of an interim improved version of the Tomcat, the F-14A (Plus). Re-engined with 27,000-Ib thrust General Electric F110-GE-400 afterburning turbofans, the first of 32 conversions (one of the F-14B prototypes) flew on 29 September 1986, followed by the first production aircraft on 14 November 1987. First deliveries were made to Squadron VF-101 in April 1988 and the last (163411) in May 1990. In 1991 the F-14A (Plus) was rede­signated the F-14B.

In 1981, Grumman completed a short flight test programme of a Tomcat powered by two GE F101-DFE (Derivative Fighter Engines) later used in the F-16. Although there were no plans to use this powerplant in the F-14 the knowledge gained helped Grumman formulate ideas about Super Tomcat technology.

In the mid-1980s, funds were made available to develop a much improved Tomcat, the F-14D, with the AN/APG-71 radar, enhanced missile capability and a new ejector seat system (NACES). By 1988, 37 had been funded out of a requirement for 127 but the programme was cancelled in 1989, resurrected in 1990, cancelled again in February 1991 and partially restored once again in April 1991.

The first of three development conversions flew on 24 November 1987, and first delivery was made to Squadron VX-4 in May 1990. The first F-14D(R) was delivered to VF-124, the Tomcat training squadron, in June 1990 and the aircraft were fully accepted for service in November 1990.

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Specifications (F-14A)

  • Length : 62 ft.
  • Height : 16 ft.
  • Wing Span : 64.1 ft unswept (20 deg) and 38.2 ft swept (68 deg).
  • Wing area : 565 sq ft.
  • Wing loading : 113.4 lb/ft² (553.9 kg/m²).
  • Empty weight : 40,100 lbs.
  • Max.T.O. weight : 74,349 lbs.
  • Max. range : 2,000 miles (with external fuel).
  • Max. speed : M.2.34 or 1,564 mph.
  • Cruising speed : 460 to 633 mph.
  • Max. altitude : Above 56,000 feet.
  • Powerplants : Two Pratt & Whitney TF30-P-414A .
  • Thrust : 20,900 lbs with afterburners.
  • Armament : One GE M61-A1 Vulcan 20mm gun - 4 Sidewinder or Sparrow air-to-air missiles - Phoenix air-to-air missiles - One wing pylon per side for various stores like the tactical reconnaissance pod, or ECM equipment (max. external store weight of 14,500 pounds).

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