Grumman F 14 Tomcat Bdce

An F-14 of
VF-102 refuels in
January 1996.
Luigino Caliaro
Contents
8 Why move the wings? 56 Flying the Tomcat

14 TFX and VFX 64 Solving the problems and
– failure and success extending the envelope
20 Testing and development 72 Top Gun viewing companion:
The F-14 scenes
30 The Tophatters
82 Tomcat tails
44 Tomcat squadrons
of the United States Navy 90 The AIM-54 Phoenix
50 Tomcats versus Eagles 96 Refining the breed
4 aviationclassics.co.uk
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102 The Gulf of Sidra
© 2011 Mortons Media Group Ltd.
106 In the cockpit All rights reserved.

No part of this publication may be reproduced or transmitted in any
form or by any means, electronic or mechanical, including
photocopying, recording, or any information storage retrieval system
114 Quickstrike to ASF-14 without prior permission in writing from the publisher.
ISBN No 978-1-906167-60-8
116 Goodbye to the big bird Having trouble finding a copy

of this magazine? Why not
just ask your local newsagent
120 The Iranian F-14 – the last Tomcat to reserve you a copy
124 Survivors – museum Tomcats

129 Dale ‘Snort’ Snodgrass Independent publisher since 1885 Member of the
Periodical Publishers
Association
Grumman F-14 Tomcat 5

Anytime, baby!
W
ell, producing this magazine of altered viewpoint into a few paragraphs. Not to support their view that the Tomcat was a
has been a real learning curve easy, especially in this case, as the Tomcat poor performer and an expensive mistake.
again, and this time one for does not have one legend about it, it’s one of Oddly, on reading further, the quotes thus
which I am deeply grateful, as those rare aircraft with three. used seem to be either out of context or
it has cleared up many The public perception of Grumman’s incomplete in many cases.
questions I had often pondered regarding the mighty fighter is one based on movies. Top Then there is the third legend. This one
programmes that led to the F-14. It also posed a Gun and The Final Countdown cemented the is matter of fact, not loud or showy, it just
particular problem. Let me try to explain... Tomcat in the public’s mind as the ultimate states things with a quiet smile and a rueful
There are some aircraft which are legends superfighter, sweeping all before it with ease nod to the fallibilities of both man and
because of a particular piece of history. In this and elan. Challenging that image is difficult, machine. But the statements, quietly made,
I am thinking about the Spitfire and the Battle because it has become part of popular culture by the men and women who hold this legend
of Britain. Completely unfair, of course, as and therefore a “fact”. dear are astounding.
everyone knows it was the Hawker Hurricane The aviation “expert” perception of the “Yeah, we managed to get a solid lock and
that won the battle, not the Spitfire. Or do aircraft is as different as it could be. fired, the missile came off clean and climbed
they? Public perception is a difficult thing to “Overweight and underpowered” and sharply. The drone was just over 120 miles
break, and as time passes spectacles become “turkey” are just two of the epithets slung at away at the time.” Please note that carefully.
rosier, facts become less distinct and romantic the Tomcat by detractors or people who don’t 120 miles.
ideals replace cold hard facts. really know or understand the aircraft. “Funny, for all talk and stories, I can’t
That’s one of the reasons I hate writing this Quotes from influential politicians and remember ever having a problem with the
page, somehow I have to condense that kind high ranking officers are used as ammunition (TF-30) engine, I don’t recall it getting in the
way much, if at all.” A much maligned
turbofan, suddenly, not that big a deal.
“We were covering two operations from the
Mediterranean station, up north to Bosnia,
and down south to Southern Watch over Iraq.
Had a good long loiter time for the FACs, too.”
Missions flown at very long range, yet able to
stay and provide friendly cover.
This last legend is the one I have learned
from producing this magazine. Of course, it is
the legend owned by those privileged to
maintain and operate the Tomcat. If you
chose to listen to it, it is a very calm and
matter of fact voice, stating the real
achievements and capabilities of this machine
with quiet pride and gentle good humour.
“Yes there were problems, but what complex
combat aircraft doesn’t have those? Anyway,
difficulty is to be overcome, right?”
And didn’t they just!
The real story that led to the Tomcat is
one of cancelled plans, political ineptitude and
inter-service incompatibilities. The story from
the point Grumman started working on its
303E design is one of vision, skill, and genius.
Once the aircraft was accepted into service it
is a story of overcoming limits, finding
solutions and developing them. Once the F-14
reached the squadrons, it is a story of
dedication, pride, courage and performance.
That is the story I wanted to tell, the
legend I have learned about and wanted
to encapsulate in these pages. Only you will
be able to tell if I have succeeded, and I
sincerely hope I have. This aircraft
deserves its story fairly told, because
aside from being an
astoundingly
capable machine, it
is also an
extraordinarily
beautiful one.
All best,
Tim
C8
C8 Pilot MkII Vintage Edition
£365.00
Exclusively available online

Why move
the wings?
David I Roberts explains a brief histor y of
swept wing and variable geometr y aircraft up to the TFX.
B
ird flight being the inspiration aviators sought to fly by flapping wings anatomical expertise, never quite grasped
for the earliest dreams of men strapped to their arms, without any realistic that it was torsional flexure of the feathers or
taking to the air, the concept of means of control or even a stabilising tail. membrane in the vertical stroke that provided
variable geometry has been The exception was Leonardo da Vinci, who forward thrust, and thus lift, but his research
around since the earliest in 1487 sketched an ornithopter powered by into aerodynamics remained the most
attempts at designing (or imagining) a flying the arms and legs of a prone pilot, and comprehensive and detailed for centuries
machine. From the mythical Daedalus and featuring a “rowing” motion. In other words, afterwards. In later life he concentrated on
Icarus via the (probably fictional) dark age the wings could move fore and aft as well as fixed wing gliders. One, a sail-wing hang
British King Bladud to the 11th century monk up and down; this was almost certainly the glider with a remarkable resemblance to Sir
Eilmer of Malmesbury and many subsequent first considered partial design for a “swing- George Cayley’s 19th century wing designs,
reckless tower jumpers, most early would-be wing” aircraft. Leonardo, despite his was recently replicated and, with the addition
of a fin, proved capable of piloted flight.
Designers of later ornithopters, some of
which succeeded in flying in model form, and
even at full size by the 20th century, preferred
to concentrate on the mechanically simpler
vertical motion. Fixed wings, or something
approaching them, were more promising, as
Leonardo had discovered four centuries
earlier. Clément Ader, whose Éole reportedly
made a brief hop-flight at Armainvilliers,
France in 1890, equipped his fantastical
steam-powered, bat-like creation with no less
than six hand and two foot controls, none of
which proved to exert much useful influence
over the craft’s attitude and direction. Among
the control systems was one by which the
wings could be moved independently fore and
aft to combine the functions performed in
more conventional (and successful) aircraft
by ailerons and elevators. Ader might have
been better advised to equip his machine with
a tail, as already developed by Sir George
Cayley and Alphonse Pénaud, and with
simpler, more manageable controls, but he
was apparently the first person to leave the
ground in a variable geometry aeroplane. His
twin-engined Avion which followed embodied
the same principles and, despite claims to the
contrary, was no more successful.
Coincidentally, the name Ader is close to the
Welsh word for bird, which is aderyn.
Sweepback was ignored until researchers
such as John W Dunne in the early1900s
explored the stability it conferred on fixed-
wing aeroplanes, about both pitching and
yawing axes. Given the drag-producing
profusion of struts and bracing wires typical of
Edwardian aircraft, its potential for greater
speed was not significant at the time. From
1907 Lt Dunne, initially employed as a kite
designer at the Army Balloon Factory,
Farnborough, designed a series of swept wing
Daedalus constructs wings for his tailless gliders and powered aircraft which
son, Icarus. Editor’s collection were tested at Blair Atholl in Perthshire under
A Dunne swept-wing aircraft
design produced for the US
Army by W Sterling Burgess.
Editor’s collection
Leonardo da Vinci’s sketch of an

ornithopter, powered by a prone pilot.
great secrecy, being the first aeroplanes to washed-out tip, would give automatic stability.
bear camouflage. In 1909, when the latest During the war, however, the British services
machine, the D.4 biplane, was finally and manufacturers took no further interest in
beginning to get results, the British the principle. Albatros built a couple of
government, as so often, withdrew funding, experimental conventional biplanes with
and in 1910 Dunne set up the Blair Atholl considerable sweep and another German
Aeroplane Syndicate with the Marquis of company, DFW, produced its Mars Pfeil
Tullibardine, contracting with the Short (Arrow) reconnaissance aircraft in some
brothers to build subsequent aircraft and numbers. Austro-Hungarian companies
testing them mainly at Eastchurch. Lohner and Oeffag also initially made two-
By 1912 the D.8 was proving so stable that seaters with rather acute sweep. Lohner fitted
a French pilot, Commandant Félix, was able to swept wings to their very successful biplane
leave the controls and climb out onto the wing fighter flying-boats, which were copied almost
during a demonstration at Villacoublay. Ill exactly by the Italian firm of Macchi.
health forced Dunne to retire from aircraft Excessive stability soon proved a liability
design and testing, but W Sterling Burgess in as fighters evolved, and sweep angles were
the USA acquired a licence to develop aircraft reduced to modest values on later two-seaters
embodying his principles, selling various by builders such as Rumpler, Halberstadt,
models, including seaplanes to the US and Hannover and AEG, who also applied it to
Canadian navies. One such seaplane, delivered twin-engined bombers. The main exponents
in 1914, was Canada’s first military aircraft. of modest sweep in France during this period
Swept wings saw little other use before the were Nieuport on their fighters and two-
First World War; notable British examples seaters and Morane-Saulnier, who applied it Clément Ader’s Éole French patent 205155,
were the Handley Page monoplanes and the to late war monoplane fighters. The principal April 19, 1890. PHGCOM
G biplane, all having the swept wings with benefit in all these cases was an improved
curved leading edges pioneered by José view from the cockpit. Sweepback can also be
Weiss, who believed, correctly, that such useful by allowing a greater range of centre
wings, tapering in thickness from root to of gravity travel. ➤
A Handley Page G
type biplane.
Alexander Lippisch photographed just after

the Second World War in his office. He holds a
model of the proposed Lippisch LP-13a high-
speed, ram-jet delta fighter. Editor’s collection

The DFW Mars Pfeil (Arrow).
Acute sweep enjoyed a revival in Germany delta wing was born. After the war, Lippisch fin. The second, unflown, prototype was
soon after the war, when aviation was limited moved to the US to help with, among other taken to the US, where its low radar
almost entirely to gliding. A photograph from things, delta wing development. While he did signature impressed engineers. Combined
about 1920 shows a small tailless biplane not work on variable geometry, the planform with Jack Northrop’s contemporary wartime
hang glider, clearly inspired by Dunne’s work, of most swing wing aircraft, in which the design efforts, Horten research contributed
apparently with Alexander Lippisch aboard. wings at full sweep effectively combine with considerably to the American flying wing and
Lippisch collaborated with Gottlob the tailplane to create a delta wing, owes stealth bomber programmes. Again, variable
Espenlaub to build a series of tailless gliders much to Lippisch. geometry was not involved, but the Horten
through the 1920s, and continued to design Two other important German pioneers, brothers had put the high-speed potential of
swept-wing aircraft, both gliders and powered the brothers Reimar and Walter Horten, also strongly swept wings firmly on the map.
aeroplanes, through the Second World War, developed tailless swept-wing sailplanes,
the most famous product of his research which evolved into true flying wings of high GERMAN SWING WINGS
being the Messerschmitt Me163 Komet. His aspect ratio and extreme aerodynamic A Messerschmitt design, the P.1101, to meet
research also doubtlessly influenced the cleanness. Some were converted to powered a 1944 requirement for an emergency fighter,
adoption of swept wings, which delayed the aeroplanes during the Second World War, was partly completed by the end of the war.
onset of compressibility at high subsonic and their twin-jet fighter-bomber, the Gotha Having a single engine with a nose intake, it
Mach numbers, for the Me 262 Schwalbe. In 229, flew in 1944, with tragic results when was planned to make its Me 262 wings
1931 he had realised a swept wing could be test pilot Erwin Ziller was killed following an adjustable before, but not during, flight to a
made to carry more payload, with little loss of engine failure which showed up the aircraft’s sweep of 35, 40 or 45 degrees.
efficiency, by extending the centre-section aft Achilles heel, its marginal controllability The prototype, about 60% complete, was
to fill in the ‘V’ partially or completely. The under asymmetric thrust in the absence of a eventually taken to the US, where the Bell
Aircraft company, interested in the type since
its discovery, took charge of it in 1948. It was
never completed and was eventually scrapped
in the 1950s, but it provided some data for
construction of the X-5, of which more later.
In Britain, which between the wars had
otherwise largely ignored acute swept-wing
developments, the first practical variable-
sweep aeroplane flew at Andover, Hampshire
in 1931.
The Westland-Hill Pterodactyl IV was one
of a series of tailless designs, with which
John W Dunne had helped Geoffrey Hill at an
early stage. The Pterodactyl types had all-
moving wingtips to act as elevons at all
angles of attack, and the Mk IV, a three-seat
cabin monoplane, added a small amount of
variable sweep about its roots and pivoted
bracing struts to refine longitudinal trim in
flight. A two-seat fighter, the Pterodactyl
Mk V, albeit without the variable sweep, was
The two Horten brothers – Walter (left) and built and compared well with contemporary
Reimar with two of their flying wing gliders fighters, but did not see production, its
in the background. Editor’s collection unreliable Rolls-Royce Goshawk engine
An Me-163 Komet in the
Berlin Luftwaffen Museum.
Constance Redgrave
being a liability. Hill proposed further

developments, including a turret-equipped
fighter, a four-engined flying-boat and a five-
engined transatlantic transport, but none was
adopted. The 1925 Pterodactyl IA is
preserved at the Science Museum in London,
and the family is perhaps best remembered
as inspiration for the futuristic machines
depicted in the classic science fiction film of
H G Wells’s Things to Come.
A swept-wing light sportsplane, the
Granger Archaeopteryx, inspired by the
Pterodactyls and also built with input by
Dunne, was the first tailless aircraft to have a
tractor airscrew, all previous types being
pushers. It first flew at Hucknall, near
Nottingham, in 1930, and is preserved near
there after years in the Shuttleworth
Collection, where it flew again in 1971. It is
hoped to restore it anew to flying condition. Messerschmitt’s P.1101 jet fighter was in an advanced stage of build when the war ended.
In 1932, Waldo D Waterman built the Editor’s collection
first successful tailless aircraft of purely
American design. Having swept wings with
endplate fins, a pusher engine and a spatted
tricycle undercarriage, it was intended for the
private market. Its successor, the
Arrowplane, won an award for a flight from
Santa Monica, California to Washington, D.C.
in 1935. That, however, was just the
beginning; Waterman was working towards a
flying car, a goal he achieved in 1937 with the
Arrowbile, which had detachable wings and a
Studebaker engine driving both airscrew and
road wheels via a clutch. It complied fully
with both aeronautical and automobile
regulations. Its final development, the
Aerobile with a Franklin engine, first flew in
1957 and is preserved in the National Air and
Space Museum. ➤ The Westland-Hill Pterodactyl IV. Editor’s collection

Other, more conventional, inter-war swept- delta aircraft, the visionary Vickers designer was a patent for a variable-sweep supersonic
wing aircraft are the De Havilland Tiger Barnes Wallis had, as usual, leapt far ahead of fighter taken out by the British designer L E
Moth, the Stampe SVA 4 and the Bücker his contemporaries with the Wild Goose, a Baynes in 1949. It was never built.
Jungmann and Jungmeister, all having sweep supersonic blended swing wing machine Wallis’s design evolved into several
to ease pilot entry and, particularly, exit in an devoid of all control surfaces. Conceived in proposals, including the beautiful Swallow
emergency. Various two-seat reconnaissance 1949 as a bomber armed with a stand-off supersonic transport which no doubt
and fighter-bomber aircraft of the period, missile and arising out of Wallis’s feelings of influenced Boeing’s planned Mach 3 733 of a
notably the Curtiss Seagull, the Hawker Hart guilt over heavy aircrew losses in the Dams decade later. The Swallow had swivelling pod-
family and the Henschel 126, also raid which had been his project, the Wild mounted engines on the wings and a cockpit
incorporated the modest sweep favoured by Goose was to be controlled by a combination contained in a cylindrical fairing which could
Germany and Austria-Hungary in the First of fuselage lift and differential wing sweep, in be extended above the fuselage for better
World War, for the same reasons of pilot view principle much like Ader’s system of 60 years visibility in the landing approach. Funding
and ease of trimming. before, but much more refined and practical. was only obtained for a full-size version of one
In the UK postwar, just as Hawker, Avro, In the event, Vickers had to content itself of these aircraft, a piloted version of Wild
Handley Page, Supermarine and De with building the more prosaic Valiant. Goose to be built by Heston Aircraft as the
Havilland were designing swept wing and Somewhat overshadowed by Wallis’s projects JC 9. It was cancelled in 1952 before
completion, but tests of trolley-launched radio
controlled flying models, some rocket
powered, proved the concept at speeds up to
and above Mach 2. The remote control
systems themselves represented a
considerable innovation and much research.
Tests continued with Swallow models until
1957, when the infamous Sandys White Paper
put paid to nearly all state funded aircraft
development in Britain.
A naval fighter, the Vickers 581 – using
Wallis’s swing wings and twin engines above
the rear fuselage with ramp intakes – was
more conventional, having a fin and tiny
triangular tailplanes mounted right aft. When
this was turned down, Wallis and his team
took the design to Langley Field in 1960 and
tried to obtain US funding. He ruefully
reported later: “We convinced the Americans
The Bell X-5 in the National Museum of the United States Air Force. USAF too sincerely that this was a great idea so they
decided to take it up for themselves instead of
paying us a grant to do it in England.” The
TFX resembled the 581 only in having a wing
glove which blended into the fuselage above
and behind the cockpit, but Wallis’s test data
were reportedly applied wholesale to the
American design. A final project, the Vickers
589, resembling a T.S.R. 2 with Lightning-
shaped swing wings, was not proceeded with,
but provided important data for the Tornado.
A Bücker Jungmeister
displaying at Shuttleworth.
Constance Redgrave Barnes Wallis with a model of his Swallow
supersonic transport.
Meanwhile, back in the States, Bell
completed the two X-5 prototypes, which first
flew in 1951. A more complex wing sweep
mechanism than that of the parent
Messerschmitt P.1101 allowed the pivot
points to move fore and aft for centre of lift
compensation, using an electric screw jack to
move them and disc brakes to lock the wings
in position. Sweep, changed in flight, could
be 20, 40 or 60 degrees, and sweeping
through the full range could be accomplished
in 30 seconds. The X-5 was tested up to Mach
0.9, but its poor tail position, high on a boom
aft of the jet outlet and in the turbulence
generated by the wings at some sweep
settings, led to a vicious tendency to spin,
which killed Captain Ray Popson at Edwards
AFB in October, 1953 while the wings were
swept at 60 degrees. Testing continued until
1955, and the X-5 ended its days as a chase
plane at Edwards. The type was not adopted,
as had been hoped, as an economically priced
fighter for export, but it had proved the
viability of variable-sweep wings.
In 1951-52, Grumman fitted swing wings
and an all-flying tail to a Panther to produce
the XF 10F Jaguar in response to Navy
concern expressed in 1948 about operating
swept-wing aircraft from existing carrier
decks, already too small for the latest fast
fighters, which had an unacceptably high
landing speed. The wing moved between two The Bell X-5, showing the possible variable geometry wing positions. NASA
fixed positions, 13.5 and 42.5 degrees with
automatic unsweep in the event of failure, However, like the X-5, the Jaguar also spun wings prompted NASA to conduct further
which mercifully worked even when the suddenly and viciously. Another liability was investigations into the system, using much of
hydraulic fluid turned to ‘Jell-O’, as happened the unreliable experimental Westinghouse Wallis’s work as a basis. It was concluded that
owing to poor maintenance during the test XJ-40 engine, most of the problems with moving the pivot points outboard in a “glove“
programme. The wings worked well, but the which were eventually traced to faulty fairing would provide better aerodynamics
tailplane, which resembled a small canard assembly of a fuel control switchbox. An and more space in the fuselage. Wallis’s later
delta aeroplane perched atop the fin, was a overlong cover fixing screw had been driven Swallow designs show evidence that he had
disaster. Freely pivoted and actuated by its into the wiring. The XF 10F was abandoned already come to a similar conclusion, but he
small foreplane, it lacked ‘feel’ and tended to in 1953 after 32 test flights, and a production had not yet moved the pivots as far out as
overcontrol, which in turn caused the wing order was cancelled. The Navy, by then NASA recommended in their 1958 report.
slats to deploy as the aircraft pitched up. building larger carriers with angled decks, no NASA also designed a simpler sweep
The addition of four small fixed fins in a longer needed it. The flying prototype was mechanism than those of the X-5 and Jaguar.
cruciform arrangement around the fuselage relegated to barrier testing, while the The way was clear for development of the
failed to alleviate the problem. In the end uncompleted second aircraft was sent to a Tactical Fighter Experimental, the versatile
Grumman admitted defeat and substituted gunnery range as a target. low-penetrating supersonic TFX required for
the conventional tail of a Cougar, which Notwithstanding the stability failures of the 1960s by both the USAF and the US Navy.
solved most of the stability problems. the X-5 and Jaguar, the success of the swing ■ Words: David I Roberts
The XF10F-1 Jaguar takes off.You

know the old saying – “if it looks
right, it’ll fly right…” US Navy`

General Dynamics F-111B
(BuNo 151974) on the
aircraft carrier USS Coral
Sea (CVA-43) in July
1968. US Navy
TFX & VFX

– failure and success
The aircraft that was to become the F-14 Tomcat had a lengthy and costly genesis that
began in the 1950s and became acrimonious at times. The problems all began when
the US Air Force and US Navy were forced to do what any self respecting aircraft
designer would tell you was a sure-fire path to failure. Compromise.
D
uring the 1950s the US Navy
was looking to acquire a Fleet
Defence Interceptor to defend its
high value assets against a new
threat. The Soviet Union was
developing long range heavy bombers that
could carry stand-off anti-ship missiles. These
posed a serious threat to any battle group, as
the missiles were both small and fast and
possessed of long range, meaning the bomber
could turn away long before it entered the
defensive range of the ship’s weapons.
Initial studies in 1957 had been made into
what was essentially a missile launching
platform, the subsonic F6D Missileer, but the
obvious vulnerability of this system once it
had fired its missiles caused the programme
to be cancelled in 1960. The F-4 Phantom
with its AIM-7 Sparrow missiles and
AN/APQ-72 radar was just coming into
service, but the aircraft, missile and radar all
lacked the range to deal with a long range
stand off threat, particularly as the defending
fighter would be required to ‘loiter’ for long
periods. This would require the fighter to
have prodigious internal fuel, affecting both
the size and weight of the new aircraft.
An F-4 Phantom II of Fighter Squadron (VF) 41 launches from the carrier Independence The requirement remained, and with the
(CVA 62) while A-4 Skyhawks await their turn.The Phantom was just entering service when the advances made in anti-ship and cruise missile
TFX programme began. US Navy. technology, was becoming more urgent.
The Lockheed YF-12A
in flight. USAF
Winching an AIM-47 Falcon into the missile

bay of a YF-12A. USAF
At the same time, the US Air Force was

looking to develop two new aircraft. The first
was a long range bomber interceptor which
resulted in the XF-108 Rapier. This was
intended to carry the very long ranged
Hughes GAR-9 missile which eventually
became the AIM-47 Falcon. In 1959, this An artist’s impression of the XF-108 Rapier in flight.
fighter programme was cancelled for reasons
of cost and the development of the level penetration techniques for both SAC and to low level long range penetration came the
intercontinental ballistic missile (ICBM). Tactical Air Command (TAC) bombers and need for new aircraft to fulfil it, the existing
With ICBMs becoming the predominant fighter bombers were changing the way the bomber fleets being large aircraft designed for
threat against the continental US, the need bomber forces operated. At low level, using high altitude missions. In 1958, TAC was in
for a bomber interceptor was greatly terrain features can mask the approach of an the process of bringing its latest fighter
reduced. The long range radar and missile aircraft to a defending radar station and gives bomber, the supersonic F-105 Thunderchief,
programmes continued development for use missile operators less time to react. The into service. An excellent long range strike
in the Lockheed YF-12 Mach 3 interceptor aircraft can literally get lost in the ‘ground fighter, its high operating weights required
programme, which too fell victim to funding clutter’ that affects radars at low level. Another long runways, which were seen as potentially
shortages, this time caused largely by the advantage is that in the denser air nearer the vulnerable to counter-attack. In defining the
Vietnam War, and was cancelled in January ground, the speed differential between a large new low level penetration aircraft, the US Air
1968. More details of the development bomber aircraft and a small interceptor fighter Force included in its specification the ability to
history of the missile and radar programmes is much reduced, meaning that fighters would operate from short and unprepared runways,
can be found later in this magazine. have to be pre-positioned to successfully as well as be capable of high speed and long
The second aircraft the US Air Force was intercept a raid, a costly and time-consuming range at low level with the ability to make
looking to develop came about through a process requiring fighters to stay on station supersonic ‘sprints’ across the target area.
change in policy by Strategic Air Command for long periods. These conflicting speed requirements, low
(SAC). The development of advanced ground Standing patrols against possible attacks is approach speed for a short landing and high
based radars and surface to air missiles no way to defend anything against a bomber, attack speed, made the engineers at several
(SAMs) meant that the traditional high level as interception becomes a matter of luck as companies consider a variable geometry or
long range bomber was increasingly vulnerable much as anything, the fighter being in the ‘swing wing’ design to fulfil the broad speed
to ground fire. By 1960, the development of low right place at the right time. With this change range required by the specification. ➤

The US Navy had already experimented
with variable geometry, as was discussed in
the last article. The Grumman XF10F Jaguar
was an attempt to curb the increasing weight
and landing performance of new carrier
based aircraft, both of which were on the rise
and beginning to reach the limits of feasible
aircraft carrier operations. Although the
Jaguar itself was a failure, cancelled in April
1953, much of value was learned from the
programme. Variable geometry seemed to be
the answer to the needs of both the US Air
Force and Navy, giving an aircraft low
approach speeds to the carrier or short
landing strip, yet high speed performance in
the rest of the flight envelope. The two
position wing of the XF10F programme had Republic F-105D Thunderchief in flight with a full bomb load of M117 750lb bombs. USAF
suffered from various mechanical defects,
but a NASA study into variable geometry led President Kennedy to offer him the subsonic at low level, a lower maximum
wings had suggested that simply moving the defence post. loading of 6G and a nose big enough to carry
points at which the wings pivot out from the Once in post, McNamara studied the two a large and powerful radar dish. The Air Force
aircraft’s fuselage would result in a service requirements for new aircraft and aircraft was to be large, larger than the Navy
mechanically simple, light and effective decided that they could both be met by a could accommodate on an aircraft carrier, so
solution. This study, which was published in single design. On paper, it must be said that dissention ruled and progress was limited.
1958, made swing wings both attractive and the idea had some merit and could Interestingly, the baseline problem was a
viable for the first time. So, by the end of considerably reduce costs by having simple one which was never really addressed
1960, the US Air Force and Navy were both commonality across the forces. Both on reading the papers from the various
looking for different aircraft at a time when required low landing speed and high planning meetings. One was a bomber. One
the technology was maturing to allow them to maximum speed. Both required large fuel was a fighter. If anything, history had shown
meet their needs. capacity and the ability to carry heavy that you compromise any basic roles at your
Into the middle of this situation came a weapons. Two seat and twin engined designs peril, but, in the middle of all the technology
new Secretary of Defence, Robert Strange had been specified by both services, so it is and conflicting specifications, those basic
McNamara, appointed by the John F understandable that to McNamara’s lessons appear to have been somehow lost.
Kennedy administration in January 1961. accountant eyes, a common design would In the middlr of the discord thus created,
McNamara was a graduate of Harvard suffice. On February 14, 1961, having been in McNamara took personal control of the
Business School and later an assistant post a month, McNamara ordered the US Air programme and created his own set of
professor of accounting at that institution. He Force and Navy to commence a joint study, requirements, largely based on those of the
had begun a programme to teach US Army which, in June 1961, was formalised when he Air Force but changing a number of key
Air Force Officers analytical business ordered the beginning of the Tactical Fighter figures regarding the size of the radar and the
techniques in 1940, then in 1943 had joined Experimental (TFX) programme. weight of the naval version. This paper aircraft
the USAAF where he served in the Office of Immediately problems arose – the two was ordered into development on September 1,
Statistical Control. He had successfully services could only agree on the basic 1961 with the subsequent Request for
applied his business acumen to the B-29 force characteristics. The Air Force wanted tandem Proposal being issued to aviation companies in
operating over the ‘Hump’ of the Himalayas seats, Mach 2.5 at high altitude and Mach 1.2 October. Of the five companies that replied,
between India and China, improving the at low level, with a 7.33G maximum loading on Boeing and General Dynamics were selected
efficiency of the force. Postwar success in its strike aircraft. The Navy wanted side by to provide detailed concepts. By April 1962,
reforms at the Ford Motor Company, who side seats so the crew could share a single after three rounds of modification updates and
made him president of the company in 1960, radar display, Mach 2 at high altitude and high further proposal changes, the Air Force
The US Navy Grumman XF10F-1

Jaguar (BuNo 128311) taking
off in 1952. US Navy
supported Boeing’s design, but the Navy pulse-doppler design developed from the A colourised image of General Dynamics
rejected both as unworkable in a carrier cancelled Air Force YF-12, and a developed F-111B (BuNo 151974) approaching the
environment. McNamara ignored them both version of the long range missile from that aircraft carrier USS Coral Sea (CVA-43) in
and selected General Dynamics’ design for its programme, the AIM-47, now called the AIM- July 1968. It was the only F-111B to
greater commonality between the two 54 Phoenix. Both Air Force and Navy perform carrier operations after
intended versions, signing the TFX contract versions of the F-111 would be powered by completing arrestor proving tests at the
with the comopany in December 1962 for an the Pratt and Whitney TF-30-P-1 turbofan, the Naval Air Test Center Patuxent River,
aircraft now designated F-111. world’s first turbofan engine with an Maryland (US), in February 1968. It crash
Robert H Widmer, the design team afterburner. He also recognised that the landed at NAS Point Mugu, California
leader at General Dynamics, had based his success in winning this huge contract could (US), on October 11, 1968 and was
design on a side by side cockpit as required well become a poisoned chalice for General subsequently scrapped. US Navy
by the Navy. The two versions differed in as Dynamics, as it had no experience in
much as the Navy version had a shorter developing carrier-based aircraft. To solve
nose to fit on carrier elevators and carry this, General Dynamics turned to the masters Grumman had wisely stayed out of the
the large radar required, as well as of naval aviation, a company which had TFX competition, but was all to pleased to
extended wingtips for better loiter produced a long list of hugely successful be selected by General Dynamics as its
performance. The Navy fighter would carry naval aircraft since 1929, the Grumman partner in developing the naval version of
the Hughes AN/AWG-9 radar, a powerful Aircraft Engineering Corporation. the aircraft, which was now designated the
F-111B. Grumman built the undercarriage
and rear fuselage of the Air Force F-111A,
as well as being responsible for the
assembly and testing of the F-111B. The
first F-111A flew on September 21, 1964,
followed by the prototype of the F-111B on
May 18, 1965. A number of problems with
engine stalls at high angles of attack and high
speed required a number of engine inlet
redesigns, and the weight of the aircraft was
a problem from the start. The Navy had
specified a maximum take-off weight of
50,000lb (22,700kg), which McNamara had
increased to 55,000lb (24.900kg) in his TFX
specification. The empty weight of the F-
111B was actually 46,100lb (20,910kg), but
the loaded weight was an enormous 79,000lb
(35,800kg) with a maximum take off weight
of 88,000lb (39,900kg). This was way in
excess of the stipulated design specification,
and was further enhanced with the addition
of the escape capsule system for the crew, the
Lieutenant Steve Nevarez, from Houston,Texas, atop a F-14B Tomcat of VF-102.The size of the first prototype having flown with standard
AIM-54 Phoenix missile chosen for the TFX and VFX programmes is evident here. US Navy ejection seats. ➤

Experiences filtering back from the
Vietnam War also changed the US Navy’s
perspective regarding the manoeuvrability
required of the new fighter. Trials of the
F-111B against an F-4 Phantom showed that
the new aircraft was sadly lacking in this
department, especially at medium altitude
where most of the engagements were
occurring. Despite efforts by General
Dynamics, Grumman and Pratt and Whitney
to lighten the airframe and increase the
available thrust, there was simply nothing
that could be done to turn the F-111B into an
acceptable naval fighter. In July 1968, the
Department of Defence ordered that all work
on the project be stopped. Seven prototype
F-111Bs were delivered up to February 1969,
one of which, BuNo 151974, took part in deck The engineering mock up of the F-14 at Grumman’s Calverton facility in May 1969.
trials aboard the USS Coral Sea in the same National Museum of Naval Aviation
month the programme was cancelled. Suffice
to say the flight tests and deck trials earned geometry, high and low mounted wings. was against the Department of the Navy’s
the F-111B the nickname of the ‘Sea Pig’. Of Some had the engines buried in the fuselage official position on the aircraft and could have
the seven F-111Bs built, three crashed, three and some with podded engine mounts below ended his career. Since Connolly had also
were dismantled or scrapped and one was the fuselage and wing joint. Single and twin been instrumental in encouraging
placed in storage at China Lake. The F-111 fins were considered, as was a single seat alternatives to the F-111B, the Grumman 303
for the US Air Force was a different story, version, with over 9000 hours of wind tunnel design was known unofficially in the
eventually developing into a successful strike testing on 2000 different configurations company by the nickname of ‘Tom’s Cat’,
aircraft and other roles, with 563 being built. before the final design was arrived at. Given since all the company naval fighters had had
As with all good stories, the failure of the the F-111’s engine inlet problems, over 300 feline names up to that point. This was
TFX programme to produce a multi-role, engine inlet and exhaust nozzles were also eventually to become the official name of the
multi-service combat aircraft was not the end tested to avoid any need for a similar project, shortened to Tomcat.
of the affair. Elements of the programme redesign. The 303E became the design of With the F-111B cancelled, July 1968 saw
were entirely too successful to be wasted for choice, a design instantly recognisable today. Naval Air Systems Command (NAVAIR)
long. Even as the F-111B was struggling to Mention must be made at this point of announce the Naval Fighter Experimental
perform, the US Navy asked Grumman to Vice Admiral Thomas F Connolly, the deputy (VFX) programme and issue Requests for
consider alternatives and in 1966 awarded chief of Naval Operations for Air Warfare at Proposals (RFP) to industry. The specification
Grumman a contract to generate designs for the time. He had flown the F-111A and found called for a Mach 2.2 tandem two-seat twin-
an advanced fighter. Grumman’s its handling for carrier operations to be sadly engined fighter with a secondary ground
investigations led to a design called the 303 lacking. He testified as much to Congress, attack capability. Armament was to be a single
by the company, which was considered in and was instrumental in getting the 20mm cannon and either six of the long range
seven variations, with fixed and variable programme cancelled, even though doing so AIM-54 Phoenix missiles (which necessitated
The second F-14,

BuNo 157981, in flight
at Calverton in 1971.
National Museum of
Naval Aviation
At Norfolk,Virginia in March 1972, F-14A No 11 is taken into the hangar
An F-14A at Calverton for stress tests in 1972. National Museum of bay of the USS Independence (CVA-62) for a day of compatibility
Naval Aviation testing. National Museum of Naval Aviation
the large Hughes AN/AWG-9 radar and fire

control system also be fitted) from the F-111B
programme, or a mixture of AIM-54s, AIM-7
Sparrows and AIM-9 Sidewinders. Five
companies replied to the RFP with both fixed
wing and variable geometry designs, with
McDonnell Douglas and Grumman’s designs
being selected in December 1968, the
contract being awarded to Grumman in
January 1969.
Grumman’s track record of producing
excellent naval aircraft certainly helped in
winning the contract, but the invaluable
experience with the missile, radar system and
engines from the F-111B, all of which were to
be used in the new fighter, gave the group an
unassailable head start on the competition.
That so much developed and relatively mature
technology was going into the Tomcat also F-14A No 2 at the top of the image with its wings swept forward at 20º, F-14A No 4 in the centre has
made it an extremely cost effective and low- its wings swept to 45º and F-14A No 1 (a replacement for the original) has its wings fully swept to
risk programme, not to mention one where a 68º.The photo was taken near Calverton on October 26, 1971. National Museum of Naval Aviation
great many of the potential technology
problems had already been overcome before prototype stage, electing instead to go the aircraft, YF-14A BuNo 157980, was
the first aircraft was even built. Interestingly, straight into development production aircraft. destroyed in the ensuing crash. However, the
the limitations of the TF-30 engines were This was a minimal risk considering the second aircraft was ready shortly afterwards,
already understood, the turbofan being pedigree and the amount of already and was the first of 14 F-14s to be used in the
included in the initial design for reasons of completed work behind the F-14, and was rapid development and test programme,
cost. From the outset it was intended to mitigated by the fact that the Navy had which will be covered later in this issue.
replace these engines with the Pratt and written severe penalty clauses into the Notwithstanding the loss of the prototype,
Whitney F401-PW-400 turbofan which was still contract for the fighter. Any failure of the Grumman achieved a solid foundation to the
under development at the time. F-14 to reach its performance targets of F-14 programme, a foundation which was to
Rapid expansion of Grumman’s Calverton, weight, acceleration, range, approach speed, quickly achieve real results. Test after test
Long island plant followed, with the first of maintenance hours and delivery date would was successfully passed, with the aircraft
the now designated F-14s flying for the first impose financial penalties on Grumman. The finding favour with air and ground crews
time on December 21, 1970. Considering the first flight must have been a tense time at alike. Perhaps the most telling statistic about
complexity of the aircraft, from contract to Calverton, but it was completed successfully. the Tomcat was that the first aircraft reached
first flight in just 22 months is an incredible Imagine, then, the horror on the second VF-124, the Fleet Replacement Squadron, on
achievement by any standard. In order to flight on December 30, when a hydraulic line October 8, 1972, Initial Operational Capability
avoid political interference in the failed, causing the complete loss of the flight with the US Navy was achieved in 1973, and
programme, the US Navy had skipped the control system. The crew ejected safely, but the type entered front line service with VF-1
and VF-2 in September 1974. Consider the
gestation period of many modern combat
Prototype F-14A BuNo aircraft by comparison. Only 57 months
157980. Keith Draycott elapsed between the contract being awarded
and the first aircraft reaching the Navy’s
training Squadron. That one fact, like the
success of the aircraft itself, is a testament to
the people who designed it and built it. The
Navy had a Fleet Defence Fighter at last. ■
Words: Tim Callaway

Testing &
development
Views from the cockpit of Grumman’s
Superfighter, the F-14 Tomcat
O
With the design work done, the ver the past 70 years, there has the F-111B and come up with a plan on how to
testing began, prior to the F-14 been a steady stream of use this technology on a carrier based
being accepted into ser vice. outstanding fighters designed aircraft. This was a monumental task that
and built. This would include consumed thousands of man hours in the
This work was to continue as all major powers friendly or design and development. Grumman had
the fighter developed into other hostile. However, the timing on some of these designed almost all of the fighter aircraft for
roles during its operational designs had a huge impact on potential the Navy beginning before the Second World
career. Here, Warren E adversaries. When the US Navy retired its F-4 War. Coming up with the final design for the
Phantoms allowing the new variable-sweep F6F Hellcat took only a fraction of the time
Thompson recounts inter views wing supersonic Grumman F-14 Tomcat to that it would take to get an airframe like the
with test and Squadron aircrew move into the number one air superiority role, F-14 ready to go operational.
that tell the stor y behind these it was a move that put tremendous pressure The variable-sweep wings and the
developments and differing on the Russians. When General Dynamics sophisticated systems that had to go into it
created the F-111, the Navy expressed an caused a myriad of problems. Grumman
missions in an over view of the interest in the F-111B which was to be a records show that during the process, at least
career of the mighty Tomcat in carrier based large bomber type with the 9000 hours of wind tunnel testing was
US Navy ser vice. variable-sweep wing technology. Due to the conducted on at least 2000 different
size and weight of the airframe, the design configurations. This included about 400
was doomed early on. In 1968, Grumman and combinations of air inlets and exhaust
McDonnell Douglas were selected to evaluate nozzles. By mid-1968 (over 2 years before the
An F-14D Tomcat of VF-213 over

the Persian Gulf. US Navy
VF-1 F-14A Tomcats on the ramp
at NAS Miramar. Frank B Mormillo
Tomcat’s first flight), the final designs were he had the opportunity to test the Tomcat in
narrowed down to only eight in number. every segment of its flight envelope.
Critical factors were involved in determining Promoted to Chief Test Pilot in 1987, he
what they would go with, Grumman became director of flight test and director of
engineers and designers took into test and evaluation before his retirement in
consideration the behavior of the final designs 1995. What follows is his recollections of
during supersonic flight, supersonic combat testing and developing the Tomcat.
ceiling performance, trouble-free engine “I was involved in the F-14 testing early on.
performance and subsonic longitudinal The first flight of Tomcat No.1 (December 21,
stability... all of which were determined in the 1970) was uneventful as it consisted of a short
wind tunnel. The fixed wing version of the flight around the pattern. The second flight of
Tomcat was doomed due to excessive weight, No.1 resulted in the loss of the aircraft due to
carrier suitability and an inferior low altitude hydraulic failure. The reason was the new
performance. A lot of the basic technology for technology being introduced involving the use
the variable-sweep wings was pioneered by of titanium for the hydraulic lines. The fatigue
the Germans in 1943 and 1944. properties of this new material were not fully Final preparations are made for this F-14D to
understood at the time. In-flight vibrations get catapulted off the USS Carl Vinson during
TesTing The TomcaT caused the lines to fracture resulting in the daytime operations in the middle of the Pacific
A very interesting fact was brought up by complete loss of the hydraulic fluid used to in November 1996.The fighter was assigned to
Grumman Test Pilot Kurt Schroeder drive the Tomcat’s control surfaces.” ➤ VF-31 during this cruise. Warren Thompson
concerning steam catapults and jet aircraft
that would be operating from the aircraft
carriers. “In flight testing, not only do you
have to demonstrate the normal operating
envelope of the aeroplane, but also beyond it.
When the A-7 Corsair was first introduced, it
was discovered the TF-30 engine had little
tolerance for the small amounts of steam
leaking from the catapult piston during
launch. In fact, the first A-7 catapult launch
attempt on the shore-based catapult at
Patuxent River resulted in a compressor stall
and complete loss of thrust. Fortunately the
aircraft just rolled down the runway at
Patuxent, but the ramifications of such an
event on the carrier should be obvious. The
Navy subsequently added a steam ingestion
demonstration requirement for all aeroplanes.
In true fashion, the normal amount of steam
leakage from the catapult piston was not
deemed sufficient, consequently several seals
were intentionally removed from the cat to
allow significant amounts of steam to be
leaked. Fortunately for the Tomcat, the F-110
engine took it all in stride!” The vast amount of steam emitted by the Steam Catapult resulted in some compressor stalls
Captain Kurt Schroeder USNR (Retired) in the A-7 Corsair during its introduction.The Navy added a steam ingestion demonstration
had joined Grumman in 1972 as a Grumman requirement for all aircraft.This picture records a Patuxent River catapult shot of the flight test
Experimental Test Pilot on the F-14 Tomcat during the required steam ingestion demo with the GE F-110 engine.The GE engine
programme. Throughout his 23-year career, passed the test easily. Kurt Schroeder via Warren Thompson

The first prototype YF-14A 157980 seen in
flight on December 30, 1970, shortly before it
was destroyed due to a complete hydraulics
failure. National Museum of Naval Aviation
The potential of the Tomcat was almost

unlimited. One of the significant capabilities
added mid-life was the Tactical Airborne
Reconnaissance Pod System (TARPS). The
Navy was out of dedicated photo The tremendous power of the catapult is shown here as the heavy F-14 is airborne before it
reconnaissance platforms after the North leaves the deck. This was taken in 1996 when VF-14 ‘Top Hatters’ were operating from the USS
American RA-5C Vigilante and the RF-8G John F Kennedy with Air Group 8. Joe Capalbo
were retired. Incorporating the TARPS Pod
solved the dilemma, and because of the F- speed dash capability to intercept inbound the aerodynamics and limited authority
14’s inherent range, payload and targets. It also required a large fuel capacity Stability Augmentation System (SAS). This
performance, it became a very valuable recce in order to reach a long range Combat Air posed a big challenge for an aeroplane
asset, not only for the Navy but it filled a Patrol (CAP) station while retaining the designed to operate at the slow speeds
similar gap in the USAF capabilities. Another ability to loiter for an extended period. The required around the carrier; as well as from
significant adaptation was incorporation of Navy also wanted an air-superiority fighter 800 knots at low altitude to Mach 2.4 at high
the LANTIRN Pod, which gave the airplane a with a long, medium and short range missile altitudes. Using a variable-sweep wing was
precision guided weapon capability. Once kill capability and an internal gun. These innovative and proved to be effective and
again, the range/payload/performance of the design requirements dictated a large essentially problem free.
Tomcat coupled with a two man crew, aeroplane. The size of the radar, the six AIM- Every previous Navy fighter had a
resulted in the ‘smart bomber’ becoming the 54 Phoenix missiles at 1000lb each and the maximum angle of attack (AOA) beyond which
air-to-ground platform of choice. mission fuel requirements demanded it. Each the wing stalled, lift disappeared and the
The original urgent fleet requirement for of these requirements normally serve to act aircraft departed controlled flight. With the F-
the F-14 was Fleet Air Defense against the air- against the viability as an effective dogfighter, 14, the AOA could be increased past wing stall
to-surface missile. To provide the capability, nevertheless, the Tomcat became a dominant without losing control. The Tomcat’s broad
the aircraft had to accept the AWG-9/Phoenix air superiority fighter. fuselage separated engine design produced
weapon system, launch and recover aboard The F-14 didn’t have the benefit of ‘fly-by- fuselage lift, allowing the pilot to reach full aft
the carrier with large payloads of wire’ flight control technology. Instead, its stick without experiencing any abrupt loss of
expensive/heavy weapons, possess the high manoeuvring capabilities had to come from lift or control. Not having a limiting AOA while
A pair of F-14D’s from VF-31 return from a
training sortie with the USS Carl Vinson below
them. Dave Cully
This is noT To say ThaT The

aeroplane didn’T require
piloT aTTenTion during
aggressive manoeuvring,
buT The Typical navy Captain H B Tallent, commanding officer of Air Group-14 pulls into position for an early
fighTer piloT was more morning launch from the USS Carl Vinson. His colourful F-14D was destined for California as
the carrier was only one day out after a long six month cruise in the Middle East. Both
Than up To The Task. squadrons of Tomcats on board were the Super Tomcat ‘D’ models. Warren Thompson
manoeuvring proved to be brand new fighter mission. Both durability and and expediting recovery. Out of control flight
territory for the Navy fighter pilot. This is operability proved to be problematic. Engine losses were no longer problematic.
not to say that the aeroplane didn’t require fan blades began to fail, sending shrapnel Performance and mission capability of the F-
pilot attention during aggressive through fuel lines resulting in fires and loss of 110 powered aeroplane was awesome,
manoeuvring, but the typical Navy fighter several Tomcats. unmatched by any other platform in the
pilot was more than up to the task. In my The engine also exhibited inadequate stall carrier air wing, both then and now.
estimation, no story on the Tomcat is margins in the manoeuvring envelope of the
complete without discussing the Pratt & F-14. Engine stalls required shutdowns to inTo squadron service
Whitney TF-30 engine. The F-14 was prevent damage to the engine and more When F-14 squadrons were deployed on
initially designed to be powered by a new importantly, the threat of stalling the second cruises, they usually had flight operations
high thrust P&W engine. When it lagged in engine required its throttle to remain at high going full bore each day even if it was in a
its development, the Navy decided to use power. This created a situation where the peaceful region. RIO Lieutenant Dave ‘Bio’
the TF-30 to get the initial test aircraft resulting asymmetric thrust generated yaw Baranek logged a lot of time in the Tomcat
flying. Problems continued with the new rates capable of causing the aircraft to depart and he recalls some of his memorable
engine, resulting in cancellation of the controlled flight. Departure recovery became experiences. The time was October 1983 and
programme and the declaration of the TF- complicated and required prompt pilot he was on his second deployment. “I had
30 as the F-14 production engine. Although control inputs to prevent entry into a fully been in my first squadron for two and a half
considered a ‘proven engine’ from the F-111 developed spin. The solution to all of these years and already had accumulated 1000
programme, the TF-30 was ill-suited for the problems came with the introduction of the hours in the F-14. I still remember the first
General Electric F-110 engine. Thrust levels time I looked into that cockpit and was awed
increased to performance levels originally by the displays and switches and now I
planned for the then-cancelled advanced operated them subconsciously. On this day I
P&W engine, but more importantly, the F-110 was flying with a second-deployment pilot,
exhibited operating compatibility throughout Tom ‘Cowboy’ Koelzer and another F-14. We
the flight envelope. No longer did the pilots were in the middle of the Indian Ocean and it
have to ‘fly’ the engine because the new was a beautiful day so we decided to try to
General Electric engine answered every take a photograph of the mighty Tomcat in
throttle command asked of it. Now, should a the vertical. The only problem; the entire
departure from controlled flight occur during battle group was ‘rationing’ fuel due to a
aggressive manoeuvring, retarding both change in schedule that required us to remain
throttles to idle removed any possible at sea longer than expected, but without a
asymmetric thrust contribution, simplifying significant increase in fuel allotment. ➤
A Tomcat from VF-41’s ‘Black Aces’

launches from the USS John F
Kennedy on a dawn mission.The The Swordsmen of VF-32 gained world wide attention when their F-14’s encountered and shot
squadron was part of Air Group 8
down two Libyan MiG-21’s over the Gulf of Sidra on January 4, 1989.They would turn in their F-
during this cruise in 1996. US Navy
14’s for the new F/A-18F Super Hornets in October 2005. US Navy

“For the vertical photo, the pilots went into
a slight dive in military power only to get the
airspeed up to around 400 knots, and then
gingerly pulled their noses up into the vertical.
If we had been able to use burner, it would
have been much easier, but this required a
careful touch on the controls. We got the
noses up and paused for a second while I took
a couple of photos, then rolled away from each
other and recovered. After that, it was back to
conservative flying until recovery time. In
terms of tactical consideration, the F-14, at that
time, was near the top of the fighter pyramid
in the entire world. Nothing could match the
range and coverage of our AWG-9 and AIM-54
Phoenix missile. The Phoenix was primarily
planned to be used to defend the aircraft
carrier from raids by Soviet bombers in one of
Aircraft from Air Group-14 rest on the deck of the USS Carl Vinson at Pearl Harbor in November our basic missions; Maritime air superiority
1996.The Tomcats were assigned to VF-11 ‘Red Rippers’ and VF-31 ‘Tomcatters’.The ‘D’ models (MAS). This was a complex mission, but the
were operated by just a few Navy squadrons due to the limited number that were built. Tomcat weapons system was very capable of
Warren Thompson performing it successfully.
“Our other mission was the traditional
fighter mission of clearing enemy airspace of
fighters and escorting strike aircraft. Training
for the mission was, let’s face it, more fun, as
it involved close-in manoeuvring, The Tomcat
was a big fighter, but it had large control
surfaces so it was very manoeuvrable,
especially when compared to other aircraft of
the 1970’s and 1980’s. Training for the tactical
fighter mission required the pilot and RIO to
work closely together and it constantly
challenged both crew members. The RIO had
to take charge during a sweep to intercept any
detected targets. He had to be good at
operating the AWG-9 over land which took
some skill and also had to be able to paint a
picture for his pilot and their wingman. This
included directing the fighters into a tactically
advantageous position. The primary weapon
This colorful Tomcat was assigned to VF-101’s ‘Grim Reapers’.The squadron’s F-14’s dropped was the AIM-7 Sparrow which continuously
Mk 84 bombs for the first time on September 12, 1990.They were the Navy’s Fleet Replacement improved from the days of its early problems
Squadron based out of NAS Oceana on the East Coast. Warren Thompson in Vietnam. As the fighters approached the
enemy, the RIO would basically hand off
control to the pilot for final positioning,
weapons employment and the manoeuvring
engagement if required. Here the AIM-9 and
M61 cannon became the weapons of choice.
But the RIO remained an integral part of the
crew during the engagement, performing
defensive lookout, operating certain radar
modes and performing co-pilot duties. As you
can imagine, RIO’s enjoyed dogfights as
much as the pilots did.”
The Tomcats were designed for aerial
combat and air superiority from the start.
However, their exposure to enemy aircraft was
limited as they were essential to the defense of
the Battle Group. They didn’t range far out
like the USAF Phantoms and F-15 Eagles did.
However, F-14’s from VF-41’s ‘Black Aces’
claimed the first kills for the Tomcats over the
Gulf of Sidra on August 19, 1981. It was a brief
and deadly clash in that they had to evade the
Syrians Su-22 Fitter’s heat seeking ‘Atoll’
missiles before returning fire. Once they
locked on to the hostile fighters it was over
quickly. Several years later, January 4, 1989,
The Tomcat squadrons were in a heavy training mode when not on a cruise.This F-14 , from VF- Tomcats from VF-32’s Swordsmen
14, is firing missiles over a range sometime in the 1990’s. Note their new logo painted on the encountered two MiG-23 Floggers over the
tail fin. Grumman History Center Gulf of Sidra which resulted in quick kills.
An F-14 from VF-143 takes off to tangle with the Blue Force from its temporary base at Roswell,
New Mexico during a Roving Sands combat exercise. All of the Navy aircraft that operated
out of Roswell made up the Red Force. Warren Thompson
Introducing the LANTIRN The F-14 Commander Bob Brauer was commanding
became operational with the US Navy in 1974 officer of VF-41 ‘Black Aces’ on the USS Preparing to move up to the catapult, this
when it officially replaced the F-4 Phantom Theodore Roosevelt during this period. He F-14A Tomcat from VF-1 creates a lot of
II’s on board the USS Enterprise (CVN-65). recalls some of the details about these first attention on the deck of the USS Ranger
For almost 20 years, it was the Navy’s front missions and the Tomcat’s new role as a (CVA 61).This was taken on July 27, 1990.
line air superiority fighter with all air groups. precision bomber. Grumman History Center
In the early 1990’s, its role was expanded “I had been in the F-14 since 1982 while
when it added the Low Altitude Navigation accumulating over 2200 hours in it. During made up of a combination of Tomcats and
and Targeting Infrared for Night operations the summer and fall of 1995, we flew a lot of F/A-18 Hornets. We deployed in mixed
(LANTIRN) pod system. This enabled it to missions operating off the coast of Bosnia sections for a reason. Our F-14’s were loaded
get into the realm of precision strike (Operation Deliberate Force). We had the with two 1000lb laser guided bombs on each
missions. This was a major step forward for only F-14 squadron on board. In September, aircraft. The Hornets carried the same loads
the Tomcat and this insured its tenure as a we had the opportunity to do the first ever and they laser guided our bombs dead center
front line weapon for at least another 10 delivery of air-to-ground ordnance in combat, on the targets. We rolled in at a very steep
years. dropped by a Tomcat. We delivered laser angle, from high altitude against a complex of
One of the first combat trials on this guided munitions and free fall Mark-82 munitions facilities. The Tomcats dropped
system took place over Bosnia in 1995. bombs. I got to participate in the first section while the Hornets lased. ➤
Sporting its new Top Hatter emblem, this F-

14 from VF-14 flies low over the coast of
Ireland when the USS JFK made a visit in
the mid-1990’s. Grumman History Center
The commander of the Red Forces,flying in the CAG bird from Air Group-14, returns from a mission over northern New Mexico, during a Roving
Sands exercise.This Tomcat was assigned to VF-31. Dave Cully via Warren Thompson
“We egressed from the target area with like the strike was going to go because of an own bombs and also lase for other types as
absolutely superb results which indicated we undercast. About 10 miles out from the target, well. This is a very potent capability and the
had several direct hits that caused impressive the weather cleared to the point that we could most important thing that the concept brings
secondary explosions. Actually, this was not see our target some distance away. It was an is the fact that it carries a lot of heavy
our first drop as we had practiced at NAS incredible feeling as the 1000lb bombs kicked ordnance, fast and accurate. We just had the
Fallon and also while working ‘Deny Flight’ in off the aircraft. Even in a 50º dive with formal roll out of the LANTIRN pod on June
the Arabian Gulf. However, the first time we airspeed of close to 500 knots, you could feel 14. One major benefit with all of this is the
actually got to deliver live ordnance was over the release. I pulled the nose up, rolled up and fact that the F-14 can launch with a heavy
Bosnia at a time when there was no air-to-air looked over my shoulder to see the ordnance load of laser munitions and can also bring it
threat. This didn’t mean that there was no impact right on target.” back on board if something like bad weather
danger because the surface-to-air threat was This interview, with Commander Brauer, prevents us from reaching the target area.
significant in many of the areas we flew over. was done on board the USS John F Kennedy This is an edge we have on the F/A-18
On the day of the first strike, the weather was in late June 1996. He continues, “Now the Hornet which has similar carriage
a big factor and it continued to be well into the Tomcats are getting LANTIRN pods. VF-41 capabilities, because of fuel considerations; it
winter months. As we launched off the carrier will get the capability within the next few has got to get their bomb load off. If they
and headed in over the coast, it didn’t look months and then we will be able to lase our can’t drop, they have to jettison the bombs to
An F-14A Tomcat takes it into the vertical

during a routine combat air patrol mission
above the Indian Ocean in 1983.The
Fighting Renegades of US Navy Fighter
The Red Force assigned to Roving Sands was based out of Roswell New Mexico, utilising numerous Squadron 24 (VF-24) were deployed with
different aircraft types.There were two Tomcat squadrons involved in this one.This view shows the Carrier Air Wing-9 on the USS Ranger (CV-61).
CAG’s Tomcat lining up for the final approach into Roswell. Dave Cully via Warren Thompson David Baranek via Warren Thompson
Before each cruise, the assigned air group
has to re-qualify with both day and night
traps.This was taken on the USS John F
Following an Operation Southern Watch mission, an F-14A from VF-211 ‘Flying Checkmates’ Kennedy during carrier quails.The Hornet
returns to the USS NIMITZ (CVN-68) during the 1997-98 deployment with Air Wing-9. was assigned to VFA-87 and the Tomcat was
David Baranek via Warren Thompson from VF-14. Warren Thompson
get back to the carrier. Another plus for the the Navy in the F-14 and he describes the rigid have to re-qualify. Each pilot is responsible
Tomcat in all of this is that it can carry a very training regime that every F-14 squadron had for what is known as the 2+2+2. This means
significant air-to-air load; carry a Phoenix, to complete before launching on a cruise. two day traps, two touch and goes and two
Sparrow and some Sidewinders along with “When an air group returns from a combat night traps... minimum. To give you an idea
two 1000lb LGB’s… and fight its way into the cruise, there is a short window of non-flying of how these guidelines are adhered to; one
target, drop its bomb load and fight its way because the maintenance crews have to get of our F-14 pilots had just come from Topgun
back out. It is a self escort mission for us. the aircraft back in top shape. This normally and had not been out on the carriers for a
The big GBU-24’s will be coming soon to the takes about six weeks. As an example, Air couple of years. He was required to complete
F-14 and they are the bunker-buster type Group-8 returned from a cruise on the USS 10 day traps and six night traps. He got in
bombs which opens us up to taking out even Roosevelt (Deny Flight and Deliberate Force) five night landings in one night which is
bigger or entrenched underground targets. in September 1995. With the brief rest period almost unheard of during this time frame
We face the future with our Tomcats having completed, we began our standard training which would be the mid-1990’s. Once we
greater capabilities in any environment.” cycle again in preparation for our next begin an official cruise, we stay busy most of
Not long after all of the F-14 fleet had taken deployment which would be on the USS John the time. While on a Med Cruise, we did
on the LANTIRN, they were able to launch F Kennedy (CV-67). In the interim, our entire ACM exercises with the French during our
night strikes in Operation Desert Fox as they Air Group-8 did a 30 day shake down cruise stint on the Red Sea. We also did numerous
guided their own 2000lb GBU-24’s against for the newest carrier (USS John Stennis) combined exercises with NATO countries
targets in Iraq. This was a four day (December where we provided adversary assets for the such as Spain, Greece and Turkey.”
16-19, 1998) bombing of select Iraqi targets by USS Enterprise Battle Group. Our Tomcats The response time for the Tomcats and
US and UK aircraft brought about by Iraq’s got a big work out during this period. Each Hornets on any carrier is quick. For example;
failure to comply with certain UN Security group goes through a slow process of re- the USS Theodore Roosevelt was off the
Council resolutions. The terrorist attacks training for the next cruise and this is coast of Israel when Operation Deliberate
against the United States on September 11, necessary because we have a lot of new Force was starting. The Serbs had shelled an
2001 opened up a window of opportunity for personnel coming into the group and it takes area in Sarajevo where it was densely
the Tomcats to show how effective and deadly time for all of us to function as one.” populated with non military targets and
a 26-year-old fighter had become. As each group gets closer to finishing, the civilians. At that time the carrier was 900
air wing will do a stint out at NAS Fallon in the miles away and 30 hours later, the two
training for suCCess Navy’s Strike Warfare Center (NSWC) where squadrons of Tomcats were putting their
During the Second World War, time was of the they learn to fly together in a combat bombs on target during the first air strikes
essence and the Air Groups didn’t have much environment. The F-14’s have a huge amount flown by Naval aircraft. Since this was the
time to work together before they were rushed of airspace with an abundance of good targets formative period for the Tomcats and their
into combat. At that time, the aircraft and and simulations. This period is critical in that it bomb dropping mission, they flew in mixed
tactics were relatively simple compared to the starts with basic combat operations and slowly flights with F/A-18 Hornets that could guide
aircraft of the late 1960’s and early 1970’s. With works up through more advanced scenarios the F-14’s bombs to the target.
a highly sophisticated fighter like the F-14 and until they are in full blown integrated air
the F/A-18 Hornet, each group has to work defense that would be encountered over Capabilities and Constants
through a complicated series of war games and hostile airspace like Iran and North Korea. The F-14A was the ‘go-to’ fighter for the Navy
strike scenarios before they actually begin their The F-14’s role had become very important in for several years. The Navy received a total of
cruise in the carrier battle groups. The Radar that they not only served in the air superiority 478 ‘A’ models and another 79 were built for
Intercept Officer (RIO) or ‘backseater’ plays a role but they now had tremendous capabilities Iran. In late 1997, Commander Dave ‘Bio’
vital role in the success of the F-14. Lt. in the air-to-ground role. Baranek was commanding officer of VF-211
Commander Kirby Miller was one of this elite Lt. Commander Miller adds, “The night on the USS Nimitz (CVN-68). He adds a few
group operating from the USS John F Kennedy carrier landings are a big deal during the re- comments on the Tomcat late in its career
in 1996. He spent almost his entire tenure with training process. All of the Tomcat aircrews with the Navy. ➤

“The F-14A, with its AWG-9 radar and TF- frequently under arduous conditions to make delivered the Atomic bombs on Japan and
30 engines had been with the fleet squadrons and keep our old Tomcats mission ready.” later was renamed Walker AFB operated by
for more than 20 years. At this time I was War games and combat exercises were SAC. He comments on what their mission was
commanding a squadron and adjusting to the and still are the most important events in any in this complex exercise.
many changes that had taken place since my fighter pilot’s flying career. They have always “On this exercise, we were the bad guys
junior officer days when we performed the produced the best pilots in the world. The The Blue Force was made up of a composite
air-to-air and reconnaissance missions in the Tomcat pilots and RIO’s were no exception. force including the entire surface to air missile
Tomcat. These changes included the fact that One of the most realistic and intense war shooters, ground forces from Germany and all
the F-14 had become a strike fighter, games is known as ‘Roving Sands’. It is a branches of the US military. The big arena we
bringing respectable payload and fuel three week joint training session that not met them on was on the White Sands range
capacity to the fight. Just as significant as the only involves numerous aircraft types, but close to Holloman AFB. Although we were the
new mission, the air-to-air threat had become also includes Coalition ground forces. In the Red Force, we got some very valuable training
much more capable than it was in 1990. To past and present, it allowed other friendly in all the areas we needed. The Blue Forces
counter that, the F-14 routinely employed the allies such as Canada and UK to participate. are an Integrated Air Defense (IAD)
Phoenix in the tactical fighter mission and All branches of the US military are also in consisting of F-15’s, F-16’s, German F-4’s etc.
were now using the AIM-54C which had the mix which focuses on theater air and All of these weapons are tied closely together
substantial improvements in capability missile defenses that might be faced in an and they were what we had to contend with.
compared to the original AIM-54A. upcoming conflict. The White Force was made up of referees and
“What has remained a constant over the data collectors.
past 20 years is the enthusiasm, dedication exercising The TomcaT “On one of the ranges, our Tomcats were
and patriotism that the F-14’s junior officers The Commanding Officer of VF-31 (flying the able to drop live ordnance, most of which
bring with them. They have embraced the F-14D’s) was Commander Dave Cully. His were Mk-76 bombs. We used our F-14’s in the
complexities of all missions; air-to-air, squadron had recently finished a cruise on the air-to-surface and air-to-air roles as we went
reconnaissance and strike and strove to be the USS Carl Vinson and they were in the process up against their IAD’s and tested their
best while maintaining their passion for flying. of working up for another cruise when they effectiveness. We try to maintain our air
They have all been proud to fly the legendary were part of the Red Force at Roving Sands in wing’s way of doing business. Each squadron
Tomcat and confident of our squadron’s ability 1997. This adversary group would base out of (Red or Blue) had a specific schedule that fits
to prevail in combat. Of course, none of it Roswell Airport in New Mexico, a base which in with other units and that is exactly the way
would have been possible without the had an outstanding history; It was known as that Desert Storm was fought. It was a
inspiring hard work of our maintenance Roswell Army Airfield during the Second master schedule for what everybody was
personnel, both enlisted and officers. Our World War and when the war ended, it was flying. It included the deconflict times, what
maintenance department worked long hours, home for the 509th Bomb Group which aircraft types others were flying, altitudes,
targets, frequencies and where each aircraft
was going to refuel. In a confined area of any
specific range, during the vulnerability
period, there could be as many as 70 aircraft
operating in a close space. That is why block
altitudes are so important from a safety
standpoint. During these exercises, risk
management is of the utmost importance.
Roving Sands was and still is the ultimate in
‘big picture’ warfare and our F-14’s always
held their own against all the competition.”
The F-14D
Most all of the pilots and RIO’s that flew the
Tomcat still revel in that exciting part of their
careers. It was a versatile hot rod that could
The ‘Tophatters’ from VF-14, along with VF-32 were the first two F-14 squadrons to arrived at stay with just about any major air superiority
NAS Oceana.They transitioned from the F-4 Phantom to the new Tomcats in January 1974 fighter in the world during its tenure with the
right after they had finished a Mediterranean cruise.This Tomcat carried the colours of VF-14 Navy. Some of the pilots that had flown the
while on a training flight. Dick Starinchak early models of the Tomcat stayed on long
enough to fly the F-14D Super Tomcat. The
‘D’ was first delivered to the Navy in 1991 and
they were powered by two GE F110-400
afterburning turbo fan engines that could
handle over 74,000 pounds on take off. This
gave the Super Tomcat about a 30% increase
in thrust over the older F-14A models. It was
also equipped with a newer digital avionics
system which included a glass cockpit. The
older radar was replaced by the newer
AN/APG-71 radar along with other features
that enhanced its mission which included the
Airborne Self Protection Jammer (ASPJ) and
the infra-red search and track (IRST). These
imbued the multi-role F-14D with the same
Felix the Cat has been used as VF-31’s emblem since 1946. One of the squadron’s greatest capabilities as the USAF’s F-15E Strike Eagle.
achievements was when they shot down a MiG-21 over North Vietnam, making them the only Lieutenant Ian Anderson was assigned to
Navy squadron to score aerial kills in three different wars; the Second World War, Korea and VF-124’s Gunfighters on the west coast which
Vietnam.This was taken over the Pacific on a practice mission after a combat cruise in the was the F-14A/F-14D fleet replacement
Middle East. Dave Cully (training) squadron. His tenure there as an
instructor RIO was memorable as he was
part of the F-14D flight demo team. He
finished his Tomcat time with 1860 total
hours and 500 of that was in the Super
Tomcat. He relates some of his experiences
while flying back seat in the F-14D.
“My favourite manoeuvres in the demo
routine were the ‘power moves’ that showed
off the jet’s thrust. In my mind, the most
impressive were the minimum radius turn
and the ‘wave-off’, where we came past the
crowd with gear, flaps and hook down, then
plugged in the blowers, raised the gear and
hook and took the jet up into a vertical climb A flight of F-14D Tomcats fly in tight formation enroute back to the USS Carl Vinson.This was
at only about 180 knots. This certainly was taken over the Pacific two days sailing out of Hawaii headed toward San Diego. Dave Cully
not a textbook ‘wave-off’, but it did show off
the Tomcat’s impressive thrust to weight and
low speed handling prowess... and it was loud.
“We usually started the show light loaded
on fuel, with just enough for the show and to
divert somewhere if the air show runway was
suddenly unavailable for landing. So, between
having the thicker air down at ground level,
the big engines and a light fuel load, the ‘D’
was fast mover. We added a Double
Immelmann to the demo because there was so
much thrust available from the F110-400
engines. It was something you could not
readily do with the GE TF-30 powered Tomcat.
The flight profile called for a low-transition
take off, staying in ground effect (with in one
wingspan of the runway) to minimize induced Two F-14’s,from the famous Black Aces Squadron (VF-41) are paired with two F/A-18 Hornets
drag and help the jet accelerate. on a practice mission out of NAS Fallon in 1996.These mixed strike flights were common
“One other impressive aspect of the F-14D during that time. Once the Tomcats were able to lase their own bombs, many of their missions
demo was the final manoeuvre known as the were comprised of four Tomcats working together. Ken Neubauer
‘carrier break’. We would come in at 500 feet
above the runway at 400 to 450 knots, plug in them what things they liked best in the demo. aircraft than other fighter types like the F-16
the afterburner and ‘break’ into the landing I learned that overwhelmingly the most and it only seemed that we were closer than
pattern. We performed the 180º turn break popular manoeuvres were the high speed... we really were. It is harder to appreciate its
manoeuvre at around 6.5 Gs. At that light fuel and the ‘kneel and bow’ that we did with the size when parked on the flight line, but the
load and low altitude, we would typically exit nose gear and wing spoilers after landing. top-down view of the F-14 is significantly
the break at the same speed we started with. Heck, that last thing wasn’t even a flight larger than almost any other fighter in the
There was almost no energy bleed, which manoeuvre. It seemed that many air show world. It didn’t come by the nickname ‘flying
was really impressive. It made me realize just spectators were not impressed with the power tennis court’ without some justification.”
what a formidable opponent the F-14D would moves as the pilots were. Another interesting The F-14D was a formidable foe in any
have been in a low altitude dogfight. perception of the F-14D demo was actually a mock air-to-air combat. It locked horns with
“One thing I found out doing the air show mis-perception; many spectators told me they many F/A-18 Hornets during its short tenure
circuit is that what impressed the pilots wasn’t were convinced that the F-14 had some official with the Navy. There have been numerous
what impressed the average spectator. After a waiver to fly a show line that was lower and pictures taken of current fighter types
demonstration flight, I’d make my way back closer to the crowd than the other flight breaking the sound barrier and the eerie
into the spectator area and look for people demonstrations. Although the simple reality shock wave clearly visible. Lt. Anderson
who were not pilots (civil or military). I’d ask was that the Tomcat was a much bigger relates an experience he had while flying
back seat in the Super Tomcat. “We were
tangling with some adversary Hornets over
the range close to MCAS Yuma, Arizona a
few years ago. At the conclusion of the
dogfight, we were egressing fast and went
supersonic. Out of the corner of my eye,
something caught my attention. Arching
back from the intake of our airplane, a shock
wave developed and became visible. In
humid climates supersonic shock waves are
routinely visible as a cone shaped cloud of
water vapor formed around the aircraft. In
dry desert air, however, you don’t get a
cloud, but if the lighting and conditions are
just right, you can see the shock wave
distortion form. In my 4000+ hours of flying
Roving Sands is is one of the most intense training exercises in military aviation. For several time, I was only fortunate enough to see one
years, it was held annually, but due to budget cuts, it takes place every two years.This VF-143 of these three or four times. The conditions
Tomcat was playing the part of the aggressor force based at Roswell, New Mexico.The have to be just right and believe me, it is
squadron was assigned to the USS John C Stennis (CVN 74). Warren Thompson impressive.” ■ Words: Warren E Thompson

The
Tophatters
Formed in 1919, the Tophatters were to become the first
American carrier based fighter squadron in 1926 when
assigned to the USS Langley, the Navy’s only aircraft carrier
B
In his three part article, Norm uilding upon the foundation The formation of the Pacific Fleet Air
deWitt examines the history of provided by Glenn Curtiss’ from Detachment in 1919, marked the beginning
one of the US Navy’s most 1911-1914 and the furious pace of of the first Naval Air Squadron, based at
aircraft development that North Island in San Diego bay. The following
famous F-14 Tomcat followed from 1914-18 during year, this squadron was given the designation
Squadrons, VF-14, the The First World War, the US Navy was keen to VT-5, as a torpedo and bombing squadron.
Tophatters. During his research, expand and develop its aircraft operations. 1921 brought more new designations with
the story was to lead from San Given that the US air corps had used allied VP-4-1 (Patrol and Observation) and VP-4, a
aircraft built by others for its operations in Fighting Squadron. By July 1922, the
Diego to Hollywood, then to Europe, and that the vast majority of that designation had changed again, this time to
New Zealand and finally, into demand had come from the US Army, the US perhaps the most famous designation, VF-1
space aboard the Space Shuttle. Navy created its Naval Aircraft Factory in (or the later VF-1B) where they were known
The Tophatters really have been Philadelphia during 1917-18 to develop and as Fighter Plane Squadron One.
manufacture naval aircraft. This would ensure Soon after, VF-1 first received the Vought
everywhere. The first part of that it would have designs that met the Navy’s VE-7 fighter, previously used as a trainer by
this article deals with the own unique requirements, initially focusing the US Army, which used the Hispano-Suiza
operational history of the unit… upon flying boats. V8 engine made famous in the SPAD S.XIII.
The production aircraft were built by Vought
as well as the Naval Aircraft Factory. Despite
having a similar appearance, the Vought was
inferior in almost every category to the
220hp French SPAD. The SPAD had double
the firepower (twin Vickers machine guns),
higher maximum speed, better rate of climb
and a massive superiority in service ceiling.
These aircraft were equipped with floats for
deployment by crane from a ship… much as
Glenn Curtiss had demonstrated to be
possible with the USS Pennsylvania in San
Diego bay 11 years before.
1923 brought the latest design from the
Naval Aircraft Factory, the TS-1. These planes
were built by Curtiss, and were retrofitted
with floats. The performance was enough of
an improvement over the VE-7 to where
maximum speed was now a match for the
SPAD, however the VE-7s were still to remain
in service for many years. It was a VE-7 that
made the historic first takeoff from the
newest ship in the Navy’s arsenal, the aircraft
carrier USS Langley, named after the aviation
pioneer Samuel Langley, an early competitor
of the Wright brothers with his ‘Aerodrome’
designs at the turn of the century.
The Vought VE-7 was also fitted with floats and used as a catapult aircraft from capital ships. The first American aircraft carrier had
National Museum of Naval Aviation been the gunboat USS Fanny, which in 1861
Designations of the tophatters
Sep 1919 Jul 1, 1939
Pacific Fleet VB-4
Air Detachment Bombing Squadron
Jun 15, 1920 Mar 15, 1941

VT-5 VS-41
Torpedo & Bombing Squadron Scouting Squadron
Sep 7, 1921 Mar 1, 1943

VP-4-1 VB-41
Patrol Squadron Bombing Squadron
The US Navy’s first aircraft carrier, the USS Langley, at San Diego with the
USS Arizona in the background. National Museum of Naval Aviation Sep 23, 1921 Aug 4, 1943
VF-4 VB-4
Fighting Squadron Bombing Squadron
Jul 1, 1922 Nov 15, 1946

VF-1 VA-1A
Fighting Squadron Attack Squadron
Jul 1, 1927 Aug 2, 1948

VF-1B VA-14
Fighting Squadron Attack Squadron
Jul 1, 1934 Dec 15, 1949

VB-2B VF-14
Bombing Squadron Fighter Squadron
Jul 1, 1937 Dec 1, 2001

VB-3 VFA-14
The Boeing F2Bs of the VF-1 aerobatic team regularly flew its displays Bombing Squadron Strike-Fighter Squadron
tied together with bunting! National Museum of Naval Aviation
deployed a tethered observation balloon near San Diego, the birthplace of naval
Hampton Roads to report on the locations of aviation, had, by the 1920’s, expanded into a
nearby Confederate artillery. This was hotbed of naval aviation development. VF-1
followed by the CSS Teaser in 1862, a was assigned to the USS Langley in 1926,
Confederate version of the same concept. flying the TS-1. With that assignment, VF-1
However, the first American aircraft carrier had become the first carrier based fighter
with a now-conventional permanent flight squadron in the US Navy. In 1926, the
deck for heavier than air flight operations powerful Boeing FB-5 was delivered to the
was the USS Langley. Langley began life as squadron, which was equipped with twin
the USS Jupiter, which had been built in 1911 machine guns, state-of-the-art at the time.
at Mare Island, in north San Francisco bay. During this period, the squadron adopted A rare photograph of a Boeing FB-5, this one
The conversion to aircraft carrier came after their High Hat logo, along with being given of Fighting Squadron VF-3B, pictured in flight
the First World War, and it was the new designation VF-1B, all the while on December 13, 1926. National Museum of
commissioned in 1922. The ship was then the remaining the fighter Squadron on the USS Naval Aviation
subject of numerous testing and training Langley. One of the most popular dance
missions, as they were developing a new groups of the late 1920’s was singer Frank popular single Barnacle Bill the Sailor. In
class of ship, and Langley was not to arrive at Luther and the High Hatters, which may those early days what later became known as
North Island until late 1924. have been an influence, given Luther’s the Top Hat was known as the High Hat…
different terminology for the same logo.
By early 1928, the High Hatters, as VF-1B
was now known, had received the new
Boeing F2B, and with the completion of the
newest carriers USS Saratoga and Lexington,
VF-1B was assigned to Saratoga during
1929. The Saratoga had originally been meant
to be a battle cruiser, but the Washington
Treaty, which limited the international
building of capital ships, had meant the ship
could not be completed for its intended
use. As a direct result of this treaty, the US
Navy was forced into a direction that would
eventually help save the day for America in
the Pacific war, forcing the early development
of a carrier strike force. This was proven in
January 1929 when during fleet war games,
Oops! The Boeing F2B, like many aircraft of its day, was tricky to handle on the ground. Here a carrier based aircraft from USS Saratoga
Tophatters aircraft has come to grief. Rich Dann successfully attacked the Panama Canal. ➤

About this time the squadron received the
new Curtiss F8C-4 Helldiver, which although
unremarkable, may be the most visually
recognisable plane flown during the ‘High
Hatters’ era, mostly due to being in multiple
movies like Hell Divers and King Kong. It
was used for a year or so, despite poor
performance figures almost unbelievably
similar to the SPAD XIII of 14 years earlier.
The Boeing F4B arrived the following year,
and variations of this fighter were flown
throughout the early 1930s. 1934 brought the
600hp Curtiss F11, and along with the name
change for that aircraft to the BFC-2, the A Curtiss F8C-1 Helldiver, A-8431, of VF-1B wearing the Squadron code 1-F-11. Lt. Langford was
squadron designation also changed to flying this aircraft on January 29, 1931 for this picture. Rich Dann
Bombing Squadron VB-2B. This later became
VB-3 in 1937, and then VB-4 in July of 1939. By in operational ceiling of an additional and slower than the other carriers built
1938, thankfully the new monoplane Vought 2500ft. The new monoplane dive bomber was a before the war. She left San Diego in 1939, to
SB2U Vindicator was coming into service, as huge leap forward, but far more was needed in new base assignments in the Atlantic theatre
American aircraft development had fallen a world of Bf-109s and A6M Zeros, and soon. of operations. In 1941, there was yet another
tremendously far behind Germany, Japan, and In the mid of this modernisation, the change of Squadron name to VS-41 (Scouting
Britain. Each nation was preparing for war in Squadron was relocated from the Saratoga to Squadron), followed two years later to VB-41
an ever-escalating arms race, one with national the USS Ranger, eventually to see combat in (Bombing Squadron).
survival very much at stake. Compared to the the Atlantic theatre of operations. Although During the war, USS Ranger took part in
previous Curtiss BFC-2s, the SB2U had an Ranger was the first US ship built from the the attacks upon the Vichy French bases at
increase of 50mph in top speed and an increase outset as an aircraft carrier, she was smaller Casablanca and carried out various other
missions in European waters. These included
the 1943 attacks upon German shipping in
Norway, carried out with the newer Douglas
SBD Dauntless. USS Ranger was the only
American aircraft carrier to not engage the
Japanese in battle, but by 1944 VB-4 (yes,
changed again) had been transferred to USS
Bunker Hill, an Essex class carrier, for the
Leyte battles, before being transferred to the
USS Essex itself in 1945.
During this time, the Squadron had re-
equipped to fly the 1900hp Curtiss SB2C
Helldiver. The dive bomber combined a top
speed of almost 300mph with poor stability
and handling, which led to the plane’s
nickname of ‘The Beast’ or ‘Son of a Bitch
2nd Class (SB2C)’. American pilot Jerry
Coleman flew the Helldiver near the end of
the war, and was unimpressed with its flight
characteristics in comparison to his usual
SBD Dauntless. Others went so far as to
describe the SB2C as having appalling
handling. The saving grace of the latest
Helldiver was that it carried double the bomb
The Vought SB2U Vindicator was a leap forward for US Naval Aviation, its Pratt and Whitney R- load of the SBD Dauntless and that, coupled
1535 825hp engine gave it a maximum speed of 251mph and a ceiling of 27,500 feet.These with increase in speed, led the US Navy to
are SB2U-1s of VB-3. National Museum of Naval Aviation deploy the SB2C into combat operations.
A Curtis F11C of VF-1.These aircraft were to be redesignated during ...to become the Curtiss BFC-2.This one, 9336, is from VB-3B, wearing
their service life… National Museum of Naval Aviation the Squadron code 3-B-17. Rich Dann
Postwar, the squadron was assigned to the
USS Tarawa, changing designation again to
VA-1A, then to VA-14, and finally in 1949 to
VF-14 (fighter squadron), a designation that
was to last for over 50 years. The Vought F4U
Corsair came into the mix, and remained the
primary equipment of the squadron until the
arrival of the latest jet fighters after the
Korean War. The Douglas F3D Skyknight
was only in service for a short time until the
McDonnell F3H Demon arrived, which
remained the mainstay for VF-14 into the
1960s. The Tophatters, as they were now
known, were deployed for two cruises on the
Still designated VA-1A, the Squadron then
USS Forrestal, before finding a long term
operated the Chance Vought F4U Corsair.
home aboard the USS Franklin D. Roosevelt National Museum of Naval Aviation
in the late 1950s. The arrival of the F-4
Phantom in 1964 spelled the end of the
McDonnell Demon era, as the F-4 was to
hold a decade long position as America’s
premier operational naval fighter.
1969 brought the assignment of VF-14 to
the USS John F. Kennedy, where the
Tophatters were to remain through 1982. In
the mid of these many deployments, came
the arrival of the F-14 Tomcat to the fleet
during 1974 and 5. Peter ‘Pistol’ Ulrich was
one of the pilots with the Tophatters that flew
the F-14. Peter: “My grandfather died in a
plane accident during the Second World A VF-14 Douglas F3D-2 Skyknight on board the A VF-14 McDonnell F3H Demon is ready for
War. When I finished flight school and got USS Intrepid (CVA-11).This jet night fighter had catapult launch on USS Franklin D. Roosevelt
my fleet assignment, my first squadron was a short career with the Squadron. Rich Dann (CVA-42) in 1961. Rich Dann
the Tophatters, VF-14. When I told my mom
and showed her the insignia, she got this ‘Snort’ Snodgrass. He’d been around for quite as he’s going by. Shortly after that, he was
funny look on her face, went down to the a while, well known for being quite the selected to be the Flight Wing Commander at
basement and a little while later came up with character, and doing some pretty fancy flying Oceana for the Atlantic Fleet, in charge of all
a few things from this old trunk… my over the years.” Peter mastered the art of the Tomcats. He would occasionally take
grandfather’s logbook and an old patch from understatement with that summary, as the advantage of that prerogative and fly with the
when they were VB-4… Bombing Squadron history of the F-14 will forever be intertwined individual squadrons. As a Junior Officer, I
4, flying Vindicators… it turned out that his with that of Dale Snodgrass. A brief summary was tasked to go out on a mission with Snort,
first squadron was also the Tophatters. His of Snort’s career would include being the first we were going to go to a local range and
name was David ‘Woot’ Taylor. It’s funny how pilot to go into F-14s straight out of flight practice strafing before climbing up for some
things come full circle.” school, an honours graduate at Top Gun, over one-v-one dogfighting. One of the Junior
How did Ulrich become ‘Pistol Pete’“When 5000 hours of time in the Tomcat, the most RIO’s was going to fly with Snort, and we
I was in practice bomb drops and shooting the ever, with over 1200 carrier landings. Seeing were going to give ‘em quite a ride. It was a
guns and rockets out in the desert, I was action as commander of Strike Force 33 during matter of pride, and I wasn’t going to lose to
doing really well. When I came back, Desert Storm, he led 34 missions of over 30 the old man.” ➤
everybody was comparing notes on their aircraft without a loss. He was the US Navy’s
scores and the skipper said “Wow, this guy’s fighter pilot of the year in 1985 and
like Pistol Pete (Pete Maravich, a remarkable Grumman’s F-14 pilot of the year in 1986.
basketball player during the 1970s).” Pistol continues: “He’s the one with the
Pistol continues: “My favorite F-14 story famous photo where that plane looks awful
was fighting against a fellow named Dale big when the wingtip is below the flight deck
Wearing a very early colour scheme, this

Grumman F-14A Tomcat of VF-14 was
pictured in 1975, the year the Tomcat joined
the fleet. US Navy
A Grumman F-14A Tomcat of VF-14, usually

A pair of VF-14 McDonnell Douglas F-4B Phantoms from the USS Franklin D. Roosevelt (CVA-42), based aboard the USS John F Kennedy but
pictured in 1967. Rich Dann seen here ashore. Rich Dann

Dogfighting with Snort was facing a real-
life Kobayashi Maru, the Starfleet Academy
simulated no-win scenario that James Kirk had
defeated in Star Trek lore by reprogramming
the game. Pistol Pete went the James Kirk
route – “My RIO and I talked it over and
decided that we were going to cheat. In the
old Tomcat A’s that we were flying at the time,
you had a bleed air source that was used to A VF-14 Grumman F-14A Tomcat. Keith Draycott
cool a lot of the aircraft… the electronic boxes,
especially the radar which puts out a lot of
heat. You could select that ‘off’ in the cockpit
for emergency situations. If you did that, it was
like getting an extra zone of burner. You had
five zones of afterburner, and we called that
zone six. We figured we had a minute or so
before we fried the radar completely. As long
as the engagement didn’t last more than a
minute, we’d be alright.
“The second one was playing around with
the wing sweep, as the Tomcat has a variable
sweep wing. They were programmed
automatically most of the time to optimise the
lift or minimise the drag for different
airspeeds or angle of attack… but you could
over-ride that with a manual handle in the The F-14s of the US Navy were modified to include a ground attack capability. Here a VF-14
cockpit that could set the wings to the Tomcat carries a pair of Mk 84 bombs on the underfuselage forward stations. Rich Dann
position you wanted. The plan was that when
I hit the merge, I was going to be going 500 edge of the wing. They are automatically knew what happened.” So, did you hear about
knots but instead of having the wings back programmed to shape the wing a little more a Tomcat with every control linkage or surface
where they’d normally be, I was going to concave when you slow down. They also move being bent? “(Laughs) we never heard from
have them fully forward, like we were going a to a full down position for takeoff or landing, maintenance that anything was bent or broken,
lot slower. It was going to confuse Snort as to when you are going really slowly. So, to put so I think we successfully escaped that.”
how fast I was really going, and I wanted to these flaps in that position while manoeuvring The F-14 fighter, with all its variants
be able to whip that plane around quicker was a really risky move, as you could easily through to the Super Tomcat, was to have a
than Snort, which was a real danger as you over torque the tubes and controls… it’s only previously unbelievable operational life of over
could over-stress it with more wing than designed to go a couple of degrees either way three decades. Given this long tenure it is only
you’d expect to have at that speed. We had an in manoeuvring configuration. But, I was not appropriate that for most (including
advantage on him after a couple of passes, so going to lose this fight. So, I pulled the handle numerologists, one assumes) VF-14, the
he got really slow and we got really slow.” with the main flaps all the way down and it was Tophatters, will always be primarily associated
Time for surprise number 3… “We looked like getting on an elevator, we popped up a with the F-14 Tomcat. However, in the mind of
across at each other and I cut back and got couple of hundred feet above him, got right the public, it may be their many appearances in
behind him, by lowering the flaps down. On over to get a quick guns call to lock on Snort, the movies during the Golden Era of Hollywood
the Tomcat there are these automatic slats on then re-set the flaps, got the air source back that will forever make the 1930’s High
the front edge of the wing, and on the back on, put the wings back… I don’t think he ever Hatters Squadron the most memorable. ➤
Tophatters today. Seen here in

Squadron 90th Anniversary colours, a
VF-14 F-18 Super Hornet is catapulted
from the USS Nimitz. US Navy
VF-14 – The Kong Killers! Design copyright Travis Getz,
All Rights Reserved, www.SquadronStore.com
Hooray for
Hollywood
The Tophatters and the Silver Screen
B
y 1930, the VF-1B Squadron 1920 conflict with Russia. Shot down, he
was well known for its flying again spent months as a POW, this time
prowess through the escaping. Cooper also was to portray the pilot
appearances of its that killed King Kong in the movie on the
demonstration flying team, so it final strafing run, with his rear gunner being
was understandable that the Squadron was the other co-director of the movie, Ernest
chosen for a new Hollywood production in Schoedsack. Not that many years later during
1931 called Hell Divers with Wallace Beery the Second World War, Cooper was to return
and Clark Gable. In a case of art imitating to active duty, involved with the logistics of
life, this story of competing flyers in the High the Doolittle raid on Japan and then the airlift
Hatters Squadron took place on the USS of supplies into China, before becoming the
Saratoga with the cooperation of the US chief of staff for Claire Chennault and his
Navy, using the Squadron’s real Curtiss F8C- China Air Task Force, previously known as
4 Helldivers appropriately enough. the Flying Tigers. Having risen to the rank of
Two years later came the blockbuster Brigadier General, Cooper was on the
movie of its day… King Kong. A legendary battleship USS Missouri during the
film which set the standard for stop-motion surrender of the Japanese in Tokyo Bay.
special effects for a generation, Kong met his The creator of Kong had not only been the
demise at the hand of these same biplanes, the actual Kong Killer, but also was a veteran of
Curtiss O2C-2 being essentially the same as three wars. In 1973, 40 years after the debut
the F8C-4 Helldiver. The logos were an of his greatest movie, Merian Cooper passed
invention, and the planes did not carry the logo away in San Diego at age 79, having led a full
of any individual squadron, instead featuring a life by any definition. Rightly, his star
graphic of Mickey Mouse riding a glider. remains on the Hollywood Walk of Fame.
The movie poster for the first film to star
The producer, co-director and co-writer of The Tophatters Squadron was to gain
the High Hatters, as they were known at
King Kong for RKO studios was former further fame by being the squadron of choice the time, Hell Divers of 1931. Norm deWitt
combat pilot Merian Cooper. Flying as a in the wildly popular 1941 movie Dive
bomber pilot in the US Army during the First Bomber, where Errol Flynn and Fred
World War, he was shot down by the McMurray tried to overcome the challenges with the famous Point Loma lighthouse as a
Germans, and became a POW for the that pilots faced during high altitude flight. backdrop. In the closing scenes of the movie,
remainder of the war. Soon after, he was a Filmed mostly at North Island NAS, McMurray’s Vought SB2U with its Tophatter
volunteer in the American Kosciuszko McMurray’s fatal crash while developing the logo is front and centre at the memorial
Squadron that defended the Polish in the latest pressure suit was on Point Loma just service on North Island.
past the Fort Rosecrans National Cemetery, All this fanfare on the silver screen, plus
the Squadron’s stellar real life
history likely played a part in New
Zealand’s Peter Jackson deciding
upon using the Tophatters (or High
Hatters considering when the film is
set) Squadron for the attack on King
Kong in his 2005 remake of the 1933
classic, a film that Jackson had
adored since childhood. The Vintage
Far left: Fred MacMurray and Errol

Flynn on the Tophatters flight line
during the making of Dive Bomber.
Norm deWitt
Left: In the final scene of Dive Bomber,

a Tophatters Vought SB2U Vindicator
takes centre stage. Norm deWitt
VF-14 – The Kong Killers! shirt design.
Design copyright Travis Getz, All Rights
Reserved, www.SquadronStore.com
Aviator Ltd (TVAL) in New Zealand built two Fay Wray was approached about doing a
of the Curtiss Helldiver replicas that were cameo in the final scene of the movie, but
used for filming the final battle scene atop the sadly she passed away before the opportunity
Empire State Building. TVAL’s Gene could be realised. The lights of the Empire
DeMarco – “Regarding the Curtiss Helldiver State Building were extinguished for 15
replicas used in Sir Peter Jackson’s remake of minutes in her memory.
King Kong; the aircraft were chosen because In a further homage to the original, much
they resemble the aircraft used in the original as Merian Cooper had done in the 1930s,
film and ‘could’ have been nearby at the time. Peter Jackson is the gunner in one of the
In the original movie I believe the film Curtiss Helldivers strafing Kong on the
featured several Curtiss O2C-2’s (Navy F8C- Empire State Building. Jackson’s pilot is Rick
4’s) and at least one consolidated NY-1. These Baker, the actor who put on the Gorilla suit to
planes were flown by Navy pilots stationed on play King Kong in the less memorable 1976
Long Island, New York. I believe Mr. Jackson version. The 2005 film was dedicated to those
wanted to remain faithful to the original who made the 1933 original, Producers
production and chose these aircraft for that Merian Cooper, Ernest Schoedsack, Max
very reason. Two non-flying replicas were Steiner (who had created the stellar score),
built for the film by The Vintage Aviator Ltd. I and Fay Wray.
believe at the time the movie takes place the James Dietz was one of the pilots used in
Top Hatter Squadron was known as VF-1B the filming for that 2005 version of King Kong.
and was assigned to the carrier Saratoga and James: “This all came about because Peter has
she ‘could’ have been in the vicinity when been nice enough to buy a painting of mine
Kong was terrorising New York.” from time to time. When I heard rumours that
Just one of many references to Merian he was doing King Kong again, I mentioned
Cooper’s original film came early in the film that I had always planned to do a painting of
when Denham (Jack Black) is trying to cast Kong. Peter asked if I would still like to do that
the female role in his movie, and inquires painting, and that he would commission it.
about using Fay (Wray). Denham’s assistant Then he asked if I would like to come over
replies “She’s doing a picture with RKO”. when they were filming it and fly one of the
Denham’s response – “Cooper, huh? I might airplanes. A year or so later Peter emailed and
have known”… as music from the original said that if I came over in February or March, Producer Merian C Cooper, a military pilot in
1933 King Kong is heard in the background. that he would fit me in.” ➤ three wars, with star Fay Wray. Norm deWitt

Above, left to right:
King Kong star Fay Wray in a publicity still Soon after, James was making his film
from the 1933 film. Sadly, she died before debut. “I still didn’t believe it… but it seems for the close-up shots during the attack on
she could take part in Sir Peter Jackson’s like everybody in New Zealand has worked Kong. James: “The airplane was really
2005 film. Norm deWitt on one of Peter’s movies. Same with Lord of perfect, and they put the whole thing on a
the Rings… all the extras are friends, family, giant gimbal. The rudder was connected,
Kong’s revenge! One of the Curtiss O2C- the mayor of Wellington… everybody shows the ailerons were all connected. For all the
2s falls to the mighty ape. Norm deWitt up. And the people who worked on the world, it was like the little coin operated
movie… there were very few inflated egos airplane that rotated and rattled around
Wallace Beery and Clark Gable in flying involved, and everybody seemed to be having outside the supermarkets, except it was way
clothing from Hell Divers, note the High a pretty good time. They love their work and up off the ground and it had two very real
Hatter badges on their jackets. Norm deWitt they love working for Peter. Richard Taylor and firing Browning machine guns. Peter
(now Sir Richard) who runs WETA is a wanted to make sure that when they fired,
Biplane two seater aircraft attack King stickler for doing things that you won’t you would see real shell casings coming out
Kong in a scene from the 1933 classic notice… he is a genius, that’s the only way to the shell chute. On this gimbal they had,
film. Norm deWitt put it. Everyone there works on computers through the magic of computers, built into
and at the time of making King Kong, they the room a sun… a very bright light that was
Merian C Cooper and Earnest B said they had the ninth greatest amount of on a track. They would program the
Schoedsack were the producers of King computing power in the world.” airplane’s relation to the sun that would tie in
Kong but also played the victorious aircrew TVAL’s two replica Helldivers were not with the computer graphics that would be
in the final scenes of the film. Norm deWitt flying replicas, as they were made specifically added later on.”
James Dietz’s stunning King Kong artwork

was commissioned by Sir Peter Jackson
and still proudly hangs on his office wall.
Many thanks to James and Sir Peter for
permission to reproduce the image here.
James Dietz and Sir Peter Jackson.
There was an enormous effort to get the
correct location of the sun vs. aircraft, in “The plane that Gene made had an easily
relation to where the moving plane was in removable top wing. The second day of
relation to Kong. James: “That’s exactly right, filming the wing was off to clear the
and they had a good idea of where all this was computerised camera that was about a foot
as they had done a rough animation so that from my face. It would swing around the
the computer guys, and the camera guys, and front of the aircraft and go right by my ear.
the assistant director had a good idea as to But you are concentrating so hard on not
how it would all work out scene to scene. This doing something wrong that you are hardly
was all put into a ‘blue room’… which is aware of the camera anymore except when
actually a green room. Most of the people it’s right in front of your nose. Then, after the
involved were friends of Peter, who got in second day, they took me to something like
some of the shots as well. Another friend of an MRI and did full scans of my face… I don’t
Peter’s, one of the assistant producers for know if they were just doing that for
Lord of the Rings, was the gunner and that’s animated backup in case they needed my
how I can tell the scenes I’m in, because he head to be doing something.” Any future
stands up and does a lot of the firing. A plans for a film career? “No, I believe in
delightful guy, I spent two days with him, as starting at the top and quitting.
the seven seconds that we appear on the “Peter is just nuts about First World War
screen took two days of shooting… part of airplanes, and practically nothing else gets him
which was that I’m an inept actor, and that the going. He had a table full of 1/32nd one-off
twin Brownings refused to fire all the time. models, perfect little unpainted models. Now
“They were antique guns from the 1920s, they are available as model kits, the best in the
and they had a really hard time trying to get world. He is just in love with that, he told me it
a steady burst from both guns for a long goes back to when he would watch the Blue
enough period of time. They had an Max as a little kid. A couple of years ago he
In 1941, the Tophatters were again in the
armaments guy from Australia who was was doing tests on doing a remake of movie spotlight with the release of the
supervising everything, but they jammed all Dambusters. He had built maybe six full scale hugely popular Dive Bomber. Norm deWitt
the time. Every time they’d jam, they’d have plastic Lancaster bombers, and looking at
to put a ladder up to the airplane. He’d crawl them from across the runway you could not
up, clear the jam, and then get back down tell that they weren’t Lancaster bombers. I also All of us involved with vintage aviation can
again so we could do the shot. If the guns heard there was a gorgeous model made of a be thankful that we have such a highly visible
worked, then it was something that I or the Messerschmitt 110 night fighter with about a and talented proponent. If there is such a thing
other guy did wrong… we had a moment to six foot wingspan. I’d love to get my hands on as an honorary Tophatter, one has to assume
moment thing we were supposed to do, as we that… I have the perfect place in the house.” that Sir Peter Jackson has made the cut. ➤
were supposed to see the ape, fire, and then
turn our heads to look over our shoulders as
if we had just flown by the Empire State
Building. If I did everything right, the guns
didn’t work. If the guns worked, I did
something wrong. We were in the flight gear
all day, and they had it so that the plane
would shake and turn. It was a massive ‘I
need a bathroom break’ kind of day. I asked
the assistant director what was the hardest
shot he’d ever had to do for a film… he
looked at me bleary-eyed after blown shot
after blown shot and said ‘It may be this one.’ The Vintage Aviator Ltd (TVAL) in New Zealand One of the Curtiss F8C-4 Helldiver replicas on
It was fun to be involved, but I don’t know if built two Curtiss F8C-4 Helldiver non-flying set at WETA.The Tophatters badge is clearly
the director would say the same thing. replicas for the 2005 King Kong. James Dietz visible on the side. James Dietz

Tophatter
in space
– Pierre Thuot
Pierre J Thuot, a former Tophatter, in
P
his Shuttle mission work suit. NASA
ierre Thuot was destined to be a Getting his degree in physics from the US
Naval Aviator from the Naval Academy, he was on his way. “When Phantoms… some went Phantoms, some
beginning. Pierre: “My dad was you get out of the Naval Academy, you go to went Tomcats. I wanted to go Tomcats, as it
a Naval Aviator, he flew AD’s in flight training. Somewhere along the way was a relatively new airplane. It was
Korea, and all kinds of different based upon merit and what your choices are, considered the premier fighter so I wanted to
prop planes, so I grew up around Naval Air they try to match it together and you either go into that. When I was with the Tophatters,
Stations and airplanes. I wanted to follow in go into fighters, attack or ASW (Anti- we won two Battle Efficiency awards, and the
my father’s footsteps.” Submarine Warfare)… I was fortunate ‘Battle E’ is for the best fighter squadron. We
enough to fly fighters. When I graduated I also won the Safety award one of those years,
got an assignment to F-14s and went to VF- and we got a Meritorious Unit
101, the Grim Reapers. It was what we called Commendation because of that performance.
the ‘replacement squadron’,, where Two of our Commanding Officers
they train all the replacement pilots made Flag rank, Rear Admiral Tim
and RIO’s (Radar Intercept Wright, who was my first CO,
Officers) for the Fleet and Rear Admiral Jack Dantone
Squadrons. My first carrier who was my second CO… I
landing was with the flew with him as his RIO. We
Commanding Officer of the VF- had a pretty good Squadron.
101. When I eventually got to “The year before the Libya
the fleet I only had two traps shootdown, we were operating in
(carrier landings), and two touch the Gulf of Sidra. We intercepted
and go’s. It was pretty exciting, as some Libyan Mig-23s and some
you’re coming aboard at about The official mission Su-17s. We were operating off the
135-140 knots, with a sink rate of patch of STS-36. NASA John F. Kennedy. I have a couple
600-700 feet per minute, so it’s of pictures on my wall of the Mig-
quite a whack. I reported in May 1979 to VF- 23 and the Su-17. Back in that day, there was
14 as an Ensign, just about to be Lieutenant Vietnam… which was pretty far behind us
Junior Grade. I was a back seater, a RIO, and with nothing else on the horizon, so that was
my call sign was ‘Pepe’. pretty exciting. I was with the Tophatters for
The maiden launch of Space Shuttle “There were guys who graduated flight three years, and one of the things about the
Endeavor on STS-49 in May 1992. NASA training in 1978 who were still going into F-4 VF-14… it is the oldest continuously active
squadron in the Navy.
“We had made a lengthy cruise to the
Mediterranean, almost eight months. We
came back and we had 12 F-14s on that ship.
Our maintenance folks who were responsible
for keeping those airplanes up had every
single one of them up. When we got close
enough to Oceana, we flew all 12 of them off
the ship and did a three diamond fly-by. Not
very often can 12 airplanes be flown off a ship
like that. The Tophatters were back to
Oceana… and it was pretty exciting.” The
long tradition of excellence continued.
“After I finished with VF-14, I went to Pax
(NAS Patuxent) River for test pilot school.
After that in 1983, I spent a year doing flight
testing, got a little F-4 Phantom time, F-14s
and A6s. The F-14 cockpit is so much nicer for
a back seater than the F-4. The field of view is
The scene at the Kennedy Space Centre as the Space Shuttle Atlantis is rolled out for mission unbelievable compared to a Phantom, where
STS-36, Pierre Thuot’s first trip into space. NASA you can’t see behind you very well. In the F-14
This photo shows the successful capture of
the Intelsat VI satellite. Left to right, astronauts
Richard J. Hieb,Thomas D. Akers and Pierre J.
Thuot have handholds on the satellite. NASA
On his last flight, Pierre Thuot took a

Tophatters 75th Anniversary patch into space
with him. It hangs today in the Smithsonian.
you can turn around in your seat with your

shoulder perpendicular to the seat and see the
entire aft fuselage of the airplane, you can see
between the tails. From a fighter standpoint,
one of your jobs being a back seater, is to keep
your Six clear (directly astern), and it is a With his feet anchored in a portable foot restraint on the remote manipulator system end
fabulous airplane for doing that.” effector, astronaut Pierre J.Thuot is pictured during one of four sessions of extravehicular
Many still bemoan the loss of the F-14 activity. The STS-49 mission specialist awaits with a special grapple bar as the space shuttle
Tomcat. Pierre: “Absolutely, it was a Endeavour heads for a rendezvous with the Intelsat VI communications satellite. NASA
tremendous airplane, one of a kind as far as
some of its capabilities. Extremely long 14 squadrons, turning them into F-18 spaceflight was in February 1990 on Atlantis
range radar, the two seat capability that squadrons, and they were talking about STS-36, carrying a DOD payload. “One of the
gives you things that a single seat retiring the Tophatters, but thankfully guys that I was crewed with in the Tophatters
airplane doesn’t do. Tremendous cooler heads prevailed and the was Stuart Witt. We flew together, we went to
weapon system, the airplane was a Tophatters continue on. Top Gun together… when I came back from
huge leap over the F-4. But the F- “Once I finished test pilot school, my first Shuttle mission he was there to greet
18 is a big advancement over the and did the testing, I worked as an me at Edwards Air Force base. A couple of the
F-14 in terms of maintenance man- instructor for a year until being other Tophatters were there, it was really cool
hours, and costs per flight hour and selected by NASA. It was a phone call to have some of my squadron mates there
all that kind of thing. At some point, you from George Abbey, the director of flight after my first space flight to say ‘hi’ and
have to retire the old airplanes. crew operations at the time who welcome me back to the planet. Stu and I…
I remember at one point when The official mission called and said I was selected. I went we’re Tophatters and still very much in touch
they were decommissioning F- patch of STS-62. NASA to NASA for 10 years.” His first with each other 30 years later.” ➤

Pierre J Thuot’s last
launch into space was as
part of the five man crew
of STS-62 aboard Space
Shuttle Columbia. NASA
The entry door to the VF-14 ready room exhibit

in the Smithsonian includes an appropriately
dressed Tomcat badge. Norm deWitt The Smithsonian
National Air and
The maiden flight of Endeavor STS-49 in Space Museum
May 1992 was one of the most challenging Naval Aviation
exhibition area
missions in shuttle history. “Probably the
includes a complete
most exciting thing was the second Shuttle VF-14 ready room,
mission, where I did three space walks to with exhibits such as
repair a satellite. It had launched on a Titan this complete set of
rocket a couple of years before, and it was Tophatters badges.
supposed to have its own rocket motor that Norm deWitt
was supposed to separate from the Titan.
Since it didn’t separate from the Titan, they
had to send a command to separate the
satellite from its rocket motor. The Titan and
the rocket motor re-entered the atmosphere
and burned up while the satellite was left in
this 200 mile orbit that was useless.
“The satellite needed to go to 22,000
miles, so we put together this mission to
bring up a new rocket motor. The objective
was to grab the satellite, attach a new rocket
motor, and deploy it out of the Shuttle’s bay.
What pushes it out of the Shuttle bay were
some springs that are canted in such a way
that when the satellite comes out, it starts a
rotation… it causes the thing to spin so it is
stable like a top. A day later they fire the
rocket when it’s away from us. I didn’t plan to
do three space walks… we had all kinds of
difficulty but were eventually successful. The
last of the three spacewalks had three
persons, the only time that’s ever been done.
Dan flew the Shuttle up under the satellite
and we just grabbed it.”
Pierre had some special cargo for what
was his final shuttle flight, Columbia STS-
62… a 75th anniversary Tophatters patch.
“The patch thing was cool, as the Tophatters
were having a big 75th reunion, where I got
to present it. We can bring up a few personal
items… our ‘personal preference kit’. I flew a
little Tophatters flag too.” Today that 75th
anniversary patch hangs in a place of
honour… the Tophatters ready room, which
is on display at the Smithsonian National Air
and Space Museum in Washington DC. ■
Words: Norm deWitt
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aviationclassics.co.uk 43
Tomcat Squadrons
of the
United States
Navy The F-14 Tomcat first entered
ser vice with US Naval Fighter
Squadrons VF-1 and VF-2 at
NAS Miramar in California,
when both squadrons received
their first F-14As in July 1973.
For the mighty Tomcat, this
was just the beginning.
W
ith the establishment of the helicopter. With the number of F-14 Squadrons 14B, returning to Operation Southern Watch
first two US Naval Fighter per carrier being reduced from two to one, VF- for a tour in 2000. Operating from the USS
Squadrons as part of the 1 was disestablished September 30, 1993. John F Kennedy, VF-11 took part in
Pacific Fleet in 1973, the Operation Enduring Freedom in February to
F-14 programme of re- VF-2 Bounty Hunters – Callsign Bullets May of 2002, then, moving to the USS
equipping units quickly got into top gear. The Reforming alongside VF-1 on October 14, George Washington, flew bombing,
Tomcat was eventually to equip no fewer than 1972 at NAS Miramar, VF-2 also flew patrols reconnaissance and Forward Air Control
24 US Navy front line fighter Squadrons, 10 of over Saigon in 1975. In 1991, VF-2 flew over missions during Operation Iraqi Freedom in
the Pacific and 14 of the Atlantic Fleets, along 500 missions in Operation Desert Storm, and April 2004. In May 2005, the Squadron
with two Fleet Replacement Squadrons, four in 1994 was re-equipped with the F-14D. In became VFA-11 and converted on to the F/A-
US Naval Air Reserve Squadrons, 1996, VF-2 received aircraft capable of 18E, the Tomcats being delivered into the
three Squadron Augmentation Units carrying the LANTIRN laser Davis-Monthan storage facility in Nevada
and three Test and Evaluation designation pod, which were put during April.
Squadrons. On top of these there to good use seven years later
were a number of training and during Operation Iraqi Freedom. VF-14 Tophatters
trials units such as the US Navy’s Later that year, the Squadron – Callsign
Fighter Weapons School, the gave up its Tomcats and was Camelot
famous Top Gun and the Naval Air redesignated VFA-2, equipped The oldest
Test Centre. From 1973 to 2006, the with F/A-18Fs on July 1, 2003. Squadron in the US
Tomcat formed the core of the US Navy converted on
Navy’s fighter force, eventually augmenting VF-11 Red Rippers – Callsign Ripper to the F-14 in
the strike and attack units as the F-14 During mid 1980 VF-11 received its first F- January 1974. In
developed into that role. 14As. During 1984, it flew combat air patrols October 1983 VF-14
Here is a complete list of all of the units over a strike force despatched to Syria after took part in
who were equipped with the Tomcat, along F-14s of VF-31 had been engaged by Syrian Operation Urgent
with the dates they operated the aircraft for anti-aircraft fire. On July 12, 1992, the Fury over Grenada, followed immediately
and a short history of the operational use of Squadron began to convert onto the F-14D, by fighter support missions for the multi-
the Tomcat by each unit. To break the list up, taking the ‘Super Tomcat’ on its first cruise national forces in Beirut in December of
they are arranged by role order to make the aboard the USS Carl Vinson in February that year. Three years later saw VF-14 in the
pages easier to search. 1994. During 1994, VF-11 introduced and same theatre in response to the Lebanon
developed the use of Night Vision Goggles Hostage Crisis. In August 1990, the
Fleet SquadronS and an associated cockpit lighting Squadron was deployed in support of
VF-1 Wolfpack – Callsign Wichita. system for the Tomcat, Operation Desert Shield, and
The Squadron was reformed on October 14, unusually developing the then took part in Operation
1972 and received its first F-14As on July 1, system in service, rather Desert Storm in January
1973. In April 1975, VF-1 flew patrols over than through a test or 1991. VF-14 was again in
Saigon to cover the last evaluation Squadron. In the Mediterranean in
withdrawal of US the summer of 1996, October 1992, taking
personnel from VF-11 flew missions in part in Operation
Vietnam. In 1991, support of Operation Sky Monitor over the
VF-1 scored the F- Southern Watch, then, former Yugoslavia.
14’s only air-to-air in September of that After many successful
victory in Operation year escorted B-52s cruises and deployments,
Desert Storm when during Operation Desert on December 1, 2001,
NE103 used an AIM-9 Strike. In 1997, due to the Tophatters became
Sidewinder to shoot shortages of the D model, VFA-14, equipped with
down an Iraqi Mil Mi-8 VF-11 converted on to the F- the F/A-18E.
VF-21 Freelancers –
Callsign Lance when BuNo 164603 was 32 returned to
In early 1984, VF-21 delivered from NAS Operation Southern
was declared Oceana to the Watch, then in 2002
operational on the F- American Airpower moved to Operation
14. After deployments Museum. Also in that Northern Watch. In
to the Middle East, month, VF-31 2003, VF-32 flew
Far East, Japan and became VFA-31 275 ground attack,
Taiwan, VF-21 was flying the F/A-18E reconnaissance and
disestablished on Super Hornet. FAC sorties during
January 31, 1996. Operation Iraqi
VF-32 Swordsmen Freedom. The
VF-24 Fighting – Callsign Gypsy Squadron returned
Renegades – Callsign Rage VF-32 converted from the F- to Iraq in 2004, the
On December 9, 1975, VF-24 received its first 4B on to the F-14A in July first naval unit to re-
F-14As, upgrading to the F-14B in April 1989. 1974. The Squadron deploy in support of
In August 1990, VF-24 became the first F-14 conducted the first fleet test Operation Iraqi
Squadron to drop air to ground ordnance of the Television Camera System Freedom. After an eventful
from its aircraft. The Squadron flew air (TCS) in June 1978. It then received career on the F-14, VF-32
support and fighter missions during TARPS pod capable aircraft in 1982, using became VFA-32, re-equipping with the F/A-
Operation Desert Storm in 1991. VF-24 was them to gather intelligence over both 18F on October 1, 2005.
disestablished on August 31, 1996. Grenada and Lebanon in 1983. On a routine
patrol over the Gulf of Sidra off Libya on VF-33 Starfighters – Callsign Tarbox
VF-31 Tomcatters – January 4, 1989, two MiG-23 Floggers VF-33 converted on to the F-14A in June
Callsign Tomcat now Felix intercepted two F-14s of VF-32, AC202 and 1981. On April 15, 1986, the Squadron flew air
The aptly named VF-31 with its ‘Felix the Cat’ AC207. Both aircraft were shot down by combat patrols with VF-102 from
emblem received its first Tomcats on January the Tomcats, one by an AIM-7 USS America in support of
22, 1981. The Squadron deployed to the Sparrow, the other by an Operation El Dorado Canyon,
Mediterranean on the USS John F AIM-9 Sidewinder. the airstrikes on Libya in
Kennedy in September 1983, Both Libyan pilots retaliation for terrorist
during which the fighters ejected. In 1990, attacks. Again aboard the
flew patrols over both VF-32 took part USS America, the Squadron
Lebanese and Syrian in Operation flew fighter cover missions
positions. Strikes against Desert Shield during Operation Desert
these were carried out on then in Desert Storm in 1991 from both the
December 4, with VF-31 Storm, flying 403 Red Sea and Persian Gulf. With
flying escort. Alongside missions in that the drawdown to one F-14
VF-11, VF-31 converted conflict including 38 Squadron per carrier, VF-33 was
on to the F-14D in 1992. TARPS reconnaissance disestablished on October 1, 1993.
LANTIRN pod capabilities missions. In September
were added during 1997 and 1994, a detachment of TARPS VF-41 Black Aces – Callsign Fast Eagle
in 1998 VF-31 used this equipment equipped VF-32 Tomcats provided The Black Aces first received the F-14A in
on Operation Southern Watch. The air support to Operation Restore April 1976. On
Squadron took part in Operation Enduring Democracy over Haiti, followed by a August 19, 1981
Freedom over Afghanistan in July 2002, as deployment in November to the two VF-41
well as returning to Operation Southern Mediterranean flying sorties in Operations Tomcats, Fast
Watch. On the way home from this Southern Watch and Deny Flight over Iraq Eagle 102 and
deployment, the USS Abraham Lincoln was and Bosnia with the new digital camera 107 were
turned around to take part in Operation Iraqi equipped TARPS pod. In February 1998 VF- intercepted by a
Freedom, starting on January 1, 32 converted to the F-14B, and in pair of Su-22
2003. During this cruise, VF- November returned to Fitters, one of
31 flew 585 combat Operation Southern Watch whom fired an
sorties, mostly as and what was now AA-2 ‘Atoll’
ground attack Operation Deliberate missile at the F-
aircraft, one of Force. On 14s. Both F-14s used AIM-9 Sidewinders to
which made the December 16, shoot down the attackers, the first air-to-air
Squadron the last 1998, Operation victories for the F-14, both Libyan pilots
F-14 unit to drop Desert Fox ejected. In 1982 and 1985, VF-41 was
a bomb in began, lasting deployed off the coast of the Lebanon, flying
combat. VF-31 four days, during missions in support of the multi-national
was also the last which VF-32 flew peacekeeping force initially, then in response
F-14 Squadron in 38 sorties and 16 to the hijacking of TWA847. In 1991, the
service, its last strike missions Squadron took part in Operation Desert Storm
flight from a over Iraq. On these then in April of that year covered Kurdish
carrier, the USS tit was the first F-14 refugees in Operation Provide Comfort. 1995
Theodore Roosevelt, unit to use LANTIRN saw VF-41 fly 530 sorties as part of three
taking place on in combat and to operations, Operations Deliberate Force and
July 28, 2006. drop multiple Deny Flight over Bosnia and Operation
The very last GBU-24 bombs, Southern Watch over Iraq. During Operation
flight by a VF-31 some of which were Deliberate Force, on September 5, 1995, VF-
Tomcat took place autonomous drops, 41 became the first F-14 unit to drop laser
on October 4, 2006, another first. In 2000, VF- guided bombs in combat. ➤

In 1997, the Squadron returned to the Shield, then Desert Storm, June 1994, the Squadron
Mediterranean and flew exercises as well as flying from the USS John F returned to the
sorties as part of Operation Deliberate Guard Kennedy. In 1992 VF-74 was Mediterranean in 1995,
over Bosnia and Operation Southern Watch. again in the Mediterranean flying again over Bosnia as
This was followed in 1999 by more combat flying sorties over the part of Operation
over the former Yugoslavia as part of former Yugoslavia which Deliberate Force and Iraq
Operation Allied Force and continued was to be its last cruise. as a continuation of
support for Operation Southern Watch, During 1993 and 1994, the Operation Southern
during which 384 sorties were flown. April Squadron’s aircraft were Watch. It returned again
2001 saw the last deployment by VF-41 painted in Warsaw Pact to the latter operation
on the F-14 when it operated as part of camouflage schemes for a during 1999, striking
Operation Southern Watch and Operation new role as an Aggressor AAA and radar sites as
Enduring Freedom from the USS Enterprise. Squadron for Dissimilar Air well as flying
On October 8, VF-41 flew its first strike of Combat Training (DACT). reconnaissance missions.
many against Afghanistan. After On April 30, 1994 the 2001 saw VF-102 in the
returning to the US, VF-41 VF-74 was Persian Gulf for
became VFA-41 and re- disestablished. Operation Enduring Freedom, beginning
equipped with the F/A-18F strike missions over Afghanistan in
on December 1, 2001. VF-84 Jolly Rogers – September, the first of over 5000 hours of VF-
Callsign Victor y 102 combat flying in that conflict. On return
VF-51 Screaming Eagles VF-84 converted on to the F-14 to the US, the Squadron was redesignated
– Callsign Eagles in early 1976 and became the VFA-102 on May 1, 2002, flying the F/A-18F
On June 16, 1978 VF-51 first fleet TARPS Squadron in Super Hornet.
received its first F-14A 1979. The skull and crossbones
Tomcat, conducting the first markings became VF-103 Sluggers/Jolly Rogers –
automatic landings with the internationally famous when the Callsign Victor y
aircraft in both day and night. Squadron starred in the 1980 movie VF-103 the Sluggers (a baseball term),
Although it was planned to convert The Final Countdown. In 1983, VF-84 converted onto the F-14A in January 1983.
VF-51 on to the F-14D, this was cancelled, was deployed off the coast of Lebanon in Along with VF-74, they were involved in
and the Squadron was disestablished on support of the multi-national peacekeeping capturing the hijackers of the Italian liner
March 31, 1995. force there, returning in 1985 after the Achille Lauro in October 1985. In 1986 VF-103
hijacking of TWA847. In 1990, aboard the USS took part in two operations against Libya,
VF-74 Bedevilers – Callsign Devil Theodore Roosevelt, VF-84 was part of Operation Attain Document between January
VF-74 began training with the F-14A in Operation Desert Shield, followed by and March, and Operation El Dorado
February 1983, and only two years later were Desert Storm where it flew 468 Canyon on April 15. In 1989, the
involved in capturing the hijackers of the fighter escort and TARPS Squadron received the F-14B. In
Italian liner Achille Lauro. The hijackers had reconnaissance missions. VF- 1990 they took part in Operation
boarded an Egypt Air Boeing 737, which was 84 then flew 111 missions as Desert Shield, then Desert
forced to land at Sigonella in Sicily by four F- part of Operation Provide Storm, flying from the USS
14s, two from VF-74 and two from VF-103. Comfort. In 1993 the John F Kennedy. During
Once on the ground, they were arrested by Squadron was this conflict, one VF-103
the Italian Police. The following year, 1986, deployed to the F-14B was shot down by an
saw VF-74 take part in two operations against Mediterranean to Iraqi SA-2 SAM, but the crew
Libya, Operation Attain Document between take part in Operation Deny ejected safely. With the
January and March, and Operation El Flight and Operation disestablishment of VF-84 in
Dorado Canyon on April 15. On August 11, Southern Watch. A second October 1995, VF-103
1988, the Squadron received the F-14B. In movie appearance in requested to adopt the Jolly
1990 they took part in Operation Desert Executive Decision came near Rogers’ insignia and name, which
the end of the Squadron’s was approved. VF-103 also
operational career. VF-84 was disestablished introduced the LANTIRN pod into fleet use in
October 1, 1995, but the skull and crossbones 1995, and in 1998 were flying sorties over
live on, as the Squadron heritage and Kosovo as part of Operation Deliberate
nickname was transferred to VF-103. Guard. June 2002 saw VF-103 in the Persian
Gulf flying close air support, FAC and
VF-102 Diamondbacks – reconnaissance missions as part of Operation
Callsign Diamond Enduring Freedom over Afghanistan. While
Transitioning on to the F-14A in July 1981, in theatre, the Squadron also flew missions as
VF-102 saw its first action in March 1986 part of Operation Southern Watch. In 2004
when its aircraft were engaged by Libyan VF-103 made its last F-14 deployment, again
anti-aircraft fire (AAA) and surface to air to the Persian Gulf, taking part in Operation
missiles (SAMs) during Operation Prairie Southern Watch and
Fire and again on April 15, when it flew Operation Phantom Fury.
fighter cover for Operation El Dorado The latter occurred in
Canyon. In 1990 VF-102 operated alongside October and was aimed
VF-33 from the USS America during at giving air support to
Operation Desert Shield and Storm. During US and Iraqi troops in
1993 and 1994, the Squadron took part in Fallujah. On return to
Operations Provide Promise and Deny Flight the US, VF-103 was
over Bosnia, Operation Restore Hope over redesignated VFA-103,
Somalia and finally Operation Southern flying the F/A-18F, on
Watch over Iraq. Converting to the F-14B in May 1, 2005.
VF-111 Sundowners – Callsign Sundowner deployed to take part in Operation Deny Flight
In October 1978, VF-111 was equipped with over Bosnia, then in December was deployed
the F-14A. Success in exercises and again as part of Operation Decisive
deployments included a Endeavour over Bosnia and
deployment aboard the USS Operation Southern Watch,
Kitty Hawk around South flying TARPS, FAC and
America in 1991, ground attack missions. In
conducting air exercises 1998, VF-143 returned to
with Argentina, Operation Southern
Venezuela and Chile. VF- Watch, but now with the
111 was disestablished digital TARPS and
on March 31, 1995, but LANTIRN capabilities. In
has since been re- March 2002, VF-143 was
established as VFC-111 aboard the USS John F
flying the F-5F since Kennedy to take part in
November 1, 2006. Operation Enduring Freedom
over Afghanistan. More combat
VF-114 Aardvarks – Callsign followed in 2004 when VF-143 flew
Aardvark strikes from the USS George Washington
On December 15, 1975, VF-114 received its during Operation Iraqi Freedom, including
first F-14As. Numerous deployments providing air support to US and Iraqi troops in
followed, including, in 1985, patrolling off Fallujah on April 28-29. On returning from this
the coast of Libya from the USS Enterprise. deployment, VF-143 was redesignated as VFA-
The Squadron flew patrols over 143, flying the F/A-18E from early 2005.
Kuwait in the wake of
Operation Desert VF-154 Black Knights –
Storm in 1991 and Callsign Black Knight
was disestablished on In October 1983, VF-154 was VF-211 Fighting Checkmates
April 30, 1993. equipped with the F-14A and – Callsign Nickel
due to its relatively late On December 1, 1975 VF-211
VF-142 conversion to the type was began to receive its first F-14As
Ghostriders – equipped with the TARPS to replace its F-8 Crusaders. In
Callsign Dakota aircraft from the beginning. October 1980, the Squadron
Converting to the F- In 1987 a cruise aboard the began to operate with the interim
14A in late 1974, the USS Constellation included TARPS pod. Following many
Ghostriders flew many operations against Iranian P-3Fs successful cruises, the Squadron
successful deployments before being deployed in the Persian Gulf. The Squadron converted to the F-14B in April 1989.
off Lebanon in 1983 to provide support to the returned to the region to take part in This upgrade was short lived, as F-14D
multi-national peacekeeping forces. On March Operation Desert Shield and again production was limited to just 55
24, 1989, the Squadron converted to the F- in April 2003 as part of Operation aircraft and the F-14Bs were
14B. In 1990 VF-142 deployed to the Persian Iraqi Freedom. In September of assigned to Atlantic Fleet units, so in
Gulf and took part in Operation Desert Shield, that year, the Squadron gave up 1992, the Squadron returned to the
returning to the Gulf in September 1991 as the F-14, and was redesignated F-14A. Prior to this revision, in 1991,
part of Operation Southern Watch. VFA-154, flying the F/A-18F VF-211 had deployed to the
Finally, VF-142 was deployed to the on October 1, 2003. Persian Gulf to take part in the
Mediterranean in May 1994 to take support to Operation Desert Storm,
part in Operation Deny Flight over VF-191 Satan’s Kittens – flying reconnaissance and
Bosnia and Operation Southern Callsign Hellcat air superiority missions
Watch over Iraq. On its return, One of the shortest in the aftermath of
as part of the drawdown in lived F-14 Squadrons, VF-191 the conflict on the F-
the F-14 fleet, the formed on December 4, 1986 14B. In 1996 the
Squadron was and began training with VF-143 F-14As
disestablished April VF-124. Before the unit received the
30, 1995. was deployed on its LANTIRN pod
first cruise, VF-191 and returned to
VF-143 was disestablished the Persian Gulf
Pukin’ Dogs – on April 30, 1988. in 1997 as part of
Callsign Dog Operation Southern
The famous Pukin’ VF-194 Red Watch. This tour was repeated
Dogs, a name that refers Lightnings – Callsign in 2000, then in late 2001 VF-211 returned to
to the winged Griffin Red Flash the Gulf, but this time to take part in
emblem, were re-equipped Like VF-191, VF-194 did not Operation Enduring Freedom over
with the F-14A in late 1974. In operate the F-14 for long. The Afghanistan. On this deployment, the
1983, the Squadron was flying Squadron was formed on Squadron flew 1250 combat sorties
TARPS missions over Lebanon as December 1, 1986 and from the USS John C Stennis.
well as conducting patrols off Libya. trained hard for its planned Finally the F-14, VF-211 flew in
During 1989, VF-143 converted on to first deployment aboard the support of Operation Iraqi Freedom
the F-14B, and in 1990 were deployed as USS Independence. Two in 2003, after which it returned to
part of Operation Desert Shield, returning months prior to this first cruise, the US and was redesignated as
to the Gulf in September 1991 in support of VF-194 was disestablished April VFA-211 flying the F/A-18F on
Desert Storm. In May 1994 the Squadron was 30, 1988. October 1, 2004. ➤

VF-213 Black Lions – Fleet Replacement 1993 and later could
Callsign Black Lion SquadRonS carry the TARPS
In September 1976, VF-101 Grim Reapers – pod. The Squadron
VF-213 began Callsign Gunfighter also operated as an
converting to the VF-101 began training air Aggressor unit,
F-14A, taking and ground crew for fleet providing Air
part in three Squadrons in January Combat Training
cruises prior to 1976, the first conversion for many other
receiving its class being in June to Fleet and Reserve
first TARPS support VF-41 and VF- Squadrons. In 1996
capable aircraft 84. 1988 saw the VF-201 flew from the
in 1982. In May introduction of the F- USS John C Stennis
1991, VF-213 14B, and on September carrying out live firing exercise with air to air
flew missions 12, 1990 VF-101 dropped missiles, bombs and the 20mm cannon.
over Iraq from the first Mk 84 These training and Aggressor operations
the USS bombs from a continued until VF-201 became VFA-201
Abraham Tomcat as part of the equipped with the F/A-18A on
Lincoln in development of a strike January 1, 1999.
support of UN capability for the Tomcat.
Resolution 688, the With the disestablishment of VF-202 Superheats –
mission that later VF-124 in 1994, the Squadron Callsign Superheat
became Operation Southern Watch. 1993 saw became the training unit for the F-14A, and VF-202 began converting
the Squadron take part in that operation, as D. From September 1996, the unit moved on to the F-14A on
well as Operation Restore Hope over Somalia. entirely to NAS Oceana, with the exception of March 27, 1987,
1995 saw another return to Operation a detachment at NAS Key West for ACM completing this re-
Southern Watch, then in December 1997 VF- training, and carried out equipment in May
213 converted on to the far more capable training on all three 1988. Although TARPS
F-14D. In 1998 while again on Operation variants, the A, B and equipped from an early stage, and
Southern Watch from the USS Carl Vinson, D there. With the cited as an outstanding unit in terms
VF-213 took part in the four day Operation drawdown of the of professionalism, the high
Desert Fox beginning on December 16. On F-14 fleet, VF-101 airframe hours on the F-14s led to
January 5, 1999, two VF-213 F-14Ds engaged a was disestablished the Squadron being
pair of MiG-25 Foxbats in the no-fly zone, but on September disestablished on December 31,
the AIM-54 missiles had not been armed 15, 2005. 1994 as part of the defence
properly and the rocket motors failed to ignite. cutbacks.
On October 7, 2001 VF-213 dropped the first VF-124
bombs of Operation Enduring Freedom on an Gunfighters – VF-301 Devil’s Disciples –
SA-3 SAM site near Kabul airport. During this Callsign Callsign Devil
deployment the Squadron flew 500 sorties, Gunslinger Receiving its first F-14As in
flying ground attack, FAC and reconnaissance On October 8, 1972, October 1984, this was the first F-
missions. 2003 saw VF-213 aboard the USS VF-124, which had 14 Squadron in the Naval Reserve. By
Theodore Roosevelt flying 198 missions as been the F-8 Crusader August 1985, VF-301 was fully equipped
part of Operation Iraqi Freedom. The last training Squadron, received its and began carrier qualification aboard the
deployment for the F-14Ds of VF-213 occurred first F-14As. Work had begun on training US USS Ranger in January 1986. The Squadron
in 2005 when the Squadron and VF-31 were Navy personnel on the new aircraft as early became the first Reserve F-14 unit to drop air
aboard the USS Theodore Roosevelt in as 1970, when production began. This meant to ground munitions and established a safety
support of Operation Iraqi Freedom. Between the first two F-14 Fleet Squadrons, VF-1 and record for US Navy jet Squadrons. VF-301 was
them, the two Tomcat Squadrons flew 1163 VF-2, were established only six days after VF- disestablished September 11, 1994.
combat sorties on this tour, before returning 124, on October 14, 1972. VF-124 was also
to the US in March 2006. The Tomcat’s time responsible for training crews form the US
was over, and VF-213 became VFA-213, Marines before the aircraft was deemed too
converting to the F/A-18F in May 2006. expensive for the Corps in 1976, and the
Imperial Iranian Air Force after this. This
programme was suddenly halted with the
overthrow of the Shah in 1979. 1980 saw
VF-124 become responsible for TARPS
pod training, and 1990 saw the
introduction of the F-14D into the
training programme. As the F-14 fleet
was reduced, so was the need for
training units, so VF-124 was
disestablished on September 30, 1994.
naval aiR ReSeRve

SquadRonS
VF-201 Hunters – Callsign Hunter
This Reserve Squadron converted on
to the F-14 in early 1987, completing
the conversion from the F-4 by
December. As a fully capable F-14 unit, the
Squadron added ground attack capabilities by
VF-302 Stallions – Training,TesT
Callsign Stallion and evaluaTion
In February 1985 VF- squadrons
302 began to The US Navy also
convert to the F- operated F-14s with
14A from the F-4S the following
Phantom. Deploying specialist training,
aboard USS Ranger in development and
January 1986 evaluation units:
alongside VF-301, VX-4 “The
the unit carried out Evaluators”, the
carrier qualification VX designation
exercises. Later that standing for Air
year, VF-302 also Development
began training with the Squadron, operated
TARPS pod, taking the F-14 in all its
part in the variants from
Reconnaissance Air October
Meet, a joint service 1972 until
exercise, in Texas in September
1988, where it achieved 30, 1994
first place among all the when the unit was
participating US Navy and Marine Corps disestablished and merged
Squadrons. With the end of the Cold War, VF- with VX-5 to become VX-9.
302 was disestablished on September 11, 1994.
VX-9 “Vampires”
squadron augmenTaTion uniTs was formed by merging VX-4 and VX-5 in
These units were responsible for the training September 1994. The unit operated the F-14
and support of Reserve air and ground until June 2004.
personnel in order to
provide combat-ready The Naval Air Warfare
personnel to augment Centre (NAWC) flew
Fleet Squadrons during F-14s as part of their
mobilizations. Aircraft Division (now
VF-1285 Fighting VX-23 – Callsign Salty
Fubijars – Believed to Dog) as well as with the
have been established Naval Weapons Test
from 1980 to 1994. Squadron (NWTS, now VX-30 at
Augmented VF-301 and Point Mugu and VX-31 at China Lake), the
VF-302 Naval Strike Aircraft Test Squadron
(NSATS), the Pacific Missile Test Centre
VF-1485 (PMTC) and the Naval Weapons Centre
Americans – 1984 (NWC).
to 1994. Augmented
VF-124 The Navy Fighter Weapons School
(NFWS or more commonly known as
VF-1486 Fighting Hobos Topgun), and the Naval Strike Warfare
– March 1983 to September 27, 1991. Centre (NSWC) both operated F-14s from
Augmented VF-101 and 13 enlisted personnel 1970, before merging with the Carrier
from the unit were mobilised in support of Airborne Early Warning Weapons School to
Operations Desert Shield and Storm. form the Naval Strike and Air Warfare Center
(NSAWC) in 1996. The last F-14s left the
NSAWC in October 2003.
The Naval Air Test Center (NATC) carried

out wide ranging evaluations on the F-14
from the projects inception throughout its
development during
its service.
National Aeronautics &

Space Administration
(NASA) operated F-14s
from 1979 to 1987, as
will be recounted in a separate
article. ■
Words: Tim Callaway

Tomcats
versus Eagles
Since the prototypes made their first flights just two years apart, it is inevitable that
comparisons would be drawn between the Grumman F-14 Tomcat and the McDonnell Douglas
F-15 Eagle. Debate rages on as to which aircraft was the better fighter, which, as former F-15
pilot Robert “Scout” Winebrenner explains, is like comparing apples to bananas, a somewhat
pointless exercise. What is more relevant, as he explains, is an understanding of the intentions
behind each design and the roles each aircraft was designed to fulfil.
S
hould the gentle reader be debriefings would frequently digress in quickly, almost embarrassingly so. We also
clamouring for the final word an unproductive direction with the central noted how owing to the automatic wing
on which was the better fighter, point of contention being whether a sweep, the Tomcat’s energy state was readily
I’m sorry to disappoint: You will Phoenix was effective against a fighter apparent to an adversary. Once we saw the
not find it here. My flying target or not. wings come forward, we knew the Tomcat
experience was almost exclusively in the This was destined to be the major was slow and would not be able to counter
F-15C in Europe; throughout the 1980s, the disagreement, because once within about our next hard turn or vertical reposition.
end of the Cold War and beyond. I never 15 miles, the outcome was very rarely in Thereafter, it was back to the debriefing,
flew the Tomcat, which I regret, as I believe doubt. The Eagle had the better avionics and where the Tomcat crews would claim that we
I would have been richer for the experience. agility for the close-in fight. The Tomcats of were already all dead pre-merge from
I did, however, have the opportunity to fly the day with TF-30 engines were severely Phoenix shots anyway. We would say we
Dissimilar Air Combat Training (DACT) thrust limited, and that with an airframe weren’t, they would say yes we were, and the
with 6th Fleet Tomcats in the Mediterranean. already significantly heavier than the Eagle. disagreement continues until the present day.
On these occasions the briefings and Once the turning began, it was over very Cue Argument Clinic.
A pair of F-15As of the 525th Tactical Fighter

Squadron, part of the 36th Tactical Fighter
Wing based at Bitburg AB in 1977. US Air Force
The F-14 was designed as a carrier based fighter and
had to take tremendous punishment on catapult
launches and arrested landings.The structural and
undercarriage strengthening to take these forces
added a great deal of weight not required on a land
based aircraft. Here, an F-14 of VF-102 traps aboard
the USS John F Kennedy. Luigino Caliaro
Such a hypothetical matchup between F-

14 and F-15 has long been a subject of lurid
speculation by amateurs and experts alike.
There have been innumerable discussions
and many heated ones about which was the
better fighter, accompanied by enough name-
calling, distortion, fantastic claims and
outright exaggeration to last us well past the
operational lives of the aircraft involved.
Because this is so, I believe it is vital to bring
some important facts to the forefront:
• There has never been an actual Tomcat-
Eagle engagement with live weapons fired in
anger. I hope everyone can agree that this
should be viewed as a good thing.
• Simulations involving radio calls, on-board
computers or even instrumented ranges,
regardless of the degree of fidelity, are much,
much different to actually shooting and being
shot at.
• Simulated missiles may have a 100%
probability of kill (Pk) but real missiles do
not. This not only applies to the Tomcat’s
Phoenix, but also to the Sparrows and
Sidewinders carried by both aircraft.
• Simulations involving the Phoenix cannot An F-15 of the 22nd TFS gets airborne from Bitburg AB, the home of the 36th Tactical Fighter Wing.
replicate the terminal phase active seeker The F-15 was designed from the outset as a land based air superiority fighter. US Air Force
illumination. This makes it impossible for the
would-be defender to execute an evasive I propose that to delve further into a requirements. In my role as a fighter planner
manoeuvre acceptable to whatever the hypothetical matchup is a waste of time, in joint/combined air operations centres, I
simulation might be. because there will never be agreement on was able to gain more insight into these
• The USN has never successfully engaged a that fundamental question about Phoenix operational requirements and the respective
fighter with the AIM-54 Phoenix missile, and effectiveness against fighter aircraft at longer strengths and limitations of the two aircraft in
only three shots were ever attempted. Iranian ranges. If there is test data out there, the fulfilling those requirements.
claims of success with the missile against people who have it are not telling. Therefore, As it turns out, the Tomcat was the better
fighters in the Iran/Iraq War have not been I stipulate a more valuable comparative Fleet Air Defence fighter and the Eagle the
confirmed and must be viewed with the examination would involve the specific roles better Air Superiority fighter. Funny old
appropriate scepticism. and missions intended for these aircraft. thing: that is the way it was intended. But
• And finally, lest the reader think my facts Although both aircraft replaced Phantoms why? Why, for example, would an Eagle not
are one-sided; claiming that a missile is easy and were developed at around the same time do as well as the Tomcat in Fleet Air Defence
to evade is much easier than actually evading (the Eagle’s first flight was two years later), operations, besides the obvious answer that
it, especially if it is coming at you from above the Eagle and Tomcat proceeded from the Eagle is not a carrier aircraft with
at Mach 5 and you cannot see it. completely different operational everything that entails? ➤

Fleet Air DeFence versus
DeFensive counter-Air (DcA)
The ability to engage targets beyond
visual range (BVR) is a significant advantage
in the fighter world. In comparing BVR
performance, the Tomcat’s AWG-9 boasted
true multiple target track and multiple target
engagement with the AIM-54 Phoenix while
the Eagle did not gain a multiple target
engagement capability until the late 1980s
and the introduction of the AIM-120
AMRAAM. AIM-7 Sparrow employment
required single-target track radar
illumination to support missile guidance, and
this was the same in both aircraft.
Let’s apply the multiple-target
engagement capability to the scenario of a
blue-water fleet air defence mission in
conflict/war during the 1970s or 80s. In this
case, the air threat was long-range bombers,
cruise missiles or if close enough to land,
tactical aircraft armed with anti-ship missiles.
The 100 nautical mile (190km) range and 135lb (61kg) explosive warhead, coupled with
multiple targeting capabilities, made the AIM-54 Phoenix a fearsome weapon. Here pilot Lt.
West McCall and RIO Lt. Kimberly Arrington of VF-103 test fire a Phoenix as part of the annual
proficiency test during Exercise Mediterranean Shark in Morocco in September 2002. US Navy
The Tomcats formed the leading edge of a aircraft outside their own anti-ship weapons
defence-in-depth against such a threat. It’s launch range. Clearly, it’s far better and easier
important to note that in such a scenario, an to kill one large launch platform than a dozen
aerial target approaching the fleet is small missiles. It is also important to note that
presumed hostile unless proven otherwise; under these conditions, the Tomcats would
the Tomcats would have no restrictions on normally not be facing an agile fighter threat.
their BVR Phoenix employment. In this scenario, an Eagle would have not
Assisted by E-2 Hawkeyes and using Link been nearly as effective. The Sparrow had
4 for situational awareness and battle nowhere near the range of the Phoenix, and
management, each Tomcat could bring long- without multiple target engagement capability,
range weapons to bear simultaneously on a the Eagle could only get one or maybe two
maximum of six targets (but nominally four, shots away pre-merge. In order to bring more
as the 6-Phoenix configuration was too heavy weapons to bear, the fighter would be forced
Aviation Ordnancemen of VF-103 manually and stressful on the airframe). This firepower in among the targets to chase them down.
load the much lighter AIM-7 Sparrow semi- could inflict severe losses on an incoming Trailing fighters approaching the engagement
active radar homing missiles on to an F-14B raid. Moreover, once the missiles reached zone would then face a more complicated and
Tomcat aboard USS John F Kennedy (CV 67). active range, the Tomcat could reverse course dangerous BVR environment, with targets and
The Sparrow weighs 510lb (230kg) with an and accelerate, keeping the enemy at a friendly fighters at the same position and
88lb (40kg) warhead and a range of 31 distance and the engagement zone free of same heading. During all this chasing down,
miles (50km). US Navy friendly aircraft. It was vital to kill the enemy the targets get closer and closer to their own
The 1040lb (470kg) weight of the AIM-54 required specialist loading winches and equipment. Aviation Ordnancemen load the M-61A1 20mm
Here, weapons specialists of VF-2 load an AIM-54C Phoenix on to the wing glove pylon of an F- cannon of an F-14 from VF-103 aboard the USS
14 on the flight deck of USS Constellation (CV 64). US Navy George Washington (CVN 73). US Navy
In air combat there is a saying – ‘lose
sight, lose the fight’.This view of a Pacific
Missile Test Center F-14A Tomcat shows
the large bubble canopy and excellent
pilot’s forward view which afforded both
crewmembers excellent visibility from
their cockpits. Frank B Mormillo
weapons launch range. So, the Eagle of the GCI sites, the numbers of fighters and Across the Fence
day was not as effective in this role quite targets and the difficult ECM/radio Part of the fighter business is taking the fight
simply because it could not engage multiple environment. There were no useful fighter to the enemy, and when necessary, crossing
BVR targets simultaneously. data links in those years, as JTIDS/Link 16 the FLOT to clear an area of enemy aircraft
By contrast, in a Central European was not operational until much later. (Sweep) or protect friendly cross-FLOT
Defensive Counter-Air (DCA) scenario from In this scenario, long range Phoenix operations from enemy air attack (Force
the same time period (as we envisaged it), employment would have been nigh-on Protection/Escort).
the Tomcat’s long-range BVR advantage is impossible. The numbers of targets, the Tomcats could be very effective in a
nullified and the poor dogfighting capabilities dynamic environment and the constant mixing sweep mission provided the area was clear of
become a serious liability. There, the Eagle of friendlies and enemy aircraft rendered the other friendly aircraft and BVR weapons
pilot was faced with a much more complex Tomcat’s “longer stick” unusable except in the could be freely employed. This would be the
environment: the scope literally filled with most unusual circumstances. At shorter case, for example, if Tomcats were sweeping
returns, friendlies flying all directions, ranges, the APX-76 IFF interrogator meant ahead of a carrier-based attack package.
enemies flying all directions, with a variety of that it could fulfil the basic requirements to They could pepper opposing fighters or
transponder modes and codes to try to sort shoot BVR in the Central Region. Considering aircraft in the target area with Phoenix
out the friendlies as well as procedural the agility deficit of the TF-30 powered F-14 missiles in such a fashion that enemy forces
airspace control measures which needed to already alluded to, if you take the long range would be destroyed, or at the very least,
be considered. We also expected autonomous BVR away from a Tomcat, then it has few would be very unlikely to stick around. If the
operations owing to the limited number of advantages left. enemy refuses an engagement with the
Tomcats and leaves the area, then the
mission has also been accomplished.
Additionally, the Tomcat’s respectable station
time meant that local air superiority was
more than just a fleeting thing.
By contrast, if the task is to protect
an attack package cross-FLOT from enemy
air with limited air superiority assets, it is
critical not to chase after enemy aircraft
that are not a factor to the package, and
not to expend weapons on targets that are
not a direct threat to the package. Because
of this, the fighters normally have rather
restrictive commit and shoot criteria on
escort missions. These commit and shoot
criteria vary depending on the size of the
package, the self-defence weapons present in
the package and the nature of the threat.
However, a common rule of thumb in those
days was to not commit on hostiles until
they were within 20 miles of the package with
The last air to air missile in the Tomcat arsenal is the infra-red guided AIM-9 Sidewinder with a an aspect greater than 150° (the enemy
range of 22 miles (35.4km). Weighing only 188lb (85.3kg), these Aviation Ordnancemen from fighter has the friendly package within 30° of
VF-143 aboard the USS John F Kennedy can manually load and unload them. US Navy its nose).➤

Waiting until this late to commit and shoot restrictive that visual identification (VID) was
negates many of the advantages of the Phoenix. required for weapons employment. In that
Moreover, good agility and acceleration are case, the Tomcat armed with Sparrows and
needed to quickly kill threatening enemy Sidewinders gained the advantage again
fighters and then rejoin the package. owing to the Television Camera Set (TCS).
Incidentally, most fighter pilots love sweep TCS was a chin-mounted optical sensor
and hate escort. This should come as no which could be slaved to radar line of sight.
surprise: to do escort well is very difficult The Tomcat crew could lock on to a target,
and nerve-wracking. and if VID was required, zoom in with the TCS
to get a very early look at the target aircraft.
A VF-101 F-14 at speed with its wings RestRIcteD BVR The Eagle had nothing like this. It pains me to
swept fully aft. One of the drawbacks The preceding were just some examples at admit it, but we were flying around with rifle
of the automatic wing sweep system in opposite ends of the spectrum, but for scopes strapped on to the Head-Up Display
air combat was that it was a tell-tale anything in between, the BVR Rules of frame, allegedly boresighted. In order to
sign of the energy state of the Tomcat. Engagement (ROE) would have a significant achieve an early VID, we would lock on to the
Frank B Mormillo effect on the relative success of the Tomcat target, put the HUD’s boresight symbol on the
or Eagle in any given situation. Although target designator box, lean forward and look
both Tomcats and Eagles dream of scenarios through the rifle scope. This was not that easy.
allowing unrestricted BVR employment, the Maybe other pilots thought it was great, but I
reality often falls far short of unrestricted. didn’t. It was not user-friendly by any stretch
The ROE will specify under what of the imagination.
circumstances a fighter is permitted to Clearly, the Eagle’s engineers put more
engage BVR, and definitions become a very emphasis on the electronics as opposed to
important part. For example, is an aircraft optics. Even the late-model air-to-air Phantoms
hostile when it lacks any of a number of in USAF service which the Eagle replaced had
friendly electronic identifiers or TISEO – a system similar to the Tomcat’s TCS.
characteristics? Or is it only considered It is worth mentioning that Tomcats had
As this F-14D Tomcat of VF-31 begins to hostile when it can be unequivocally proven an early TCS VID during the famous Gulf
tighten its turn and increase its G loading, to be hostile; for example, electronically or by of Sidra incident with a pair of hapless
the aircraft begins to slow, so the wings unambiguous track origin? Is an aircraft Libyan Su-22 Fitters. After a (futile)
begin to move forward. US Navy presumed friendly because it lacks hostile forward-quarter launch of an AA-2 Atoll at
characteristics or does it need to be proven to the Tomcats, the engagement ended quickly
be friendly? A lot of thought is put into these with Sidewinder missiles fired at short range,
BVR ROE by planners and ultimately destroying both Fitters.
commanders to allow the best use of fighter
assets without unnecessarily endangering It DepenDs
friendly aircraft, or in some cases, even So which is the better fighter? The reason the
civilian aircraft or neutrals. F-14 versus F-15 argument has gone on so long
So what does this all mean? With is because there is no easy answer; in sum, it
unrestricted BVR, as described in the Fleet depends. It depends on the mission. It depends
Air Defence scenario above, the Tomcat’s on the ROE. It depends on the threat. Yes, it
ability to engage multiple targets was easy for Eagle pilots to disparage the
simultaneously at longer ranges made it the Tomcat’s close-range dogfighting performance
most effective. In any scenario short of in relation to their aircraft, but the Tomcat’s
unrestricted BVR, the Eagle was equipped unique ability to throw around 1000lb air-to-air
with the better suite of sensors to sort out missiles with 135lb warheads must objectively
friendlies from enemies and had a clear be viewed as impressive. Could such missiles
advantage in this department over the be easily evaded? The world will probably never
An F-14B of VF-32 from the USS Harry S. Tomcat. That is, unless the ROE were so know. ■ Words: Robert “Scout” Winebrenner
Truman (CVN 75) is pulling hard and
decelerating in the turn as evinced by the
span-wide condensation and wing tip
vortices.The wings are nearly fully forward
now. US Navy
As the VF-32 F-14B continues its turn it has

now slowed down, the condensation and The F-14 may not have had the close-in ACM agility of the F-15, but it was fast, powerful,
vortices have ceased and the wings have manoeuvrable, heavily armed with the longest range air-to-air missiles then in service and a radar
moved all the way forward, a clear powerful enough to illuminate targets for them, and offered its crew an unsurpassed view from the
indication to an opposing pilot as to its cockpit. In the right hands, this combination of capabilities could be incredibly effective. Lastly, and
energy state. US Navy nothing to do with air combat, it was one of the most beautiful aircraft ever designed. US Navy
An unusual top view of a
F-14D showing the wings in
the ‘overswept’ position used
to save space on carrier
decks. Luigino Caliaro
Flying the
Tomcat
– an F-14 pilot’s eye view
A VF-2 F-14A Tomcat over the

Pacific Ocean near the Southern
Calfiornia coast. Frank B Mormillo
As has been explained, the
F-14 was a large, powerful and
complex aircraft. The big
fighter impressed ever yone
who came into contact with it
through both its performance
and capabilities. Because of
these, for many years flying the
Tomcat was considered to be
the best job in naval aviation.
Operating it successfully,
especially at sea, could be
fraught with incident however,
as Jonathan K Schreiber
illustrates with two memorable
sorties from his logbook…
M
ay 5, 1961; John Kennedy
was the president of the
United States. The interstate
highway system, as we know
it today, was just being
constructed. Elvis had not yet left the
building. I was just a few months short of my
6th birthday, yet I clearly recall this particular
day as the dawning of the Space Age.
In Richmond, Indiana, my dad and I were
watching a fuzzy black and white newscast of
some crazy stuff going on down in Florida.
Although I was unable to discern many details
of the rocket and gantry, I remember being
transfixed while watching a Navy pilot,
Commander Alan B Shepard Jr, walk to his
spaceship. Even though the spaceflight lasted
mere minutes, I knew then and there I wanted
to be an astronaut and embraced the belief
that becoming a Navy pilot was the way to get
there. I did not make it into the astronaut
corps but I was very happily afforded the
opportunity to enjoy a career flying very cool
Navy jets. One of the most impressive
airplanes I was fortunate enough to fly was
the F-14 Tomcat… and this is my story.
My opportunity to fly the Tomcat came
about 25 years after my decision to be a Navy
pilot. During May of 1986, I was on shore
duty in Beeville, Texas, when my detailer
called me. The detailer is the person
responsible for assigning flight crews to
airplanes and squadrons. The phone call
ended up being a very short conversation; it
went something like this:
ring ring…
Me: Lt Schreiber speaking.
Detailer: Hooter, Flakes… What airplane?
What coast?
Me: uhhh, F-14s, West Coast.
Detailer: Done, have fun, check 6!
Click
The die was cast, I was headed to
Miramar to fly Tomcats. Sweet! ➤

A VF-2 F-14A Tomcat ‘traps’ – makes an arrested landing – aboard the USS Ranger. Dave Baranek
The F-14 was a beast of a machine forged My transition to the Tomcat was a serious eyed F-14 pilot. Although as it turned out I
within the storied hangars of the Grumman period of hard work. The systems in the had missed one particular piece of
‘Iron Works’ Aircraft Company in Long Island, Tomcat were complex, integrated and loaded information, not anything critical, the training
New York. The Tomcat was big; nearly 63 feet with options for multiple missions and future is too good for that. This particular piece of
long, standing 16 feet tall with a wingspan of 64 evolution. It was a lot of work and a lot of fun. information is a nuance, a bit of the mystique
feet. It was nearly the size of some commercial With that in mind I would like to tell you about that every airplane has to offer, even, perhaps,
regional jets. The mighty Tomcat had an some of the experiences I had while flying the a hidden charm. I discovered this particular
incredible maximum take-off weight of almost Tomcat and perhaps give you a bit of the behaviour during my first night mission off
37 ton and when wrapped up in a 6.5G turning feeling of what it feels like to strap on 74000 the USS Ranger. My XO (squadron executive
fight the F-14 carried more inertia than a 777. pounds of fury. You can’t tell a story about a officer) was in the back seat and we were fully
The Tomcat was able to track multiple aircraft, Navy airplane without talking about flying loaded, as this would be my very first full
launch multiple missiles and kill enough from the boat. So I shall start with a tale about weight catapult (cat) shot in the F-14. The
enemy aircraft in a single engagement to make the Tomcat in its natural environment at sea. reason for this was that while training to fly
the aircrew of a Tomcat aces before the I was assigned to the Fleet Replacement the F-14, we did not land aboard the ship with
opposing forces merged. No other fighter Squadron (FRS) at Miramar (VF-124) to learn weapons, nor did we launch from the boat
plane was able to do that, then or now. With all to fly the F-14. My logbook shows my first with a full load of fuel. Therefore, while doing
that size, two big motors, Phoenix, Sparrows, flight in the F-14 was on October 2, 1986. I carrier qualifications, we only put enough fuel
Sidewinders, 20mm gun, bombs, TARPS and completed training and was assigned to in the plane to get a few traps (arrested
everything else, it remained an agile and Fighter Squadron 2 (VF-2), The Bounty landings) and then refuel. Generally our
globally respected fighter that took on Hunters, on May 26, 1987. In my mind I had weight would be less than 52000 pounds for a
allcomers, ‘Anytime Baby!’. learned everything I needed to be a steely launch from a ship during carrier
A Yellow Shirt guides an F-14 Tomcat into

launch position on the USS Theodore
Roosevelt, showing just what a big aircraft Chief Aviation Boatswain’s Mate Wilson Theodore, one of the Yellow Shirts or aircraft handlers, directs
the F-14 was for a carrier aircraft. U.S. Navy an F-14D Tomcat into position for launch aboard the USS Theodore Roosevelt (CVN 71). U.S. Navy
An F-14D Tomcat of VF-31 gets set on the number three catapult prior to making the last ever White Shirt troubleshooters give a thumbs
catapult launch of an F-14 Tomcat. White Shirts – troubleshooters – make last minute checks up, indicating that the F-14 is safe for launch.
for problems with the airframe. U.S. Navy U.S. Navy
qualification. So what’s the big deal? Whether shots but the M was going to be a lot higher)
the plane weighs 52000 pounds or 74000 Okay, now ... YOU ARE IN THE COCKPIT:
pounds the cat shot should be about the You have gone through all the normal
same, shouldn’t it? At least, that was the starting procedures and pre-taxi checks. This
thought lodged in my head at the time. Upon was your second chance to understand what
honest reflection I have to say that several was about to happen. You and your RIO
experienced F-14 guys had already told me acknowledged the system Built in Test (BIT)
otherwise. I too was an experienced carrier checks and your Tomcat is unchained and
pilot and frankly… thanks a lot but I knew summoned to catapult three. The XO puts the
what I was doing or so I thought. Inter-cockpit Communications System (ICS)
Our squadron XO and I were scheduled for on hot mic, meaning you can hear each other
a night launch for my first full cycle operation without pushing a button. The XO tells you the The catapult is in tension, the aircrew ready
from the Ranger Boat; my logbook shows a 2.2 weight board numbers (this was your third themselves for the shock of launch, watching
hour flight on June 1, 1987. I don’t recall chance to understand what was going to the Yellow Shirts’ signals. U.S. Navy
exactly what our load out was, but it included a happen) and you roger that, meaning you
full bag of gas, which weighs about 20000 heard the numbers and understand them. You
pounds more than I was familiar with, and are lined up on the cat track and the Yellow
probably a couple of missiles and some 20mm Shirt (the person directing you to move your
ammo chained up to the gun. Therefore, there aircraft on the flight deck) gives you the signal
was about 50% more mass getting ready to be to stop. At this point the Yellow Shirt has both
slung off the boat than I was used to. This was of his hands balled into fists in front of his face
my first opportunity to wrap my brain around then he gives you a vertical clapping sign like
the physics I was going to be part of (you a University of Florida Gator, arms extended
know; F=MA; Force = Mass x Acceleration, in front of him one hand below his waist and
the V was going to be the same as other cat the other hand coming down from in front ➤
Catapult Officer Lt Cmdr Molly Boron gives

the signal to launch an F-14 from the USS
Theodore Roosevelt. U.S. Navy
Catapult Officer Lt Cmdr Richard Kramarik

At sea aboard USS George Washington (CVN 73), Aviation Boatswain’s Mate Airman Heath signals to launch an F-14D of VF-213 while
Oelman, a Green Shirt, performs final checks on the now fully compressed nosewheel strut of Green Shirts take shelter from the blast of the
an F-14, along with the holdback link and the catapult shuttle engaged on the hook. U. S. Navy departing aircraft. U.S. Navy

An F-14D Tomcat of VF-31 is positioned on the
catapult track of the USS Theodore Roosevelt.
U.S. Navy
of his face to clap the other hand. This is a

signal that the aircraft is going to ‘kneel’. The In full afterburner, the nosewheel leg extends and an F-14 leaps off the deck of the USS
nose landing gear compresses to store energy Enterprise (CVN-65). Frank B Mormillo
to be used at the end of the cat shot to help the
Tomcat rotate to a flying attitude. The Yellow could be described as a ‘peace sign’ which stunned anticipation as we race towards the
Shirt directs you forward a couple of feet, his could not be further from the truth. There is inky black ocean. You are about halfway
hands are open and oscillating laterally across no peace at that particular moment. First through the cat shot now, you are going
his face, thumbs touching then apart, repeat. your left leg straightens then the right leg as flying. The question on the XO’s mind at this
You advance power slightly to take up slack in you check the rudders. Your right hand point is… for how long? The XO offers up a
the hold back fitting and feel it engage the traces out an octagon with the control stick critical question as you leave the flight deck,
catapult buffer unit with a slight bump, like as you check the spoilers and elevons to “Hooter, you got it?” You mutter: “Yeah I’m
your car rolled into a curb. make sure they work to their limits. good.” The Tomcat is airborne, rotated to 12
The Yellow Shirt balls up his hands again With a loose grip on the stick you ask the degrees nose up; accelerating as you have
and you press on the toe brakes. He has both XO if he is ready to go. He says: “Let’s go!” slapped the gear handle to the up position
hands balled into fists on either side of his You look back towards the catapult officer and brought the flaps up. As things settle
face and after a brief inspection of the who opens his right hand like he wants to down a bit, the Tomcat appears to be flying
holdback fitting he opens both hands and give you a high five, this is his signal for you okay and the XO’s grip on the lower ejection
throws his left arm forward. This tells you to to advance power to zone five afterburner. handle is relaxed. Ten immensely long
release the brakes, push the throttle forward You actually move your left hand forward like seconds after your expletive, you offer an
going to military power. Below the flight you are going to reciprocate the high five. explanation.
deck the catapult shuttle moves forward just The noise in the cockpit increases to a roar, You: Sorry for the alert back there Sir.
enough (about six inches) to ensure there is the airplane shakes a bit more violently when XO: What’s up?
no slack between the catapult and the the afterburners light. Your instruments You: When the Cat fired it felt like I was
aircraft. This is called ‘being in tension’, the confirm the afterburner nozzles have opened dropped off a roof, I think I tore a muscle in
Tomcat is literally crouched and tensed, and you take one more look around for my back, it’s a little uncomfortable to breathe.
ready to pounce on whatever evil dares to caution and advisory lights. You flip on your XO: (in a somewhat irritated voice) You okay?
invade its million square mile domain. aircraft external lights with your left pinky You: (In a falsely confident voice) Yeah!
The Tomcat shudders as the TF-30s (or F- which indicates you are ready to go flying I’m fine. I have a visual on the tanker.
110s) spool up and shed their angst in a 600 and you settle into your ‘normal’ cat shot (Translation, I hate being a new guy).
knot 600 degree stream of exhaust over the position in your Martin-Baker ejection seat. XO: (in his most officious voice) Rog,
jet blast deflector behind you. The gauges The ocean in front of you is bobbing up going cold mic. (Translation, I hate flying
jump to life, no caution or advisory lights, and down as if it is going to swallow you, a with new guys)
engine instruments look good, nozzles closed. bead of sweat runs down your forehead and What happened is, according to the F-14
You tell the XO, over the ICS, that everything into your right eye and then the catapult NATOPS manual… ‘Initial catapult firing
looks good up here and he concurs. You look fires. RIGHT HERE, RIGHT NOW! You results in short-term vertical acceleration of
back at the Yellow Shirt. He passes control to realise you have not listened to the 15-20g caused by full compression of the
the catapult officer about 10 yards forward. experienced guys who told you how to take a stored energy nose strut’. That is a lot of Gs.
He has his right arm and hand extended full weight cat shot. All your XO knows is that I had failed to put my upper body into the
above his head at about a 45 degree angle. He he hears you utter two words no backseater proper position. Proper position is like you
is shaking his hand back and forth with his wants to hear: “Holy Shit!” No further are going to do a squat with free weights,
index and middle fingers extended in what explanation is forthcoming. The XO is left in head back aligning your spine, back straight
and shoulders compressed. I was leaning
forward a bit, leaving my head dangling over
Looking back down an F-14 of VF-2 open space meaning that at 15-20g my head
at the USS Ranger as the aircraft is now weighed approximately 100-140 pounds
launched. Dave Baranek and I was not supporting it with anything but
hubris. In addition, by not being tightly
attached to the seat, I had left just a little
space between me and the airplane. When
the catapult fired, the Tomcat closed that
space in a microsecond like a sledge hammer
closing on a tent peg. The Tomcat didn’t care
if I was ready to go; it leapt from the deck
with or without me. I had to catch up if I
wanted to play.
After that I made it a point to listen
intently to my experienced squadron mates...
Two F-14A Tomcats from VF-2, tailhooks
extended, orbit above USS Ranger
(CV-61) before recovery following a
training mission in the northern Indian
Ocean, 1987. Note the different tail
designs and paint schemes. The
aircraft are Bu.Nos: NE 201/162596
and NE 200/162594. Dave Baranek
So how about flying the Tomcat in a fight? South China Sea off the coast of Vietnam. On mission was to keep the bogey from flying
It was highly manoeuvrable, nimble, and this particular day I was in one of the five near the ship. Failing that we were to make
armed to the teeth. The enemies of the minute alert aircraft (Alert 5) we always had sure we were at least escorting the bogey if
Tomcat were in some sort of weapons manned up while deployed. The Alert 5 is an he went by the ship. When we launched we
envelope from about 100 miles to a few 100 aircraft that, as its moniker suggests, could be were about 100 miles east of Cam Rahn Bay,
feet (Phoenix to guns). I fought the Tomcat at airborne five minutes from the time the need which meant I would be pretty heavy at the
speeds in excess of Mach 1 down to below 100 arose. Needless to say this was generally merge unless I dumped fuel. Being heavy at
knots. The variable geometry wings gave it an done in a situation where the need was actual the merge would limit my manoeuvrability by
agility unmatched at its introduction. It had a and urgent. The skipper and I were positioned about 1.5Gs but that should not be a problem,
respectable roll rate and an eye-watering pitch on Cat 3 when the call came to launch the unless things spiralled out of control. The
rate. Yes it was big, variously described as a Alert 5. We started our Tomcat, went through skipper and I chose not to dump fuel. The
flying tennis court or the geographic centre of our checks and were airborne in less than five skipper got a radar lock very shortly after we
any fight. Yet, given the right rules of minutes. We were told that a MiG-23 headed vectored west and I could see a black dot in
engagement, no other fighter plane would towards the ship. I was excited to be actually the heads up display (HUD) target
ever be able to get to a point of actually seeing launching on a threat, but not overly so, designator diamond at about 20 miles. We
the Tomcat in a furball or close-up fight. basically I thought… this should be fun. went through our intercept checklist and
A couple of months after I learned to take Since we were operating under normal talked about our game plan on the way in.
a full weight cat shot, we were patrolling the peacetime rules of engagement our only At the speed we were closing we would be
at the merge in a little over a minute. During
this moment of relaxation, I recall taking in
the view. A thin overcast made the ocean
appear grey rather than blue. There was little
natural wind so the ocean almost blended
into the sky to the north and the south. To
the west, through my HUD, I could make out
the verdant mountains of Vietnam breaking
the monotony of grey sea and grey sky. The
overcast was actually a nice environmental
element that would take sun glare and sea
glint out of the engagement calculus. We
were at about 5000 feet when we went head
to head; passing closely port to port (left side
of each aircraft). The Flogger reversed to the
right and went obliquely nose up. I continued
to the left and pulled a little more nose up to
get an altitude advantage and hopefully to
pull a little behind the Flogger. After about
180 degrees of turn I passed about 1000 feet
MiG-23 Floggers, a single-engined Russian-built swing wing fighter, of the type encountered by above the bogey a little aft of his wingline.
the author over Camh Ran Bay. Editor’s collection This was going well. ➤

The F-14 was a far superior fighter plane
than the Flogger in a turning fight. The
Flogger pilot reversed again and I continued
to roll through about three quarters of an
aileron roll and pulled back into him now in a
right-hand turn. The Flogger pulled a little
more nose high and we ended up in a
scissors both aircraft maintaining a basically
neutral position flying in a corkscrew path to
the south west. This continued for a couple of
turns until the bogey levelled off and pointed
back towards the mainland. The skipper and
I rolled out and tried to join up as the Flogger
steadied up heading towards his base. We
had a good Television Camera System (TCS)
picture of the plane as we got closer.
The skipper and I made sure we were not
going to violate the 12 mile limit and cause
some sort of political blunder. We double
checked our position with the E2-C Hawkeye A Grumman F-14A Tomcat of VF-2 with a Grumman E2-C Hawkeye airborne early warning aircraft,
and the ship. Both of which were keeping us the type that gave the author radar cover during his encounter with the Flogger. Dave Baranek
aware of our geographic location and other
potential threats in the area of operation. As went through the same dance, head on pass, the F-14A+, B and D did not suffer this
we got closer to the Flogger we wanted to join rolling scissors, jink and jive jaunt back shortcoming. I only wish I had the longevity
up and snap a few photos. We thought that the towards the beach, I break it off, and the MiG to fly these versions. The TF-30 P414s were
pilot of the Flogger would be willing and then heads back towards the ship and I re- fragile in the envelope in which the F-14A was
photogenic. The MiG pilot had other plans. He engage; a ‘Ground Hog Day’ sort of flight. On allowed to operate. Several aircraft were lost
began modulating his thrust from burner to the third and final engagement we were finally due, at least in part, to the TF-30s basically
idle, his speed brakes were deploying and able to join up briefly, whereupon I saw this eating themselves alive at high angle of
retracting and his spoilers and elevons were ‘Vietnamese’ pilot was about 6ft 2in with red attack. I never experienced a problem with
flapping up and down like he was sending us hair and a relief pitcher moustache, indeed the engines that was not caused by myself. I
semaphore signals. Perhaps, if I had ever quite photogenic. was aware of and respected the limitations
learned to read semaphore, I might have The Tomcat has been referred to as an associated with the compromised engines. I
understood that he was saying, Don’t join up interceptor, versus a fighter, by its detractors, also knew that the engine limitations were the
on me, Yankee war dog. This went on for a but in this fight and many others I was result of short-sighted misapplication of post-
while until we got close to the 12 mile limit engaged in I found the Tomcat to be fully Vietnam cutbacks documented in great detail
and we had to break off which I did by turning capable and in total control of the situation. I in many other forums. Even with a sub-
south east and heading back to international give credit to the Grumman design of the F- optimised key system, the Tomcat was the
airspace. My skipper reminded me not to lose 14 and to the training and teamwork that best of its time. It was formidable, agile and
sight of the Flogger as it was drifting behind enabled this fortunate outcome. downright nasty. I enjoyed every hour I was
us. We kept sight of the Flogger until he It is widely known that the F-14A was blessed to fly that magnificent machine.
turned back to the right and the E2-C said he delivered with engines that were less than Currently, the last remaining F-14s are
was outbound towards the ship again. We optimised. That is fact! There is a long story immortalised on pedestals and in museums,
turned hard right back into the Flogger and as to how that happened and as we all know being sandblasted in the Iranian Air Force or
being cut up to deny spare parts to the IAF.
These days the steely-eyed pilot and author
of this article may be seen patrolling the skies
of Southern California at mach .17 in a Cessna
182 or DA-40. ■ Words: Jonathan K Schreiber
Bounty Hunter fly-off! December 1987, F-14A

Tomcats from VF-2 in loose formation as they
fly from USS Ranger (CV-61) at the end of a
Rocket men. An F-14 of VF-2 illustrates the raw power of the type in a zone 5 climb, full six-month deployment. Note three jets in the
afterburners producing flames as long as the aircraft. Carefully handled, the power of the TF- clouds (in front of the oxygen mask hose).
30s could be awesome. Dave Baranek Dave Baranek
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Solving the
problems
extending &
the envelope
NASA 911 and 834
The first squadron operations of the Tomcat revealed that in
certain circumstances, high angle of attack manoeuvres could
lead to an eventual loss of control. David G Powers tells the stor y
of two Tomcats, modified and operated by NASA to investigate the
full Tomcat flight envelope. The first of these aircraft was to solve
the control problems, the second revealed much about the
aerodynamics of a variable-sweep wing.
I
n the clinical presentation of the there are forces acting upon the body that
NASA 991, seen here with high
accident report, the words on paper are quite foreign, and rarely felt in normal
visibility orange paint, is chased by a
are simple and their meaning quite flight conditions, and visual clues, an aviator’s fleet Tomcat from VF-51 over Rogers
clear: ‘The aircraft departed most accurate input, can be a confusing blur. Dry Lake. August 5, 1982. NASA
controlled flight’. For the aviator who Hopefully, skill, training and a cool head will
lived through the event, these words are a bit prevail, and the aircraft can be wrestled back
more personal. During uncontrolled flight the under control. However, for the F-14A,
aviator experiences a number of emotions: despite the best efforts of the highly capable Although there are several scenarios from
wonder, incomprehension, disorientation, aviator in the cockpit, reining in a wayward which an aircraft can depart controlled flight,
frustration, denial, fear and panic. Physically Tomcat was not always that easy. for the Grumman F-14A Tomcat the most
vexing problem was the unrecoverable spin,
in particular the flat spin. By 1993, 31
airframes were written off as the result of
unrecoverable flat spins, accompanied by the
loss of six naval aviators/naval flight officers.
One later US Navy report stated that fully
one third of all Tomcat total loss accidents
were attributed to this cause. In 1976, shortly
after the F-14 hit the fleet in January 1973,
the Navy lost its first Tomcat to a flat spin.
Before describing how a Tomcat enters a
flat spin, a short description of the aircraft’s
flight control system is in order. All aircraft
need to be controlled in the three basic axis,
namely pitch, yaw roll yaw. To control pitch
the Tomcat uses two large elevators, which
more accurately could be described as
stabilators as there are no fixed horizontal
stabilisers. The effectiveness of these
elevators was such that the Tomcat could
easily reach maximum pitch load factors,
adding to the aircraft’s capabilities as a
NASA 991 in flight sporting a later paint scheme. Items of note include the spin chute fighter. Two conventional vertical stabilisers
container on the tail, aero probes on and under the nose, and the absence of an ejection and rudders control yaw. While most aircraft
seat in the rear cockpit.The black area on the nose is the location of the anti-spin canards, control roll with wing-mounted ailerons, the
seen here retracted. September 12, 1982. NASA Tomcat designers dispensed with this control
surface, and instead used differential actuators to move the control surfaces. The this separation of the airflow over the wing
elevators, sometimes referred to as rolling SAS could be turned off, but this would result results in a loss of lift – a stall.
tails. Displacing the control stick laterally in a reduction in flight control surface Simply put, the wing stops flying. While a
would result in an asymmetric displacement deflection and less manoeuvrability. stall is most often associated with slow speed
of the elevators to produce roll. It was noted The SAS did a number of things. For flight, it can actually happen at any air speed.
that while the deferential elevators provided example, the roll SAS Regardless of speed, when
extremely high roll rates, they did produce a limited the aircraft to 180 the AOA gets to a certain
rather large amount of adverse yaw. degrees of roll per second During point, expressed in Units of
On the upper surface of the wings roll
control spoilers augmented the differential
due to structural
considerations; however
uncontrolleD AOA, airflow separation
occurs and results in a stalling
elevators. The spoilers were noted to be most the SAS allowed aviators to flight the aviator of the wing. A modern high
effective in low to medium Angle of Attack achieve this rate as quickly experiences a performance jet fighter
regimes, while beyond 57 degrees of wing as possible. Considered the conducting Air Combat
sweep they were locked out. During slow most critical, the yaw SAS number of Manoeuvring (ACM) – the
speed flight, such as coming aboard the boat helped stabilise the aircraft emotions:wonDer, current term for a turning
in the landing configuration, these spoilers throughout the flight and burning dogfight – is
may be used in the Direct Lift Control (DLC) envelope, helping to incomprehension, often operating at the very
mode, during which they operate dampen out yaw excursions Disorientation, limit of its AOA. Exceeding
symmetrically to vary the lift produced by the and moderating yaw this value and stalling the
wing. The DLC allows the aviator to vary his rates that if not checked, frustration, Denial, wing requires the aviator to
position on the glide path without changing could push the aircraft out fear anD panic lessen the magnitude of the
the aircraft’s airspeed or pitch attitude. of control. manoeuvre, possibly losing
The primary flight control system on the The concept of Angle of the fight. For Tomcat drivers,
Tomcat consisted of conventional mechanical Attack (AOA) should also be understood as it high AOA manoeuvring, combined with
linkages and hydraulic control surface played a key factor in the Tomcat entering a some unique aspects of the fighter’s flight
actuators. All aviator control inputs are routed spin. AOA is a measure of the angle of the controls, and at times some rather
through an analog Stability Augmentation wing chord and the airflow over the wing. At temperamental engines, meant that the
System (SAS), consisting of pitch, roll and a high enough angle the airflow can no aircraft could ‘depart controlled flight’ if not
yaw computers. The SAS then commands the longer remain in contact with the wing, and handled correctly. ➤

Soon after the F-14A was introduced into
service, naval aviators began to experience a
phenomenon where at high AOA the Tomcat
tended to show marked signs of un-
commanded roll oscillations – wing rock. This
made it difficult to track and engage an
opponent. Additionally, aviators found that at
high AOA, the rudders were more suitable for
roll control, and in certain situations lateral
control stick input in the direction opposite of
the desired turn was required. Indeed, the
highest roll rates, and the best ACM
capabilities, were achieved with this
rudder/opposite stick cross-control input.
The trouble was that these inputs were also
the classic pro-spin inputs. As long as the
Tomcat’s wing was still flying, everything was
fine. However, let’s imagine the Tomcat driver
is closing in for the shot, and needs just a bit
more pitch to centre the pipper on the enemy
and complete the engagement criteria. As the
aviator eases the pitch up just a shade more,
those big elevators do their job and the
critical AOA is exceeded, the wing stalls, and
with the cross control inputs the Tomcat
departs controlled flight. This is not the The Dryden fleet – including NASA 991 – pulled out for a group portrait, 1983. NASA
benign stall/spin that one learns in flight
training, but rather a violent departure that if flameout within certain flight envelopes. If ‘Departure from Controlled Flight’. It was
not recognised quickly and acted upon with the aircraft was being operated in the high noted that these departures tended to occur
rapid – and correct – control inputs, often AOA environment, and one of the engines at subsonic speeds, and that departure
resulted in a spin. quit, the resulting asymmetrical thrust, if not resistance increased as airspeed – Mach
One should also keep in mind that the recognised and acted upon very quickly, was number – increased. No departures were
large stabilisers were so powerful that the enough to send the aircraft out of control. experienced in actual flight testing at
aviator could easily, and quite quickly, pitch to There was an old adage in the Tomcat supersonic speeds. Nearly all departures
a point that the critical AOA is exceeded. The community: “Tomcat drivers flew the were as a result of adverse yaw resulting
pitch SAS did not prevent exceeding this engines, not the airplane.” from control inputs or asymmetric thrust.
AOA. Other factors such as stores loading A review of the F-14A NATOPS (see There is a note in the NATOPS manual
and external fuel tanks, especially in footnote) manual reveals page upon page of that states: ‘The most important factor of any
configuration that moved the centre of gravity instructions, procedures and notes about the departure recovery is reducing the AOA’ and
aft, could result in a degradation of stability Tomcat’s flight characteristics, including ‘countering, to the extent feasible, any
and a reduction in spin departure resistance. extensive coverage of the departure yawing moment of the aircraft’. If this is not
In addition to the above scenario, it was phenomenon and the stall/spin scenarios – done quickly and correctly, the very worst
also found that the Tomcat’s Pratt & Whitney what would put you into one, and what would flight condition an aviator could encounter is
TF-30-P-412A engines were prone to stall and get you out. An entire section is dedicated to a flat spin. A flat spin was recognised by a
fairly flat aircraft attitude – 10 degrees nose
down – with no pitch or roll moments. The
yaw moment, however, is considerable – over
180 degrees per second that produces a
longitudinal – eyeballs out – g force that
could reach over 6.5g very quickly. Once in a
flat spin, these g forces can incapacitate the
flightcrew. The NATOPS manual states:
‘Successful F-14 flat spin recovery
procedures have not been demonstrated’ and
the ‘decision to eject should not be delayed’.
Although the US Navy was satisfied with
the Tomcat as a first-class fighter aircraft, it
was clear to them that it could be one less
prone to foibles in the high AOA region. It was
not simply a matter of never pushing the AOA
envelope, since most fighters of the day flew
and fought within this arena. It would be easy
to write a restriction in the NATOPS manual
preventing the aviator from getting near this
critical AOA. No, what the US Navy needed to
figure out was whether or not there was a
modification to the Tomcat that would both
retain its superior fighting qualities and at the
same time alleviate its nastier characteristics.
In the late 1970s, a co-operative
programme of wind tunnel, simulator and
Note the air data probe mounted on the nose radome of 991. September 5,1979. NASA flight testing was initiated involving the US
NASA ReSeARch Pilot eiNAR K eNevoldSoN
Einar K Enevoldson was a civilian Enevoldson was a jet fighter pilot in
research pilot for the National the US Air Force, and as an exchange
Aeronautics and Space officer with the Royal Air Force attended
Administration’s Hugh L Dryden Flight the Empire Test Pilots’ School in
Research Center, Edwards, California, Farnborough, England. Following
from 1968 until 1986. He was involved in graduation, he served as a test pilot on
many research programmes, including the Hunter, Lightning and Javelin British
those with experimental wings, fighter aircraft from 1966 to 1967.
propulsion and digital computer flight In 1974 Enevoldson was awarded the
control systems. Among the NASA NASA Exceptional Service Medal, for his
aircraft that he flew were the F-111, contributions as NASA Project Pilot on
F-14, F-8 DFBW and SCW,YF-12A, the the F-111 Supercritical Wing Program
oblique wing AD-1, Controlled Deep and on the F-15 Remotely Piloted
Stall Sailplane, sub-scale F-15 RPRV Research Vehicle. In 1980 he was
spin research vehicle and the X-24B awarded the NASA Exceptional Service
Lifting Body. Medal for contributions as project pilot
Born in Seattle, Washington, on on F-14 stall and spin resistance tests.
June 15, 1932, Enevoldson attended Enevoldson retired from NASA in 1986.
several colleges. He received his BS Later he co-piloted the first stratospheric
degree in Mechanical Engineering and flight of a sailplane, which the late Steve
his MS degree in Aeronautical Fossett piloted.That 2006 flight set a
The cockpit of 991. Several yellow discs in the Engineering from the University of sailplane record altitude of 50,671 feet.
centre and to the left are emergency Wyoming in 1963. Biography by NASA
actuators for the spin chute and the
canards.The vertical panel on the right
mounts the controls to arm the spin chute
and canards, as well as the controls for the
back-up APUs. July 2, 1980. NASA
Navy, the National Aeronautics and Space

Administration (NASA) and the Grumman
Aerospace Corporation (GAC) to attempt to
solve the Tomcat’s control troubles. The US
Navy had accepted the Tomcat and its
idiosyncrasies, and viewed this new
programme as purely investigatory. There
were no plans, at least in the beginning, to
incorporate the findings into the current
stable of Tomcat fighters.
The fix for the Tomcats’ control quandary
was relatively simple, and involved minimal
mechanical or hardware changes. Rather, it
was an introduction of what were called new
control laws into the aircraft’s analogue flight
control system. NASA called this new system
Aileron-Rudder Interconnect, although one
report acknowledges that since the Tomcat
did not actually have ailerons this was
perhaps not the best title. The US Navy opted
for the title Automatic-Rudder Interconnect
or just Auto-Rudder. Regardless, everyone
simply called the system ARI. As the title
suggests, the new control laws introduced Einar K Enevoldson. NASA
with the ARI systems were a way of properly
co-ordinating aircraft roll and yaw based on
the flight regime, AOA, aviator control inputs were both ARI systems, differing mainly installed in the interest of safety and
and myriad other factors. It should be in the extent of their inputs to the flight redundancy. After all NASA 991 was going
emphasised that the ARI system was control system. Since each system was to be operated in the extreme regime which
designed to both improve stability and essentially a programming function, it was had sent many a fleet Tomcat into an
controllability at high AOA, as well as provide possible to change from one to another in extremis situation. Most of these
for a degree of departure/spin resistance. flight. Various pitot-static probes, airflow modifications were installed to aid in the
sensors and AOA vanes were installed on the recovery to controlled flight. Included were
NASA 991 nose of the aircraft. Other than that, and a spin chute mounted on the aft fuselage,
The airframe selected to flight test the ARI noting the safety modifications described while up front on the nose were two
system was Grumman F-14A-55-GR – Bureau below, the airframe was virtually a stock F- hydraulically actuated retractable canards.
Number (BuNo) 157991, which was returned 14A. Some US Navy references refer to this Both would be deployed in the event of a fully
to GAC for modifications. The aircraft could aircraft as a JF-14A – the J prefix meaning developed spin. Deemed the most important
be configured with three flight control ‘Special Test, Temporary’. for controllability, however, was the fact that
systems. System A was the basic, unmodified Alternatively called NASA 991 or Aircraft the differential elevators were given more
F-14A flight control system. Systems B and C 1X, BuNo 157991 had a number of systems range of travel. ➤

In a photo dated March 14, 1988, the Dryden Flight Research Center, Edwards AFB, California.
The Center is located on the North ‘Shore’ of Rogers Dry Lake.
As previously mentioned, the TF-30 exhaustive functional checks. The basic

engines were prone to engine flameout under operation of the ARI systems, both at low and
certain conditions, including in a spin. A dual high Mach numbers, was tested. Flights
flameout would result in both the engine- were conducted in various operational
driven hydraulic pumps and electrical regimes with the canards both retracted and
generators dropping off line. With this in extended. The spin chute was deployed and
mind, a pair of battery-powered hydraulic worked properly. The back-up hydraulic
auxiliary power units (APUs) were installed power systems were exercised by shutting
to provide hydraulic pressure to the control down the normal hydraulic supply and flying
surfaces, as well as an additional battery to solely on the hydraulic APUs. In a report
provide electrical power to the aircraft. Since dated June 26, 1979, GAC reported that
there would be only the pilot on board during NASA 991 was operational.
the test flights, the cockpit was set up for On August 8, 1979, Enevoldson ferried
single pilot operation. Real world ejections NASA 991 from Calverton to Edwards Air
from a spin had shown that Force Base, California, via a
without a forward airflow over If the aIrcraft fuel stop at El Paso, Texas.
the fuselage, the jettisoned Flight testing of NASA 991
canopy tended to remain near was beIng and the ARI systems began on
the aircraft, with the chance of operated...and August 27, 1979, and was
the pilot hitting the canopy conducted mainly at NASA’s
after ejecting. The possibility of one of the Dryden Flight Research
having to punch out during one engInes quIt,the Center at Edwards. The flight
of the tests was a very valid test programme was initially
concern, therefore the ejection resultIng scheduled for 40 test flights. As
seat and canopy were changed asymmetrIcal mentioned, chief test pilot for
to facilitate ejecting through the programme was NASA’s
the canopy, jettisoning the thrust,was Einar Enevoldson; however apparent. In a real world fight, this improved
canopy and then firing the seat. enough to send several NASA as well as stability at high AOA meant it would be
With the modifications Grumman test pilots stepped in easier to track and engage an opponent. Also,
complete, GAC published a the aIrcraft out from time to time. Additionally, the ability to turn the aircraft without having
Functional Flight Test Plan on of control several naval aviators from to cross control meant that the aviator could
January 23, 1979, which called Flight Test at Naval Air Station more intuitively operate close to the edge
for both NASA and Grumman pilots to (NAS) Patuxent River, Maryland, came out without having pro-spin control inputs ready
complete a series of test flights, just to see if west and flew hops in NASA 991 to ensure to push the aircraft out of control. Overall,
everything worked properly. Leading the that the developments, if accepted, would be the ARI test programme was a success.
NASA team was test pilot Einar Enevoldson, suitable for fleet use. During the flight test Initially the ARI programme was meant to
who went to Grumman’s facility at Bethpage, phase no intentional fully developed spins improve high AOA performance and help
New York, for a series of familiarisation and were entered; however high yaw rate prevent departure/spin scenarios. Fleet
pilot checkout flights in NASA 991. departures and departures with pro-spin experience had shown that at slower speeds,
Enevoldson flew four such flights between control inputs were conducted. such as on final for landing, the Tomcat
March 17-30, 1979. Next, on April 5, 1979, Although 40 flights were planned, a total exhibited a tendency to wander due to
Grumman test pilot Charles A ‘Chuck’ Sewell of 168 were eventually flown during the ARI adverse yaw upon lateral stick displacement,
ferried NASA 991 to the company’s facility at flight test programme, and as anticipated the and marked sideslip, both due to the control
Calverton, New York. Here Enevoldson and improvements to Tomcat’s controllability in system. For example, the aviator would apply
Sewell put NASA 991 through a series of the high AOA environment were quite left lateral stick input to turn left, and the
In this image the canards are extended,
and the spin chute container is clearly
visible. September 5, 1980. NASA
nose would move to the right. This adverse which was actually a transport aircraft-type resulting in tendency to overshoot the
yaw was present both rolling into as well as simulator reconfigured with basic F-14 correction to centerline. Each aviator
out of a turn, and a generous amount of components. More importantly, the did complete his approaches, but the
rudder was required to correct. The Tomcat computers running the simulator were workload was high. With the ARI engaged
also exhibited a slight Dutch roll mode while programmed to simulate an F-14 with the ARI overshoots were greatly reduced, and once
in the landing configuration. Lateral deviation incorporated. Three aviators were involved: a on centerline heading control was much
from the centerline of the approach line-up NASA engineering test pilot and two fleet F- more precise. Adverse yaw with lateral stick
resulted in a large dispersion in the 14 pilots. For the tests, each aviator was set inputs was virtually eliminated due to the
touchdown location. Not exactly a desired up approximately 6000 feet behind the carrier rudder co-ordination feature of the ARI. One
condition coming aboard the boat. The fleet and instructed to complete a visual, night benefit of the improvement to the lateral
aviators flying the Tomcat adapted to this carrier landing. In order to deduce any lateral stability was that each aviator could shift a bit
phenomenon, but the workload was still high. stability improvements from the ARI, each more of his concentration to glide slope
To see if the ARI modifications could help aviator began his approach 150 feet right of control. This, combined with the more
calm these excursions, the NASA/NAVY centerline, and was required to make prompt precise heading control meant more
team initiated a series of simulator tests at corrections for this placement. consistently accurate traps aboard the boat.
the NASA simulator at Langley Research Each aviator flew several approaches, both In a report dated May 1980, NASA concluded
Center, Virginia. with and without the ARI engaged. Without that the ARI system significantly improved
The simulator used for this test series was the ARI engaged each experienced the flight the stability of the F-14 Tomcat in the low
Langley’s Visual Motion Simulator (VMS), characteristics then typical of the F-14, speed environment. ➤

NASA 834 with Glove I installed on the left wing. July 2, 1986. NASA
Upon completion of the simulation 157991 was stricken from the US Navy list on NASA 834
programme, NASA initiated a limited flight September 30, 1990. While NASA 991 was flown primarily to
test schedule to validate the results gleaned In the end, the improvements to the improve the controllability of the Grumman
in the simulator. On July 23, 1982, NASA 991 Tomcat’s handling that were validated by ARI F-14A, another Tomcat was operated by the
was used in a short – only one flight – test programme were never incorporated into agency in a purely research role. Bureau
programme conducted at Dryden. NASA test fleet F-14As, funding being a major Number (BuNo) 158613 was an F-14A-60-GR
pilot Richard Gray flew four approaches with consideration. A better engine held a higher originally delivered to the US Navy in 1972,
the ARI system off, and four approaches each priority. However, the handling improvements and assigned to the Naval Air Test Center
with the two different ARI system were certainly kept in mind when Grumman (NATC) at Naval Air Station Patuxent River,
configurations. It was acknowledged that this and the US Navy developed the digital flight Maryland. Indeed, except for one assignment
was only an abbreviated test, and the Dryden control system for the F-14D Super Tomcat. out West at Dryden, BuNo158613 would
had no field carrier landing facilities; This allowed the fighter to carry on its spend the majority of its career flying out of
however the improvements in handling challenge to all rivals – ‘Anytime Baby’. Pax River.
qualities with the ARI system engaged were Note to the above: The acronym In the mid-1980s, NASA initiated a test
quite clear. NATOPS stands for Naval Air Training and programme that took advantage of the F-14’s
In addition to the High AOA and Operating Procedures Standardisation, a variable-wing sweep. The programme was an
departure/spin flight testing, NASA 991 was large library of documents consisting of a investigation of the natural laminar airflow
also flown in conjunction with four other test number of different manuals. For the naval patterns over the wing at subsonic speeds,
programmes. One of these resulted in an aviator/naval flight officer the most and over a wide variety of wing sweep
updated aeromodel, which is the data used to important NATOPS manual was the aircraft positions. Called the Variable-Sweep
programme flight simulators. Others operating manual, which contains Transition Flight Experiment (VSTFE) the
included testing of a flush mount air data procedures, emergency procedures, programme would establish a database for
sensing system, the collection of wing’s limitations, performance planning etc. In use in future wing development and design.
natural laminar airflow baseline data, and short, it is the bible of the aircraft. The overall goal was to find ways to control
flight test of low altitude stability with For years these thick tomes have been the laminar airflow over the wing, thus
asymmetric thrust. bound within a blue plastic cover, and reducing drag and improving aircraft
While in NASA’s stable of aircraft, NASA because of the dry, clinical and somewhat performance. The VSTFE was a follow-on to
991 was flown a total of 279 times, including boring text, were sometimes called the Big the experiments conducted in 1979 with the
the above mentioned flight test programmes, Blue Sleeping Pill. Regardless, one had to General Dynamic FB-111.
as well as various pilot checkouts flights, know their particular NATOPS manual from Because of the requirement for a variable-
maintenance hops, functional check flights cover to cover. It was jokingly said that if you wing sweep, the F-14 was a perfect vehicle of
and systems validation runs. After over six slept with a NATOPS manual under your the VSTFE. BuNo 158613 was loaned to
years of work NASA 991 was returned to the pillow, you would assimilate all the knowledge NASA, arriving at the Dryden facility on April
US Navy, and on September 6, 1985, contained therein through the process of 8, 1984, and being assigned the serial NASA
Lieutenant Commander Charles M Baucom osmosis. As a former naval aviator, the author 834. In general, except for data gathering
ferried the Tomcat to NAS Pax River. BuNo can assure you that this did not work. modifications, NASA 834 was a stock, fleet F-
NASA 834 with Glove I photographed on April 1, 1986. NASA
14A. In order to facilitate the VSTFE

programme, two temporary ‘gloves’ were The fix for The TomcaTs’ conTrol quandary was
installed on the wings. Each glove was just
over one-half inch thick, made of a relaTively simple,and involved minimal mechanical
foam/glass fibre/resin laminate, and differed or hardware changes. raTher, iT was an inTroducTion
as required for the test.
Glove I was installed on the left wing and of whaT were called new conTrol laws inTo The
was simply a clean-up of the Tomcat’s wing, aircrafT’s analogue flighT conTrol sysTem. nasa
and was used to establish a baseline for the
remainder of the test. Glove II was installed
called This new sysTem aileron-rudder inTerconnecT
on the right wing, and used to determine
pressure distributions at a speed of Mach 0.7.
Wind tunnel testing indicated that regardless
of which glove was installed – Glove I, Glove
II, either or both – the slight difference in lift
was easily controlled and was simply
trimmed out by the pilot. During the test, the
Tomcats’ leading edge slats were locked
closed, which also locked out the trialling
edge flaps, with an attendant increase in take-
off and landing speeds. Other than that, no
other flight limitations were imposed. As can
be seen in the photos, the gloves terminated
prior to the roll control spoilers, which
remained operational. The wing fuel tanks
did, however, remain empty.
A total of 35 hops were flown during the
VSTFE programme. Since this programme
was essentially a data-gathering plan, a
validation of an experimental concept, the
results were seen as favourable.
NASA 834 was returned to the NATC on
September 11, 1987, and was ultimately Seen here is Glove I, installed on the left wing of NASA 834. Glove I was simply a basic clean-
withdrawn from use on April 9, 1992. ■ up of the stock F-14A wing, making the wing surface as smooth as possible. Glove II is on the
Words: David G Powers right wing. April 22, 1987. NASA

Topviewing
Gun companion:
The F-14 scenes
I feel the need... the need for speed! To some, this is a memorable quote from their all-time
favourite movie. To others, it is a grating reminder of what they consider a parody of the noble Navy
fighter community. So let’s set aside differences of opinion and look at what it took to bring the F-14
Tomcat to the big screen in Paramount’s 1986 hit, Top Gun. Author Dave ‘Bio’ Baranek, former
F-14 radar intercept officer (RIO) and instructor at the real-life Topgun school who helped film the
movie, provides this insider’s view of the action with the help of several key participants.
T
he inspiration for the Paramount Bruckheimer added: “The pilots that a natural for the big screen. It had already
motion picture Top Gun is attended the Topgun school are a shown star quality in the 1981 science fiction
unambiguous: an article in the combination of Olympic athletes in the sky adventure movie The Final Countdown.
May 1983 issue of glossy and rock and roll heroes. We immediately The fact that photographer Heatley was an
California magazine by writer saw a movie.” F-14 pilot and former Topgun instructor himself
Ehud Yonay, which told of an F-14 pilot and The stress of Topgun training and the adds a nice plot twist to this story. Known in the
RIO going through the demanding five-week potential for fireworks during real-world Navy fighter community as Heater, he would
Topgun class. The title was Top Guns. Yonay aircraft carrier deployments – Navy F-14s shot become one of the key players in successfully
used dramatic, high-quality photographs down two Libyan Su-22 Fitters in a head-on bringing the movie to the screen.
taken by Charles J Heatley to illustrate the confrontation less than two years earlier – The producers approached Navy
article, which attracted the attention of would provide all the drama necessary. The leadership with their idea and received the
Hollywood producers Don Simpson and two-man crew of the Tomcat would support a necessary support. Simpson and
Jerry Bruckheimer. classic Hollywood plot line of an aggressive, Bruckheimer hired writers Jim Cash and Jack
In a 1986 magazine article, Simpson said: unproven lead character balanced by a more Epps, Jnr, and British director Tony Scott,
“We were attracted to this uncommon stable supporting character, played with who would bring a flashy, edgy style. To play
environment (Navy fighters), with its own humour, of course. And the large Tomcat, with the lead character they signed Tom Cruise, at
terminology and its bigger-than-life characters.” its angular lines and roaring afterburners, was the time a young actor whose career was just
The black paint was reported to be

relatively easy to apply and remove.
Here you can see that it sometimes
peeled, exposing the camouflage
beneath.The black paint was
retouched every day or so, and
gaps like this did not concern the
film crew. Dave ‘Bio’ Baranek
What’s in a name?
Although officially a ‘school’ – the Navy
Fighter Weapons School – Topgun
could also be thought of as a
squadron. It had aircraft assigned to it,
a cadre of officers and enlisted
personnel, and departments typical of
a Navy tactical squadron, such as
operations, maintenance, and
administrative. In 1996, when NFWS
moved from Miramar to NAS Fallon,
Topgun became a department within
the Navy Strike and Air Warfare Center.
The Navy generally wrote the name
as one word,Topgun, although some
Navy sources used two words. When
Paramount Pictures made its movie, it
wrote the title as two words,‘Top Gun’.
Some say this was an oversight, while
others claim it was a hedge against
any claim by the Navy on the title.This
article will consistently use Topgun as a
single word to describe the flying
MiG-28 pilot Lieutenant Commander Bob ‘Rat’ Willard (on the right) and RIO Lieutenant Dave squadron and two words to describe
‘Bio’ Baranek next to one of Topgun’s black F-5s (BuNo 160965) after a flight to film scenes for the movie.
the movie in August 1985. Dave ‘Bio’ Baranek
getting started. Other roles went to young

actors or Hollywood veterans as appropriate:
Anthony Edwards, Val Kilmer, Kelly McGillis,
Tom Skerritt, Meg Ryan, and others.
It took roughly two years for the project to
progress through the various preparatory
stages, and then movie people started showing
up at NAS Miramar in San Diego, California, in
the spring of 1985. Home base for the Navy’s
West Coast F-14 community and Topgun itself,
Miramar would be the setting for much of the
movie. Writers and actors attended briefings
(unclassified, of course) and some went for
orientation flights, all part of their usual
preparation for a film. They wanted to get a
sense of the real places and people before
transmuting them for the big screen.
As an instructor at Topgun, I was aware of F-14 manoeuvres behind Clay Lacy’s camera-carrying Learjet during filming of Top Gun.The
these visitors but didn’t think much about author took this photo shortly after the director Tony Scott called “Cut!” Glare on the author’s
them. After all, my days were filled with canopy is a distraction in this very rare photo. Dave ‘Bio’ Baranek
briefing, flying, debriefing, lecturing, the
officers’ club, and the many other elements Heater recently recalled. He told Scott that detail so they could be flown safely and
in the life of a Navy lieutenant. It’s safe to say wouldn’t be appropriate, but they eventually captured on film. Rat then personally briefed
I had no concept where this movie would go, arranged to display several of his images in and led many of the flights. He sometimes
and if I had been forced to guess its impact I prominent backgrounds, such as during the piloted the lead ‘MiG-28’ – a Topgun F-5E or
would’ve been off by a factor of 10. officers club scene in the movie. Typical of F-5F painted a sinister black – and other
the way Scott operated, during their first times flew a camouflaged A-4E Skyhawk as a
Key players meeting he bonded with Heater and knew Topgun instructor. Rat also led the
The credits for Top Gun reveal just how they could work together, so when they detachment to NAS Fallon, as described
many people contributed to the movie. Most needed a skilled photographer to handle a below. An F-14 pilot before his tour as a
of them were Hollywood professionals, but a movie camera in the air, they often went to Topgun instructor, Rat was intimately familiar
sizeable number were Navy personnel. When Heater, putting the pilot in the back seat of an with the Tomcat’s abilities and limitations.
recapping the flying scenes, however, four F-14 to capture realistic action. Hollywood members of this planning team
Naval aviators stand out as key contributors. The original script for Top Gun conveyed included director Scott, aerial co-ordinator
One of them has already been introduced: the essential story but had some gaps and Dick Stevens, and pilot Clay Lacy. Lacy was a
Heater. When the Paramount team came to errors due to the unfamiliarity of the former fighter pilot, air racer, and airline
Miramar, one of the first people they wanted environment. It fell to Topgun’s primary captain who owned a Learjet sales and
to meet was the photographer who had contact for the project, Lieutenant charter business. He equipped several of his
inspired the whole project. At the time he Commander Robert F ‘Rat’ Willard, to fill in aircraft to carry high-quality cameras for air-
was operations officer at Miramar’s F-14 the gaps and smooth other wrinkles. More to-air photography, and had filmed virtually
training squadron, VF-124. important to this story, however, Rat was part all television commercials that showed
Director Tony Scott came into Heater’s of the small team that visualised the aerial airliners in flight, as well as several movies.
office ready to purchase large prints of some scenes essential to the plot. Guided by the He brought vision, ingenuity, and technical
of his photographs – “with wads of cash,” script, this team planned the flying scenes in expertise to the project. ➤

MiG-28 wingman joins up. It was decided to use Topgun squadron Topgun’s black F-5Es escort Clay Lacy’s Lear 25 above the Pacific as
aircraft as the MiGs, and the F-5 Tiger II was chosen because it they proceed to their assigned area on a mission to film scenes for
‘looked more sinister’ than the A-4 Skyhawk. Dave ‘Bio’ Baranek Top Gun. Dave ‘Bio’ Baranek
Returning to Navy personnel, Lieutenant flying scenes was Lieutenant Commander squadron, the skipper told Bozo to fly the
John H ‘Smegs’ Semcken was a former F-14 Lloyd ‘Bozo’ Abel. Bozo truly fell into his role. mission. Details of the flight will follow below,
pilot who was leaving the Navy. His final There had been some manoeuvring among but – as happened with Heater – Bozo clicked
assignment was the NAS Miramar public squadrons to fly in the movie, and ultimately with Tony Scott, who insisted he continue as
affairs office, just in time to support Top Gun. VF-51 was selected. When the filming F-14 lead.
Smegs spent many long hours assisting with schedule was announced, it allowed time for In addition to being the primary F-14 pilot
the production of Top Gun, doing whatever it VF-51 to participate in a Red Flag exercise for filming at Miramar, Bozo also led the VF-51
took. With his Tomcat background and close and support the movie when they returned. detachment to support filming at NAS Fallon.
association with the film crew, he helped Most of the squadron headed off to Nellis As F-14 Aerial Coordinator, Bozo gave the lead
translate the story line into executable flying AFB, but Bozo was a few months from to pilot Lieutenant Ben ‘Benwa’ Schneider
sequences, even if they weren’t exactly rotating out of the squadron so he was left when he had to assist from the ground.
realistic. For example, Smegs said: “In behind to supervise the small cadre of Bozo’s involvement proved fortuitous, as
planning the flying scenes we stressed the personnel who did not go to Red Flag. On can be clearly seen. Bozo says that: “Rat and I
things that the F-14 did well, such as vertical June 25, 1985, Paramount decided it wanted went after this as a training exercise. You
pitch, even though you would never do that in to shoot the first F-14 flying scene: Maverick protect yourself in air combat training by
a fight” – referring to the pitch pulse where buzzing the tower at Miramar. Smegs called following the training rules (such as no head-
Maverick forces an overshoot by Jester in an VF-51 and was put through to Bozo. This was on pass with less than 500 feet lateral
A-4. “The F-14 would be betting it all on his a month ahead of the plan, so Bozo called his separation) and flying what you plan. This
ability to get the subsequent shot, and that commanding officer at Nellis, who said he paid big dividends: we never scared
there were no other bandits in the area.” could not send anyone back that day. When ourselves or broke anything, and we got the
Finally, the lead F-14 pilot for most of the Smegs said he would simply ask another job done.” Indeed. Let’s go the video!
In the hold short at NAS Miramar, this F-14 waits for takeoff.The names on the canopy rail are characters from the movie, and aircrew helmets
bear gaudy paint schemes instead of the always-classy designs used by real Navy squadrons. Dave ‘Bio’ Baranek
The TomcaT on screen
The following notes describe filming the F-14
scenes in Top Gun. Timing is the
approximate start time of the scene, based on
the Collector’s Edition DVD.
Aircraft carrier flight operations

(opening scenes and 1h 28m)
Filmed during routine training operations
by Carrier Air Wing 11 aboard USS
Enterprise. The Paramount crew
helicoptered out to the ship, operating about
100 miles off the Southern California coast,
August 3-7, 1985. The F-14 squadrons were
VF-114 and VF-213, and several aircraft have
the fictional tail insignia of the squadrons
identified in the movie, VF-1 and VF-213. No
actors actually flew sorties from the carrier.
The dramatic lighting and camera work and
intense music capture the drama and
excitement known to those who work the
flight deck. Bozo flew out to Enterprise on
August 3, and captured fantastic footage of a
trap and cat shot using one of the camera-
pods mounted on the F-14 exterior by a
resourceful Grumman technician. His aircraft
was bureau number 160665, and his RIO was With the F-5 cast as a MiG, the A-4 Skyhawk represented Topgun’s adversary aircraft when the
Lieutenant Chuck ‘Silver’ Lewis. script called for Topgun class flying. George Hall/Check Six
First intercept of the MiG-28

(start time 4m 50s)
These scenes were filmed over the Pacific
Ocean, in the W-291 warning area where
Miramar aircraft regularly trained. The shot
of the F-14 slowly easing past the camera was
taken from the Learjet, and was well-received
when Rat, Tony Scott, and others viewed the
quickly-processed ‘dailies’ in the evening
after filming.
I flew in a two-seat F-5F... excuse me, MiG-
28, to film head-on passes, when the Tomcats
encounter the MiGs. Although the flying
wasn’t as dynamic as realistic air combat
training, it was exciting as the F-14 and MiG-
28 formations had to pass with less than our
normal 500-foot separation to look good on
the screen. Footage came from three sources:
the Learjet, the F-14 camera pods, and a hand-
held camera in Bozo’s rear cockpit. August 1985: Photo taken on RTB from a Topgun class flight over Southern California. One of the
In this part of the movie we see actors F-14s is still wearing fictional tail markings applied for the filming of Top Gun. Dave ‘Bio’ Baranek
apparently sitting in cockpits. These close-ups
were shot in a mock-up that Paramount built in close-ups of actors, you will see one of the few and safely using real aircraft, although
a hangar at the Burbank, California airport. flaws I will mention: Paramount shook the several attempts were made. The crew shot
Paramount originally planned to use footage of cockpit simulator too much! It rumbles like a each aircraft separately and the film was
the actors actually flying in the rear cockpit of car driving along a bumpy road, which is not combined in processing.
an F-14. Most of those who played Tomcat how an F-14 flies. Trust me.
crews were taken for flights from Miramar, Regarding the symbology on the head up Cougar’s return to the aircraft carrier
with an in-cockpit camera filming them, often display (HUD) and tactical information (start time: 11m)
with MiG-28s or A-4s swirling around behind display (TID), the Paramount team did a nice Filmed during the August detachment
their aircraft. Unfortunately they were too job of simulating what aircrews saw. The aboard Enterprise, the scene of an F-14 pilot
‘uncomfortable’ for any of this footage to be HUD has about the right amount of in distress was filmed several times and from
used; all but Anthony Edwards reportedly lost information for an F-14A display, although the different angles: cameras on deck, the
their lunch. I actually saw this footage during a appearance is different. The radar target camera pods, and a hand-held in Bozo’s rear
trip to Paramount to help write dialogue and display was generated on a CRT that a special cockpit. Heater said that after the first few
assemble the flying scenes, and it was hilarious! effects technician purchased at a swap meet. passes, the director asked for “more action,”
Close-up shots of the ‘MiG pilots’ – a Again, it was similar to the type of information so Bozo increased the control inputs as much
Topgun instructor wearing black flight suit on an F-14A TID, although the Tomcat didn’t as he dared. Skillful editing makes it look like
and helmet – were taken by a camera in an F- have range rings as shown in the movie. Cougar lands after his harrowing pass, but in
5. The pilot would’ve been either Rat or Major The segment ends with Maverick and reality the aircraft waved off each pass,
Ray ‘Secks’ Seckinger, USMC, who were the Goose inverted above a MiG-28. This was facilitating multiple takes and doubtless
only Topgun pilots who flew camera-equipped one of the few special effects shots in the reducing the stress-level for the landing
F-5s. If you compare these shots with the movie, as it could not be captured effectively safety officers (LSOs). ➤

Topgun class flights While setting up for a filming pass, the The Paramount group rented a local
(start time: 30m, 50m, 55m, and 1h 15m) camera crew had difficulty spotting the grey motel, with Scott in a suite that he converted
Scenes of F-14s dogfighting in the Topgun F-14 against the mountainous background. into a squadron-style briefing room, with a
class were filmed during a detachment to Over the radio, Rat asked the pilot to blip the whiteboard on the wall and the essential
NAS Fallon, Nevada, August 15-26, 1986. The fuel dump switch and make a mini-cloud. The airplane models on sticks. Rat and Bozo led
Topgun class did not train at Fallon at the resulting effect of the atomised fuel swirling flight briefs in the suite, and despite the
time, but our normal overland ranges, near in the Tomcat’s vortices looked so good that unofficial atmosphere, the professionalism
Yuma and China Lake, were not available for this technique was used several times in the remained. Paramount wanted the best shots
filming. Led by Rat, Topgun sent A-4s to finished film. it could get, the aircrews wanted to make the
represent its own aircraft as well as black F- The close-ups of any actors, whether they Navy look as good as possible, and no one
5s. (In the film, the MiG encounters took were portraying Topgun students or wanted to crash a jet or get killed.
place over the ocean, but you can see land in instructors, were filmed in the cockpit The external camera pods on the F-14 also
some shots.) VF-51 sent several aircraft and mockup in Burbank. provided excellent footage. The Navy
crews, led by Bozo. Clay Lacy also flew his Bozo recalls that co-ordination between recruited Air Force camera technicians to
Learjet. But many of the scenes came from a the aircraft and the camera station was operate the hand-held camera from Bozo’s
camera station atop a small mountain, which crucial, and effective communication was rear cockpit, however, because Heater
allowed eye-level shots of the aircraft as they essential. “We had to give the ground radio to couldn’t get away from his duties at VF-124.
flew through the adjoining canyons. The Rat or Smegs, pilots who knew how to use it.
result was some very dramatic footage and We gave it to Tony at first, but he was giving Miramar tower fly-by
exciting flying for the aircrews. too much direction and clobbering the radio.” (start time: 33m)
As mentioned, this was the first F-14
footage shot for Top Gun, and it represents a
Director Tony Scott (second from fantasy of many aviators: making a low pass
right) and film crew on the by your home-field control tower. Although
Miramar flight line working on Top VF-51 was focused on its Red Flag
Gun. The FOD hazard is obvious. detachment, the squadron had already
The crew quickly learned to applied the fictional tail insignia to one
respect the aviators and aircraft. aircraft for the movie. Smegs coordinated
Paramount Pictures Corp with Miramar flight ops personnel for the
unusual flight and received approval from the
FAA, who warned that the aircraft had to stay
in the Miramar airport traffic area, which
stops abruptly just south of the main runways
to avoid conflict with a civilian airport. Bozo
and his RIO, Mark ‘Slick’ Schlichter, planned
accordingly and manned their jet. On the
takeoff roll, however, that aircraft suffered a
FOD on one engine and the aircraft was
down. The crew quickly manned a spare,
bureau number 160665, and this one
performed as required.
Scott envisioned a supersonic pass to
make the point about Maverick’s
recklessness, but Bozo knew this would be
unwise for many reasons. He also knew that a
jet at low altitude would look plenty fast at a
moderate airspeed, so he kept the speed
around 300 knots indicated. Manually
sweeping the wings back to 68 degrees
added to the illusion of speed, although it
meant that Bozo would be in buffet – an
aerodynamic warning of approaching a stall –
as he made the turn to remain within the
airfield boundary to the south.
Balancing their kid-in-a-candy-store
opportunity with the desire not to mess up,
Bozo and Slick made several passes, crossing
the airfield around 100 feet above ground
level (AGL) or less. Remember, this was their
first experience of flying for the cameras and
they had relatively little time to mentally
prepare for this unusual mission. It was going
well; Scott was getting the film he needed, but
wanted more passes so he could choose the
best. Then the phone calls started. Civilians in
communities near Miramar called the base
and local news media asking about a ‘berserk
F-14 pilot’. When the word got to Smegs, who
was with the film crew as usual, he called
knock it off. Scott wanted to film the F-14
performing a roll after the flyby, but that was
only simulated in the cockpit mock-up.
August 1985: One of the F-
14s is still wearing fictional
tail markings applied for
the filming of Top Gun.
Photo taken on RTB from
an actual Topgun class
flight over Southern
California, when some
instructors in F-5s joined
up. Dave ‘Bio’ Baranek
F-14s on the flight line 213, VF-114, and either VF-51 or VF-111.
(start time: 55m, 1h 04m, and 1h 15m) Here’s where Heater came back into the
In these segments, actors walk in front picture, as he was an approved missilex
of a line-up of VF-1 Tomcats, a group of VF- observer and was also Tony Scott’s preferred
213 Tomcats taxis out for takeoff, and Tom aerial camera operator. Veteran of hundreds
Cruise climbs into a cockpit on the VF-1 line. of carrier landings and Topgun dogfights,
Though the scenes were not remarkable they Heater had a new challenge as he flew in an
highlight an interesting point: Rat and Bozo F-14 backseat to film these missile launches.
kept track of Navy personnel, time, “I don’t know if it was aircraft motion or
equipment, and supplies used to support the the cockpit air conditioning, but something Lieutenant Commander Lloyd ‘Bozo’ Abel
movie, and included it in the Navy’s bill to made the film break,” he recently recalled. “I briefing a flight to film scenes for Top Gun.
Paramount. A year after filming was filmed a few seconds, the film broke. I Bozo was the lead F-14 pilot for most of the
complete, and after the movie was a success, opened the camera, peeled off some tape, flying scenes and one of the key people in
the Navy Inspector General audited Rat’s and spliced it back together. Then I shot making those scenes among the best ever
records. He received a thumbs up. again until it broke.” filmed. Jim Farmer collection
But his trials were for a good cause, as
Climactic engagement director of photography Jeffrey Kimball told
(start time: 1h 28m) Heater that every frame he shot was usable. RefeRences and
The final sequence includes carrier To obtain footage of the cannon firing, an fuRtheR Reading
operations, MiG-intercept, close pass, and a F-14 was taken to the ‘gun butts’ at Miramar,
dogfight, and uses many techniques already the long building where aircraft guns were Material for this article came from the
addressed, but includes a few new segments fired, and put on jacks to satisfy gun firing author’s own experiences and
and one memorable scene that highlights criteria. The cameras rolled as the trigger recollections, as well as interviews with
why Bozo’s participation was fortuitous. was pulled. several key participants quoted in the
Watching the segment again prompts one One of the most memorable scenes of the article.The primary additional source
more criticism of the movie: the actors repeat entire movie was Maverick’s roll, immediately was an article by aviation film historian
almost every radio call. “Wood’s been hit! off the cat when he launched into the fray – Jim Farmer,The Making of Top Gun, in
Wood’s been hit!” As a fighter pilot or RIO, or and of course it wasn’t Mav, it was Bozo. The Air Classics magazine,Vol. 22, No. 7,
WSO today, you become adept at listening to filming operation was scheduled, and Bozo July 1986. Any errors are, however, the
two radios and an intercom (ICS), and you was given an ‘overhead time’ at the carrier, author’s responsibility. Readers who
understand what is said the first time, almost when he would have a few minutes to get the would like to learn more about
every time. Enough about that, let’s get back shot during Enterprise’s busy training operating the F-14 Tomcat, going
to the movie. schedule. The day before his overhead, Bozo through the Topgun class as a student,
When a MiG-28 pops off a missile and made a practice flight to San Clemente Island, and becoming a Topgun instructor are
shoots down Hollywood, he not only commits a common training site off the California referred to the author’s book,Topgun
a hostile act, he destroys an incredibly coast. He found a remote part of the island Days: Dogfighting, Cheating Death,
detailed six-foot long model of an F-14! See and selected a distinctive outcropping to and Hollywood Glory as One of
sidebar for more details on how models were serve as a mock carrier. With the camera pod America’s Best Fighter Jocks (Skyhorse
used in Top Gun. rolling, he flew over the rocks and started a Publishers, New York, 2010).The book
Speaking of missile shots, the footage of climb, as if coming off the catapult, then also addresses the author’s
F-14s launching missiles shows several F-14 performed a roll. He made several passes involvement in Top Gun, flying in the
squadrons launching missiles on aircrew above the substitute flattop and then returned MiG-28 and working on dialogue for
training flights. Squadrons filmed were VF- to Miramar. ➤ the flying scenes.

Bozo was scheduled for a 1pm overhead
at Enterprise, which meant he would launch
from Miramar a little after noon. Heater
would be in his back seat. The previous day’s
test session was on Bozo’s mind as they
briefed the flight, but the film wasn’t ready.
They waited, and then it was time to get into
their flight gear. Still no film. Bozo and
Heater walked out of the squadron and were
pre-flighting their Tomcat when a van drove
out on the flight line. The Paramount crew
had just obtained the film and raced to show
him; luckily flight line security realised how
important it was, so a chief petty officer
climbed in and guided them to the aircraft.
Bozo reviewed the film from the practice
flight and saw something disturbing: his
target was in frame at the start of the
manoeuvre, but when the F-14 rolled it
moved out of frame, and then returned when the scene closely, you can see the rudders As you would expect, the movie production
he completed the roll. This was moving as the Tomcat rolls – Bozo’s solution people had some colourful ideas about the plot
unsatisfactory, and occupied his thoughts as to counter the yaw. It worked. line and what they wanted to film to entertain
he exited the van and manned up. Said Bozo: “This is a personal an audience. The Navy personnel who advised
Bozo explains: “The F-14 used spoilers on accomplishment I am proud of, a problem and assisted them, however, insisted that the
the wings as the primary control to make the that I solved myself.” The results are obvious. flying scenes would not only be safe to film,
aircraft roll. These caused adverse yaw. We The carrier remains in the picture for the but would also reflect real professionalism.
learned this in training but I didn’t think entire roll, to provide a dramatic and Bozo offered this observation that summed it
much about it until I saw that test film. The memorable few seconds of film. up: “Tony Scott quickly learned to respect the
whole flight out to the ship I thought about aviators and the aircraft.” The exciting and
how to solve this problem and keep the THE END successful result proves that a real star like
carrier in frame during the roll.” The credits that roll at the end of the movie the mighty Tomcat will shine through. ■
They checked in with Enterprise list many more Navy personnel than have Words: Dave ‘Bio’ Baranek
controllers, waited for their overhead time, been mentioned in this article, each of whom
and worked the pattern. To get more takes contributed to making Top Gun the success it Tom Cruise, as ‘Maverick’, sits in the cockpit
on film and increase the safety margin, they became. Additional credit must be given to the as actual VF-1 aircrews man-up. Skilful film
did not make catapult launches before the Paramount team, who sought input from Navy editing made it look like the actors were in
rolls, but rather made a low flyby over the personnel and accepted what was given. I the middle of the flying, but the reality was
ship, then pulled up and rolled. If you watch often remind people: “It’s not a documentary.” otherwise. Paramount Pictures Corp
othEr top guN MachiNEs
The F-14 is fully covered elsewhere in this
magazine. What follows are brief
descriptions of the other aircraft and
machines used in Top Gun.
McdoNNEll-douglas
a-4E skyhawk
First flown in 1954, the A-4 was a versatile
and long-lived jet that served the US Navy,
US Marine Corps, and half a dozen other
countries. Although designed as a light
bomber, it had excellent manoeuvrability
and became a valuable adversary
aircraft used to train fighter crews. A small
aircraft, its length was just over 40 feet,
and typical takeoff weight was around
18,000 pounds. Maximum speed was 580
knots, and service ceiling was 42,000 feet.
In the movie Top Gun, the A-4 was the
aircraft flown by instructors against
students in the Topgun class.These were Both the US Navy and Marine Corps operated the Northrop F-5E, single-seat, and F-5F Tiger II
Navy Fighter Weapons School (NFWS) two-seater in the adversary role at Topgun. Here a US Marine Corps F-5E is joined by an F-14.
aircraft and pilots. Northrop Grumman
Northrop F-5E aNd F-5FtigEr ii

Evolved from Northrop’s original
lightweight fighter.The F-5E and F-5F
(single-seat and two-seat versions,
respectively) had larger engines, wing
leading edge flaps, and extensions at the
wing roots, all of which improved
manoeuvrability compared to earlier
versions.The Tiger II was used as a fighter
by more than 30 foreign forces, while the
US Navy, Marine Corps, and Air Force used
them as adversaries. As flown by Topgun,
the F-5E had a length of 47ft 5in, and
typical takeoff weight of 16,000 pounds.
Maximum speed was 920 knots, service
ceiling 52,000 feet. In reality, NFWS F-5s
wore a variety of camouflage paint
schemes and were used as adversaries –
like the A-4. Early in planning for the movie,
the requirement for an enemy aircraft was
Lear 25 N564CL of Clay Lacy Aviation seen after the film was made. Andrew W Sieber discussed. For practical reasons it was
decided to use an NFWS aircraft, and the
F-5 was assessed as ‘more sinister’ than the
A-4 so it was chosen.Thus, three F-5Es and
one F-5F were painted black, with markings
of a red star in a yellow circle.These were
referred to as ‘MiG-28s’, a fictional type.The
fictional designation and markings were
chosen to prevent comparison with an
actual aircraft or air force.These were
NFWS aircraft, pilots, and RIOs.
One of the periscope lenses of the

An aerial view of the USS Enterprise (CVN 65) pictured under way in San Diego Bay upon returning Astrovision system fitted to Clay Lacy
from a short cruise off California on January 25, 1984. National Museum of Naval Aviation Aviation’s Lear 25. Clay Lacy Aviation
The United States Navy Fighter Weapons School,Topgun, is now known as
the United States Navy Strike Fighter Tactics Instructor programme and is
based at NAS Fallon as part of the Naval Strike and Air Warfare Center.
The McDonnell Douglas A-4 Skyhawk is still part of the equipment, here
two A-4Fs of VFC-13 taxy out at NAS Fallon in 1993. US Navy
lEArjEt 25 photography that met the high USS EntErpriSE (CVn-65)

A popular business jet, the actual standards of major motion pictures. Location for the aircraft carrier flight deck
aircraft used to film Top Gun, was (Google Nettman for a fascinating scenes. Enterprise was operating off the
registration number N564CL. It was mini-history of motion picture aerial California coast.
equipped with four camera locations: photography.) A monitor and remote
periscopes on top and bottom of the control in the passenger cabin allowed AirCrAft modElS
fuselage, forward-looking camera in the camera operator to adjust the There had been consideration of filming
the nose, and a large glass panel on cameras to follow the action, although highly detailed radio-controlled models
the right side of the fuselage. there were limits to the field of view. for some of the flying scenes in Top Gun,
Specifications on Lacy’s corporate Another monitor in the cockpit allowed as was done for other movies. Expert
website include a maximum speed of Lacy to act as ‘pilot-director’, to borrow aircraft modeller Larry Wolfe coordinated
510 knots and maximum altitude of his term. model construction.The F-14 was 1/10th
45,000 feet. actual size (roughly six feet long), while
USS rAngEr (CV-61) the F-5/MiG-28 was 1/13.5th actual size
AStroViSion Location for aircraft carrier interior (three-and-a-half feet in length).The
The upper and lower periscope cameras scenes, such as the combat information models were finished to extreme detail by
in Lacy’s Lear were known as the center and ready room where fliers special effects company USFX, only to be
‘Astrovision’ system.The rig was developed briefed before intercepting the Mig-28s. filled with explosives and blown up for
by Bob Nettman, who had made a career Ranger was pierside at NAS North Island scenes of missile impacts. Ultimately, the
developing systems for aerial in San Diego. models were not flown for the movie. ■
The carrier USS Ranger (CV 61) steams past

Point Loma en route into the Pacific Ocean
for training exercises on July 27,1990.
National Museum of Naval Aviation

Tomcat tails Three stories from the hot seat
This section of the magazine is in three parts. The first two are the true stories of two aircrews’
experiences of ejecting from the mighty Tomcat. Both Dave ‘Bio’ Baranek and John Ziegler used the
Martin Baker GRU-7(A) ejection seat fitted to the F-14A to save their lives under ver y different and
dangerous circumstances. Both have written ver y accurate and honest accounts of what it was like
to ride the rocket seat. In contrast to these, and with reference to the earlier articles about the
NASA Tomcat research programme and motion picture Top Gun, David G Powers examines the
ejection scene from the movie, and asks how well this stands up to examination in real life.
Rocket RideR: SuRviving the

ejection iS juSt the StaRt
“How old am I?” Six? No, older. Everything is
black and I’m confused. Come on, brain, catch
up. Fractions of a second later I hear a sound like
rushing wind and see an image of an instrument
panel – a sketchy image as in a dream.
Suddenly I’ve got it! The last thing I
remember was flying in an F-14 Tomcat
fighter, then things went bad and I pulled the
ejection handle.
A second later my eyes open. I see the
grey hull of an aircraft carrier about a
hundred feet away, and look down just in
time to splash into the ocean. At least the
water is warm. How the hell did I get here?
At the time of my ejection, I was a few Sleek and fast. An F-14 Tomcat from the Fighting Renegades soars above the Indian Ocean
months past my 23rd birthday. My goal of with a load of Sparrow and Sidewinder missiles. Dave Baranek
flying jet fighters had started when I was
about 10 and never went away. I wanted to be My first squadron was the Fighting Danger? Yes, we all knew there was danger.
a fighter pilot, but when my eyesight went Renegades, officially known as Fighter Every aircraft mishap – they were never called
bad in college I had to modify my plans, and Squadron 24. We had 12 F-14s assigned, and crashes – was analysed and categorised. The
ultimately became a radar intercept officer shortly after I joined them we departed on a reports included a detailed narration and lessons,
(RIO) – the back-seater in the Navy’s F-14 7½ month deployment aboard the plus a box score of equipment and personnel,
Tomcat. Following graduation from college, I supercarrier USS Constellation. I soon damaged or destroyed. But I was new, a ‘nugget’
earned my wings of gold after a year of felt comfortable in this world of power in naval aviation terms, young and bulletproof.
training in Pensacola. and speed. The guys who had been here before said that in
those days, one person usually died on each
deployment. And this was peacetime. At
midnight in the wardroom, over pizza and ‘bug
juice’, we sometimes talked of recent mishaps in
our squadron or others. A few of them fatal. Sad,
but that won’t happen to me, I thought.
Two months into that deployment, I sat one
afternoon in our squadron ready room and
briefed for a routine flight with our squadron
commanding officer, Commander Bill Switzer.
After the brief we put on our G-suits and
survival equipment and stopped at
Maintenance Control, where Renegade 205
was assigned to us for this flight. We then
climbed one set of steps and stood on Connie’s
4½-acre flight deck, which was quiet for now.
It was warm and breezy as the ship cruised
near the middle of the Indian Ocean. We
preflighted the jet and strapped in, the
Searching for Valhalla? In one of the last photographs of the F-14 Tomcat known as Renegade commotion and din swelling as aircraft started
205, taken days before it was lost, it cuts through misty clouds above the Indian Ocean. engines. We launched off the catapult at 3pm
Dave Baranek and expected to be back in time for dinner.
How Could THis Happen?
In the hours and days that followed our
ejection, Commander Switzer and I
learned what caused the mishap.
There are four identical arresting
wires on the flight deck, and a landing
aircraft can catch any one of them to
make a safe landing. Since aircraft
weights vary considerably, the shock-
absorbing machinery at each end of a
wire – the valves and hydraulics that
bleed away the energy of a speeding
jet plane at a dramatic but measured
rate – must be set to the weight of the
incoming aircraft. Personnel in the
control tower and on the flight deck
report aircraft type to the arresting
Low holding.This F-14 is in low gear crew, who then set the valves.
holding, watching ops on the In our case, the crewman assigned
carrier flight deck below to to set the valves on the number four wire
determine when it should descend
was new to the job, not fully qualified.
for a landing. Dave Baranek
When the crews for the other three wires
reported they had set their valves, he
made the same report but hadn’t
actually set anything.We happened to
It was yet another perfect tropical day There was some resistance slowing us down, catch the number four wire, and it was
with a few small clouds. Repetitious and but nowhere near enough to bring Renegade left at its previous setting of 14,000
remarkably beautiful. 205 to a stop. In a normal trap, the arresting pounds, far short of what was required
Another Tomcat was our wingman for this wire plays out like a fishing line under tension, to catch our 52,000-pound Tomcat. By
flight, which was a series of radar intercepts and the rollout of several hundred feet of cable the time his supervisor noticed the
against two A-7 Corsairs. For each run our F- takes about two seconds. For those seconds my mistake it was too late, and all of the
14s started about 30 miles from the A-7s, brain was registering that this could still be a sailors in the area were lucky to escape
completed an intercept to practice using our minor oddity and there was still a chance we without serious injury when the
radars, and made a few dogfighting turns would come to a stop. But we continued rolling equipment came apart.
before breaking off to return to our stations and toward the end of the flight deck, travelling There was a backup system using
do it again. A-7s were tactical fighter-bombers about 50 knots – too fast to stop, too slow to fly. repeater gauges, but the gauges for
and their pilots always enjoyed mixing it up. Skipper Switzer called, “Eject! Eject!” His the number four wire had not worked
Two hours after launch we were in low voice had taken on a new urgency. His hand in some time.The whole system relied
holding, orbiting 2000 feet above the carrier was on the stick, still trying to fly, so it was on the voice report from the arresting
watching the next event launch. As the last up to me to eject both of us. I reacted on his gear room.
aircraft was set up on the catapult, Skipper first syllable, yanking the yellow-and-black Fortunately the arresting cable broke
Switzer used the well-defined procedures to striped ejection handle. free at both ends at the same moment,
descend from holding and get us into My Martin-Baker GRU-7A ejection seat preventing a gigantic whiplash that
position to land. In these last few moments of was in charge now, and it started running would have caused havoc on the flight
the flight we went from 225 knots (about through its programming while explosive deck.The Tomcat dragged the spent
250mph) to more than 500 knots, and finally cord destroyed the powerful latches securing cable down the deck and harmlessly
slowed to 134 knots as we approached the the canopy to the aircraft. A fast heartbeat over the carrier’s side into the ocean. Of
carrier deck. I had done this 78 times in the later the Plexiglas canopy flew free. course there was an investigation of
preceding eight months and I was pretty Then the rocket in my seat fired. I our mishap, with conclusions fed back
comfortable as I got ready for another instantaneously experienced an acceleration into the live-and-learn system of naval
routine landing. I noticed the time was force of about 20G – outside the aviation operations.
5.15pm and just before we slammed onto the recommended operating range of the human
flight deck, I thought about having a slider brain – and blacked out for a few seconds.
for dinner. My next conscious thought was
My next conscious thought, a fraction of a profoundly confused, wondering how old I
second later, was that something was wrong. was. My brain was rebooting, and this
I should have been thrown forward into my seemed to be a crucial index, the progress
shoulder straps by the sudden deceleration, bar of my consciousness being reassembled.
but instead I was sitting upright. This was no In a few more fractions of a second I was
longer a routine flight. back in real time, flying through the air.
Anyone who’s been involved in a fender Observers watching from the flight deck
bender has experienced time dilation, and saw Renegade 205 disappear over the edge of
that’s what happened to me. I heard the the deck and then me, an instant later, ride my
rumble of the deck plates beneath our wheels seat to roughly the height of the tailfins of
as we rolled through the landing area, and a planes parked along the flight deck. This meant
second of silence passed while Skipper I started descending, unconscious and with an
Switzer and I processed the situation. My unopened parachute, from about 16 feet above
hands went instinctively to the lower ejection the steel surface. I owe my life to the fact that
handle mounted on the front of my seat, and I our jet tilted to the left as it slipped over the RIO’s roost.The F-14’s bubble canopy
knew that if I pulled that handle our seats edge, otherwise I would have free-fallen to the provided a panoramic view for both pilot
would rocket us out of the plane. So I paused. deck rather than splashing into the ocean. ➤ and RIO. Dave Baranek

The ejection seat sensed it was at low I splashed into the water and had been 20 knots. My gaze ran up the huge, curved
altitude and went through its sequence submerged for only a fraction of a second slabs of Connie’s grey hull and I saw dozens
quickly. It severed the straps that held me in when a device activated by salt water fired of people looking down at me from the
place, and I felt myself being separated from and inflated my life vest. I bobbed to the edge of the flight deck, six storeys above.
the seat cushions. At the same instant, my surface aware and alert. With my head I could see their helmeted heads and
parachute deployed and blossomed, and I felt above water, I unclipped my oxygen mask. goggled faces and I gave them a thumbs-up
a jerk as the nylon lines and harness attaching The time dilation effect had passed, and to make clear I was feeling good under
me to the chute took tension. I opened my thoughts and sensations came through in the circumstances.
eyes just in time to splash into the water. real time. Time in the water at this point, less than
To prevent pilot-RIO collisions during I was bobbing in the Indian Ocean. It was 20 seconds.
ejection, the rocket in the pilot’s seat fired daytime. The water was warm. I had landed My primary task now was to detach
four-tenths of a second after the RIO’s. The just a few feet from the nose of Renegade myself from my parachute. A parachute does
Tomcat had tilted more left-wing-down, so 205, which I was amazed to discover was also not float on the surface, but instead fills with
Commander Switzer was rocketed almost floating. This strange view of a Tomcat is water and sinks. An aviator could soon find
horizontally. Observers said he skipped seared into my memory. The things you see himself attached to a bag of water weighing
several times across the surface of the ocean when you don’t have a camera... thousands of pounds that will drag him under
as he was flung away from the carrier, giving A few feet beyond 205, just a hundred despite the best flotation vest. This wasn’t
a new meaning to the term ‘Skipper’. feet from me, Constellation skimmed past at theory, it actually happened.
An SH-3 Sea King helicopter

hovers above the ocean
surface.These aircraft performed
anti-submarine warfare, anti-
surface warfare, and utility
missions in addition to their
aircrew rescue duties. US Navy
I flung off my wet gloves and released the
fittings of my parachute harness, only to
discover I was surrounded by my parachute
and its tough nylon lines. Moving in the
water only entangled me more. Not a
problem, the Navy had trained us for this.
Bobbing on the swells and troughs spawned
by the carrier, I paddled backwards away
from the chute. After only a few strokes, I
could tell this procedure wasn’t working like
it had in the training pool in Pensacola. I was
only getting more tangled up.
In a pocket on the right front of my
survival-gear vest I had a razor-sharp folding
knife, standard issue for cutting through
parachute lines. We had been warned to cut
lines only as a last resort, with the
admonition, ‘Cut one line, and it becomes
two’, which seemed remarkably sensible in
training. But the school solution wasn’t
working, and I decided I had to cut my way
out of those lines – to ‘John Wayne it’.
I retrieved the orange-handled knife, only A heartbeat before the ejection. In this photo taken by a crewman, Renegade 205 is at the end
to find it duck-taped closed. There had been a of the flight deck, about to go over. Note the arrester cable trailing behind the aircraft. US Navy
problem with the blades opening
inadvertently, so the survival equipment rescue crewmen to do their jobs. They pulled A thorough physical showed that I suffered
riggers made them safe. I smiled as I used me into the helo. no injuries, and I was cleared to fly a few days
my thumbnail to find the end of the tape. Safely inside the copter’s cabin, I had my later. My first flight after the ejection was
Eventually I peeled it off and opened the first opportunity to assess the situation. I was with Larry ‘Magic’ Morris, a legend in the
blade, then scooped together a bundle calm, having focused almost all of my Tomcat community. As we were preflighting
of parachute lines with my left hand and attention on solving small problems. I went the jet he looked at me and said: “Now Bio,
sliced through it with my right. The lines cut down a quick checklist of body parts and we probably won’t have to eject on this
away cleanly. realised how fortunate I was not to have any flight.” He was right. ■ Dave ‘Bio’ Baranek
Time in the water, about a minute. injuries or even discomfort. My equipment
Although I was still entangled in half the worked, and through training I was prepared
lines, I felt a surge of relief as I was buffeted every step of the way. For more inFormation
by the rotor wash from the SH-3 Sea King I was shaking the rescue crewman’s hand
rescue helicopter overhead. The plane guard! when he answered an intercom call from the Readers who would like to learn more
Rules required that a helicopter fly in close helo pilot. The news was they’d lost visual about operating the F-14 Tomcat are
proximity to the carrier during all takeoffs contact on my pilot. It was a jolt and my first referred to the author’s book,Topgun
and landings, and the chop of its rotors was thought was I waited too long to eject, that Days: Dogfighting, Cheating Death, and
welcome. Helo pilot Lieutenant Commander Skipper Switzer had paid for my mistake with Hollywood Glory as One of America’s
Sam Taylor had been watching as 205 went his life. The anxious moments before the Best Fighter Jocks (Skyhorse Publishers,
over the side and was in the perfect position rescue crew spotted the skipper seemed like New York, 2010). On a personal note, I
to get to me immediately. an hour to me. While the crew had been would like to add that I rank this book
I looked up to see a rescue crewman’s face concentrating on getting me out of the water, alongside Robert Prest’s Phantom Pilot
looking down from the open side door, less Commander Switzer had drifted in the ocean. and Adolf Galland’s First and the Last
than 50 feet above me. Happy to be alive, I But as we approached him, I looked out from as a memoir of what it is like to fly
gave him a big thumbs-up and a grin, but was the open door and saw him calmly floating, combat aircraft. Editor.
startled to see the helicopter bank and fly his parachute bundled beside him in a
away. I had forgotten about Commander comically small pile. It hadn’t deployed, just
Switzer, my pilot! But after assessing his spilled open on impact. The skipper had
situation the helo crew quickly returned to me. come down the hard way and it was clear he
This time they lowered a rescue sling on a was feeling under the weather.
cable and dragged it toward me. I thought This time the helicopter lowered a
again about those aviators dragged down by swimmer into the water to assist. He checked
their chutes, and decided I didn’t want to the skipper for injuries that might require the
become another depressing case study. I more formidable body rig the Sea King
wanted to be attached to that helicopter, so I carried, and I was relieved to see him
swam toward the sling and grabbed it. It was proceed with the simple sling. They rode up
simple to wrap the sling around me and together on the cable.
fasten it, and this time I gave a thumbs-up When they pulled Commander Switzer
with enthusiasm. into the copter, we shook hands. I shouted
As the crewman slowly raised me, I was over the noise, “Did we do anything wrong?”
still snagged on too many lines. He lowered He slowly shook his head no as he thought
me back into the water and I slashed through back over the last few confusing and
the worst of the tangle. This time when he harrowing minutes.
reeled in the cable, the last few nylon lines He reached up and patted the helicopter Topgun Days by
slipped free of my gear and fell into the sea. pilot on the shoulder, telling him: “Great job. Dave Baranek.
Determined to show that I had paid Thanks!” I would have shouted the same, but Skyhorse Publishers
attention in training, I concentrated on my it seemed redundant. I think they could read
job of hugging the sling and allowed the the gratitude in my face.

The unTimely end of
STarfighTer 213
Relations between the United States and
Libya were tense in the summer of 1986, as I
neared completion of my second cruise on
the USS America (CV-66). I was a Naval
Flight Officer (NFO) on the F-14, although
more specifically I was the Radar Intercept
Officer (RIO). My squadron was Fighter
Squadron 33 (VF-33), the Tarsiers. Our call
sign was Starfighter.
The morning of August 23, 1986, found
my crew in the VF-33 ready room briefing a
two-ship air intercept/air combat ‘Starfighter 203’ joined with a Soviet Bear over the Atlantic.This was the culmination of many
manoeuvring sortie. In addition to the an Alert-5 launch.The Bears made regular transits from Angola to Cuba. National security and
AI/ACM mission, our aircraft, Grumman F- Airwing pride dictated that they did not approach the ship unescorted. John Ziegler
14A Tomcat – Bureau Number 161148,
Modex AB 213 – would require a Post along with external tanks, put us on the afterburner. (Fuel flow: 2000lb/minute!)
Maintenance Check Flight (PMCF) catapult at some 67,000lb. The On the N1 spool aft of stage seven there
principally for a flap/slat rigging procedure launch/rendezvous/tanking evolution was as was a bypass valve designed to open and
done to remedy a need for excess trim advertised and we proceeded uneventfully relieve pressure in order to keep the low
following any reconfiguration. through the first intercept. pressure blades happy and general airflow
The flight would be led by the Carrier The PMCF that we were to do was the where it should be. The Mid Compression
Air Wing 1 (CVW-1) Commander (the CAG) most basic, involving mainly flight control Bypass (MCB) was triggered to open by
and his RIO, the VF-33 maintenance officer. and system functionality checks. One of things like angle of attack (AOA), excess yaw
The plan was to launch, tank and proceed those systems was the Mid Compression and firing the gun. It was this test of the
on station as a section. Once in the working Bypass (MCB) of the Pratt & Whitney TF-30 MCB that would prove to be fateful.
area we would split and gain separation for Turbofans. The TF-30 was a standard dual On our third separation run it was time for
the intercepts. It was on those outbound legs spool axial fan engine with nine low-pressure the MCB check. This was done by the pilot
that my pilot and I would perform the (N1) stages and seven hi-pressure (N2) establishing the airplane in negative 1G flight
requisite PMCF functions. Due to our stages. The intake was a variable geometry as the RIO looked down and aft at the test
location in the Southern Mediterranean affair with ramps and actuators and all the panel for a pair of lights to illuminate
Sea and the ship’s proximity to potential associated problems of anything with a lot of indicating a good check. At 18,000 feet and
hostiles, it was determined that we would moving parts. The exhaust was also a 300 knots with the power set at MIL we
launch with one AIM-54 Phoenix, two AIM-7 variable nozzle to account for the range of verified that each of us was ready. That meant
Sparrows and two AIM-9 Sidewinders. That, thrust from idle through zone five checking that straps were tight and loose
The F-14 would produce

dramatic ‘vapes’ given the right
atmospherics. Todd Williamson
A pair of ‘Starfighters’. A VF-33 ‘Starfighter’ escorts a Turkish F-104 ‘Starfighter’ after a dissimilar
air combat manoeuvring sortie. Both classic fighters demanded a healthy respect from their
crews in the high angle of attack environment. John Ziegler
Power projection means putting a carrier and

her airwing anywhere at any time. Here the USS
America transits the Suez Canal as part of an
Indian Ocean deployment in 1984. US Navy
gear stowed for the pushover to negative G.

As I looked at the test panel I felt the airplane
climb slightly followed by a push. As I got
light in the seat the test panel illuminated and
I called “good check.” Then the fun started.
I anticipated a relaxation of negative G
followed by a return to normal upright flight.
Instead, after a momentary upward nose
movement there was a violent nose-low pitch.
No buffet, no other cues – just an increasing
negative pitch over, like the start of an
outside loop. I instinctively asked: “Have you A career milestone. Commander Rodger Burnett – Commanding Officer of VF-33 – and his RIO
got it?” The response was a less than Lieutenant junior grade John Ziegler recover aboard CV-66 for the pilot’s 1000th arrested
comforting: “I’m locking my harness.” In the landing. A major accomplishment for any tailhook aviator. John Ziegler
time it took to have this two-sentence
conversation the right engine stalled. I could As a quick systems aside, the Tomcat rear
see the reflection of the warning light and cockpit had a complement of basic flight
I antIcIpated a relaxatIon of
hear the aural stall tone. instruments but no engine instruments. The negatIve g followed by a
aircraft had no battery backup. The return to normal uprIght
emergency electrical system required
hydraulic power. There was no cable reversion flIght. Instead,after a
to the flight controls and the emergency flight momentary upward nose
control hydraulics required electrical power. A
failure of both generators and both hydraulic movement there was a
systems made for a bad day! vIolent nose-low pItch
The loss of the right generator caused a
cycling of the electrical system and momentary
loss of cockpit (ISC) communications. By now
we were fully inverted in a random series of
pitch/yaw/roll oscillations. It was beyond
disorientating but clearly indicative of an
inverted departure from controlled flight. The
airspeed dropped to a 0-100 knot cycle. The
altimeter had failed to its pure static mode and
was unwinding like a broken clock. I looked in
to see 17,000 feet, looked out long enough to
confirm no structural damage and looked
back in to see 14,000 feet. We were going
downhill fast, but with no airspeed.
At about this time the left generator came
off-line and all communication was lost for
good. Next, I noticed the lack of cockpit airflow
and realised we were now a glider. That was
A section of Tomcats the first time I suspected that this might not
initiating their ‘Break’ end well. Passing 12,000 feet I placed my hand
to a recovery. on the lower ejection handle and watched the
Todd Williamson altimeter continue its rapid race to sea level. ➤

‘FOX ONE’ – An AIM-7 Sparrow being fired
from a VF-33 Tomcat during a 1984 Missile
Exercise off the coast of Virginia. John Ziegler
I found out in the post-mishap analysis I recall seeing a ring of smoke as the Squadron 123 (VAW-123), they located the
that my pilot was doing everything he could expander tubing did its job and released the debris field immediately. Both the pilot and I
to regain any semblance of control, but with canopy. The seat fired shortly thereafter. The were on our survival radios attempting to
no meaningful flight controls there was not next thing I remember is the jolt of the facilitate the Search And Rescue (SAR) effort.
much hope. opening shock as my parachute deployed. The The pick up by the SH-3H Sea King squadron
At 11,000 feet the nose dropped abruptly actual ejection caused no injury but a bit of (Helicopter Antisubmarine Squadron 11 (HS-
and the airspeed increased to 150 knots. The soreness for a couple of days. I remember 11)) was textbook. We were fortunate that it
pilot and I both thought ‘Recovery?’ and seeing the aircraft canopy tumble through the was daylight and the sea state was benign.
made the simultaneous yet silent decision to air and watching AB 213 hit the water. I Given the benefit of 25 years of hindsight,
stay with the airplane through our briefed remarked to myself “I’m alive” and “boy are we what are the lessons to be learned? Every
out-of-control ejection altitude of 10,000 feet. in trouble”. My biggest concern now was to aircraft including the F-14 comes from the
The glimmer of hope was short-lived. not misjudge my height above the water and manufacturer with a set of limitations and
Through 7000 feet there was another abrupt release my parachute’s riser fittings too early. procedures to placate the certifying or
negative pitch and we had both seen enough. By now our flight lead had come to look operating authority. Those limits are at best a
We each initiated ejection and AB 213 was on for us, and with the aid of the E-2C Hawkeye starting point that continues to evolve as the
its way to an untimely end. from Carrier Airborne Early Warning airframe matures. In the case of the F-14 even
by the mid-1980s the significance of weight
and loadout in a negative G or negative AOA
environment were neither obvious nor well
understood within the community. The
NATOPS manual and PMCF checklist
provided no guidance as to maximum weight
or minimum airspeed to perform the
manoeuvre. The onus for determining those
data points was put squarely on the shoulders
of the guys who flew the Tomcat. As is often
the case, the confluence of operational
realities with routine procedures can put
those crews into a grey area of the envelope.
AB 213 found itself in a region of the
manoeuvrability chart that was vague at best.
Simply put, our ordnance and fuel state made
us too heavy to be doing what we were doing,
A much younger Lieutenant junior and have any margin for safety.
grade John Ziegler shortly after
reporting aboard Fighter Squadron
It is a testament to the Grumman design
33 (VF-33) in 1984. John Ziegler team and the aircrews alike that the F-14
served her 30-year tenure with the impressive
record that she compiled. ■ John Ziegler
EjEct,EjEct,EjEct –thE scEnE
fromthE moviEtop Gun
We are all familiar with the scene from the
movie Top Gun, the one where Maverick and
Goose enter an unrecoverable flat spin and
have to eject. So, how much of that scene is
factually based and how much of it is simply
artistic licence? Well, as it turns out, some of
both, actually.
Let’s set the scene: Mav and Goose are in
one Grumman F-14 Tomcat, while Iceman
and Slider are in another. Both Tomcat crews
are in hot pursuit of Jester, who is flying a
nimble little Douglas A-4 Skyhawk. Ice is in
the lead, but just can’t quite get into position
for a shot on Jester’s Scooter, whereupon he
pulls out of the fight so that Mav can get the
shot. The trouble is that when Ice pulls out,
Mav flies through Ice’s jet wash, which
causes Mav’s Tomcat to suffer a dual engine
flameout. Mav loses control of his bird and
enters a flat spin. After much difficulty,
Goose finally manages to initiate a command
ejection, and both he and Mav depart their
Tomcat. As we all know, Goose impacts the A VF-124 F-14 Tomcat moving fast and pulling hard. At high angles of attack under certain
canopy with fatal results. circumstances it was possible for the F-14 to get away from its crew. Frank B Mormillo
So, what portions of this scenario are at
least somewhat true? As related in the main could produce enough of an adverse yaw to why Goose could reach the handles and Mav
text of this article, the Grumman F-14 Tomcat possibly send the jet out of controlled flight, couldn’t. No mention is made of the lower
has long been known to have tricky handling even into a flat spin. When the other engine handles fitted to each seat.
characteristics at high angle of attack (AOA). flamed out, the aircraft’s hydraulic systems Finally, there is the question of Goose
When operating at high AOA, such as in a would drop off line and render the flight hitting the canopy. During forward flight a
turning dogfight, several factors can result in controls inoperative. Try as he might, Mav jettisoned canopy would move up and aft in
an aviator losing control of the aircraft. It has could not bring his Tomcat back under control. relation to the fuselage, clearing the way for an
also been long understood that at least the Once the Tomcat was in the flat spin, Mav unobstructed ejection. During a flat spin there
earlier model Tomcats had rather finicky and Goose were having trouble reaching the is no forward airflow over the fuselage so the
engines, prone to flameout under certain ejection handles on their seat backs. This is canopy would remain in the vicinity of the
conditions. As a matter of fact, the F-14A fairly accurate as in a flat spin the G forces airframe. Indeed, the later Tomcat’s NATOPS
NATOPS manual specifically mentions jet would be trying to sling the crew out of the manual recommends that in the case of a spin,
wash as a contributory factor in engine front of the fuselage. These ‘eyeballs out’ the aircrew manually jettison the canopy, and
compressor stalls and flameout. Now, let’s forces are rarely felt in flight, and the effect then wait a few turns to ensure the canopy is
assume that while chasing Jester both Tomcats on an aviator’s limbs would make it difficult out of the way. It is conceivable that Goose
were close to their maximum AOA. When Mav to reach the ejection handles. Being closer to could hit the canopy. NASA thought about this
flew through Ice’s jet wash one of Mav’s the centre of rotation, the back-seater would when preparing for the ARI tests, and had
engines flamed out, which is plausible, and feel slightly less force, which would explain Grumman modify NASA 991 with a canopy
that would stay put during an ejection.
The list of artistic licence points appearing
in the scene is quite large, but then again it’s a
movie and not a documentary. The entire
dogfight scene, while exciting to watch was a
bit contrived, and shows all three opponents
within only feet of each other, which is not
really probable. It was more of a darn good
demonstration of some nice, tight formation
flying. The number of rotations Mav
completes during the entire sequence is
sizable and not a very accurate depiction of
out of control flight. When Mav is in the flat
spin Ice radios: “Mayday, mayday... Mav’s in
trouble... he’s in a flat spin... he’s heading out
to sea.” The only trouble here is that a
spinning aircraft tends to go straight down,
so how could Mav be ‘heading out to sea?’
The list goes on.
Hard core, totally objective and
unimaginative reviewers have knocked Top
Gun for being an inaccurate portrayal of the
subject. Yes, they are correct. Accurate or
A superb shot of NASA 991, showing the forward canards in the retracted position, as well as not, Top Gun does portray one thing to a tee,
the modified single seat cockpit and canopy for the spinning trials.The canopy was fixed to namely the supreme confidence and nerve of
prevent exactly the kind of incident as portrayed in the film Top Gun. Note also that unusually the young naval aviator and naval flight
the forward wing glove vanes are extended. National Museum of Naval Aviation officer. Fly Navy! ■ David G Powers

An XAIM-54A Phoenix air-to-air missile
is launched from the Douglas NA-3A
Skywarrior (BuNo 135427), which was
used as a testbed, on September 8,
1966.The extended nose of the NA-
3A houses the AWG-9 radar. US Navy
The
AIM-54 Phoenix
Now that’s what I call a missile
The development of the AIM-54 Phoenix and its associated AN/AWG-9 radar and fire control system
began several years before the F-14 was even conceived. The combination of the long range radar and
massive punch of the just as long ranged missile were one of the factors that made the Tomcat mighty.
W
hy a long ranged air-to-air Soviet made version of a Rolls Royce jet The Missileer
missile? It is difficult to engine, a reverse engineered Rolls Royce In 1957, the US Navy began studies for what it
believe, but the development Derwent in this case, known as the RD-500K. termed a fleet defence fighter to counter the
of the AIM-54, the longest The missile was guided by an inertial threat of a long range air launched missile
range air-to-air missile ever navigation system initially, before switching attack on its ships. The requirement called for
produced, can indirectly thank its development on its own radar for terminal guidance as it a large aircraft, as it had to have a long loiter
to the MiG-15. The highly successful Russian neared the target vessel. With its speed of 0.9 time of over six hours on patrol, and therefore
fighter, which ranks as the most produced jet Mach, range of 56 miles (90km) and 1300lb would require a large internal fuel capacity.
aircraft of all time with over 18,000 built, lent a (600kg) warhead, the KS-1 was a long The new fighter would receive target data
scaled down version of its aerodynamics and ranged, fast and small target to defend from an Airborne Early Warning (AEW)
design to one of the first stand-off anti-shipping against. The warhead could do significant aircraft, then use its own powerful radar to
missiles produced in the Soviet Union, the damage to even such a large ship as an launch its long range missiles before the
Raduga KS-1 Komet. This missile was aircraft carrier. Suddenly, when the KS-1 enemy could launch its own. To meet these
developed in 1947 into two major versions, the entered regiment service in 1956, the Soviet needs, the US Navy selected four solutions.
SSC-2B ‘Samlet’ (S-2 Sopka) was a ground Union’s Naval Air Forces had the ability to The AEW aircraft would be the Grumman
launched version intended for battlefield use. threaten the US Navy’s ships at sea from long W2F (later E-2) Hawkeye, covering a range of
The other version was the air launched KS-1, range. By 1966, a faster, longer ranged 200nm (370km) with its AN/APS-125 radar, a
also known as the KC-1 Kometa or AS-1, and missile, the KS-5 ‘Kelt’, had begun to replace system still in service today. The fighter’s
given the NATO reporting name Kennel. the KS-1 in service. Developments continued, radar would be a new pulse-doppler design
Essentially a scaled down MiG-15 with no and by 1969 Regiment sized raids by Tu-16, from Westinghouse, the AN/APQ-81 with a
cockpit or undercarriage, the KS-1 was to be the new supersonic Tu-22 ‘Blinder’ and its maximum range of 120 miles (193km) and the
launched from under the wings of Tupolev Tu- successor, the advanced Tu-22M ‘Backfire’ ability to track multiple targets while
4 ‘Bulls’, the reverse-engineered version of the with long range, small, high-supersonic scanning. The missile selected was the
Boeing B-29 Superfortress, and later the cruise missiles against the US Fleet had Bendix AAM-N-10 Eagle. This had a range of
Tupolev Tu-16 ‘Badger’ long range jet bomber. become a genuine concern. Something had 160 miles and flew a lofted course after
Like the MiG-15, the missile was powered by a to be done to counter the threat. launch, receiving mid-course correctional
The AIM-54 specIfIcATIon
Contractor: Hughes Aircraft Company
and Raytheon Corporation
Engine: Rocketdyne MK 47 or Aerojet MK
60 single-stage solid-fuelled rocket motor
Length: 13ft (3.96m)
Weight: 1000–1020lb (453 to 462kg)
Diameter: 15in (381mm)
Wing span: 3ft (914mm)
Range: In excess of 100 nautical miles
(115 miles; 185km)
Speed: Mach 5
Guidance system: Semi-active and
active radar homing
The Raduga KS-1 Komet stand off missile, essentially a scaled down MiG-15 fighter with no Warhead weight: 135lb (61kg)
cockpit or undercarriage, seen here under the wing of a Tu-16 ‘Badger’. David Bradbury
A General Dynamics F-111B (BuNo 151974)

approaching the aircraft carrier USS Coral
Sea (CVA-43) in July 1968. It was the only F-
111B to perform carrier operations after
completing arrestor proving tests at the
A YAIM-54A Phoenix missile pictured before loading on to an F-14 Tomcat for test firing at the Naval Air Test Center at Patuxent River,
Pacific Missile Test Center (PMTC) Point Mugu, California. National Museum of Naval Aviation Maryland, in February 1968. US Navy
guidance from the fighter’s Westinghouse arm, during which time it would be radar, test launches being carried out from an
radar before turning on its own AN/DPN-53 defenceless and vulnerable to counter-attack extensively modified Convair B-58 Hustler
radar for the final approach to the target. The from the enemy’s escorts. The drawbacks of bomber in 1962. The F-108 project was
aircraft selected to carry these was a two seat, this vulnerability were recognised and the followed in 1960 by an adaptation of the
twin engine straight winged design from entire programme was cancelled in early 1961. secret Lockheed SR-71 Blackbird
Douglas, the F6D Missileer. reconnaissance aircraft, known as the F-12A
The F6D was similar to, but much larger oTher projecTs Interceptor. This was intended as a low cost
than, the earlier F3D Skyknight. The cockpit This did not remove the need for a long replacement for the F-108, using the Hughes
was a side by side arrangement, like the earlier range fleet defence fighter. The aircraft radar and missile systems in an existing
aircraft, arranged so both crewmen could see available at the time were all too short Mach 3 airframe. Four bays in the
the radar screen. Its large size allowed fuel to ranged, so other programmes were looked Blackbird’s forward fuselage would contain
be carried for a six hour patrol at 150 miles into. The US Air Force had been working on the electronics in the first and AIM-47
distance from its aircraft carrier, and it was a replacement for the Convair F-106 Delta missiles in the other three. The AIM-47 had
powered by two of the new, fuel-efficient Dart, the North American F-108 Rapier, a to be modified with folding fins to fit the
turbofans, the Pratt and Whitney TF-30-P-2 of massive cranked delta Mach 3 design for an bays, but during tests, seven successful
10,200lb (4627kg) thrust each. The engine was interceptor and bomber escort for the B-70 launches of the missile hit the target six
non-afterburning and the straight winged Valkyrie. The F-108 was to be fitted with a times, the one miss being due to an apparent
design was subsonic, being built for long Hughes AN/ASG-18 radar and fire control power failure. The last launch was made
endurance patrols, not high speed or system and carry the Hughes GAR-9 (later against a low flying QB-47E target drone
dogfighting. This performance was to be the known as the AIM-47) Falcon. The Falcon from a YF-12 prototype flying at 74,000ft
downfall of the entire project. It was argued was a huge missile, with a range of 100 miles (22,677m) at a speed of Mach 3.2, proving
that the new systems were all very risky, as all (180km), three of which could be carried without doubt that the system had full look-
of the new technologies had to work together internally in the F-108’s weapons bay. Like down shoot-down capability. Despite these
for the aircraft to be a success. However, once the F6D, the project was cancelled, but the successes, the F-12 programme was also
the missiles were fired, the slow and ungainly US Air Force continued with the cancelled in 1966, but the three prototype YF-
F6D would have to return to the carrier to re- development of both the missile and the 12As continued flying as test aircraft. ➤

This cancellation meant that there were
now a fuel efficient engine, a highly effective
long range radar and a long range missile
programme all in a late stage of development,
just needing an aircraft to equip. The US Air
Force were seeking a fighter bomber for long
range strike attack roles and the US Navy still
needed a long range fleet defence fighter. In
1961, these needs were unwisely combined
into a single design, the ill-fated Tactical
Fighter Experimental, or TFX programme. As
described earlier in this magazine, the
programme resulted in the General Dynamics
F-111 swing wing bomber for the US Air
Force. The US Navy version, the F-111B, was
simply too heavy and not manoeuvrable
enough to be an effective fighter and the
programme was stopped in 1968. However,
because of this programme, the TF-30 engine A company drawing of the Douglas F6D Missileer, a large, subsonic fleet defence fighter. Douglas
had been developed to take afterburners and
the Hughes AN/ASG-18 radar had been Firstly, the effective range of the missile guidance section. Behind this was the
further developed to become the AN/AWG-9, was extended by it flying through the thinner warhead, then the propulsion section
incorporating multiple targeting and track air of high altitude and secondly, the missile’s containing the rocket motor to which the four
while scan capabilities. The AIM-47 had also final approach was from above the target triangular wings were attached. The
been modified for the F-111B programme, travelling in excess of Mach 5. Such a small propulsion came from either a Rocketdyne
growing slightly in size to become the AIM-54. object moving at such speed would be very Mk 47 or Aerojet Mk 60 solid-fuelled rocket
difficult to see, and therefore to evade. The motor, both of which boosted the missile to
enTer The Phoenix final 60,000ft (18,300m) of the missile’s flight speeds in excess of Mach 4 after launch.
Throughout these stop-start fighter was controlled by its own active radar, which Lastly was the control section with the four
programmes, Hughes had continued the was automatically switched on for terminal fins arranged behind each of the four wings,
development of the radar and missile guidance to the interception. The details of each with a control surface attached. After
combination intended for the F-108, then the F- the AN/AWG-9 radar’s other capabilities will extensive tests, using a modified Douglas
12, and finally the TFX/F-111B. The radar and be covered later in this magazine, but suffice NA-3A Skywarrior fitted with an AN/AWG-9
fire control system for the latter programme to say for now, its multiple targeting and radar among other types, the AIM-54 entered
was now designated AN/AWG-9 and the track-while-scan facilities enabled a single production as the AIM-54A in 1973, then
missile, a developed version of the AIM-47 was Tomcat to launch and control six Phoenix entered service with the first F-14A Tomcat
known as the AAM-N-11. In June 1963, the missiles simultaneously. Datalink-4 enabled Squadrons in September 1974.
missile programme was redesignated as the the fighters to share their target and other As has been explained earlier, the US
AIM-54A, followed by the first test flights and data with the E-2C Hawkeye AEW aircraft, Navy had issued a Request For Proposals
firings in 1965 of the XAIM-54A prototypes. and later, with other fighters, constantly (RFP) in July 1968 for a new two seat fighter,
The new missile, now named Phoenix, updating the potential threats to the fleet and resulting in the Naval Fighter Experimental
maintained a number of features from the controlling the battlefield. In September (VFX) programme. This was awarded to the
earlier programmes. The missile could be 1966, the first test firing of an XAIM-54A was Grumman 303 design in January 1969, with
‘lofted’ up to between 80 and 100,000ft (24 to made resulting in the successful interception the first F-14 flying on December 21, 1970.
30,000m) by the AN/AWG-9 fire control of a drone target aircraft. Grumman had been General Dynamic’s
system, which updated the target information The AIM-54 was built in five sections. A partner in the development of the naval
to the missile’s AN/DSQ-26 guidance system sleek, aerodynamic radome covering the version of the TFX, the F-111B, because of
mid-flight. This had two advantages. active radar in the nose was attached to the their vast experience in developing naval
aircraft. Grumman therefore already had
experience with the engines, radar and
intended missile system of the new fighter,
hence the relatively short development
period for such a complex and advanced
aircraft, only 22 months.
TesTing on The TomcaT

The testing and development of the AIM-54
continued alongside that of the fighter
intended to carry it from this point onwards.
The first AIM-54 to be fired from an F-14
occurred on April 28, 1972, after which a
variety of target types, from cruise missiles to
high altitude bombers, were successfully
engaged. One particular test was at extreme
range, beyond even the stated maximum of
100 miles (160km). In November 1972 a
Tomcat engaged a target drone at 120 miles
(193km), lofting the missile for a
demonstration of maximum performance.
Later that month, on November 22, six AIM-
54s, the maximum load, were fired from an
An interesting comparison in size, the AIM-47A Falcon next to the XAIM-54A Phoenix. Hughes F-14 flying at 25,000ft (7620m) over a period
An F-14A of VF-32 unusually loaded with six
AIM-54 Phoenix. Usually, a pair of AIM-9
Sidewinders were carried on the wing
glove vane pylons, along with a pair of AIM-
7 Sparrows. A single or pair of AIM-54s were
carried on the centre fuselage launchers to
complete a common weapons load.
of 38 seconds. The missiles were in flight

together under guidance from the fire
control system in the Tomcat, and four
successfully hit their targets. As well as the
extreme long range of the Phoenix, it was
also tested under direct active guidance of its
own radar down to ranges of only two miles
(3.2km). The missile’s warhead was a 135lb
(61kg) Mk 82 blast fragmentation type, the
effects of which could be devastating to
targets of any size. This was detonated by a
combination of radar and infra-red proximity
fuses and an impact fuse. The missiles were
carried on LAU-93A launchers, which were
specifically developed for the F-14
programme and tested along with the aircraft
and the missiles. With the tests complete, the
Phoenix was ready for service.
Developments in service
Developments of such a complex and
powerful weapons system lead to a similar
complexity of nomenclature and designation.
Typical of such improvements, to list them
all fully ensures that any article begins to
look like an algebraic equation, for which The large AIM-47 Falcon missile under the weapons bay of a Lockheed YF-12 fighter prototype.
I apologise. ➤ National Museum of the USAF

During trials of the new version of the
Phoenix, an F-14 Tomcat fires an AIM-54C
Phoenix missile at Pacific Missile Test Center
(PMTC), Point Mugu, California. National
Museum of Naval Aviation
The initial AIM-54A was produced with a

number of important variants, mostly for A firing trial with six YAIM-54As loaded at the Pacific Missile Test Center (PMTC) Point Mugu,
training. The ATM-54A was fitted with an California. F-14As rarely carried a full load of Phoenix, the nearly 8000lb (3629kg) weight of the
inert warhead to allow the conduct of firing six missiles and their associated launchers severely limited the F-14’s manoeuvring capability
exercises and the CATM-54A had neither and was too heavy to recover back aboard a carrier. National Museum of Naval Aviation
rocket motor nor warhead. This missile did
have a standard radar and guidance package completely replaced with the fully digital pumped around the missile’s systems to keep
however, and was used for target acquisition WGU-11B guidance and WCU-7B control the electronics at a constant temperature
training. The DATM-54A had no systems sections. These featured a programmable while the missile was on the aircraft, was
fitted at all, and was used to train deck crew signal processor and inertial navigation replaced by an internal system where the
in the loading, handling and preparation of system, as well as much improved Electronic fluid was stored in the missile, causing the
the missile. Lastly, the AEM-54A was a test Counter Counter Measures (ECCM) later AIM-54C to be referred to as Sealed or
and evaluation missile fitted with specialist capability. To assist in tracking small targets as the AIM-54C+. An improved ECCM system
telemetry equipment. at low altitude, like cruise missiles, a new was fitted during production, leading to the
The AIM-54B was the next development, target detection and fusing system, the DSU- updated missiles being referred to as the
with sheet metal wings and fins replacing the 28B, was fitted. Like the earlier A, an AIM-54C Sealed/ECCM or AIM-54C++, the
honeycomb construction of the earlier model ATM-54C, CATM-54C and AEM-54C versions first of which began service trials in 1988.
to speed production from 1977 onwards. were also built for training and development Lastly, a reprogrammable memory and
Interestingly, the US Navy did not list the purposes, each fulfilling the same roles as the new software for the signals processor were
new version as the B model, which means earlier models. The ground training version added, features that like many of the other
either few were produced, or as is more was not replaced as the DATM-54A was improvements were able to be fitted to the
likely, the variant was officially referred to as sufficient for the task. Tests began with the earlier production AIM-54Cs. The last AIM-
a sub-designation of the AIM-54A, as it was YAIM-54C in 1978, before the XAIM-54C 54s were built during 1992, and by the turn of
otherwise identical to the A in all respects. I prototypes were delivered to the US Navy for the century the AIM-54Cs had completely
say more likely, because both the ATM-54B trials in August 1979. Successful testing of replaced the AIM-54A in service, the A
inert warhead training version and the AEM- these missiles meant that full scale production models being placed into storage.
54B evaluation and telemetry equipped began in 1982, with the AIM-54C being
version designations were both officially accepted into service in 1986. This was not Combat use
used by the US Navy, which seems to the end of the development story completely Like the F-14 itself, the AIM-54A was also
suggest that series production of the B did however, as the missile underwent a series of supplied to Iran, where combat reports
take place. in-service improvements. regarding both the aircraft and the missile
The next development in the Phoenix The first major change was the are confused. Difficulties with spares and
story, and the last, was the AIM-54C, replacement of the Mk 82 warhead with the replacement parts such as batteries kept a
development of which began in 1977. Of over WDU-29B, offering an increase in the great deal of the fleet and weapons out of the
5000 AIM-54s produced, over half of them destructive power of the missile. The external Iran/Iraq war for long periods. However,
were the much improved C model. The temperature control system, which previously some sources suggest that the F-14 was used
guidance, control and autopilot system was had required fluid on board the F-14 to be both as a fighter and an AEW aircraft by
virtue of its powerful AN/AWG-9 radar, and
in combination with the AIM-54 may have
downed as many as between 60 and 70 Iraqi
aircraft. The full story of the Iranian use of
the aircraft and missile are covered later.
Only three AIM-54s were ever used in
combat by the US Navy. Two of these were
fired on January 5, 1999 at a pair of Iraqi
MiG-25 ‘Foxbats’ to the southeast of
Baghdad. Reports indicate that incorrect
procedures by a member of the aircraft
carrier arming crew meant the missiles had
not been armed properly. On firing, the
missiles came off the launchers but the
rocket motors never fired. Both the F-14s had
A US Navy AIM-54 Phoenix missile destroys a McDonnell Douglas QF-4B Phantom II target drone their respective targets locked, so if the
over the Naval Weapons Center, China Lake, California. National Museum of Naval Aviation missiles had been properly armed they stood
Aviation Ordnanceman Airman Cory Bennett of VF-32 places a bomb Aviation Ordnanceman 3rd Class Jared Owens of VF-32 prepares to
skid into position to download an AIM-54 off an F-14B Tomcat aboard arm an AIM-54 on an F-14B Tomcat aboard the USS Harry S Truman
the aircraft carrier USS Harry S Truman (CVN 75).The heavy missile (CVN 75). Arming the Phoenix was a complex business and required
needed specialist equipment to get it on and off the F-14. US Navy skill and experience. US Navy
An F-14 Tomcat of VF-24 fires an AIM-54 Phoenix

missile during the carrier USS Constellation’s
(CV 64) operational readiness inspection.
Only three AIM-54s were

ever used In cOMbAt by the
us nAvy.twO Of these were
fIred On JAnuAry 5, 1999 At
A pAIr Of IrAqI MIG-25
‘fOxbAts’tO the sOutheAst Aviation Ordnanceman load an AIM-54C Phoenix onto an F-14D Tomcat assigned to VF-2,
Of bAGhdAd on the flight deck aboard USS Constellation (CV-64).The cradle and winches were all part
of the specialist equipment the Phoenix required... US Navy
a good chance of success. In the light of this
frustrating experience, the complex missile
arming procedures and training programme
were amended for deck arming crews.
Later that year, on September 9, a US
Navy F-14 fired the third and last AIM-54 at
another Iraqi aircraft, this time a MiG-23
which had taken off from Al Taqaddum air
base west of Baghdad and was headed into
the southern no-fly zone. The MiG-23 turned
away north at high speed, extending the
range rapidly, causing the missile to miss and
eventually hit the ground.
With the development of other weapons
systems better able to cope with the cruise
missile threat, and the disappearance of the
large formations of bombers it was intended
to guard against from the world stage, the
AIM-54 was officially retired from the US
Navy’s arsenal on September 30, 2004. The
only fighter to carry the missile, the F-14,
was only to last two more years in service. ■ … as it weighed over 1000lb.The winch has lowered the cradle here, but the wings have yet to
Words: Tim Callaway be attached to the AIM-54C, which could not be fitted while in the weapons trailer. US Navy
Refining
the breed
The B, C and D developments
With the successful introduction of the F-14A into service in 1972, production at Calverton went into
high gear. Of the 712 F-14s of all variants built, 12 were production prototypes often called YF-14s,
and 557 were F-14As, of which 478 were built for the US Navy and 79 for the Imperial Iranian Air
Force. Improvements to this breed of cat began even while the F-14As were on the production line.
T
he first major change happened
to the last 102 F-14As built. The
original TF-30-PW-412 turbofans
were replaced by the later TF-30-
PW-414A model.
This change had three effects on the
aircraft, increasing the reliability due to
the new engine’s improved engineering
and providing better acceleration as the
thrust had increased to 41,800lb (18,960kg).
Some of the compressor stall problems
that had dogged the TF-30 were if not
solved, then at least reduced in the new
version of the engine, again improving
reliability. The new TF-30s also had a
reinforced centre casing from this time
on, because of a number of turbine blade
failures. This reinforcement prevented
damage to the rest of the aircraft by such a
serious engine malfunction.
The Tomcat was still considered by some
to be underpowered for its size and weight,
and the TF-30 was a much criticised
powerplant, but at least this was a step in the
right direction. That said, it must also be
noted that some of the earliest Tomcats built
were still flying when the aircraft was
withdrawn from service in 2006, and the F-
14A was still in front line service involved in
Operation Iraqi Freedom as late as 2004,
bringing into question some of the claims of
unreliability and a lack of performance that
have been levelled, sometimes unfairly, at the
Tomcat. Yes, there were problems with the
TF-30 as a fighter engine, but as has been
stated, that had been recognised from the
start. The next step in the Tomcat story was
to deal with that.
It had always been intended to replace the
TF-30 in the F-14, an intention made clear
VF-1 F-14A Tomcats on the ramp
at NAS Miramar. Frank B Mormillo
even as the contract award for production
was made in 1969. This intent became reality
VF-302 F-14A Tomcats, note
the small single sensor pod
under the nose of the early
models. Frank B Mormillo
An F-14A of VF-154.
Keith Draycott
as the Tomcat entered service with the US An interesting sideshoot to the F-14B story fitted with the new engines, now called the
Navy in 1973. A single example, BuNo occurred at this point. The Aerospace Defence F-101DFE, or Derivative Fighter Engine.
157986, was taken off the production line and Command (ADCOM) of the US Air Force was An initial series of tests in early 1981 led to
fitted with a brand new engine, the recently considering a replacement for the Convair F- Grumman and the US Navy flying a series of
developed Pratt and Whitney F401-PW-400 106 Delta Dart interceptor in the early 1970s. evaluations beginning on July 14, of that year.
turbofan. This engine was a naval variant of Grumman developed an F-14B Tomcat The Grumman test results showed the new
the F100 turbofan intended for the US Air Interceptor variant to meet this need, with a engine enabled the F-14B to accelerate “like a
Force’s F-15 and F-16 fighters. single example in mock-up form produced in scalded cat” as one observer put it, going
The F-14, thus modified, now referred to 1972. The modifications included changes to from 0.8 Mach to 1.8 Mach in just 90
as the F-14B prototype, flew for the first time the missile launchers and increased internal seconds. The US Navy trials showed that the
on September 12, 1973. A full test programme fuel capacity, but little interest was shown and modified F-14B did not need to use
followed, which produced disappointing the project quickly died. afterburners to make a catapult launch from
results. Insufficient power and afterburner This was not the end of the F-14B, however. an aircraft carrier, saving both fuel and
problems led the US Navy to cancel the In 1979 after numerous studies, a new engine life. The tremendous thrust of the
engine upgrade programme and the F-14B in afterburning version of the General Electric F- F-101DFE also gave the F-14B a thrust to
April 1974. BuNo 157986 was placed in 101 turbofan, initially called the F-101-X, was weight ratio of better than 1, or in layman’s
storage at Grumman’s Bethpage facility. The selected as the new engine for the F-14. The F- terms, the engines produced more thrust
F-100 turbofan overcame its early problems 101 had been part of the alternative engine than the aircraft weighed. This meant the
and is still in service in the US Air Force programme to power the F-15 and F-16. The F- F-14B could accelerate in a vertical climb,
fighter fleets today. 14B prototype was taken out of storage and something no F-14A could ever do. ➤
The Pratt annd Whitney TF-30 turbofan.

The General Electric F110-GE-400 turbofan. General Electric National Museum of Naval Aviation

All of these positive results led to the aircraft
becoming unofficially known as the ‘Super
Tomcat’. However, the trials also revealed some
serious problems in the engine installation, so
once again the project was shelved in
September 1981. A second F-14B prototype was
under construction at this time, BuNo 158630,
and with the cancellation was converted on the
production line to be a standard F-14A.
While all these developments were taking
place, a serious study began to provide a fully
upgraded Tomcat for the Navy. This new
aircraft, referred to as the F-14C, would
feature the General Electric F-101DFE
engines as well as a new suite of upgraded
advanced multi-mission avionics and a new
radar with its associated fire control system.
The new avionics would be fully compatible
with the A-6 Intruder, E-2C Hawkeye and
F/A-18 Hornet to improve tactical data
sharing across the fleet. Although the F-14C
project came to nothing, the improvements it
suggested were all eventually incorporated
into the entire range of F-14 versions.
The F-14B rose again from storage in July
1984, and was fitted with another new engine. Advances in digital avionics led Grumman Grumman was also to upgrade the F-14A to
Designated the F110-GE-400, the new engine to propose a completely new version of the the F-14A+ as an interim measure.
was the quantum leap in power over the TF-30 Tomcat to the US Navy during the early Aside from the F110-GE-400 engines, the F-
that the Tomcat needed. Developed from the 1980s. The digital Tomcat was intended to 14A+ also featured a range of other
F110-GE-100 for the F-15 and F-16, the -400 form the core of the future carrier based improvements. An Engine Fatigue Monitoring
version had a 50 inch (1.3m) longer tailpipe fighter force, offering improvements in every System was fitted along with a modification to
than the Air Force engine to fit into the F-14’s area of the F-14s performance. The new the Direct Lift Control and the Approach
airframe. Flight tests began immediately and aircraft was called the F-14D. Power Control systems. These allowed the
this time were completely successful. Each of In August 1984 the US Navy issued pilot to adjust both the spoilers and power to
the new engines produced 27,600lb Grumman a contract worth $863.8 million for alter his speed and angle of approach to the
(12,519kg) of thrust, 6700lb 3039kg) more two new versions of the Tomcat. The digital carrier via a small thumbwheel on the stick,
than the TF-30s. The success of these tests suite of avionics and the F-14D project were without changing the aircraft’s attitude.
led to the development of the F-14A+, and approved and development work began. A gas purge system was fitted to the M61
BuNo 157986 again returned to storage. While this advanced aircraft was developed, Vulcan cannon in the nose and a new radio,
the AN/ARC-182, and new Threat Warning
and Recognition System, the AN/ALR-67,
were both included in the greatly enhanced
aircraft. The small wing glove vanes, which
had been disabled and sealed shut on the F-
14A when it was realised that they had little
effect on the aerodynamics of the aircraft,
were now deleted completely. This change
not only saved weight, but also reduced the
complexity of the wing sweep mechanisms.
The nose mounted Television Camera
System that had been introduced on to the F-
14A was now standard across the fleet. Lastly,
the fire control system for the radar was
changed to the upgraded AN/AWG-15F.
The incredibly versatile BuNo 157986 in the “Super Tomcat” colour scheme.This aircraft operated The first F-14+ produced was BuNo
as an engine test bed and was the prototype for the F-14B and F-14A+ among other trials. 162910 which flew for the first time on
National Museum of Naval Aviation November 14, 1986. The second aircraft flew
in 1987, undertaking service trials, so it was
not until 1989 that series production began
with 17 F-14A+s being delivered in that year.
Altogether 86 F-14A+ fighters were
produced, 48 of that number being modified
from existing F-14A airframes, the rest being
new build aircraft. The new engines in the F-
14A+ were much more fuel efficient than the
earlier TF-30, as well as being much more
powerful. This gave the new Tomcat an increase
in range of over 60% on internal fuel or a 33%
increase in loiter time at its defensive station.
The first F-14A+ reached VF-101 at NAS Oceana
The ADCOM mock up of the F-14 Interceptor proposal for the US Air Force. Note the conformal in April 1988 and the first carrier landing by the
fuel tanks to increas range. National Museum of Naval Aviation type was made aboard the USS Independence
This F-14A on the ramp at NAS The TomcaTs compared
Miramar is in the “Keith Ferris”
experimental colour scheme.The artist Type F-14A F-14B (F-14A+) F-14D
designed a camouflage to break up
First Flight Dec 21, 1970 Sept 1986 Mar 1990
the F-14’s lines. Frank B Mormillo
Wingspan (unswept) 64ft 1.5in 64ft 1.5in 64ft 1.5in
Wingspan (swept) 38ft 2.5in 38ft 2.5in 38ft 2.5in
Length 62ft 8in 62ft 8in 62ft 8in
Height 16ft 16ft 16ft
Wing Area 565sq ft 565sq ft 565sq ft
Empty Weight 40,104 pounds 41,780 pounds 43,735 pounds
Max. Weight 72,000 pounds 74,349 pounds 74,349 pounds
Powerplants 2 P&W TF-30-P-414A 2 GE F-110-GE-400 2 GE F-110-GE-400
Max.Thrust 41,800lb (18,960kg) 56,200lb (25,583kg) 56,200lb (25,583kg)
Wing Loading 92psf 94psf 96psf
Max. Speed 1544mph 1544mph 1544mph
Mach 2.38 Mach 2.38 Mach 2.38
Ceiling 50,000+ ft 53,000+ ft 53,000+ ft
Range 1730nm 2050nm 2050nm
An F-14A of VF-1.
Keith Draycott
on April 15. By mid-1990, six Fleet Squadrons

had converted to the new fighter.
In 1988, part of the cancelled F-14C study
was implemented across the F-14 fleet. The
Multi Mission Capability Avionics Program
made a number of significant changes to the An F-14B of VF-103.
equipment aboard both the F-14A and F-14A+. Keith Draycott
Initially called the F-14A++ or F-14A+ Upgrade,
the changes featured a new mission computer
and a Programmable Tactical Information
Display for the RIO. The defensive aids on the
Tomcat were improved with the addition of
new chaff and flare dispensers and most
significantly the installation of the new
AN/ALR-67 Radar Warning Receiver (RWR).
In 1991, to prevent confusion, all of the F-14A+ An F-14D of VF-2.
aircraft were redesignated F-14B. Keith Draycott
While the F-14B upgrade programme was
under way, development of the new F-14D
continued alongside it. The D model was also
powered by the F110-GE-400, the most
significant changes being internal, as all the
older analogue electronic systems in the
aircraft were replaced by digital technology.
The development of the F-14D was intended to
replace the entire F-14 fleet, either by
upgrading existing airframes or by
manufacturing new build aircraft, but the
political climate had changed and the D model
found itself under threat from budget cutbacks
and the increasingly powerful lobby supporting
the F/A-18 development programme.
The greatest change to the F-14D was the
radar. The AN/AWG-9 was replaced by the
AN/APG-71, a fully digital version of the
powerful system that allowed multiple target
tracking of up to 24 targets at up to 400 miles,
twice the range of the earlier system. With its
advanced signal processing, the new radar
was also less vulnerable to jamming. The
inertial navigation system (INS) was replaced
with the ASN-139 laser INS and two new
AYK-14 Standard Airborne Computers were
fitted. Four Mil-STD-1553G multiprocessor
data busses linked all the new systems
together and speeded the data processing
capability of the aircraft. ➤ The LANTIRN pod was most often mounted on the wing glove pylons. US Navy

The most obvious difference between the F-14A and the later models was ... and here an F-14D shows that the F110-GE-400 engines had
on take off. Here an F-14A is catapulted under full afterburner... US Navy sufficient thrust in just military power. Luigino Caliaro
An Infra-Red Search and Track (IRST) vital data to keep track of the condition and NAS Point Mugu for full service trials and
system was mounted under the nose, next to ‘life’ of each aircraft. Lastly, new testing. The early F-14D prototypes were
the TCS. The combination of these sensors programmable interactive displays and designated NF-14D, as they did not have full
could provide an image of a target at up to 100 controls were fitted in the cockpit replacing operational capability, but could not be
miles range, displaying it as a combined image most of the older analogue instruments, an readily converted back into a service aircraft.
on the RIO’s new multi-function display. The on board oxygen generating system was These went on to fly test and development
integration of the IRST into the sensor suite supplied and the new Martin Baker Mk14 sorties for many years with VX-4.
gave the Tomcat full passive or active multi- Navy Aircrew Common Ejection Seats The 55 full production standard F-14Ds
sensor target acquisition capability. (NACES) completed the upgrade, replacing would equip three squadrons, VF-2, VF-11
The defensive suite was also further the earlier model. and VF-31, the first of them entering service
upgraded with the addition of the ALR-67 Four F-14As were converted to assist in in July 1992 with VF-11, just too late for
RWR and the ALQ-165 Airborne Self- the development of the F-14D, the first of Operation Desert Storm. A few aircraft also
Protection Jamming system. The data from these, BuNo 161865, was to become the operated as trainers with VF-124, but by 1996
all of the new sensors could be shared with avionics testbed airframe and flew for the the shortage of F-14Ds forced VF-11 to be
other aircraft via the Joint Tactical first time on November 23, 1987. Only one of converted back to the F-14B, leaving just two
Information Distribution System (JTIDS). the four aircraft had the new F110-GE-400 squadrons of the mightiest version of the
This was a tremendous increase in capability engines, the rest retained their TF-30s. The Tomcat in front line service.
on its own, enabling an F-14 to act as a success of these development aircraft meant This was not the end of the development
Forward Air Controller for other strike the future looked rosy for the Tomcat and story however, as in the early 1990s the US
aircraft or fighters, or to share data with Grumman; 127 new build and 104 Navy decided to phase out the A-6 Intruder
AEW or other Command and Control assets, conversions of existing aircraft were planned, attack aircraft by the middle of 1996. The
effectively acting as a force multiplier. but in 1989 Secretary of Defence Dick secondary strike capability that had been
Unlike the earlier Tomcats, where only a Cheney cancelled the majority of the F-14D built into the Tomcat enabled the F-14 to fill
few aircraft per squadron had the capability, programme due to budget cutbacks. In the the gap as the F/A-18E/F was still in
all of the F-14Ds were wired to enable them end, only 27 new aircraft were built and 18 development as the new strike attack fighter.
to use the TARPS reconnaissance pod. A converted from F-14A airframes. Initially, F-14s carried a wide variety
complete digital fatigue and engine The first full production F-14D was rolled of ground attack munitions, but if the
monitoring system was fitted throughout the out at Calverton on March 23, 1990, and in weapon required laser guidance, then
airframe which gave the maintenance teams May that year the prototype was delivered to another aircraft type or ground team would
have to designate the target as the F-14 did
not have that capability.
In order to address this limitation, a
modified version of the US Air Force’s
LANTIRN pod was acquired, trials being
undertaken in the fleet rather than through a
development squadron as the technology was
sufficiently mature. The LANTIRN pod
became operational with VF-103 in June 1996,
which shortly thereafter was involved in
combat sorties over Bosnia and Iraq.
Altogether 210 Tomcats were modified to
use the LANTIRN pod, 76 F-14As, 81 F-14Bs
and 53 F-14Ds. Aside from the ability to
designate for laser guided bombs and other
precision munitions, the LANTIRN pod was
also useful in identifying both ground and air
targets as its image could be zoomed in and
pointed anything up to 150 degrees off the
aircraft’s heading. Crews found this facility an
AN F-14A showing the range of improvement over the TCS system.
weapons the aircraft could carry In 1999, a software upgrade allowed the
right from the beginning. National
pod to record more accurate target co-
Museum of Naval Aviation
ordinates as well as allow the transmission of
The prominent twin
sensor housing under the
nose is obvious in this
view of an F-14D. US Navy
digital images captured by the pod to other By the turn of the century, the F-14 had
aircraft or command assets bv way of the Fast evolved into a fully mature and extremely
Tactical Imagery (FTI) system, enabling capable fighter, strike attack aircraft and
targets to be attacked by other assets or to reconnaissance platform. Possessed of longer
assist in bomb damage assessments. The range and higher performance than any
LANTRIN pod had become not just a other naval aircraft of the time, the Tomcat
targeting device, but also a target ruled the roost so to speak. If military aircraft
identification and reconnaissance system decisions were made on performance alone,
through these upgrades. there is little doubt that the F-14 would still
At the same time as the LANTIRN pod be in service today.
was being introduced into service, a number However, budget cutbacks and other
of minor upgrades were applied to the F-14Bs political pressures, especially from the F/A-
and Ds in service, including a Global 18 lobby, had placed the writing on the wall. The new RIO’s instrument panel on the now
Positioning System (GPS) and the new No further upgrades were made, and by all glass cockpit F-14D. Grumman
AN/ARC-210 radios. Most significant of these 2006, the mighty Tomcat was retired from
upgrades was a brand new fully Digital Flight service. Thirty-four years of continuous
Control System that, when combined with service is a remarkable achievement for any
the F110-GE-400 engines, gave the F-14 combat aircraft; that it was achieved by so
tremendous improvements and ease of complex and advanced an aircraft conceived
handling, the pilots at last being able to fly and delivered in so short a time, on budget
the aircraft rather than the engines, as has and on schedule, is nothing short of
been widely quoted. miraculous. ■ Words: Tim Callaway
An F-14D of VF-213.
Keith Draycott
An F-14B of VF-32 showing the improved

turning performance the F110-GE-400 gave
the big fighter. US Navy

Over the
Gulf of Sidra
In 1973, the area of the Mediterranean known as the Gulf of Sidra off the coast of Libya had been
declared as part of Libyan territorial waters by the countr y’s leader, the unlamented Colonel
Muammar Gaddafi. The 12-mile limit was called, in typical theatrical style, the ‘Line of Death’,
apparently in reference to the fate awaiting anyone who had the temerity to cross it. International
Maritime Law states that any nation has rights to claim a three mile territorial limit, so the US Navy
began ‘Freedom of Navigation’ exercises in the area.
A diagram showing the

main manoeuvres made
by the opponents in the
first Gulf of Sidra incident.
The text of the article will
explain each move in full.
Fast Eagle 102 Sun

Fast Eagle 107
B
y 1981, relations between the US
and Libya were extremely tense
due to this extension of the
territorial waters. US complaints
through the UN brought a storm
of rhetoric from the Libyan leader in response,
largely regarding the likelihood of military
action against anyone who crossed the 12-mile
limit in the Gulf of Sidra or interfered in any
way with Libyan affairs.
These threats did not go down well in
America, where Ronald Reagan was now
president. In August, President Reagan
ordered that the ‘Freedom of Navigation’
exercises in the Gulf of Sidra be stepped up,
despatching the aircraft carriers USS
Forrestal (CV-59) and USS Nimitz Fast Eagle 102, one of the two VF-41 F-14A Tomcats on the USS Nimitz immediately after
(CVN-68), along with their associated battle shooting down a Libyan Su-22. US Navy
groups, into the area. Supporting the two
carriers were the cruisers USS Texas (CGN- The Libyan Air Force was trying to locate US aircraft engaged in a missile exercise.
39) and USS Mississippi (CGN-40) and 11 the aircraft carrier groups, and to this end As expected, it was a busy morning. Two
other ships, all under the command of Vice- sent no fewer than 35 pairs of combat aircraft of the other VF-41 F-14s intercepted a pair of
Admiral James E Service. into the Gulf area. These search pairs were MiG-25s, two of VF-74s F-4s intercepted a
The carrier groups were to conduct made up of every type in its fighter inventory. pair of MiG-23 and a pair of A-7 Corsairs at
surface and air operations within the 12-mile Seven pairs of F-4s and F-14s were flying low level had intercepted a Libyan Osa class
limit, but outside the legal three-mile line, in Combat Air Patrols and these intercepted the fast missile boat.
order to establish the internationally searchers, escorting them away from the The Combat Information Centre on a
recognised freedom of the seas. Having such carriers. The MiG-25s attempted to avoid modern carrier is an astounding place to
large assets as aircraft carriers operating interception by making a number of high- witness during operations of any kind. On this
with impunity close to their coast was bound speed, high-altitude approaches, but to no day, all the sensors at their disposal were
to provoke a strong response from the Libyan avail. Every aircraft was intercepted, and feeding information into the CIC, keeping track
Air Force. although some close manoeuvring occurred, of any potentially hostile aircraft and surface
At that time, Libya possessed a modern no weapons were fired. movements, as well as the conduct of the
and powerful air force, equipped with a exercises they were responsible for running.
combination of Soviet-built and Western THE FIRST INCIDENT One of these pieces of information was an
types. Su-22 ‘Fitter-C’ and Su-22M ‘Fitter-J’ Dawn of August 19, was one of tense intercept by passive Electronic Support
variable geometry fighter bombers, MiG-23 expectation. It was likely that more of the same Measures aboard a US Air Force RC-135 of
‘Flogger’ variable geometry fighters, MiG-25 level of activity would occur, and the US Forces military aircraft radio signals at the Okba Ben
‘Foxbat’ Mach 3 capable interceptors and had a number of specific exercises planned for Nafi Air Base near Tripoli. Shortly thereafter,
Mirage F.1 and 5D fighter bombers were all the day. At 06.00 hrs, three pairs of F-14s were an E-2C Hawkeye Airborne Early Warning
part of the forces that Libya could field launced from the USS Nimitz, and two pairs of radar aircraft from VAW-124 confirmed it was
against the US Navy. F-4s from the USS Forrestal, to set up the in radar contact with two aircraft that had taken
In the early morning of August 18, 1981, Combat Air Patrol (CAP). Two of the Tomcats off from the air base. At 07.15 hrs with the sun
the US exercises began. Almost immediately were Fast Eagle 102, BuNo 160403, being rising, David Venlet, the RIO in Fast Eagle 102,
three MiG-25s were detected approaching flown by Commander Henry ‘Hank’ Kleeman confirmed he had a fast moving radar contact,
the carrier groups, but were intercepted by F- and Lieutenant David ‘DJ’ Venlet, and Fast doing about 550 knots (1020kph) some 80
4J Phantoms of VF-74 from the USS Forrestal Eagle 107, BuNo 160390, with Lieutenant nautical miles (150km) south of the Tomcats,
and F-14s from VF-41 and VF-84 based Lawrence ‘Music’ Muczynski and Lieutenant heading due north. The CIC ordered Fast
aboard the USS Nimitz. This was just the (JG) James ‘Amos’ Anderson at the controls. Eagle 102 and 107 to leave their patrol station
beginning of the Libyan response. Their allotted task was to fly top cover to other and intercept the two aircraft. ➤
A Mig-23 of the Libyan

Air Force. Kirill Shlyaev

The four aircraft were heading towards
each other at a slight angle, the Su-22s being in
front of and to the right of the Tomcats. The F-
14s were flying in a loose spread pair, called
‘Loose Deuce’. Fast Eagle 107 was about 5000
feet (1500m) above, 10,000 feet (3500m) to the
right and slightly ahead of his leader. It was a
classic Visual Identification (VID) interception,
sometimes called ‘Eyeball/Shooter’, with Fast
Eagle 107 as the Eyeball to ID the contact, and
Fast Eagle 102 in support as the Shooter if the
contact proved hostile.
As they got closer to the contact, still in
the darker sky below them, the Libyan From left to right, Lieutenant David “DJ”Venlet, Commander Henry “Hank”
aircraft were passing in front of Fast Eagle Kleeman, Lieutenant Lawrence “Music” Muczynski and Lieutenant (JG)
107. James Anderson was using the James “Amos” Anderson, the crews of Fast Eagle 102 and 107. US Navy
Television Camera System to identify the
contact, and found himself looking at a pair of seen to eject from the burning aircraft. affairs and reiterate the threat of military
Su-22s in a close echelon formation, with the Meanwhile, Muczynski in Fast Eagle 107 was action. This time the USS John F Kennedy and
wingman to the right, about eight nautical on the leader, who after his initial left turn had its battle group was despatched to the Gulf of
miles (15km) ahead and slightly below him. now come hard right in an attempt to position Sidra, with the USS Theodore Roosevelt battle
From that point on things happened very behind Kleeman. Muczynski reversed his fast group being prepared to follow them.
quickly. The Su-22s were approaching directly 7G hard left break into an even harder right On the morning of January 3, 1989, four
in front of Fast Eagle 102 when a radio turn. This dropped him straight into the 6 pairs of F-14s, two each from VF-14 and VF-32,
intercept officer on the RC-135 heard the o’clock of the Su-22 about 800 yards behind it, were flying the CAP supported by an E-2C
radio calls “In firing position” then “Firing” from where he fired his AIM-9L about 10 Hawkeye from VAW-126. On the southernmost
from the Su-22 pair leader. Lawrence seconds after Kleeman had fired his. CAP station were VF-32s Gypsy 207, BuNo
Muczynski saw a flash from the direction of 159610 and Gypsy 202, BuNo 159437. These
the contact, then a smoke trail. At about 500 after the battle were being flown by Commander Joseph B
yards from Fast Eagle 102, the lead Su-22 had Initially Muczynski thought his Sidewinder had Connelly and Commander Leo F Enwright in
fired an AA-2 ‘Atoll’ (R-13M) heat seeking air- failed to guide and would miss to the left of the the lead in Gypsy 207, and Lieutenant
to-air missile at Kleeman and Venlet’s Tomcat. Su-22, but it suddenly turned right and impacted Hermon C Cook III and Lieutenant
The shot was taken from in front of the F- on the left side of the rear fuselage. The pilot Commander Steven P Collins in Gypsy 202.
14, and the AA-2 was not what is known as an stayed with the burning Su-22 for about five At 11.50 hrs, the E-2C confirmed to the CAP
‘all-aspect’ heat seeking missile at that time. seconds before he too ejected. The parachute of that four MiG -23 fighters had taken off from Al
Modern heat seekers can be fired from the Libyan pilot was not seen to open. Bumbaw Air Base near Tobruk. The MiGs
anywhere in the vicinity of a target, from any The two Tomcats returned safely to the were flying in two pairs separated by about 30
aspect, hence the name. The AA-2 at that time USS Nimitz. The Libyans ceased hostile miles (50km) and heading towards the carrier.
could not, and consequently did not track or manoeuvres and began conducting search The VF-32 pair were ordered to intercept the
hit Fast Eagle 102. However, the Libyan and rescue operations to retrieve their pilots. Libyan aircraft and shepherd them away from
aircraft had opened fire, and that changed the As this was going on, about an hour after the the ships. The E-2C cleared the F-14 crews to
no-shooting rules of engagement the US incident, a pair of MiG-25s flying at about 1.5 arm and fire if threatened under their rules of
aircraft had been operating under. Mach made a mock attack towards the engagement. The F-14s were initially head-on
With the Su-22s passing down their left- carriers. The F-14 CAP was despatched to to the MiGs, so turned away to indicate that
hand side, both Tomcats broke hard left. As intercept them, but the MiGs turned away. As engagement was not their intent. The MiGs
they did so, the Su-22s separated, the leader the F-14s returned to their CAP station, the turned straight towards the Tomcats, so the F-
continuing north and turning slighty left, the MiGs turned back towards the carriers. This 14s turned again, and again the MiGs
wingman pulling up and breaking hard right forced the F-14s to react once more. They lit followed. Three more times this happened, all
across the face of the sun rising in an attempt up the MiG-25s with their AN/AWG-9 radars, the time the aircraft getting closer.
to evade the pursuing Tomcats. which promptly turned away and this time By 12.01, Leo Enwright called that the
Kleeman in Fast Eagle 102 called that he did not return. Only one more group of MiGs had “jinked back at me again for the
was taking the wingman, reversed his left Libyan aircraft was seen that day. It seems fifth time. They’re on my nose now, inside of
break into a hard right turn, then again after the point had been made. 20 miles”. Enough was enough, so a few
the SU-22 broke right, which dropped the In late 1988, tensions between the US and seconds later the first AIM-7 Sparrow of the
Tomcat neatly into the Su-22s six o’clock at Libya flared again. The US had accused Libya engagement was fired by Gypsy 207 at a
about 1000 yards range. Kleeman selected and of building a chemical weapons plant close to range of 14 nautical miles (26km). Both this
fired an AIM-9L Sidewinder which tracked the town of Rabta, and again the response was missile and the next Sparrow fired by Gypsy
straight up the Su-22s tailpipe. The pilot was to warn the US against interfering in Libyan 207 failed to track their targets.
At six miles range, the Tomcats split
up, the MiGs following the wingman,
Gypsy 202. As they did so, Gypsy 207
manoeuvred behind the Libyan aircraft.
Gypsy 202 fired its first missile, an AIM-7
Sparrow, which destroyed one of the MiG-
23s, and shortly afterwards Gypsy 207 fired
an AIM-9 Sidewinder at the second MiG,
which was also shot down. Both Libyan pilots
were seen to eject, but the Libyan Air Force
did not conduct a search and rescue
operation to retrieve them. The second, and
last, battle of the Gulf of Sidra was over. ■
An Su-22 of the Libyan Air Force. NATO Words: Tim Callaway
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aviationclassics.co.uk 105
The pilot’s cockpit of the F-14A. Grumman
The RIO’sw cockpit of the F-14A. Grumman
In the cockpit
The target detection fire control and weapons systems fitted to the F-14 are some of the
most advanced and long ranged ever devised. In order to effectively use the information
these systems could generate, a crew needed a well designed cockpit to operate from.
Here we take a look inside the ‘office’ of the Tomcat.
T
he first thing you notice about an
F-14 cockpit, front or rear, is just
how low the side walls are
compared to many other types.
The canopy is massive and bulges
out to the sides on either side of your head,
allowing a tremendous degree of downward
view, because you can lean out, as well as 360
degrees around the aircraft. The view is
magnificent, worthy of a great fighter aircraft.
One of the things that immediately endears
the Tomcat to you as a crew member is the
attention to detail in the cockpit. The RIO is
going to have to check behind the aircraft
during combat, so he is given a large and
sturdy handle on top his instrument panel to
hang on to while the F-14 is manoeuvring hard,
a handle he can use to twist almost fully The pilot’s cockpit right side panel in an F-14A. Grumman
around in the cockpit to check the 6 o’clock of
his aircraft is clear. In the front cockpit, there is
a handle mounted ahead of the throttles. The
shock forces of a catapult launch, particularly
at high weights, could cause the pilot’s hand to
be snatched backwards, retarding the throttles
and reducing power just when the aircraft
needs it most. When you are ready to launch,
you push the throttles fully forward and wrap
your fingers around this handle, preventing
the throttles from being jerked shut.
Although the Tomcat is a complex aircraft,
at no time does either cockpit feel cluttered.
The front cockpit on the F-14A is dominated
by the head up display (hud), vertical display
and horizontal display indicators which run
in a strip down the centre of the instrument
panel. The hud sits on top of the panel, with
the vertical display indicator below. On either
side of this are the main flight instruments, The pilot’s cockpit left side panel in an F-14A. Grumman
altimeter, radar altimeter, vertical velocity
indicator and airspeed/mach meter to the On the left-hand side of the cockpit are the Above it is the detail data display panel and
left, the artificial horizon, accelerometer, throttles, like the stick, covered in its attendant controls. On either side of these
clock, standby compass and bearing distance multifunction buttons. As well as these, the are a set of standby flight instruments similar
heading indicator, a kind of radio compass, left panel contains UHF radio, Automated to the front cockpit, as well as a set of threat
are arranged to the right. Of course, these Flight Control System, intercom, oxygen warning lights. The left lower panel contains
gauges are only standby instruments, for use system and other control panels. The right the weapons control and systems test panel,
if the hud fails. All your primary flight data is panel is taken up with the caution and the right has the caution and advisory lights
displayed on that. warning lights panel, electrical, air panel and the large multifunction display.
Below these the engine instruments and conditioning, hydraulic and other control The left side cockpit panel has the
hydraulic and electrical services indicators to panels, including the master test panel. All of command ejection lever, control panel for the
the left, the horizontal situation indicator in the these are well laid out, logical and easy to radar, infra red and TV sensors, liquid-cooling
centre, and the fuel, oxygen and cabin pressure reach from the ejector seat. Not just a good, controls for the Phoenix missiles, TACAN,
instruments to the right. The control stick is but a great example of the early application of intercom and UHF radio panels, as well as the
mounted centrally, with a set of multifunction ergonomics to an aircraft cockpit. computer address panel and antenna select
buttons set comfortably into the top and front. The rear cockpit is dominated by the huge and control panel. The right-hand side contains
The undercarriage lever, fuel management radar screen or tactical information display as the defensive and electronic countermeasures
panel, emergency stores jettison and launch bar it is known, sitting in the centre of the lower control panels, jamming system control panel,
abort panel form the lower left forward panel, panel. Below this is the control panel and electrical and radar control panels, IFF
the displays control and arresting hook panels hand controller that enables the RIO to steer transponder and antenna control panels,
form the lower right one. and operate the radar and other sensors. data link control and reply panels and the ➤

The AN/AWG-9 radar display in the RIO’s
cockpit. A phenomenal amount of data
could be diplayed here in various modes.
Hughes
digital data indicator panel. All of this may

seem a lot at first pass, but like all good
designs, it is something you quickly become The RIO’s cockpit left side panel in an F-14A. Grumman
used too. Even with the introduction of digital
avionics in the F-14D, the basic layout of both
cockpits didn’t change much, the most obvious
change being that of the additional
multifunction display in the front cockpit main
instrument panel to the right of the combined
horizontal and vertical display indicator. In the
rear cockpit, the upper detail data display
screen got a lot bigger, but that was about it
except for some detail control changes for the
new systems. What this meant was that any
crew could transition from the F-14A to the B
or D relatively quickly, as all the basics were in
the same place.
The seats are comfortable, the office is
roomy, well laid out and air conditioned, but
more than anything else, the view from the
window is unparalleled!
■ Words: Tim Callaway
The RIO’s cockpit left side panel in an F-14A. Grumman
The modified instrument panel in the pilot’s

cockpit of the F-14D. Note the two new
multifunction displays. Grumman
One of the keys to the Tomcat’s success was the unparalleled view from the cockpit. One
The modified instrument panel in the RIO’s of the keys to that was the dedication of the groundcrews. Here, a plane captain cleans
cockpit of the F-14D. Note the much larger the canopy of an F-14D Tomcat prior to flight operations aboard the Nimitz-class aircraft
upper detail data display. Grumman carrier USS Theodore Roosevelt (CVN 71). US Navy
For the deck crews carrier fight
operations are noisy and dangerous.
Here a F-14 of VF-102 positions onto the
catapult of the USS John F Kennedy
prior to launch. Luigino Caliaro
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The Quickstrike
to ASF-14 – The last
Tomcat proposals
By 1987, Grumman realised that the potential for growth had not yet been reached by the F-14
airframe, and made a number of final proposals for advanced versions of the airframe to take the
Tomcat into the 21st Centur y.
A
ltogether four advanced The first poroposal was the F-14D equipment required only new software and
versions of the F-14 were Quickstrike. Fitted with an improved APG-71 minor modifications to fulfil the role. The
proposed to the US Navy, radar featuring advanced air-to-air and air-to- proposal did not quite meet the US Navy’s
one as an alternative to the ground modes, the Quickstrike would have Advanced Tactical Fighter specification, so
hugely expensive Advanced been able to carry more stand-off weapons the contract went to developing the far more
Tactical Fighter programme. Sadly, none like the Harpoon, HARM and SLAM expensive and shorter ranged F/A-18E/F.
of the proposals were ever to become more (Standoff Land Attack Missile) missiles. This The next proposal was for the ST21, the
than paper exercises and models, but they would have made the F-14 a far more Super Tomcat for the 21st Century. This was
do make interesting reading, and bring effective ground attack aircraft, and a very more of a structural upgrade to the F-14D,
the still untapped potential of the F-14 cost effective one as the development costs featuring a new wing glove design which
airframe to light. would have been minimal. The aircraft and its would have enlarged the glove, solving both
A model of the ST21, Super Tomcat for the

21st century as proposed by Grumman.
National Museum of Naval Aviation.
A model of the ST21, note the repositioned
sensors to the front of the underfuselage
weapons rails supplementing the nose mounted
pod. National Museum of Naval Aviation.
aerodynamic and structural problems in a Beyond the ST21 came the AST21, or Attack
single modification. A single piece Super Tomcat for the 21st Century. The major
windscreen to improve the view was fitted. changes to this aircraft from the ST21 concept
The wing was modified with a new leading was the addition of extra bomb pylons under
edge and new Fowler flaps, both of which the engine nacelles, where the drop tanks
would have increased the wing performance traditionally were mounted, as well as a nuclear
markedly, throughout the speed range. weapons capability. The TSC and IRST would
Lastly, the obvious podded sensors under the be removable for attack missions to save
nose were moved aft to the front of the weight, being remountable for any air-to-air
underfuselage weapons rails. missions to give the AST21 the full sensor suite
The new aircraft would also have a new on demand. The radar would also be modified
engine, the F110-GE-129 of 29,000lb with a Forward Air Controller mode to better
(13,154kg) of thrust. These engines were to facilitate that role. The cockpit would have been
provide a supercruise speed of Mach 1.3 and better armoured and an Integrated Defensive
feature thrust vectoring nozzles for greater Avionics Package (IDAP) would have been
manoeuvrability. Possessed of even greater fitted to improve survivability in the air-to-
fuel efficiency, the new engine would have ground environment. Again, this would have
not only given the ST21 tremendous been a very cost effective aircraft as the F-14D
acceleration from the extra power, it would could have been modified to this standard,
also have greatly increased the range of the providing the US Navy with an ultra-long
aircraft without the addition of a single fuel ranged strike aircraft with all the performance
tank. New tanks were intended to be placed of a world class fighter at minimum expense.
in the redesigned wing gloves, however, as The last F-14 concept put forward was the
the structural weight saving from the ASF-14 Advanced Strike Fighter. The first
redesign outweighed the additional fuel. The three concepts discussed here were all
new tanks were to carry an additional 2200lb upgrades to the existing Tomcat, but the
(998kg) in each glove, increasing the internal ASF-14 was a brand new aircraft, only F-14
fuel stowage to 18,500lb (8392kg). shaped! The new design would have taken
Although the empty weight of the ST21 advantages of the new materials and
would have increased by 1000lb (454kg) over technologies developed during the Advanced
the F-14D, the advanced aerodynamics and Tactical Fighter and Advanced Tactical
increased power meant that the approach Attack Aircraft programmes. The cost of this
speed was reduced by 15 knots (28kph), and aircraft would have been high, as they would
the aircraft could be launched with a 7 knot all have to have been new build aircraft.
(12kph) tailwind over the deck. All of this Although none of these proposals were
would have been achieved at minimal cost, accepted, they do show that there was a lot of
because, like the Quickstrike concept, the life left in Grumman’s venerable old cat. ■
ST21 was a modification of the existing F-14D. Words: Tim Callaway

Goodbye
to the big bird
The last F-14 Tomcat combat sortie took place on Februar y 8, 2006, when two F-14Ds, one from
VF-31 and one from VF-213, flew a bombing mission over Iraq from the USS Theodore Roosevelt.
That was not quite the end of the stor y however.
T
he last F-14 combat sortie was
flown by Lieutenant Justin
Halligan and Lieutenant Bill
Frank from VF-31, who had
actually dropped their bombs on
Iraq. With them was the Commander of Air
Wing Eight, Captain William G Sizemore, in
an F-14D of VF-213, who made the last carrier
landing after a combat sortie by the F-14.
On March 10, 2006, all 22 Tomcats from
these squadrons flew in a single formation to
NAS Oceana, marking the end of the last
carrier deployment of the F-14. VF-31
remained operational until September,
conducting the last carrier qualifications by
the F-14 in July. The last F-14 to be catapulted
from an aircraft carrier was a VF-31 F-14D,
shot from the USS Theodore Roosevelt on
July 28, 2006. The crew was Lieutenant Blake
Coleman and Lieutenant Commander Dave
Lauderbaugh. The last trap recovery was
Sailors from Fighter Squadron Three One (VF-31) salute the departing aircrew, marking the made the same day, by Lieutenant Chris
final flight of the F-14 Tomcat at Naval Air Station Oceana.US Navy Rattigan and Lieutenant Paul Dort. ➤
Aboard USS Theodore Roosevelt (CVN

71), an F-14D Tomcat assigned to the
‘Tomcatters’ of Fighter Squadron Three
One (VF-31), aircraft number 112,
completes the final catapult launch of
an F-14 Tomcat fighter aircraft. US Navy
Aboard USS Theodore Roosevelt (CVN 71), an F-14D Tomcat assigned to the ‘Tomcatters’ of Fighter Squadron Three One (VF-31), aircraft number
112, accelerates down the ship’s number three catapult during the final launch of an F-14 Tomcat fighter aircraft. US Navy
The crowd gives a hats off and three cheers

led by Commander, US Fleet Forces
Command Admiral John B Nathman, as part
of the ‘Sunset Ceremony’ held at Naval Air
Station Oceana.The ceremony commemorated
those who designed, flew and maintained
the F-14 Tomcat for 36 years. US Navy
A pilot assigned to the ‘Tomcatters’ of Fighter Squadron Three One (VF-31) waves the ensign
after completing the final deployment flying the F-14 Tomcats. US Navy Aboard USS Theodore Roosevelt (CVN 71),
an F-14D Tomcat, aircraft number 101, piloted
by Lieutenant Chris Rattigan and Lieutenant
Its fame wIth the publIc was InspIred by the movIes, Its Paul Dort, assigned to the ‘Tomcatters’ of
Fighter Squadron Three One (VF-31),
fame wIth aIr and ground crews was InspIred by Its completes the last scheduled arrested
sheer power and performance landing of an F-14 fighter aircraft.US Navy
An F-14D of VF-31, the

last unit to fly the F-14
in US Navy service.
Keith Draycott

Right: A crowd gathers to bid farewell to
the F-14D Tomcat during the final flight
ceremony at Naval Air Station Oceana.
US Navy
Below right: Twenty-two F-14D Tomcats

from Fighter Squadron Two One Three (VF-
213) and VF-31 conduct a flypast at
Naval Air Station Oceana airfield at the
end of their final deployment flying the F-
14 Tomcat. US Navy
The final flight ceremony was held at NAS

Oceana in front of over 1300 former Tomcat
air and ground crew on September 22, 2006.
The ceremonial last flight was made that day
by Commander Chris Richard and Lieutenant
Mike Petronis. There was one more flight
after this, on October 4, 2006, when a VF-31
F-14D was ferried from Oceana to Republic
Airport on Long Island, New York.
After 36 years of service, the mighty
Tomcat prowled the skies no more. The
aircraft that replaced it still do not have its
performance in terms of range and the sheer
power of its sensors, nor do they have the
reach of the AIM-54 Phoenix. Its fame with
the public was inspired by the movies, its
fame with air and ground crews was inspired
by its sheer power and performance.
The images here capture some of the
events that ushered the F-14 from potent
front line combat aircraft to museum piece, in
my opinion somewhat before her time. ■
Words: Tim Callaway
Sunset on a legend. An F-14D

Tomcat of VF-31 sits on the
flight deck aboard USS
Theodore Roosevelt (CVN 71).
“And at the going down of the
sun, we will remember them.”
Respectfully dedicated to the
69 Tomcat crewmembers killed
while flying the jet. US Navy
An F-14D of VF-31 just
before touch down on the
deck of the USS Abraham
Lincoln. Luigino Caliaro
The Iranian F-14
– the last Tomcat
I
The last operator of the F-14 in front line ser vice is also the only n 1941, Iran’s pro-Axis stance led to an
export customer for the aircraft. David Oliver tells the stor y of Anglo-Russian occupation of the
neutral nation to protect the oilfields
Iran’s acquisition and combat use of the Tomcat. belonging to the British-controlled
Anglo-Iranian Oil Company, forcing
the ruling Shah to abdicate in favour of his
son, Mohammad Reza Pahlavi.
A decade later Shah Pahlavi’s position was
threatened when the Anglo-Iranian Oil
Company was nationalised by his Prime
Minister, Mohammed Mosaddegh, who was
removed from power in a coup codenamed
Operation Ajax in August 1953, organised
and carried out by the United States’ CIA at
the request of the British MI6.
After the 1953 coup, British influence in
Iran began to wane and the country became
one of the client states of the United States.
During the following two decades, the grateful
Shah began to spend his ever- increasing oil
revenues on expanding his armed forces with
the latest American equipment, and state-of-
the-art combat aircraft for the Imperial Iranian
Air Force (IIAF) in particular.
Since the early 1970s, Soviet MiG-25R
IIAF F-14 Tomcat serial 3-6056 armed with underwing Sidewinder and underbelly Phoenix air- Foxbat supersonic interceptors had regularly
to-air missiles. via David Oliver overflown Iran with immunity from attack by
Iran placed an order for 30 Tomcats in

January 1974 and the order was quickly
increased to 80 aircraft.This was during
the Shah of Iran’s tenure when their
government was very pro-Western.This
shows the production line for the F-14s that
were destined for Iran at the Calverton,
New York Plant. Grumman History Center
An Imperial Iranian Air Force (IIAF) F-
14A on a test flight off the east coast
of the US in 1976. Luigino Caliaro
the IIAF. The search for a new variant, with only a few classified avionics The IIAF Tomcats bore the US Navy serial
fighter/interceptor began with senior Iranian items being omitted. numbers of 160299/160378 and were
pilots test flying virtually every Western fighter The base site for Iranian Tomcat operations assigned the IIAF serial numbers 3-863 to
aircraft available at the time, plus covertly was Khatami Air Force Base at Isfahan and 3-942, later 3-6001 to 3-6080. The 79th F-14
flying MiGs in other ‘friendly’ countries. 1 Squadron at Shiraz Tactical Fighter Base. was delivered to Iran in 1978 with the last
In the end, the Grumman F-14A Tomcat Imperial Iranian Air Force aircrew, mainly Tomcat, BuNo 160378, being retained in the
armed with Hughes AIM-54A Phoenix AAM, experienced F-4 pilots, began to arrive in the US for use as a test bed. Iran had also
unquestionably one of the most potent US for training in May of 1974, the first pilots ordered a total of 714 AIM-54A Phoenix
warplanes in the world at that time, was going to Naval Air Station Miramar in missiles, but only 284 were ever delivered.
selected in August 1973 as the IIAF’s principal California and the second group to Naval Air However, the Shah’s westernisation of his
interceptor. The importance to US foreign Station Oceana in Virginia. After completion of country and authoritarian rule alienated the
policy of the Shah was indicated by the fact F-14 training in USA, they returned home to powerful mullahs and following massive
that Iran was the only export customer for become IIAF F-14 instructor pilots with one of demonstrations and the imposition of martial
this sophisticated and expensive package. them remaining in the US to test fire the law, he was forced to flee from the country in
An initial order signed in January of Phoenix missile. After returning January 1979. A Revolutionary Council
1974 covered the purchase of 30 F-14s, but in to Isfahan, the qualified instructors started presided over by the exiled cleric Ayatollah
June an additional 50 Tomcats were added to training the rest of the pilots with the Khomeini took over the reins of power and
the contract. The Iranian Tomcats were co-operation of four American F-14 instructors established the Islamic Republic of Iran and set
virtually identical to the US Navy F-14A who were part of the original contract. about eradicating the relationship with the
The Iranian Tomcats were fairly late on the West, and the United States in particular. The
production line and were therefore delivered defence budget was severely curtailed and all
with the Pratt & Whitney TF30-P-414A after- outstanding orders placed by the Shah’s
burning turbofans, which were much more government, including an additional order for
reliable than the compressor-stall-prone 400 AIM-54A Phoenix missiles, were cancelled.
P-412A engine. The first two of 79 Tomcats This was followed by the imposition of a
arrived in Iran in January of 1976, one of which strict arms embargo against Iran by the West
was flown by an IIAF pilot. By May of 1977, which caused a severe shortage of spare
when Iran celebrated the 50th anniversary of parts and skilled personnel, in addition to
the Royal House, 12 had been delivered. which many experienced pilots and
During this period Soviet MiG-25 Foxbats maintenance personnel had followed the
were still overflying Iran and the Shah Shah into exile. As a result, by 1980, the air
ordered live firing tests of the Phoenix to force was only a shadow of its former self.
be carried out as a warning. In August of This embargo was to have an especially
1977, an IIAF Tomcat crew shot down a severe long-term effect on the Tomcat fleet,
An Imperial Iranian Air Force F-14 Tomcat BQM-34E drone flying at 50,000 feet and the since the embargo prevented the delivery of
aerial refuelling from a Boeing 707 tanker. Soviets took the hint and promptly ended the any airframe or engine spares, and air-
via David Oliver Foxbat overflights. launched weapons. ➤

The shortcomings of the new Islamic officers who were suspected of disloyalty to Those that were able to engage the enemy
Republic of Iran Air Force (IRIAF) were the Islamic regime. As the stalemated war during the war, scored most of their kills with
highlighted when the sporadic war with continued, the IRIAF could not generate AIM-54A Phoenix missiles, losing only one
neighbouring Iraq gained momentum in 1982 more than 60 sorties per day, whereas the Tomcat in combat when it was caught off-
when Iran launched an offensive to regain number of sorties that Iraq could mount guard while operating as a singleton by an
much of the border area occupied by Iraq in steadily increased year after year, reaching a Iraqi MiG-21, apparently a Fishbed modified
late 1980. Air power did not play a dominant peak as high as 600 in 1986-88. to fire Magic Mk.1 AAMs, after which all the
role in the Iran-Iraq war but during the early It is extremely difficult to get any reliable Tomcats operated in pairs. Another was lost
phase of the war, Iranian aircraft had the fuel, estimates of just how many Iranian F-14As when its crew ejected after losing control
armament and the endurance to win most of were in service at any one time during the when the aircraft entered in spin and a
the aerial encounters, either by downing Iraqi war, with some having to be cannibalised to surface-to-air missile (SAM) hit another F-14
aircraft with their first shot of an AIM-9 keep others flying. In the summer of 1984, it over the disputed Kharg Island in the Persian
sidewinder or else by forcing Iraqi fighters to was estimated that only 15 to 20 IIRAF Gulf. Iraq’s late model Mirage F.1EQ-6
break off the engagement. Tomcats were operational. However, fighters with Super R-530 AAMs were the
Iranian pilots initially had the edge in although few of them were available for air closest it had to match the Tomcat, finally
training and experience, but as the war combat, several were used to good effect downing a pair just before the end of
dragged on, this advantage was gradually lost serving in a mini-AWACS role by virtue of hostilities in the summer 1988.
because of the repeated purges within the their powerful AN/AWG-9 radars and two- The IRIAF’s top-scoring pilot was
ranks of the IRIAF that removed experienced man crew. Brigadier General Jalil Zandi who served for
the full duration of the Iran-Iraq war. His
record qualifies him as an ace and the most
A formation of three IRIAF F-14 successful pilot of that conflict. Described as
Tomcats flying over Tehran during ‘brazen’, he began his career in the Shah’s
Iran’s annual National Army Day IIAF and stayed on to serve in the IRIAF
parade in April 2011. Afshin Hazrate when it was somewhat dangerous for pilots to
continue their military service. While a
major, he often clashed with his superior Col
Baba’ie, the officer responsible for keeping
Iran’s Air Force in the skies. He spent at least
two periods in prison, one under a threatened
death sentence that was decreed by
revolutionary Mullahs.
Nevertheless, he was reliably credited with
shooting down nine Iraqi aircraft and three
probable kills. These included two MiG-23s,
two Su-22s, one MiG-21 and three Mirage F1s.
His record made him the most successful F-14
Tomcat combat pilot ever. He was shot down
once, in February 1988, when his Tomcat was
hit by missiles fired from Iraqi Mirage F-1EQ.
He tried to return to base but his remaining
engine failed and he was forced to eject. He
rose to the rank of Brigadier General and his
last official post was Deputy for Planning and
Organisation of the IRIAF. He died in a car
accident near Tehran in 2001.
In spite of the Western arms embargo, Iran
has been able to maintain a more-or-less
steady supply of spare parts for its fleet of
Tomcats from several sources including the
Iranian Aircraft Industries based at 1st Tactical
Air Base in Tehran. Some may also have been
smuggled into Iran by Israel and it has been
rumoured that the Russians provided
assistance to upgrade Tomcat’s ageing
airframe, and it has been experimentally fitted
with a Russian-built engine and ejection seat.
The US government also supplied a limited
amount of arms to Iran in exchange for its
assistance in getting hostages held in Lebanon
released although these were unlikely to be F-
14 spares. However, as a result of the
notorious Iran-Contra scandal, Iran was
reported to have received Tomcat landing
gear equipment and avionics.
Iran’s indigenous aircraft industries have
kept the AN/AWG-9 radar operational, and
the IRIAF Tomcats are capable of firing AIM-
9 Sidewinder and AIM-7 Sparrow missiles
and anti-ship missiles. Most Iranian Tomcats
fly with a missile load of four Sparrows and
two Sidewinders for air-to-air operations. Iran
A pristine Islamic Republic of Iran Air Force
(IRIAF) F-14 Tomcat, one of six that were
flown in a military parade over Tehran in
April 2011. Mohammad Razzazan
This US Navy F-14A Tomcat in the markings of the Islamic Republic of An Imperial Iranian Air Force (IIAF) F-14A at altitude with the wings
Iran Air Force was used by an Aggressor unit in the 1990s. US Navy fully swept. National Museum of Naval Aviation
is reportedly developing a domestic version named Houshang Amir Bagheri is also listed but it is not clear if this aircraft still exists.
of the Sparrow to replace its stock of on the US Customs ‘Most Wanted’ list for his Iran now claims to have more than 20
expended missiles. attempts to acquire classified F-14 operational F-14As and as many again in
The IRIAF has also experimented with a components on behalf of Iran. storage for spare parts. The Iranian
number of Raytheon MIM-23 Hawk surface- “Given the current situation in Iran” the aerospace industry has been producing up to
to-air missiles for carriage on its F-14 Tomcat US Department of Defense announced in 70% of spare parts for several US types
fighters in the air-to-air role under a January 2007 that sales of surplus spare parts including the Tomcat, and IRIAF’s Tomcat
programme known as Sky Hawk and has for the US Navy’s recently retired F-14s were Overhaul Centre at Isfahan has been
recently revealed its own version of the to be suspended due to concerns that they modifying the extant fleet’s wiring and fire
Hawk, the Shahin, which it claims to be could end up in Iran. In July 2007, the control system for compatibility with iron
under production. remaining US Navy F-14 Tomcats were being bombs, to become ‘Bombcats’.
A number of foreign nationals have in fact scrapped to ensure that F-14 spare parts Three Tomcat units, the 81st, 82nd and
been implicated in efforts to illegally would not be acquired by governments 83rd Tactical Fighter Squadrons, are all based
smuggle aircraft components from the “considered hostile to the US”. In the summer at the 8th Tactical Fighter Base at Isfahan, the
United States to Iran. Two men were charged of 2010, Iran requested that the United States last home of the outstanding F-14 Tomcat,
in December 2000 for attempting to illegally deliver the 80th F-14 it had purchased in one of the world’s greatest long-range
purchase F-4, F-5, and F-14 parts and ship 1974 but delivery was withheld after the interceptors, the last of Grumman’s fighting
them to Iran by way of Singapore. A fugitive Islamic Revolution. The request was rejected felines. ■ Words: David Oliver
An IRIAF Grumman F-14A

Tomcat in current
markings. Keith Draycott

Survivors
Unknown locations
F-14A (BuNo 157984)
– On outdoor static display
F-14D (BuNo 161159)
– Museum Tomcats
F-14A (BuNo 162710)
known locations
F-14A (BuNo 157982) – On loan to
Cradle of Aviation Museum, 1 Davis A list of all the sur viving Tomcats in the United States, with one
Avenue, Garden City, New York 11530 – in Japan and three in Iran.
Prototype Number 3 (Nonstructural
T
Demonstration Testbed)
F-14A (BuNo 157986) – On loan to he following pages contain a list the F-14s on display today have had major
Intrepid Sea-Air-Space Museum, of all the Tomcats we know about components such as the engines removed, as
166 W 46th Street, New York, New that survive today. These are split well as their radars and other sensitive
York 10036 – YF-14A/B “Super Tomcat” up into three sections, all of electronics and systems. Most are literally
Prototype which are arranged by their US shells of aircraft, but serve to represent the
F-14A (BuNo 157988) – On loan to Navy serial number, known as the BuNo. mighty Tomcat in museums and other
Naval Air Station Oceana,Virginia Firstly there are three aircraft where their institutions, reminding any visitor of what a
YF-14A (BuNo 157990) – On loan to location is unknown, then those at known large, yet elegant, aircraft the F-14 was for a
March Field Museum Foundation, locations, with additional details such as the carrier-based fighter. Even sitting in a
22550 Van Buren Blvd, Riverside, colour schemes the aircraft are displayed in. museum, the Tomcat still looks like it is
California 92518 – YF-14A Prototype Lastly, there are two aircraft where the BuNo doing Mach 2.
Number 11 Avionics Testbed is unknown. I was lucky enough to be at Nellis Air
F-14A (BuNo 158617) – On loan If you know of any aircraft we have Force base in 2003 for its annual Aviation
to Egypt Veterans of Foreign Wars missed from this list, or if any of the details in Nation air show. Unusually it had rained on
Post No. 7293, 5209 Springmill Rd, the list have changed, please let us know and the Saturday morning, I say unusually
Whitehall, Pennsylvania 18052 – VF-103 we will publish amendments on the Aviation because Nellis lies on the outskirts of Las
“Jolly Rogers” Classics website. Vegas, in the middle of the Nevada Desert.
F-14A (BuNo 158623) – On loan to That so many airframes survive is Close to the beginning of the show was a
Point Mugu Missile Park, Naval Air testimony to the popularity of the aircraft and display by an F-14 of VF-101 which remains
Station Point Mugu,Ventura County, its fame. A great deal of work, at no small in my mind one of the most spectacular and
California – VX-30 “Vampires” cost, was required in order to save these awe inspiring aircraft displays it has ever
F-14A (BuNo 158978) – On loan to San aircraft from destruction. The reason so been my privilege to witness.
Diego Aircraft Carrier Museum, San many were completely destroyed – and by The humid air meant that on his arrival
Diego, California that we really do mean shredded into small into the display area, at about 300 feet and
F-14A (BuNo 158985) – On loan to pieces at great cost – was to prevent the close to 0.9 Mach with the wings fully swept,
Yanks Air Museum, Chino Airport, Iranian Government from obtaining spare only the nose of the aircraft was visible, the
Ontario, California 91762 parts or upgrades for its fleet of Tomcats. rest of the airframe was occluded in a self
F-14A (BuNo 158998) – On loan to Air Many attempts to purchase and export generated cloud. With a great whispering
Victory Museum, 68 Stacy Haines Rd, part or whole airframes and engines were whoosh, followed by an ear splitting roar as it
Medford, New Jersey 08048 made through a variety of third parties, fake went past, it seemed like the F-14 was literally
companies and other secretive means. All of tearing the sky apart.
F-14 160898 on display at the Palm

Springs Air Museum in California in
the markings of VF-41, the “Black
Aces”. Constance Redgrave
Naval Air Station/Joint Reserve Base
(NAS/JRB) Ft. Worth Texas 76127
Patriots Point Naval and Maritime
Museum, 40 Patriots Point Road, Mt
Pleasant, South Carolina 29464 – VF-
143 “Black Lions”
Naval Air Station Norfolk, Norfolk,
Virginia
NAVICP, 700 Robbins St, Philadelphia,
Pennsylvania 19111 – VF-154 “Black
Knights”
Naval Test Wing Atlantic, Naval Air
F-14 157986 on display at the Intrepid Sea-Air-Space Museum, was the seventh Tomcat built by Station Patuxent River, Lexington Park,
Grumman and was retained as their primary research and development airframe. In 1973, it Maryland 20670 – VX-23 “Flight Test
served as the prototype for the F-14B and later D. Ad Meskens Squadron Aircraft”
What followed was the sight of a impressive might, which will do until Iran NALF, Fentress,Virginia – VF-101 “Grim
massive and powerful aircraft performing decides to put one of its remaining aircraft on Reapers”
aerobatics within the airfield boundary the international display circuit! F-14A (BuNo 159600) – On loan to OV-
and generally impressing the crowd into Lastly, it is understood that three retired 10 Bronco Museum, 3300 Ross Avenue
silence at its majestic and potent F-14 airframes are on display in Iran, at Fort Worth,Texas 76106 – VF-31
performance. I am very sorry there are no Tehran, Esfahan and Bushehr. No other “Tomcatters”“Christine”, the longest-
more Tomcats flying, as I wish everybody details or photographs of these aircraft are serving Tomcat in US Navy,
could witness an F-14 display. available, but again, if you know of any remanufactured F-14 originally built in
However, all is not completely lost, there sources, please let us know and we will 1976, made final 2006 cruise.
are many films and movie clips on the update the information via the Aviation F-14D (BuNo 159610) – On loan to
internet that feature the Tomcat in all its Classics website. ■ Words: Tim Callaway National Air and Space Museum,
Steven F Udvar-Hazy Center, Sully,
Virginia 20151 – VF-31 “Tomcatters”
F-14D (BuNo 159619) – On loan to
Sun N’ Fun Museum, 4175 Medulla
Road, Lakeland, Florida 33811 – VF-31
“Tomcatters”
Pioneer’s Museum, 373 E Aten Rd,
Imperial, CA 92251
Naval Air Station Fallon, Nevada
89406 – VF-103 “Jolly Rogers”
Wedell-Williams Aviation Museum, 118
Cotton Road, Patterson, Louisiana
70392
F-14A (BuNo 159631) – On loan to San
Diego Aerospace Museum, San Diego,
California 92101
YF-14 157982 on display at the Cradle of Aviation Museum.This aircraft is the third pre-production Wings Over the Rockies Air and Space
aircraft which first flew on December 28, 1971 at the Grumman Flight Test Facility at Calverton, Museum, Denver, Colorado 80230 – VF-
New York. It was primarily used as a Nonstructural Demonstration Testbed. Ad Meskens 211 “Checkmates”
Western Museum of Flight,Torrance,
California 90505
Tillamook Air Museum,Tillamook,
Oregon – VF-213 “Black Lions”
Defense Supply Center Richmond,
Richmond,Virginia – VF-142
“Ghostriders”
Naval Air Facility (NAF) El Centro,
California
Museum of Flight, 9404 East Marginal
F-14A 160684 in the Pima Air and Space Museum in the markings of VF-111 the “Sundowners”. Way S, Seattle, Washington 98108 – VF-
Constance Redgrave 103 “Jolly Rogers” ➤

Delaware Valley Historical A/C
Association, Naval Air Station Willow
Grove, Pennsylvania 19090 – VF-84
“Jolly Rogers”
Texas Air Museum, Caprock Chapter,
Slaton,Texas – VF-84 “Jolly Rogers”
F-14A (BuNo 160395) – On loan to Air
Zoo, Millwood, Michigan 49002 – VF-84
“Jolly Rogers”
Fleet Area Control and Surveillance,
Naval Air Station Oceana,Virginia
American Airpower Heritage Museum,
Midland International Airport, Midland,
Texas 79706
Empire State Aeroscience Museum,
Glenville, New York – VF-14 “Tophatters”
F-14A (BuNo 160658) – On loan to Close up of the VF-111 sharkmouth marking on F-14A 160684 in the Pima Air and Space
Naval Air Engineering Station (NAES) Museum. Constance Redgrave
Lakehurst, New Jersey 08733 – VX-9
“Black Beauty”
F-14A (BuNo 160661) – On loan to US
Space and Rocket Center, Huntsville,
Alabama 35808 – VF-84 “Jolly Rogers”
Western Aerospace Museum, Oakland,
California
F-14A (BuNo 160684) – On loan
to Pima Air and Space Museum,
Pima, Arizona 85756 – VF-111
“Sundowners”
F-14A (BuNo 160694) – On loan to USS
Lexington Museum on the Bay, Corpus
Christi,Texas – VF-84 “Jolly Rogers”
Pacific Coast Air Museum, 2230 Becker YF-14A 157990 on display at the March Field Museum, Riverside, California, in the markings of
Blvd, Windsor, California 95492 – VF-1 VF-1 the “Wolfpack”.This aircraft was prototype number 11 and served as an avionics testbed.
“Wolfpack” Constance Redgrave
Palm Springs Air Museum, 745 N Gene
Autry Trail, Palm Springs, California
92262 – VF-41 “Black Aces”
Calverton, New York – VF-101 “Grim
Reapers”
to Mid-America Air Museum, Sioux
City, Iowa
Naval Air Station Atlanta, Marietta,
Georgia – VF-201 “Hunters”
F-14D (BuNo 160914) – On loan to F-14D 164343 on display at the Evergreen Aviation Museum, McMinnville, Oregon in the
Wilmar Municipal Airport, Wilmar, markings of VF-31, the “Tomcatters”. Keith Draycott
Minnesota 56201
to TICO Warbird Museum, 6600 Tico
Rd,Titusville, Florida 32780 – VF-41
“Black Aces”
Naval Air Facility Atsugi, Japan – VF-102
“Diamondbacks”
Tobyhanna Army Depot,Tobyhanna,
Pennsylvania 18466 – VF-103 “Jolly
Rogers”
Prairie Aviation Museum, Bloomington, F-14A 161623, part of the Patuxent River Naval Air Museum appears in VX-23 Flight Test
Illinois Squadron markings. Keith Draycott
Carolinas Air Museum, 4108
Minuteman Way, Charlotte, North
Carolina 28208 – VF-213 “Black Lions”
F-14B (BuNo 161422) – On loan
to Naval Air Station Wildwood
Museum, Cape May County Airport, Rio
Grande, New Jersey 08242 – VF-103
“Jolly Rogers”
F-14B (BuNo 161426) – On loan to
Naval Air Station De Land Museum, 910
Biscayne Blvd, De Land, Florida 32724 –
VF-101 “Grim Reapers”
Tulsa Air and Space Museum,Tulsa,
Oklahoma 74115
What started my fascination F-14A (BuNo 161605) – On loan
with the Tomcat. A VF-101 F-14 to Wings of Eagles Museum, 17
arrives in its own cloud at Nellis Aviation Drive, Horseheads, New
AFB in 2003. An astounding York 14845
display followed. Keith Draycott F-14A (BuNo 161611) – On loan to
Naval Air Technical Training Center,
Naval Air Station Pensacola, Florida
32508
Combat Air Museum, Forbes Field,
Berryton, Kansas 66409 – Painted as a
“Top Gun” aircraft
to Selfridge Military Air Museum,
Mount Clemens, Missouri – VF-41
“Black Aces”
Patuxent River Naval Air Museum,
Lexington Park, Maryland 20670 – VX-23
Flight Test Squadron Aircraft
Aviation Museum of Kentucky, Blue
Grass Airport, Lexington, Kentucky – VF-
32 “Swordsmen”
Naval Air Station Jacksonville,
Jacksonville, Florida 32212 – VF-83
“Jolly Rogers”
F-14A 160382 at the superb Museum of Flight, Seattle, Washington, in the markings of VF-103, to Quonset Point Air Museum, 6854
the “Jolly Rogers”. Keith Draycott Post Road, North Kingstown, Rhode
Island 02852 – Painted as a “Top
Gun” aircraft
Naval Test Wing Atlantic, Patuxent River,
Lexington Park, Maryland – Naval Test
Wing Atlantic
Southern Museum of Flight,
Birmingham, Alabama
Aircraft Carrier Hornet Foundation,
Alameda, California
MAPS Air Museum, Canton, Akron, Ohio
44312 – VF-32 “Swordsmen”
Naval Air Station Key West, Florida
33040 – VF-101 “Grim Reapers”
Estrella Warbird Museum, 4251 Dry
Creek Road, Paso Robles, California
93446 – VF-11 “Red Rippers”
An F-14A of VF-213, the “Black Lions” On display at the USS Midway Museum in San Diego, Grissom Air Museum, Grissom, Indiana
California. Keith Draycott 46970 - VF-11 “Red Rippers” ➤

Veterans of Foreign Wars, Post No. 8896,
East Berlin, Pennsylvania – VF-32
“Swordsmen” Gypsy 100
F-14B (BuNo 162926) – On loan to New
England Air Museum, Suffield,
Connecticut 06078 – VF-143 “Pukin
Dogs”
Arnold Air Force Base, Manchester,
Tennessee 37355 – VF-213 “Black Aces”
Aerospace Museum of California,
McClellan, California 95652 – VF-31
“Tomcatters”
Hickory Aviation Museum, Hickory
Regional Airport, North Carolina
28601 – VF-31 “Tomcatters” aircraft 107,
flew the retirement ceremony with Lt An F-14D on display at Palmdale which made the last flight by a Tomcat in 2006.The aircraft
Cmdr Chris Richard and Lt Mike belonged to VF-31 and carries Grumman and Tomcat markings on the fin. Keith Draycott
Petronis at the controls.
Naval Air Station Ford Island, Ford
Island, Hawaii - VF-31 “Grumman
Markings”
Wings Over Miami Museum, 14710 SW
128th St, Miami, Florida 33186 – CAG of
VF-31
Evergreen Aviation Museum, 500 NE
Captain Michael King Smith Way,
McMinnville, Oregon 97114 – VF-31 The F-14D currently on display at the National
“Tomcatters” Museum of Naval Aviation at Pensacola,
F-14D (BuNo 164346) – On loan to This pedestal mounted F-14A makes an Florida, following deployment aboard the
Virginia Aviation Museum, 5701 impressive introduction to the National carrier Carl Vinson (CVN 70) while serving with
Huntsman Road, Richmond,Virginia Museum of Naval Aviation at Pensacola, VF-213 during Operation Enduring Freedom in
23250-2416 – VF-31 “Tomcatters”.The Florida. National Museum of Naval Aviation 2001. National Museum of Naval Aviation
last Tomcat to operationally trap
aboard a US Navy carrier.
F-14D (BuNo 164350) – On loan to Joe
Davies Heritage Airpark, 001 E Avenue P,
Palmdale, California
Castle Air Museum, Santa Fe Dr,
Atwater, California 95301 – VF-101
“Grim Reapers”
F-14D (BuNo 164603) – On loan
to Northrop Grumman, Bethpage,
New York – VF-31 “Tomcatters”. Felix
101 from VF-31 is the last Tomcat to
fly in US Navy service. Final flight was
from NAS Oceana,Virginia to the
American Airpower Museum at
Republic Airport Long Island, New
York on October 4, 2006 where it
was displayed for a year and a
half before being moved to Grumman
Plant 25.
Naval Air Station (NAS) Oceana,
Virginia
Unknown BUnos
F-14A – On loan to The USS Midway
Museum, 910 N Harbor Drive, San
Diego, California 92101 – VF-213
“Black Lions” A close up view of the front of YF-14A 157990 at the March Field Museum, showing the
F-14A+ – On loan to USS Battleship right wing fully swept and the left, even further back, in the ‘superswept’ parked position, to
Alabama Memorial, Mobile, Alabama. save space on carriers. Constance Redgrave
Dale ‘Snort’
Snodgrass
The real Top Gun On the 1988 Dependents’ Day Cruise of the
No magazine about the Tomcat can be complete without mention of USS America, Dale was captured by a
crewmember doing what he did best, a
arguably its finest proponent, a man who amassed in excess of 4800 close, low and extremely tight flying display.
flying hours on the F-14 and flew displays in the aircraft that people This has since become one of the most
still talk about today. Here, Dale Snodgrass talks to Norm deWitt. famous F-14 images. Dale Snodgrass
T
here have been many pilots who
flew the F-14 over the years, but
only one is synonymous with the
Tomcat, Dale ‘Snort’ Snodgrass.
He is the most experienced
Tomcat pilot in the world, serving for almost
the entire flight history of the airplane.
“My father was a Marine Aviator during
the Second World War flying C-46s initially,
and then Corsairs at the end of the war. Then
he was an engineering test pilot in San Diego,
in the civilian world doing a number of flights The view from the other
with Consolidated, Lockheed, Convair, and side. Dale gets airborne
in a MiG-17 for another
then eventually moved over to the flight
display. Dale Snodgrass
research department for Sperry Gyroscope
in Long Island, NY, where I was born, and
then eventually migrated over to Grumman.”
The apple didn’t fall far from the tree, and in that the airplane was brand new but it did In the Gulf War of 1990-91 Dale was the
Dale started his Naval Flight Training in have some growing pains. I remember the first Commander of Fighter Squadron 33, leading 34
1972. “There were about 90 guys who got flight I took; at that point things were breaking missions without a single loss. “There was a
orders between all the bases, and I was all the time. It took about 45 minutes to get out massively good tanker plan that got us in-
fortunate enough to be at the top of that of the line; the jet was very complicated for a country across the Iraq border, every single
chain. I was one of the first guys in flight young guy coming out of Training Command. plane in the Strike package was topped off.
school to get one; I got first choice along with Somehow, we all managed to muddle through When you looked on paper at the time, before
another guy… Rich Stark… we were the first it. Miramar at the time was very robust in Desert Storm, they had a very formidable Air
two guinea pigs to come right out of the fighter pilots and fighter pilot lore, the Vietnam Force. We thought this could be a pretty
Training Command to get those Tomcats.” War had just ended and F-4s were all over the exciting couple of weeks here if it developed,
Of course the F-14 was coveted as it was place. The F-14 was the brand new beast on but it didn’t develop. I was a Strike Leader and
the latest and greatest. “That’s right. The the block and it was pretty cool being a young Squadron C.O., and one time I chased a MiG-29
Training Squadron at that time was VF-124, Ensign, flying the Tomcat at Miramar… in for 200 miles, in afterburner going the opposite
the Gunfighters at Miramar; from there I got those days it was quite an experience.” direction (from home). He was running for Iran
assigned to my first Operational Squadron It didn’t take ‘Snort’ long to rise to the top and I ran out of gas chasing him. It was pretty
VF-142 the Ghostriders, which was a West of the talent pool, named the Navy’s Fighter much slim pickings, as the MiGs were few and
Coast F-4 squadron that was being moved to Pilot of the Year in 1985, and then the far between. Pretty much every one that came
Oceana. The squadrons were all transitioning Grumman Aerospace “Topcat of the Year” for up to try and do anything got blasted.”
from F-4s at that point.” 1986. Dale – “There was a lot of posturing Dale now keeps occupied as one of the top
What were the initial experiences of the about how good the MiG-21 was, but in reality air show pilots in the US. As a result, Dale is
Tomcat? “Well, it was a wonderful experience it was very capable in a dog fight but not one of the few persons who can give an
spectacular. A Tomcat in the hands of a good honest informed assessment of the planes
pilot, especially against those guys, would that flew against each other in the 1970s, 80s,
have cleaned up. As far as visual combat goes, and 90s, as well as some from his Father’s
my only experience was four engagements era. “I’m flying the Corsair now… it’s gone
with Libyan Mirage IIIs/Vs and MiG-25s. In full circle as I’m flying something on the air
those engagements we were able to get very show circuit that my father flew in combat.
offensive (gun solutions), only problem was Even more ‘full circle’ is that now I’m flying
the ROE wouldn’t allow us to pull the trigger airplanes that were on the other side of the
unless the Libyans shot first. Worse yet it fence, as I’m flying a MiG-17 in the air shows
Dale with squadron ops officer Dirk Hebert at didn’t matter if they shot at your squadron and am about to get the keys to a MiG-21. It’s
right, in 1990 when the Officer Commanding mates 35 miles away, the bogies you were kind of funny how all this stuff comes around,
VF-33. Dale Snodgrass engaged with had to let something fly. Insane.” you know?” ■ Words: Norm deWitt

NeXT
Issue www.aviationclassics.co.uk
Lockheed
P-38 Lightning
A Lockheed P-38L of the
Comanche Fighters,
named Thoughts of
Midnite. Frank B Mormillo
On January 27, 1939, Lockheed test pilot Ben Kelsey took the prototype XP-38
Lightning into the air for the first time.
time.The
The big, twin-engined, twin-boomed Issue 14
fighter was to become one of the most easily identifiable fighters of the will be onsa
from January le
second World War, and was to be the only us fighter aircraft to remain in 2012, priced ju27
st
production throughout the conflict. Its unusual design had a number of £6.99
advantages.The guns, being grouped close together in the nose, gave the P-38
a tremendous concentration of firepower.The tricycle undercarriage made
ground handling simple when compared with the tailwheel designs common to For pre-ordering and
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across the Pacific and Far east.
On the Aviation Classics
website you’ll find historic
This issue of Aviation Classics tells the whole story of this ground breaking aircraft and aviation heritage
aircraft, as well as the people behind the development and operational success news highlights.There are also
of this beautiful machine. online articles and videos.
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What is the magazine about?

What is the magazine about?

What types of aircraft are featured in the magazine?

What types of aircraft are featured in the magazine?

An F-14 of

8 Why move the wings? 56 Flying the Tomcat

Designer: Charlotte Pearson

Group production editor: Tim Hartley

Divisional advertising manager: Sandra Fisher

Subscription manager: Paul Deacon

Operations director: Dan Savage

Editorial address: Aviation Classics

Customer services, back issues

Archive enquiries: Jane Skayman

Printed: William Gibbons and Sons,

106 In the cockpit All rights reserved.

116 Goodbye to the big bird Having trouble ﬁnding a copy

124 Survivors – museum Tomcats

Grumman F-14 Tomcat 5

Exclusively available online

Leonardo da Vinci’s sketch of an

Alexander Lippisch photographed just after

Grumman F-14 Tomcat 9

being a liability. Hill proposed further

Grumman F-14 Tomcat 11

The XF10F-1 Jaguar takes off.You

Grumman F-14 Tomcat 13

TFX & VFX

Winching an AIM-47 Falcon into the missile

At the same time, the US Air Force was

Grumman F-14 Tomcat 15

The US Navy Grumman XF10F-1

Grumman F-14 Tomcat 17

The second F-14,

the large Hughes AN/AWG-9 radar and ﬁre

Grumman F-14 Tomcat 19

An F-14D Tomcat of VF-213 over

Grumman F-14 Tomcat 21

The potential of the Tomcat was almost

This is noT To say ThaT The

A Tomcat from VF-41’s ‘Black Aces’

Grumman F-14 Tomcat 23

Sporting its new Top Hatter emblem, this F-

An F-14A Tomcat takes it into the vertical

Grumman F-14 Tomcat 27

Grumman F-14 Tomcat 29

Jun 15, 1920 Mar 15, 1941

Sep 7, 1921 Mar 1, 1943

Jul 1, 1922 Nov 15, 1946

Jul 1, 1927 Aug 2, 1948

Jul 1, 1934 Dec 15, 1949

Jul 1, 1937 Dec 1, 2001

Grumman F-14 Tomcat 31

Wearing a very early colour scheme, this

A Grumman F-14A Tomcat of VF-14, usually

Grumman F-14 Tomcat 33

Tophatters today. Seen here in

Far left: Fred MacMurray and Errol

Left: In the ﬁnal scene of Dive Bomber,

Grumman F-14 Tomcat 37