f14

Variants
A total of 712 F-14s were built[36] at Grumman's factory in Calverton on Long Island from 1969 to 1991.[37] While the F-14 is listed as being produced in Bethpage, NY, all construction and test flights were performed out of Grumman's Calverton facility. The Bethpage facility produced World War II aircraft and was home to the engineers who designed the F-14. However the Bethpage site no longer had the facilities or airport required to produce such a large airplane.[37] Over 160 of the US aircraft were destroyed in accidents.[38]


[edit] F-14A
The F-14A was the initial two-seat all-weather interceptor fighter variant for the US Navy. It first flew on 21 December 1970. The first 12 F-14As were prototype versions[39] (sometimes called YF-14As). Modifications late in its service life added precision strike munitions to its armament. The US Navy received 478 F-14A aircraft and 79 were received by Iran.[36] The final 102 F-14As were delivered with improved TF30-P-414A engines.[40] Additionally, an 80th F-14A was manufactured for Iran, but was delivered to the US Navy.[36]


[edit] F-14B

Close-up view of the distinctive afterburner petals that distinguish the GE F110 engine.The F-14 received its first of many major upgrades in March 1987 with the F-14A Plus (or F-14A+). The F-14A's P&W TF30 engine was upgraded with the GE F110-400. The F-14A+ also received the state-of-the-art ALR-67 Radar Homing and Warning (RHAW) system. Much of the avionics as well as the AWG-9 radar were retained. The F-14A+ was later redesignated F-14B on 1 May 1991. A total of 38 new aircraft were manufactured and 48 F-14A were upgraded to B variants.[10]

The TF30 had been plagued from the start with susceptibility to compressor stalls at high AoA and during rapid throttle transients or above 30,000 ft (9,100 m) The F110 engine provided a significant increase in thrust, producing 27,600 lbf (123 kN) with afterburner. The increased thrust gave the Tomcat a better than 1:1 thrust-to-weight ratio at low fuel quantities. The basic engine thrust without afterburner was powerful enough for carrier launches, further increasing safety. Another benefit was allowing the Tomcat to cruise comfortably above 30,000 ft (9,100 m), which increased its range and survivability. The F-14B arrived in time to participate in Desert Storm.

In the late 1990s, 67 F-14Bs were upgraded to extend airframe life and improve offensive and defensive avionics systems. The modified aircraft became known as F-14B Upgrade aircraft.[40]


[edit] F-14D
The final variant of the F-14 was the F-14D Super Tomcat. The F-14D variant was first delivered in 1991. The original TF-30 engines were replaced with GE F110-400 engines, similar to the F-14B. The F-14D also included newer digital avionics systems including a Glass cockpit and replaced the AWG-9 with the newer AN/APG-71 radar. Other systems included the Airborne Self Protection Jammer (ASPJ), Joint Tactical Information Distribution System (JTIDS), SJU-17(V) Naval Aircrew Common Ejection Seats (NACES) and Infrared Search and Track (IRST).

Although the F-14D was to be the definitive version of the Tomcat, not all fleet units received the D variant. In 1989, Secretary of Defense, Dick Cheney, recommended that no D model aircraft be purchased for $50 million each and pushed for a $25 million modernization instead. He called the aircraft 1960s technology and planned to replace the F-14 with an Advanced Tactical Fighter variant.[41] Congress decided not to shut production down and funded 55 aircraft as part of a compromise. A total of 37 new aircraft were constructed and 18 F-14A were upgraded to D variants.[10