Halberstadt CL.IV
Military
Halberstadt CL.III
Engine: 1 x 134kW Argus As III 9-cylinder liquid-cooled radial engine
Max take-off weight: 1081 kg / 2383 lb
Wingspan: 11.70 m / 38 ft 5 in
Length: 7.58 m / 24 ft 10 in
Height: 2.80 m / 9 ft 2 in
Max. Speed: 165 km/h / 103 mph
Ceiling: 7500 m / 24600 ft
Crew: 2
Armament: 3 x 7.92mm machine guns
Halberstadt CL.II
The Halberstadt CL.II was produced in 1917 as a new class of light escort fighter to protest reconnaissance aircraft however its potential as a ground attack fighter was quickly realised. The CL.II was first used to hurl small bombs and hand grenades at advancing British troops in September 1917. They played a major role in the successful German counter attack during the Battle of Cambrai on 30 November 1917.
The crew of two sat in a single elongated cockpit. Their machine guns were supplemented by trays of grenades.
A single-bay biplane, the wings had two spars, with fabric covering, and plywood covered wooden fuselage. Conventional tail surfaces, with wooden fin and tailplane and steel-tube control surfaces, all fabric covered, were fitted. Ailerons of fabric-covered steel-tube construction were on the top wing only.
Engine: 1 x 119kW/160 hp Mercedes D.III water-cooled inline
Wingspan: 10.77 m / 35 ft 4 in
Length: 7.30 m / 23 ft 11 in
Height: 2.75 m / 9 ft 0 in
Empty weight: 1755 lb
Max take-off weight: 1133 kg / 2498 lb
Fuel capacity: 35 Imp.Gal
Max. speed: 165 km/h / 103 mph at SL
Ceiling: 5100 m / 16750 ft
Endurance: 3 HR
Armament: 3 x 7.92mm machine-guns, 5 x 10kg bombs
Seats: 2.
Haerens F.F.9 Kaje
F.F.9 Kaje was the last in a series of own constructions in wood and canvas at Hærens Flyvemaskinfabrik at Kjeller. Designed and built by the Norwegian Army Air Service’s aircraft manufacturer Haerens Flyfabik, work on the FF9 Kaje trainer aircraft started in 1921. The aircraft body was designed in Norway, designed by Einar Sem-Jacobsen while the wing was licensed by German construction (Göttingen profile). The wings were made of wood paneling fabric covered.
The prototype was ready for test flight in November 1921.
The aircraft replaced older school aircraft and became a robust and reliable machine with good flight characteristics. Until June 1924, the designation was for the aircraft type F.F.9, when it was decided that the aircraft should be referred to as “Kaje”.
It was built in three series: the Kaje I of which ten were built in 1921 and 1922, the Kaje II of which four were built in 1925 and five Kaje III in 1926. The models differed slightly in wing profile, wingspan and rudder surfaces, based on experience with the previous model.
Although primarily used as a training plane and for reconnaissance, the aircraft could also carry arms and was tested with radio equipment.
The aircraft was in use with the Norwegian Army Air Service from 1922 to 1935. A preserved example is at the Norwegian Aviation Museum in Bodø.
Variants:
Kaje I
Ten built.
Kaje II
Four built.
Kaje III
Engine: 1 × Marabini 6-cyl, 89 kW (120 hp) (license built Mercedes D.II)
Length: 8.4 m (27 ft 7 in)
Wingspan: 9.5 m (31 ft 2 in)
Height: 3.23 m
Max weight: 1060 kg
Maximum speed: 132 km/h (82 mph; 71 kn)
Range: 375 km (233 mi; 202 nmi)
Service ceiling: 3,200 m (10,500 ft)
Crew: two
Five built.
Kaje III
Engine: 1 × Marabini 6-cyl, 89 kW (120 hp) (license built Mercedes D.II)
Wing span: 10.37 m
Length: 8.10 m
Height: 3.30 m
Max T O weight: 1080 kg
Maximum speed: 135 km / h
Guizhou JL-9 / FTC-2000 Mountain Eagle
In 2001, Guizhou began development of a new trainer aircraft to replace the JJ-7 (MiG-21) trainers and better prepare pilots for flying the J-11 (Su-27) and J-10. To reduce costs and development time, Guizhou based their design off of the JJ-7. It uses the same fuselage and wings of the late-model JJ-7s, while radically redesigning the forward fuselage. The intakes were moved to the sides of the fuselage, allowing for a solid nose holding a radar. To improve the view for the instructor, the tandem cockpits were stepped. While intended as a trainer, it retains secondary attack capabilities. It comes standard with an ECM suite and a radar warning receiver, as well as an inflight refueling probe. Armament consists of an internal 23mm cannon and five hardpoints for unguided air-to-ground munitions and short-range AAMs.
Also known as the FTC-2000 Mountain Eagle, on December 13, 2003, the JL-9 derivative of the JJ-7 first flew, from An Shun/Huang Guo Shu (AVA) airport. Involving little change from the JJ-7, the JL-9 took 28 months from design to first flight.
The PLAAF began service trials of the JL-9 in 2006, while Guizhou continued to upgrade the onboard systems. In 2009, the JL-9 passed trials, and began production.
Meanwhile a navalized variant for the PLANAF has arose, incorporating several major modifications. The nose intakes were modified to prevent engine stalls at high angles of attack, the vertical stabilizer and leading-edge root extensions were enlarged, and the ventral fins were deleted to make space for the landing hook.
Grumman WF / E-1 Tracer
An AEW development of the S-2 Tracker the E-1 Tracer was designated WF under the old US Navy system. The Tracer was fitted with the Hazeltine AN/APS-82 search radar in its radome. The radar featured an Airborne Moving Target Indicator (AMTI), which analyzes the Doppler shift in reflected radar energy to distinguish a flying aircraft against the clutter produced by wave action at the ocean’s surface. Separating a moving object from stationary background is accomplished by suitable hardware.
The E-1 featured folding wings for compact storage aboard aircraft carriers. Unlike the S-2 and C-1 in which the wings folded upwards, the radome atop the fuselage necessitated the E-1 to fold its wings along the sides of the fuselage.
Variants:
XTF-1W/XWF-1
Aerodynamic prototype (BuNo 136792) without electronics, later rebuilt as a standard C-1A, retaining the twin tail.
WF-2
Airborne Early Warning version of the TF-1 Trader, redesignated E-1B in 1962, 88 built.
E-1B
WF-2 redesignated in 1962.
Specifications:
E-1B
Engines: 2 × Wright R-1820-82A Cyclone 9-cylinder radial, 1,525 hp (1,137 kW)
Length: 45 ft 4 in (13.82 m)
Wingspan: 72 ft 4 in (22.05 m)
Height: 16 ft 10 in (5.13 m)
Wing area: 506 sq ft (47.0 sq.m)
Empty weight: 20,638 lb (9,381 kg)
Loaded weight: 24,800 lb (11,273 kg)
Max takeoff weight: 26,600 lb (12,091 kg)
Maximum speed: 207 knots (238 mph, 383 km/h) at 4,000 ft (1,220 ft)
Cruise speed: 142 knots (163 mph, 263 km/h)
Service ceiling: 15,800 ft (4,800 m)
Rate of climb: 1,120 ft/min (5.7 m/s) at sea level
Range: 900 nmi (1,035 mi, 1,666 km)
Endurance: 6.83 hrs (4.63 hrs on station at 150 nm (278 km) at 5,000 ft (1,500 m)
Armament: None
Crew: 4, two pilots, two RADAR/Intercept Controllers
Grumman S-2 Tracker / Turbo Tracker / S2F-1 Sentinel
Grumman’s S 2 Tracker was the first of the US Navy’s post Second World War aircraft to combine the ASW roles of ‘hunter’ and ‘killer’. Prior to its entry into operational service, no one aircraft with adequate perform¬ance and the capability to carry the necessary equipment to seek the sub¬marine, as well as the weapons to destroy it.
The prototype was first flown on 4 December 1952 and S 2A Trackers entered service with the US Navy in 1954. The initial production version was designated S-2A (CP-121, formerly CS2F-1 for the Canadian version).
The mainplanes and tail surfaces are un-swept, with dihedral on the tailplane. Small ailerons are supplemented by long-span spoilers on the top surfaces of the wings. There are fixed leading edge slots on the outer wings and long span slotted trailing edge flaps. The rudder is divided vertically into two parts, the forward part being used only during take-off, landing and single-engine flight. The tricycle undercarriage has twin nose-wheels and single wheel on each main unit. All wheels retract rearward. A partially retractable bumper-wheel is under the rear fuselage, and an arrester hook is under the tail.
In production for the U.S. Navy and in Canada for the Royal Canadian Navy in 1955 as the S2F-1 Sentinel. The S2F-2 is similar, but has a large radar scanner, similar to that carried by AD4W “guppy” Skyraiders, built into the bottom of its fuselage under the cockpit. Both versions combine search and strike duties in a single aircraft. TF-1 trainer is similar. So is transport version, able to carry 8 passengers or over 1,600 lb. cargo for shore-to-ship supply.
The S-2B had new anti-submarine detection equipment, and the TS-2B was a trainer.
The S 2E was powered by two 1,136.4kW / 1,525 hp Wright R 1820 82WA piston engines, and stores which can be deployed include sonobuoys, depth charges, a nuclear depth bomb, bombs, torpedoes, and rockets. The US Navy also operates an AEW version of this aircraft known as the E 1B Tracer.
Other variants include:
S-2G with enlarged bomb bays to house two homing torpedoes (most converted to US-2C or RS-2C)
S-2D with improved anti-submarine equipment, wider cockpit and longer range
S-2F with uprated submarine detection equipment
S-2G, early version uprated with a Martin Marietta kit
US-2A/C, S-2A/C converted for target towing
US-2B utility/transport conversion of the S-2B
RS-2C, S-2C converted for photo-reconnaissance/ survey work
AS-2D, S-2D modified for night attack
E-1B Tracer, AEW version with a radome on its back.
A number of Argentinian S-2E Trackers were up-graded by IAI, including replacing the engines with Garrett TPE331-15 turboprops and 5 blade Hartzell props, to be re-designated S-2UP.
Starting in 1952, Grumman built nearly 1,200 S-2 Trackers, for US Navy and a dozen or so other users, including Argentina, Brazil, Peru, S Korea, Taiwan, Thailand, Turkey, Uruguay and Venezuela.
The RAAF purchased 32 S-2E/G Trackers, the first was delivered on 9 Nov 1966 and last delivered on 16 Mar 1977.
Grumman, with Tracor, developed the S-2T with 1,650 shp (1 230 kW) Garrett TPE331-1-AW turboprops primarily to meet Taiwan¬ese interest.
The Canadian Government decided on the Grumman Tracker, and 100 examples were built by de Havilland Canada under license in Downsview, Ontario, with Wright R-1820 engines of 1530 hp. Originally designated CS2F, the Canadian Trackers flew their sub-hunting missions from land bases and the HMCS Bonaventure.
Conair Aviation’s Turbo Firecat conversion of a Grumman S-2 Tracker made its first flight at Abbotsford, BC, on 7 August 1988 and was delivered to the Securité Civile in France later in the month. A second prototype, using a French Agency aircraft during September, was to be used to obtain Canadian certification.
The Turbo Firecat is powered by 1424 shp / 1063 kW Pratt & Whitney Canada PT6A-67AF turboprops and has a revised fuel system with single-point underwing refuelling and 100 USG / 379 lt underwing tanks. An 870 USG / 3295 lt retardant delivery tank and 46 USG / 173 lf foam injection system are fitted.
Canada has a programme to fit 1,100 shp (820 kW) Pratt & Whitney PT6A-67Rs in its locally-produced CP-121 Trackers (28 in service).
The Tracker continued active operation until April 1991, when the last Tracker was retired.
In 1990 both Marsh Aviation and Grumman produced turboprop conversion, with Garrett TPE331s.
S2F-1 Sentinel
Carrier-based anti-submarine aircraft
Crew: 4
Engines: 2 x Wright R1820-76, 1,425 h.p.
Wingspan: about 69 ft.
Loaded weight: approx. 20,000 lb.
Armament: 20 mm. guns in nose
Bombload: 6,000 lb
S2F-3
Engines: 2 x Wright R-1820-82, 1525 hp
Props: 3 blade
Wingspan: 72 ft 7 in
Length: 43 ft 6 in
Height: 16 ft 7.5 in
Wing area: 499 sq. ft
Empty weight: 18,315 lb
MTOW: 26,147 lb
Max speed: 280 mph
Service ceiling; 22,000 ft
Endurance: 9 hr at 150 mph at 1500 ft
Hardpoints: 6
S-2E
Engines: 2 x Wright R-1820-82WA Cyclone, 1,530 hp (1141 kW)
Max take-off weight: 13222 kg / 29150 lb
Empty weight: 8505 kg / 18750 lb
Wingspan: 22.12 m / 72 ft 7 in
Length: 13.26 m / 43 ft 6 in
Height: 5.05 m / 16 ft 7 in
Wing area: 46.08 sq.m / 496.00 sq ft
Max. speed: 426 km/h / 265 mph
Cruise speed: 241 km/h / 150 mph
Range w/max.fuel: 2092 km / 1300 miles
Crew: 4
S-2E/G
Engines: 2 x Wright Cyclone, 1,520 hp
Wing Span: 72 ft 7 in
Length: 43 ft 6 in
Height: 16 ft 7 in
Empty weight: 18,750 lb
Loaded weight: 29,150 lb
Ceiling: 21,000 ft
Speed: 265 mph (sea level)
Endurance: 9 hr
Armament: 2 x torpedoes / 4 depth charges (bomb bay)
Hardpoints: 6 x / 250 lb
Crew: 4
S-2T
Engines: 2 x Garrett TPE331-1-AW turboprops, 1,650 shp (1230 kW)
S-2UP
Engines: 2 x Garrett TPE331-15 turboprop.
CP-121
Engine: 2 x Wright R-1820-82, 1,530 hp (1141 kW).
Wing Span: 69 ft 8 in
Speed: 140 mph (240km/h)
CP-121
Engine: 2 x Pratt & Whitney PT6A-67R, 1,100 shp (820 kW).
Grumman OV-1 Mohawk
The first of 380 Grumman Mohawk battlefield surveillance aircraft made its first flight on April 14,1959 at Bethpage, New York.
Initial variants were reasonably unsophisticated but progressive modification efforts over the years have brought about a significant improvement in its sensor systems. The first production model to see service was the OV-1A, essentially intended to fulfil photographic reconnaissance duties by day or night, being fitted with cameras, flares and advanced navigation equipment.
The type entered service with the US Army in February 1961 and became a stalwart of the Vietnam conflict. Six JOV-1As with additional under-wing weapon stations to take an incredible arsenal, including Sidewinder heat-seeking missiles, were evaluated in South East Asia.
Grumman OV-1 Mohawk in Vietnam
It was succeeded by he OV-1B which was the first model to incorporate SLAR (Side-Looking Airborne Radar), this AN/APS-94 equipment being housed in a prominent pod carried externally under the lower starboard forward fuselage.
The next derivative was the OV-1C, which utilised the AN/AAS-24 infra-red sensor in place of the SLAR gear, while the final new-build member of the family was the OV-1D, basically a quick-change aircraft capable of operating with either infra-red or SLAR sensors. The standard OV-1D is equipped with infrared or radar sensors in addition to two panoramic cameras (horizontal and vertical) and one vertical/oblique camera, plus inertial navigation systems and full communication navigation packages. Deliveries of the OV-1D terminated in 1970, bringing total production to 375. Additional OV-1Ds were made available by the relatively simple conversion of most of the 100-plus OV-1Bs and OV-1Cs which remained.
A number of other derivatives appeared, including the RV-1D and the EV-1E, The former version is a conversion of the OV-1B specifically intended for Elint (electronic intelligence) duty, the dozen or so aircraft known to exist being fitted with a multiplicity of passive receivers, analysers and recorders to gather unknown or ‘hostile’ signals. The EV-1E, again a rebuilt OV-1B, is fitted with AN/ALQ-133 ‘Quick Look II’ surveillance radar, additional Elint equipment and electronic warfare pods. At least 16 conversions have been produced.
The latter type was also converted into the dedicated electronic intelligence gathering RV-1D. Israel received two OV-1Ds for use in the mid-1970s, with the designation EV-IE attributed to them. The only other export customer was Argentina, which still operates a small number of OV-IDs. Production ended in late 1970 after 265 were built and the US Army retired its Mohawks in 1996.
Israel’s air force has received two OV-1Ds, and continued updating effort should result in updated or converted OV-1Ds for various customers, including Pakistan and the US Army.
The JOV-1B was an armed version used in Vietnam. Israel operated two EV-1Es equipped for ELINT surveillance.
The Army maintained a Mohawk fleet at 110 OV-lDs and 28 RV-1D electronic-intelligence-gathering aircraft.
Engine: 2 x Lycoming T-53-L-7, 810kW
Max take-off weight: 5546-7365 kg / 12227 – 16237 lb
Empty weight: 4339 kg / 9566 lb
Wingspan: 12.8 m / 41 ft 12 in
Length: 12.5 m / 41 ft 0 in
Height: 3.9 m / 12 ft 10 in
Wing area: 30.7 sq.m / 330.45 sq ft
Max. speed: 558 km/h / 347 mph
Cruise speed: 345 km/h / 214 mph
Ceiling: 10700 m / 35100 ft
Range w/max.fuel: 2770 km / 1721 miles
Crew: 2
OV-1D
Engines: two Avco Lycoming T53L-701 turboprops, 1,400 hp (1044 kW)
Maximum speed 465 km/h (289 mph)
Range 1520 km (944 miles)
Empty weight 5467 kg (12,053 lb)
Maximum take-off 8214 kg (18,109 lb)
Wing span 14.63 m (48 ft 0 in)
Height 3.86 m (12 ft 8 in)
Wing area: 30.66 sq.m (330 sq ft)
Length (with SLAR) 13.69 m (44 ft 11 in).
Grumman G-64 / HU-16 Albatross / UF-1
In 1944 Grumman initiated design of its Grumman G-64 aircraft, which was to be named Albatross, and which saw service with the US Air Force, US Coast Guard and US Navy. The Albatross was first ordered as the XJR2F 1 utility transport for the US Navy and the prototype was flown first on 24 October 1947, and was of generally similar configuration to its predecessor. Fixed underwing floats were retained, but these and the entire structure had been considerably refined to reduce drag. Other changes included the provision of a cantilever, instead of strut-braced, tailplane; tricycle type retractable landing gear; and pylons beneath the wing, outboard of the engines, which could carry weapons, or drop-tanks to increase range. The wings and tailplane are unswept, the tailplane with dihedral. The controls are conventional and flaps are split trailing edge type. Additional fuel could also be carried in the underwing, non-retractable, floats. Accommodation was provided for a crew of four and the cabin could accommodate 10 passengers, stretchers, or cargo, according to requirements.
Grumman G-64 / HU-16 Albatross Article
Initial production was of the UF-1 model, and a modified version introduced in 1955 was the UF-2. This latter aircraft had a 16 ft 6 in increased span, a cambered wing leading edge, ailerons and tail surfaces of increased area, and more effective de-icing boots for all aerofoil leading edges.
Many SA-16A were modified to SA-16B standard.
In the tri-service rationalisation of designations in 1962, these aircraft became HU-16C and HU-16D respectively.
Winterised aircraft for Antarctic service were designated UF-1L (later LU-16C), and five UF-1T dual-control trainers were re-designated TU-16C.
The US Navy’s UF-2 general duties amphibian and Coast Guard’s UF-2G were similar to the SA-16B. In 1965 the Coast Guard operated 71 UF-2Gs.
Also operated by the US Navy as the UF-1F and UF-1L. The UF-2S was a modification of the UF-2 for anti-submarine hunter-killer duties. It utilizes much of the equipment developed for the S2F Tracker. Norway ordered 16 examples of the UF-2S. More than 450 Albatross were built.
The USAF found the G-64 attractive for rescue operations, the majority of the 305 ordered serving with the MATS Air Rescue Service under the designation SA-16A. Most of which were converted to SA 16B form with extended wings and tail for operation at greater weight. An improved version, equivalent to the US Navy’s UF-2, entered service in 1957 as the SA-16B; in 1962 these became HU-16A and HU-16B respectively. HU-16E was the designation (originally UF-1F) of Albatross aircraft operated by the US Coast Guard, and 10 supplied to Canada were designated CSR-110.
In service in 1955 with air-sea rescue units of the U.S.A.F. (SA-16A) and with the U.S.N. (UF-1) and U.S.C.G. (UF-1G) for general utility duties. One version has a sprung ski under the hull and small skis under the wing-tip floats, to permit operation from land, water or ice without modification.
An anti-submarine version with nose radome, retractable MAD gear, ECM radome and searchlight was introduced in 1961, and was equipped to carry a small number of depth charges. The versatile Albatross continues in service with a few air forces and navies, but its powerful and fuel-hungry engines have meant that surplus aircraft which became available for use were not a particularly attractive proposition to airline operators, and in consequence few were adapted for such a role.
Several nations used the Albatross, including Argentina, Brazil, Canada, Chile, Greece, Indonesia, Italy, Japan, Norway, Philippines, Portugal and Spain. Many still in service are of the anti-submarine type first flown in 1961, with nose radome, tail MAD boom, underwing searchlight, ECM installations and provision for carrying antisubmarine depth charges, torpedoes or other stores. Full all weather electronics and anti icing equipment are standard.
The unique capabilities of the big amphib have caused numerous attempts to modernize the basic hull. In the 1970s, Grumman reconfigured the military design to make room for 28 passengers, and added a galley for food and room for a fight attendant. The new airplane was designated the G111 and awarded FAA certification in 1980. Other Albatrosses have been converted to turbine power.
The Grumman G-111, civilianised version of the HU-16 Albatross, entered service on 1 July 1981 with Chalks International Airline to operate scheduled service between Fort Lauderdale and Paradise Island, Nassau. Chalks is a subsidiary of Resorts International, which has arranged the programme to convert U-16 to G-111 standard. Sub-contracted to Grumman, Chalks took two of the initial batch of five G-111. Up to 50 more were available for conversion.
Transland Aircraft modified HU-16B for civilian use with ATC A2GL.
Principal versions – UH-16A (short-span navy model), UH-16B (long-span navy model), UH-16C (short- span air force model), UH-16D (long-span air force model), and UH-16F (coast guard model).
UF-1
Air-sea rescue amphibian.
Engines: 2x 1,425 h.p. Wright R1820-76B
Wingspan: 80 ft
Length: 62 ft. 2 in.
Loaded weight: 27,025 lb.
Max. speed: 247 mph
Typical range: 2,700 miles at 225 mph with 2×300 USG external tanks.
Armament: None.
Crew: 4-6
Capacity: 10 passengers or 12 stretchers.
UF-2S
Engines: 2 x Wright R-1820-76A, 1425 hp
Props: 3 blade
Wing span: 96 ft 8 in
Length: 62 ft 10 in
Height: 25 ft 10 in
Wing area: 1035 sq.ft
MTOW: 37,500 lb
Fuel capacity centre section: 562 Gal
Float fuel capacity: 2 x 166 Gal
Underwing fuel capacity: 2 x 250 Gal
Service ceiling: 21,500 ft
Range: 2850 mi at 124 mph
Wing Hardpoints: 4
HU-16C Albatross
Engines: 2 x 1,425-hp (l,063-kW) Wright R-l820-76A Cyclone
Max range: 2200 nm.
Crew: 4-6
HU-16D Albatross
Engines: 2 x 1,425-hp (l,063-kW) Wright R-l820-76 Cyclone
Maximum speed 236 mph (205 kts / 380 km/h)
Cruise speed: 360 km/h / 224 mph
Service ceiling 21,500 ft (6,555 m)
Range 2,850 nm (4,587 km)
Empty wt.: 22,883 lb (10,380 kg)
MTOW: 35,700 lb (16,193 kg)
Wing span: 96 ft 8 in (29.46 m)
Length 61 ft 3 in (18.67 m)
Height 25 ft 10 in (7.87 m)
Wing area 1,035.0 sq ft (96.15 sq.m).
Crew: 4-6
Grumman F-14 Tomcat
The F-14 Tomcat is a supersonic, twin-engine, variable sweep wing, two-place fighter designed to attack and destroy enemy aircraft at night and in all weather conditions.
The F-14 can track up to 24 targets simultaneously with its advanced weapons control system and attack six with Phoenix AIM-54A missiles while continuing to scan the airspace. It can also deliver free-fall or guided bombs.
Unique to the F-14 is the AWG-9 doppler radar which can track 24 targets simultaneously and engage six. These six targets can then be attacked with the AIM-54 Phoenix long range missile. The Phoenix can only be fired by the F-14 and it is the only long range standoff air-air missile employed by the United States armed forces. The F-14 also features a maximum speed of over Mach 2 and automatically sweeping wings which enhance the plane’s ability to maintain control in the air.
The first R&D aircraft was flown on 21 December 1970, and the production F-14A is powered by two Pratt & Whitney T1730-P-412A turbofans each having a maximum reheat rating of 20,900 lb (9 480 kg). Armament consists of an internally housed 20-mm M-61 A1 rotary cannon and (intercept mission) six AIM-7E/F Sparrow and four AIM-9G/H Sidewinder AAMs, or six AIM54A Phoenix and two Sidewinder AAMs.
The first of 478 F-14A aircraft entered US Navy service in October 1972 and saw it’s first operational flight in September 1974. Tomcats first went to sea on board the aircraft carriers USS Enterprise and USS John F. Kennedy in 1974 75. By 1980 more than 340 of the 521 Tomcats expected to be purchased for the US Navy had been delivered. Power is provided by two 20,900 lb thrust (with afterburning) Pratt & Whitney TF30 P 412A turbofan engines, and armament can include one 20 mm General Electric M61A 1 cannon and four Sparrow or Phoenix air to air missiles under the fuselage, plus two more Sparrow or Phoenix missiles and two Sidewinders, or four Sidewinders under the fixed section of the wings. Alternatively, up to 14,500 lb (6,577 kg) of weapons can be carried for ground attack.
Delivered from September 1974, initial Pratt & Whitney TF30-P-414A-powered F-14As experienced problems from fan-blade failures and compressor stalls, the latter often at high angles-of-attack, leading to numerous irrecoverable “departures from controlled flight”. Usually in the form of flat spins, these contributed to annual losses peaking to 9-10 in the 1970s-80s, but diminishing somewhat when F110-GE-400 turbofans were introduced in F-14Ds.
GEC-Marconi digital flight-control systems and Martin-Baker zero-zero ejection-seats brought further F-14 safety improvements, although compressor stalls were not entirely eliminated.
A total of 377 had been delivered to service by the beginning of 1981.
A total of 79 F-14 A models were exported to Iran 1976-78. The Imperial Irani Air Force during the reign of the Shah of Iran ordered 80 aircraft, but only 79 were delivered, as the last unit was embargoed and turned over to the United States Navy.
The original F-14A was soon found to be slightly underpowered, and handicapped by engine reliability problems. Two prototypes were built with Pratt & Whitney F401-P-400 turbofans as F-14Bs, but the F-14B did not enter production. The F-14C was an unbuilt version with F401-P-400s and new avionics. One of the F-14Bs was later re-engined with the General Electric F101 (now F110-GE-400) as the F-14DFE to serve as the prototype F-14A (Plus). Thirty-eight of these aircraft are being newly built, and 32 F-14As are being re-engined. The F-14A+ (later designated F-14B) entered service in 1987.
The F-14D Super Tomcat first took to the air on February 9, 1980. The upgrade included enhanced APG-71 radar and cockpit, a dual IRST/TV undernose pod, and increased AAM capability. The Tomcat has now been equipped for night-attack bombing duty with the use of a LANTIRN (Low Altitude Navigation and Targeting InfraRed for Night) pod. The upgrade allows the F-14 to remain in service until the arrival of the F/A-18E/F Super Hornet.
Production of the F-14A ship-borne interceptor will switch to the A(Plus) model in FY1987, and to the D version in FY1988. The F-14A(Plus)/F-14D development programme was initiated in July 1984, and consists principally of upgrades to the F-14A radar, avionics, and power plant systems, together with integration of the ALQ-165 airborne self-protection jammer, the Jtids secure datalink, an infrared search and track sensor (IRST), and the LAR-67 threat warning and recognition system. The new radar, the APG-71, based on the F-14A’s AN/AWG-9 system, includes a high-speed digital signal processor.
These upgrades will be incorporated into production Tomcats in two stages. The first will involve the engine upgrade only, the F-14A’s TF30 power plant being replaced by the General Electric F110 turbofan in some FY1987/1988 procured aircraft which will be known as F-14A(Plus). The second step combines the engine upgrade with the new radar and avionics, the resulting aircraft becoming the F-14D. F-14D procurement begins in FY1988.
In September 1986 the US Navy revised its F-14A(Plus)/F-14D purchase plans. Only seven production A(Plus) will now be acquired, two in FY1987 and five in FY1988, to be followed by a total of 127 Ds instead of the 304 originally planned. Seven F-l4Ds are to be funded in FY1988, and 12 per year will be procured there¬after until the planned total is reached. The first production F-14A(Plus) is scheduled for delivery in November 1987, followed by the F-14D from March 1990. Approximately 400 F-14A/A(Plus) Tomcats will be retrofitted with F110 engines and upgraded equipment to give an all-D-model F-14 fleet by 1998.
On 4 January 1989 two US Navy F-14 downed two Libyan MiG-23.
The USN lost nearly 170, mainly from accidents rather than operational attrition over Iraq and elsewhere.
F-14 retirement was accelerated by it being the USN’s most costly combat aircraft to operate, from requiring 40-60 maintenance man-hours (MMH) per flight-hour. This compares with 10-15 MMH for the latest Boeing F/A-18E
The US Navy planned to retire its Mach 2.34 multi-role Grumman F-14s, when VF-31, the last Tomcat squadron, begins conversion to Boeing F/AA8E/F Super Hornets at NAS Oceana, Virginia, in September 2009. The F-14 was formally retired from the US Navy on 22 September 2006.
F-14 Tomcat
Engines: 2 x GE F110 GE400, 27,800 lb
Wingspan Open: 64 ft. 0 in
Wingspan Swept: 38 ft. 0 in.
Length: 61 ft. 9 in
Weight Empty: 40,100 lb
Max. Weight: 74,350 lb
Payload: 14,500 lb
Range: 1,842 mi
Fuel External: 4,070 lb
Fuel, Internal: 17,340 lb
Ceiling: 55,000 ft
Climb Rate: 45,000 fpm
Max. Speed: 1,585 mph
Cruise Speed: 610 mph
Hardpoints: six
Cannons: 1x 20 mm
Crew: 2
F-14A Tomcat
Engines: 2 x P&W TF30-P-412A or -414A turbofan.
Installed thrust (reheat): 20,900 lb st. / 92.97 kN
Span (max), 64 ft 1.5 in (19,55 m), (min) 37 ft 7 in (11,45 m).
Length, 61 ft 11 in (18,90 m).
Height: 16 ft (4,88 m).
Wing area: 565 sq ft (52,50sq.m).
Tactical radius (internal fuel and four Sparrow AAMs), 450 mls (725 km).
Empty wt: 18,290 kg.
MTOW: 68,567 lb (31 101 kg).
Empty equipped wt: 40,070 lb (18 176 kg).
Warload: 8618 kg.
Max level speed at 10.975m (36,000 ft) Mach 2.37 or 2.517 km/h (1,564 mph)
Service ceiling: 17,070+m (56,000+ ft)
TO run: 427 m.
Ldg run: 884 m.
Fuel internal (external): 7174 kg (1720 kg ).
Air refuel: Yes.
Armament: 8 x AAM / 14225kg, 1 x 20 mm M61A1 Vulcan six-barrel cannon with 675 rounds.
Crew: 2
F-14A+ Tomcat
Engine: 2 x General Electric F110-GE-400 turbofan, 23,100 lb st.
F-14B Tomcat
Engine: 2 x Pratt & Whitney F404-P-400 turbofan
F-14D Tomcat
Engine: 2 x General Electric F110-GE-400 turbofan, 23,100 lb st.
F-14DFE Tomcat
Engine: 2 x General Electric F101 turbofan
All Aero 