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Gunner Steve, e-mail, 21.12.2016 20:03 Where has my Naval Aviation career time gone(42 years)? I first met the F-14A Tomcat Dec 76 on active duty in VF-101 FRAMP for Ordie Orientation with FFT to VF-142 Ghostriders on USS America. I came out of 12 years in Phantoms. Made 77-78 Med cruise. We flew 2-2-2 Ordie load out with no external tanks and just 20 mike mike TP in gun for safety reasons. We cross-decked air wing to the IKE but I retired early 79 before it made first Med Cruise. I then went to NADEP NORVA as a Civil Service DOD employee for next 20 years. Started out in Flight Test rigging flight controls and then went into training program from disassembly to reassembly as aircraft mech, work leader and then into Evaluation and Engineering, Engineering Tech Ordnance, and finally as Planner and Estimator Support for GAC Calverton Block 60/65 upgrade and F14A+, and finally F14D Reman programs. I ran component repair program scheduling and induction process at Depot for GAC's F-14 landing gear, ejection seats, wing sweep actuators and bearings, and all the hydraulic components they sent to us for repair. I transferred to Aviation Depot in JAX in 95 and took over same program for GAC ST Aug. I finally retired in 2000 and "still playing with Italian cars" as a third career.

Eric Antipuesto, e-mail, 13.12.2015 00:14 The F-14 Tomcat was almost retired in 2006.We hope we can take any opportunity. Some the aircraft was been flown for the squadron to NAS Miramar.We like to be flown to Oceana.

Tim, e-mail, 02.04.2015 21:36 The first flight was December 21,1970. The second flight on December 30, 1970 ended with the crash about a mile off the end of runway 32.

Bob Doernberg, e-mail, 01.02.2014 23:10 Just wondering if anyone is going to do the work necessary to get the Grumman-American Aircraft Company listed? They had at least two, ground-breaking, general aviation airplanes , the AA-1 Yankee and the AA-5 Tiger, that used adhesive technology to hold the aluminum parts together, yielding a very clean outside skin, and good efficiency. I flew both variants in the early ‘70s and found them easy and fun to fly.

Bill Crabill, e-mail, 21.01.2014 04:12 I spent 33 years at Grumman in Quality Control. Retired in '96 when Northrop bought the Company & basically shut down the company. Remember a number of names referenced by others, worked with Ed Wagnor on the A6 for quite a while. I didn't work on the F14 but I did accompany the first delivery A/C to Pax River for the Navies recieving inspection. The Aircraft Contract was cancelled by Dick Cheney, Secy of Defense at the time, as part of the budget cut back when the cold war was declared over.

Ed Bates, e-mail, 16.01.2014 16:39 I had the privlage of working on the production line @ Grumman, Calverton Long Island back in the day when these were in production. As a young Aviation structure and composite mechanic I found this bird to be amazing, and in some cases very difficult to work in such tight quarters.Being the small guy on the crew had its disadvantages some times. The best part was watching it put through its paces,its armor was a sight to behold in use as it would be dialed in. As they flew off the base the pilots would always give us a show as the delivery times always seemed to be during our lunch hour. I remember sitting on the tailgate of my old Ford pickup with the giant American flag flying in the bed,eating my lunch and those boys would light up the afterburners and within seconds be out of sight.....i still get goose bumps thinking of the pride we took as we would say goodbye to another one...every one had a piece of each of us on board.

Tom "Parky" Parkinson, e-mail, 23.08.2012 18:31 I was in the first group of 18 Navy people that trained at Hughes Aircraft in Los Angeles for the AWG-9 computer/radar system for the F-14 (January 1971). Following that training I was sent to VX-4 at Point Mugu, CA. Worked there in AIMD until 1975. Was there when Grumman had borrowed on of our F-14's for a missile shoot that went bad and hung in the rail - plane went down in the Pacific. We had various paint schemes including the all black one with the white Play Boy Bunny on the tail. Then off to VF-124 in Miramar and then into VF-143 when they transitioned from F-4 to F-14. Did the 1976 cruise with VF-143 on the USS America. Was sad to see the F14's go.

carl wintemberg, e-mail, 24.07.2012 17:14 Jim would love to have a F-14, they don't sell them, unless you know a person in the office, they use my baby the F-4 and F-14 for target practice, they take them up and shoot at them, what a shame, would love to put one or both of them up at the front of my property, would look mean

carl wintemberg, e-mail, 24.07.2012 17:09 VF-124 GO CATS

Carl Wintemberg, e-mail, 24.07.2012 17:08 I started working with the F-4 in school, in millington tenn, When I first saw the f-14, I thought what a great looking plane, was lucky enough to work on them at Fighter town in California, (Miramar) AO miss those plane

Arne, e-mail, 21.06.2012 04:44 I came on board Grumman just before the F-111 was aborted for both Navy and Air Force use. I then was attached to the F-14 aircraft development. I personally believe the dumping of this aircraft was a mistake. Any time there is a machine as complex as an aircraft and this was no ordinary one there are bound to be quirks that have not existed on the "standard" designs. I started working on the "D' upgrade and got caught in a R.I.F.T. I have photos of this aircraft in flight with one wing out and the other pulled all the way back. That is the stability this aircraft had. The armament that it carried and could carry was incomparable. A neighbors son was a pilot of this ship and also swears by it.

Jim McLaughlin, e-mail, 10.06.2012 02:26 are there any f14f for sale?

AOC Shaw, e-mail, 05.02.2012 02:02 Truley a GREAT A/C. Served over 6 years with it with VF-142 on CVN-69. Remember loading 6 sparrow and two winders, then 6 sparrow, then 4 winders,4 phoenix. That Gun was a piece of shit first couple years. But finally got the bugs worked out. Overall, a great machine.

reza, e-mail, 14.01.2012 13:55 i work in IRIAF.AND want new data about f.14 maintenance. TANK YOU

reza, e-mail, 14.01.2012 13:55 i work in IRIAF.AND want new data about f.14 maintenance. TANK YOU

Steven, e-mail, 09.11.2011 16:05 I was attached to VF-84 "Jolly Rogers" from 87 to 90 as an ordnanceman. Absolutely one of the most exciting times in my life. The tomcat was just a fantastic weapon system.

Jack, 12.06.2011 08:12 The f14 has a more capable radar system then the f/a 18 and it also has the best long range air to air missle in the us military. But they still replaced it with the hornet.

larry kenendy, e-mail, 12.05.2011 07:50 the first five F-14s were modified in California at Point Mugu Air Base before the US Navy took control.

Tony Moors, e-mail, 06.05.2011 00:31 I came to Grumman in 1970 as a contractor for Control Data when a Cyber 6400 Super Computer System was being set up for Real Time Flight Testing. We had three streams of data coming to the station with most important data displayed in real time(before the pilots were aware). The remaining data was stored on tape. Our CDC 808 disk was made up of 3' diameter disks with up to 48 disks. We could copy CRT data to a photo sensative spaper at 1 per second. Hard to do that even now. First flight was Dec. 21, '70 with a couple of passes around the Calverton facility. The crash was on Dec. 30 '70 after a run out over the ocean with chase planes. Hydrolic oil was spotted leaking about 10 minutes from the field. The plane nose dived about 100' from the edge of the runway. The pilots ejected but were heading down into the fire when the rising heat lifted them to a safty. I heard a lot about problems with Pratt & Whitney TF-30 engines but like the TANKER PROGRAM Congressional BS picked the less capable plane. I moved from Data Systems to Flight Test Instrumentation and was given F14 #007 to instrument for the GE F110 engines. This was SUPERTOM. We now had Navy pilots flying with Grumman pilots doing flight test on #007. In the earliest debriefs we heard the Navy pilots say "...they didn't have to fly the engines now..." No more TF-30 angle of attack restrictions and rapid throttle movements were fantastic. From the Supertom Grumman got funding for advanced avionics and finally had a superb 'D' ship. In '91 the Navy wanted to do their own flight test at their facility and #007 was scheduled to go. I took early retirement and headed to Florida to fish. I always wondered what became of #007. In '02 I was taking a cruise out of New York. On the way down the Hudson I noticed the USS Intrepid. Sitting on the deck were the twin tails of F14-007. Don't miss a visit when in NYC. Grumman was a super place to work! It was non union and pride in workmanship was obvious.

Cdr Jack Sullivan USNR Ret, e-mail, 16.04.2011 20:41 I was the Grumman Base manager at Tadayon IAf Bbase in Shiraz, Iran. I interfaced with the Commander of the Tactical Air Force and we often conversed about the capability of the F14. He told me a story about the Shah having a conversation with the Russian Premier and asking him if the Russians were overflying his Country. The Russian said "No". The Shah then said "good because I have just bough 80 F14's and plan to shoot these intruder down". ' The overflights soon ceased. Another story, this froman Iranian F14 pilot who has moved to the States after the Iran/Iraq war. He told me the radar on the F14 was so good that the Iranians used the F14 as we use the E2C to vector F4's and F5's in to intercept the Iraq fighters. As an old Navy Fighter pilot I agree with the strong comments made as to the capability of the F14. Until the arrival of the 5th generation fighters I believe the F14 was the best fighter weapen system we owned and with the exception of the failure to arm the F4 with guns the most serious mistake the Navy madewas not considering modifications to the F14. Remember we have not had a replacement for the A6E and the F14 was a natural.

Ben Beekman, e-mail, 02.02.2011 03:31 In reply to Paul's question on the first flight of the F-14A, I was in Grumman's Plant 7 flight test hanger in Calverton the day the first F-14A crashed. It fell in the scrub-oak woods just south of Swan Pond Road, which lines the southern border of Calverton Airport, on its approach to the runway. Both crewmembers ejected safely. Someone, I don't recall who, yelled out that the F-14 had cracked up.Looking out the open hanger doors toward the south, I could see the F-4 chase plane flying in slow circles around the crash site, from which gray smoke was rising. Needless to say it seemed quite a setback for this new, variable sweep, airplane. However, it was soon determined that the cause was a faulty hydraulic fitting, as Paul says. Since I was working that day it couldn't have been New Year's Day , though, Paul. As I remember, the plane was supposed to have its first flight on the day previous to the accident but for some reason it was rescheduled for the following day. As far as the date goes, I believe it was later than 1970, probably 1973 as you say. Remember that the F-111B was cancelled in 1968 and it would have been impossible to create, build, and flight test a new F-14A (replacement) aircraft in only two years.

Paul E. Nichos, e-mail, 23.01.2011 07:54 The opening paragraph states that the F14 first flew in 1970. I worked as a development engineer at Raychem developing hydraulic fittings for the F14 using Nitinol. ( Metal with a memory.) As my memory serves me,for better of for worse,the first flight was on New years day,1973. While returning from a test flight the airplane lost control due to a total hydaulic fitting(s) failure. ( Not one of ours,as it turned out.) The pilots managed to get the aircraft on final approach using manual control, but it was porposing so bad they elected to eject just prior to the runway at Calverton AIrport. The airplane crashed at the beginning of the runway and both piots servived. Was there prior test flights to the date I mentioned above> Can some one set the record straight?

Ronald, e-mail, 28.12.2010 19:09 Gary to answer your question, the engine was a GE F404.

Ronald, e-mail, 28.12.2010 19:07 The F-14A was the first acft that I worked on as a Plane Captain out of the Line Shack in VF-1 "WOLFPACK", This bird was a superior fighting acft which could carry missles and bombs. The engine they had in them were a GE F404 engine. I'll miss the F-14 for it's long range flights, They could fly for over 2 hrs without being refuled.

ForTheRecord, 28.12.2010 14:51 The F14 was crap that killed two people at a time. The plane was a danger to land on carriers from its wingspan and it could not handle high g wing loading [common with swing wings]. It is a really cool looking plan but most swept wing such as blackjack, F111, B1, etc. are all cool. Top Gun makes you believe that this was a great air superiority fighter and it clearly was not. Do I like the F14, Yesssssss - but even new the maintenance was like a harley davidson it is a boat to fly [like the F4].

Gary L Sturgis, e-mail, 07.12.2010 17:37 I hve heard the Navy wanted the GE F110 but since the Kennedy's were heavily invested in PW Congress was persuaded to go with the inferior PW motor.

Gary L Sturgis, e-mail, 07.12.2010 17:21 I thought this aircraft was also powered by the GE F-110 motor. Like to know?

Marcus, e-mail, 07.10.2010 21:12 I am really upset that they retired this beautiful plane!!!!!:(

Robert Brown, CMSgt, USAF (Ret, e-mail, 19.09.2010 05:19 Shortly after my retirement from the AF I was called by one of my X-boss' who gave me a sales pitch about signing on with Grumman and going to Iran. The F14 was coming out of a Navy system in the US but going into an AF setup in Iran and they wanted some people with AF logistics background. I was assigned to the IIAF Logistic Command F14 Program. When the first 3 F14s arrived the Shah was on the reviewing stan. Some smart PR work went in to effect at this point. The planes taxied up in V formation. The pilots them raised the nose gear so the nose of the F14 kneeled, and the wings were swepted giving the appearance of the planes bowing to the Shah. All the Iranies thought that was great, an airplane bowing to their leader. I was in one hell of a chain of command, as the F14 Weapons System manager I reported directly to my Grumman supervisor, also the IIAF Logistics Commander(Lt Gen), the US Navy (Captain), the USAF-MAAG commander (Brig Gen), IIAF Program manager (Colonel), and a civilian company hired by the USN to oversee the whole program. I was able to survive 3 years of so much supervision. In time we got a good logistics system going. Many parts were beyond repair in country so we had to set up a repair program at USN facilities in the US. When the roof fell in and the Shah was forced out many F14 parts were in the US for repair. In time all those parts became USN assets. Not sure if we ever pair Iram for them. Upon my return to the States I remain with Grumman and in time made 3 cruises on aircraft carriers USS Constilation, USS Midway and USS Roosevelt (the last to the Gulf War) as the F14 logistics manager. I had problems with the way the Navy logistics people loaded F14 support on the carriers for deployment. Most of the time they loaded parts based on production model. By the time I was ready for deployment most of the F14s had been upgraded and much of the supplies were for older models. With a lot of luck I was able to get the proper supplies on board by departure time. I did like working the logistics side of the F14. And the Navy people were gret to work with. On one cruise I contacted malaria and was put in a hospital in Singapore. One morning I woke up from one of my attacks to see the entire officer corps of VF-24 standing in my room, all decked out in their dress whites. Yes I loved the F14 and all those I worked with.

Dave, e-mail, 17.09.2010 22:41 Any of you old timer F-14 guys remember Nev Hunter. Nev was a Navy pilot who was attached to the AF/Navy F-111 development at Wright Field. When the Navy broke away to the F-14 Nev went to it. He told me one one of the interesting things about the F-14 was the small rear profile (not shown above) compared to the F-18.

Woody Baldwin, e-mail, 08.09.2010 17:55 VF-84 Jolly Rodgers went from F-4 to F-14 1976 Awesome bird with two P+W TF-30 turbo fan w/ 5-stage afterburners...The TF-30 is a J-52 modified

super dUper, e-mail, 17.08.2010 02:23 Two words....TOP GUN!

Rich B, 11.03.2010 04:50 I worked on this A/C from 1978-81 onboard the USS Nimitz this machine had balls & took balls to fly it.

Jerry Dietch, e-mail, 15.01.2010 05:39 I worked for HAC and Raytheon on the AWG-9 (F-14A) and APG-71 (F-14D) Weapons Systems from 1968 (Originally on the F-111B) until its retirement in 2006. Another reason for the demise of this aircraft was the maintenance requirement for the Weapons Sytem with its distributed architecture (units spread throughout the aircraft structure with long cable runs). Some notes of interest: As far as we know, there was never a combat launch of an AIM-54 Phoenix missile. However, there were two live warhead test launches in 1973 against T-33 and F-9 drones. The AMRAAM missile was test fired on the F-14, but it was never incorporated into the Weapon System. Finally, one F-14D was outfitted with an Electronic Scan Antenna (ESA) for feasibility testing and High Resolution Map (HRM) was completed on the F-14D shorly before it was retired (never fielded).

seth, e-mail, 11.01.2010 22:56 i am not military but i love fighter jets, the F-14 in my opinion was one of the best fighters made,too bad it got mothballed.

Electric Joe, e-mail, 24.12.2009 09:04 The F-14 died of neglect at the hands of Congress and its own community. The primary safety complaint was the TF-30 engine which had a tendency to suffer compressor stalls in the face of rapid throttle movements common in the landing environment and air combat maneuvering. The TF-30--a legacy of the misbegotten F-111B--was intended to be fitted in only the first 30 airframes. Congressional parsimony resulted in TF-30s being fitted in all of the A models. The F110 engine later fitted in the F-14B and F-14D had been intended to equip the plane much earlier in the production run. The F-14 community also cut its own throat to a certain extent, resisting the air-to-ground mission until it was too late. The phrase "not a pound for air-to-ground" was bandied about by the more militant "pure fighter" types. When it became apparent the A-6 would be retired and the A-12 stillborn, the F/A-18 community jumped on the air-to-ground mission before the F-14 community. The Tomcat flyers were slow to sense which way the wind was blowing and got left behind. This was in spite of the Tomcat having more growth capacity than the F/A-18 (as witnessed by the eventual necessity of fielding a whole new airplane--the E/F "model"--to "rectify" the deficiencies of the design). The later the F-14 entered the upgrade game, the more expensive the upgrades became, which meant that although F-14Bs and later the superb F-14Ds began to perform air-to-ground missions, the F/A-18 was farther ahead on systems integration and politics. Not that there wasn't a degree of chicanery involved. Particularly infamous was a graphic in Navy Times showing the "superiority" of the F/A-18E/F over the F-14D in the air-to-ground profile carrying four LGBs. The F/A-18E/F flew something like 415 miles to the F-14D's 410--hardly significant. More significant was the caveat: the F-14D was lugging only the two small standard external tanks under the nacelles; the F/A/-18E/F was lugging three huge 400 gallon drop tanks with a commisserate negative impact on performance. Both aircraft were carrying four AAMs as well. Ultimately, the F-14D was more expensive to maintain, not so much due to the wiring as the hydraulics necessary for the swing-wing design. When all was said and done, that was the sole line item that was not comparable. In the air, the F-14 was a victim of restrictive Rules Of Engagement that prevented it from employing its best assets, and of USAF control of the Desert Storm air battle that gave pride of place to their own units for air-to-air killing missions. None of this negates what a truly remarkable design, and what an aviation design milestone this aircraft truly was. It was designed on speculation by Grumman to meet a perceived need by the USN upon the F-111B's failure. It was intended to meet a requirement to lug six massive Phoenix missiles and their associated AWG-9 radar into the air from a carrier and scramble out to meeting incoming bomber raids. That was a demanding enough performance requirement, yet Grumman managed to also make a superbly agile aircraft (particularly for its size and weight) that was very rugged and had the growth capacity to take the air-to-ground mission from the very start, as well as the later tactical reconnaissance mission (using TARPS pods). The swing wing was brilliantly employed, and its computerization for automatic optimum positioning provided a capability well beyond comparable designs. It was also key to enabling the aircraft to operate from carriers. Less recognized, less visible and equally brilliant was the "third wing" formed by the "pancake" airfoil between the nacelles which gave the F-14 a much lower wing-loading in fact than appeared by conventional standards. This lifting body was key to carrying the massive payload of Phoenix and to the aircraft's turning ability. As recounted by more than one aviation writer, the ability of an F-14 to suddenly whip around in the face of a smaller and more agile opponent could be startling.

Marlene Asher, e-mail, 24.11.2009 03:39 y Dad, Edward A. Wagner, joined Grumman in 1950 as an engineer. He was very successful and became a project manager on the A-6E and F-14. I have great memorabilia from Grumman and these projects which I am planning on donating to the museum. While going through Dad's things I also discovered he was a model for Grumman advertisements in the newspaper! Can't wait to give that to the museum. My brother was an engineer on the LEM. I worked in the summers on the space shuttle program but decided, even though I also became an engineer, not to join Grumman. God Bless America!

paul scott, e-mail, 19.10.2009 02:41 Although not quite the same, the technical and maintenace problems associated seem to run with BAC's (English Electric's) Lightning - fine interceptors, the world's best, but not without problems. That said, I love both the F-14 and the Lightning!

Leo Rudnicki, e-mail, 16.06.2009 03:33 I have not yet heard it mentioned that the Tomcat was possibly removed from service without an equivalent or better replacement because the pipeline for maintenance and repair parts could not be effectively sealed to prevent Iranian fingers from dabbling in the stockroom. Stranger still after all the time spent before they got it right (F-14-D) This also leaves the Phoenix without a firing platform.

Nicholas Lange, e-mail, 03.01.2009 10:26 While I do not think people owe thanks to the tools we create, I would, and many others too, I think, would love to see a serious militarily based international platform challenge to vet the raptor and the Su-37. Old the tomcat may be; an expensive, maintenance intensive gas guzzler; sure. The question is, has anyone truly bettered it where it counts-in the air? Even at numbers of 4 to 1, our lesser experienced pilots(top guns get new stuff)have had real reason for confidence.

Paul Snyder, e-mail, 02.06.2008 16:11 I have been associated with many different aircraft during my 44 year maintenance career.In my opinion the most intimidating bird is the F-14 TOMCAT.Even sitting on the ground it looks bad.I hated to see it go.

Fred, e-mail, 13.01.2008 01:56 Sgt, Big difference for the F-15 and F-16, is that they have totally different mission environments than the F-14. Carrier based planes like the F-14 have to hold up to the stress of carrier landings and corrosive sea water.

Z-MANN, e-mail, 04.07.2007 04:32 UNFORTUNATLY THE F-14 WAS RETIRED BECAUSE OF THE EXTENSIVE MAINTAINCE IT REQUIRED AS IT AGED ( 40 HRS. FOR EACH HOUR OF FLIGHT ). SEE AIR & SPACE MAGAZINE F-14 TOM CAT FINAL FLIGHT. THIS FIGHTER HAD OVER 40 MILES OF WIRING RUNING THROUGH IT,AS IT AGED IT CAUSED MANY PROBLEMS, CRASHES, AND VERY UNFORTUNATELY LOSS OF LIFE. BUT IT WAS A GREAT PLANE NO QUESTION, THE F-14D WAS THE MOST IMPRESSIVE PLANE I EVER SEEN FLY. I WILL GREATLY MISS IT.

sievert, e-mail, 13.06.2007 20:29 ZET ER EENS DEFTIGE VLEIGTUIGEN OP!

Sgt.KAR98, 11.01.2007 05:45 Youre right. Is a pity. And F-15,16 that haves the same age is still in service.

jamie, e-mail, 09.01.2007 17:12 This is the most amazing aircraft ever made and it is sad that now they have taken her away. She did her job well and for that we should all thank her.