History
Design and Development
The F-14D was the final variant of the Tomcat, introduced by Grumman in the late 1980s to modernize the F-14 fleet and counter emerging Soviet threats. Earlier F-14A/B models featured analog avionics and radar systems that lacked modern capabilities such as high-speed multiplex digital data buses, multifunction cockpit displays, and head-up displays. Those features that had become standard in contemporary aircraft, like the F-15 and F-16. Grumman wanted to digitize the F-14 platform and extend its service life, encouraging the US Navy to continue its operational use.
Avionics upgrades in the F-14D included new MIL-STD-1553G data buses, an ASN-130 digital inertial navigation system, an ASN-139 laser inertial navigation system, dual AYK-14 standard airborne computers, the Joint Tactical Information Distribution System (JTIDS), an AN/APG-71 radar, a dual chin pod under the nose, an Itek ALR-67 radar warning receiver, and an AN/ALQ-165 Airborne Self Protection Jammer.
The AN/APG-71 radar was derived from the APG-70 used in the F-15E Strike Eagle and shared many of its features. It was a digital multimode radar capable of non-cooperative target identification and incorporated low sidelobe techniques and enhanced frequency agility. While it theoretically had an acquisition range of up to 400 miles and the ability to track more than 24 targets simultaneously, the design limitations of the F-14’s radar antenna restricted its practical range to approximately 230 miles. Still, the APG-71 was significantly less vulnerable to jamming and could process data six times faster than its predecessor, the AWG-9. Additionally, its data link system enabled two or more F-14Ds to operate cooperatively, allowing one aircraft’s radar to hand off targets to another.
The F-14D was fully compatible with the Joint Tactical Information Distribution System (JTIDS), a secure, jam-resistant communications system that integrated data sharing among cooperating air, ground, and naval units.
One of the F-14D’s most distinguishing features was its dual chin pod, which housed both a Northrop AN/AXX-1 Television Camera System (TCS) and a General Electric Infrared Search and Track (IRST) system. Previous F-14 variants carried one or the other, but not both simultaneously. The IRST used the frictional heating of an aircraft’s skin for passive target detection at ranges up to 115 miles. Together, the IRST and TCS allowed the F-14D to identify targets and relay that information through JTIDS.
In the cockpit, analog instruments were replaced with advanced HUD and multifunction display screens. The new HUD was similar to that found in the F/A-18, while the rear cockpit included a single multifunction glass display along with several smaller screens. These upgrades enabled combined optical and infrared views of targets, showing skin temperatures and exhaust heat at distances of up to 100 miles.
All F-14Ds were wired to carry the Tactical Airborne Reconnaissance Pod System (TARPS), which mounted slightly off-center on Phoenix station number five. TARPS contained a KS-87B forward or vertical frame camera, a KA-99 low-altitude panoramic camera, and an AN/AAD-5 infrared line scanner.
Powering the F-14D was the 27,600 lb-thrust General Electric F110-GE-400 turbofan engine, which resolved the compressor stall issues that plagued the earlier TF30 engines. The F110 allowed catapult launches without afterburner, saving fuel and increasing operational range. Despite being slightly smaller in diameter than the Pratt & Whitney engine, it required no airframe modifications.
A modified F-14A outfitted with the F-14D’s electronics and the original TF30 engines first flew on November 23, 1987. This aircraft was used to evaluate the AN/APG-71 radar, communication systems, navigation systems, and data links. Other modified F-14As tested the F110-GE-400 engines, environmental controls, TARPS, ECM systems, sensors, and weapons integration.
The final prototype focused on testing JTIDS, radar warning receiver functions, and live weapons firing. It completed its flight tests on September 21, 1988.
The first production F-14D flew on February 9, 1990, and was publicly unveiled at a ceremony at the Calverton plant on March 23, 1990. It was delivered to VX-4 at Point Mugu, California, in May 1990 for comprehensive evaluation, including carrier operations. Testing demonstrated enhanced performance: the F-14D’s range increased by 60%, and its climb rate improved by 61%. A typical mission profile included a 150-mile radius sortie with a two-hour loiter time and sufficient fuel reserves for several landing attempts. The GE F110 engine’s performance received widespread praise.
Operational Service in the US Navy
Following testing, VF-124 at NAS Miramar became the first operational unit to receive the F-14D. It was intended to be the definitive Tomcat variant and form the backbone of naval aviation into the future. Grumman planned to deliver 12 new F-14Ds annually and convert older F-14As to D-model standards. However, not all fleet units received the F-14D due to the political decision made by Secretary of Defense Dick Cheney. He canceled further procurement in favor of the F/A-18E/F Super Hornet, which was backed by the Department of Defense.
A total of 55 F-14Ds were produced: 37 new builds and 18 retrofitted from F-14As and designated F-14D(R). Funding for the program was eliminated in the Fiscal Year 1992 defense budget, ending production in February 1991. This decision significantly impacted Grumman, leading to mass layoffs and ultimately the company’s merger with Northrop in 1994.
The final F-14D was delivered on July 10, 1992, concluding 22 years of Tomcat production. These aircraft missed action in the Gulf War but were soon integrated into the fleet. VF-11 was the first squadron to operate the F-14D, followed by VF-31. With the limited number of F-14Ds, the Navy reorganized squadrons to receive some converted F-14D(R)s. VF-2 converted to the D-model in early 1993. Although 108 retrofits were initially planned, only 18 were completed due to budget constraints. Along with this, 37 brand-new F-14Ds were enough to equip only three frontline squadrons. The squadrons VF-2 Bounty Hunters, VF-11 Red Rippers, and VF-31 Tomcatters were operating the F-14D models at this period. VF-124 training squadron was originally equipped with F-14Ds, before it was disestablished and transferred to VF-101 in September 1994.
By 1996, VF-11 transitioned back to the F-14B due to the limited number of F-14Ds. Both B and D models received Block I upgrades, which added GPS, a digital flight control system, AN/ARC-210 radios, and LANTIRN integration. A proposed software upgrade to enable AIM-120 AMRAAM use was canceled to fund LANTIRN implementation.
In the middle of 1997, the decision was made to reduce the size of F-14 squadrons, which freed enough F-14Ds for VF-213 Black Lions to begin the transition and conversion to this type. VF-213’s F-14Ds saw their first combat in December 1998 during Operation Desert Fox, boarding USS Carl Vinson, where they deployed GBU-24 Paveway III laser-guided bombs against Iraqi targets.
On January 5, 1999, two VF-213 F-14Ds attempted to intercept a pair of Iraqi MiG-23s violating the no-fly zone. Due to improper pre-launch procedures, two AIM-54C missiles failed to ignite, prompting F/A-18s to continue the pursuit, with a MiG-23 escaping away and another one crashing after running out of fuel. Later, an Iraqi MiG-25 approached, triggering another pair of Phoenix launches that also failed to connect. These engagements marked the first operational use of the AIM-54C by the Navy.
On September 14, 1999, a VF-2 Tomcat fired an AIM-54C at a MiG-23, but the target managed to evade the missile.
During Operation Iraqi Freedom in 2003, F-14Ds from VF-2, VF-31, and VF-213 flew a combined 2,547 combat sorties, primarily performing airstrike missions. In March of that year, the aircraft were modified to carry Joint Direct Attack Munitions (JDAMs). Notably, a TARPS-equipped F-14D dropped four Mk 82 bombs on Saddam Hussein’s presidential yacht, Al-Mansur, and Tomcats were also used in Forward Air Controller (FAC) roles, supporting the ground troops.
The F-14Ds from VF-2, VF-31, and VF-213 squadrons also participated in Operation Iraqi Freedom and contributed their parts to 2,547 F-14 Tomcat combat sorties, most of them air strikes. These F-14Ds were upgraded with JDAM capability in March 2003.
Unfortunately, a tragic incident occurred when VF-32 F-14Ds mistakenly attacked a US Special Forces convoy in northern Iraq, resulting in one of the worst friendly fire incidents.
By December 10, 2005, VF-31 and VF-213 F-14Ds were equipped with ROVER III downlinks, enabling the transmission of live video feeds to ground forces.
The final combat deployment of the F-14D took place between September 2005 and March 2006, during which VF-31 and VF-213 supported operations in Iraq with reconnaissance, surveillance, and close air support missions. The last operational flight of the F-14D occurred on July 28, 2006, flown by VF-31.
The Navy began retiring the Tomcat in mid-2006. VF-213 deactivated its remaining F-14Ds on September 22. On October 4, 2006, a VF-31 F-14D completed the final flight of the type, ferrying from NAS Oceana to Republic Airport in Long Island. With the introduction of the F/A-18E/F Super Hornet, the Tomcat was formally retired. Remaining F-14s were destroyed to prevent spare parts from reaching Iran, severing the Tomcat’s service with the US Navy. The F-14D was never exported abroad.
