The F-14 Tomcat program was initiated when it became obvious that the weight and maneuverability issues plaguing the U.S. Navy variant of the Tactical Fighter Experimental (TFX) (F-111B) would not be resolved to the Navy's satisfaction. The Navy requirement was for a fleet air defense fighter (FADF) with the primary role of intercepting Soviet bombers before they could launch missiles against the carrier group. The Navy also wanted the aircraft to possess inherent air superiority characteristics. The Navy strenuously opposed the TFX, which incorporated the Air Force's requirements for a low-level attack aircraft, fearing the compromises would cripple the aircraft, but were forced to participate in the program at direction of then Secretary of Defense Robert McNamara who wanted "joint" solutions to the service aircraft needs to reduce developmental costs. The prior example of the F-4 Phantom which was a Navy program later adopted by the USAF (under similar direction) was the order of the day. Vice Admiral Thomas Connolly, DCNO for Air Warfare took the developmental F-111A for a flight and discovered it was unable to go supersonic and had poor landing characteristics. He later testified to Congress about his concerns against the official Department of the Navy position and in May 1968, Congress killed funding for the F-111B allowing the Navy to pursue an answer tailored to their requirements.

NAVAIR shortly issued an RFP for the Naval Fighter Experimental (VFX), a tandem two-seat fighter with maximum speed of Mach 2.2 and a secondary close air support role. Of the five companies that submitted bids (four of which incorporated variable-geometry wings as on the F-111), McDonnell Douglas and Grumman were selected as finalists in December 1968, and Grumman won the contract in January 1969. Grumman had been a partner on the F-111B, and had started work on an alternative when they saw the project heading south, and so had an edge on its competitors. Their early design mock-ups and cost projections were floated among Navy brass as an alternative to the F-111B.

The winning Grumman design reused the TF30 engines from the F-111B, though the Navy planned on replacing them with the F401-PW-400 engines then under development by Pratt and Whitney for the Navy (in parallel with the related F100 for the USAF). Though lighter than the F-111B, it was still the largest and heaviest U.S. fighter to ever fly from an aircraft carrier, its size a consequence of the requirement to carry the large AWG-9 radar and AIM-54 Phoenix missiles, also from the F-111B and an internal fuel load of 16,000 lbs (7300 kg). The F-14 would also share a similar inlet duct, wing, and landing gear geometry with Grumman's A-6 Intruder.

Upon being granted the contract for the F-14, Grumman greatly expanded its Calverton, Long Island, New York facility to test and evaluate the new swing-wing interceptor. Much of the testing was in the air of the Long Island Sound as well as the first few in-flight mishaps, including the first of many compressor stalls and ejections. In order to save time and forestall interference from Secretary McNamara, the Navy skipped the prototype phase and jumped directly to full-scale development; the Air Force took a similar approach with its F-15.

The F-14 first flew on December 21st, 1970, just 22 months after Grumman was awarded the contract, and reached Initial Operational Capability (IOC) in 1973. While the Marine Corps was interested in the F-14 and went so far as to send pilots to VF-124 to train as instructors, they were never fully sold on the aircraft and pulled out when the stores management system for ground attack munitions was left undeveloped, leaving the aircraft incapable of dropping air-to-ground munitions (these were later developed in the 1990s).

Pictured here is a stunning 1:72 scale diecast replica of a US Navy F-14D Tomcat fighter that was piloted by Lt. Cmdr. Meagan V. Flannigan, who was attached to VF-213 "Blacklions," then embarked upon the USS Theodore Roosevelt (CVN-71), operating in the Persian Gulf during 2006. Now in stock!

Dimensions:
Wingspan: 7-inches
Length: 10-1/2-inches

Release Date: August 2022

Historical Account: "Blacklions" - Strike Fighter Squadron 213 (VFA-213) Blacklions is an aviation unit of the United States Navy based at Naval Air Station Oceana, Virginia (USA). It was established in 1955 and is currently equipped with the Boeing F/A-18F Super Hornet. The squadron is assigned to Carrier Air Wing Eight and uses the radio call sign Lion.

After the September 11th, 2001, attacks, USS Carl Vinson with CVW-11 was the first carrier battle group on station in the North Arabian Sea, preparing for attacks against Afghanistan. On October 7th, 2001, during a CVW-11 strike, VF-213 dropped the first bombs of Operation Enduring Freedom on an SA-3 site near Kabul International Airport. VF-213 was instrumental in their reconnaissance role, utilizing their TARPS pods, and also provided laser weapon guidance for F/A-18 Hornets and GPS weapons coordinates for Hornets and USAF strike aircraft. During the ten weeks VF-213 were supporting OEF they flew over 500 combat sorties, over 2600 combat flight hours and expended 435,000 pounds of ordnance and provided valuable reconnaissance with the TARPS pods. VF-213 was also the first F-14 unit to use its internal 20 mm cannon in combat during the Battle of Mazar e Sharif VF-213 received the 2001 Commander Naval Air Pacific Fleet Battle "E", Chief of Naval Operations (CNO) Safety "S", Clifton Award and the Commander Fighter Wing Atlantic Golden Wrench for their performance in 2001.

After the 2001-cruise ended in 2002, VF-213 changed air wings from CVW-11 to CVW-8. On March 22nd, 2003, VF-213 deployed aboard USS Theodore Roosevelt to the Mediterranean Sea in support of Operation Iraqi Freedom. During the war VF-213 would fly 198 strike, combat air patrol and ground forces support missions, delivering 102 laser-guided bombs and 94 JDAM bombs.

VF-213 was paired up with VF-31 Tomcatters for the 2005-2006 final F-14 Tomcat cruise on board USS Theodore Roosevelt. During the cruise, VF-213 and VF-31 received ROVER upgrades to their aircraft, enabling them to transmit real-time images from their LANTIRN sensor to ground operators. VF-31 and 213 collectively completed 1,163 combat sorties, and dropped 9,500 pounds of ordnance during reconnaissance, surveillance, and close air support missions in support of OIF.

On March 10th, 2006, VF-213 returned to NAS Oceana after the final F-14 cruise. All 22 Tomcats flew together in a wedge formation over NAS Oceana as hundreds of people cheered.