Carrier (1999)

by Clancy, Tom - Nf

The reason for this is an arcane number called “bringback weight,” which represents the maximum landing weight of an aircraft on a carrier deck. The bringback weight is a combination of the aircraft’s “dry” weight with the minimum safe fuel load (for several attempts at landing) and whatever ordnance and stores are being carried. An F-14 loaded with six of the big Phoenix AAMs and a minimum fuel load is above the allowable bringback weight, which means that the largest external stores load allowed are four AIM-54’s, two AIM-7’s, a pair of AIM-9’s, two external fuel tanks, and the internal M-61 20mm Gatling gun. A normal “peacetime” weapons load is composed of two of each kind of missile, the gun, and two fuel tanks. Other kinds of weapons mixes are designed around particular kinds of missions, including air superiority and strike escort.

  A fighter lives or dies by its engines, and the F-14 fleet suffered for many years from an inadequate power plant, the Pratt & Whitney TF-30-P-412. This was the first turbofan engine designed specifically for a fighter, and was inherited from the F-111B program. Originally intended for the subsonic F- 6D Missileer and used in the Vought A-7 Corsair II attack bomber, it was augmented with an afterburner (as the TF30-P-100) for the supersonic F-111, and adapted as a “temporary” expedient for the F-14A. Turbofan engines are more fuel-efficient and powerful than turbojets, but are “finicky” about the airflow into their first stage of compressor blades. Turbulent “dirty” air, such as the wake of another aircraft, can cause compressor stalls, flameouts, and, too often, loss of an aircraft. The TF-30’s sensitivity to dirty air was well understood by the Grumman designers, who provided the engines with huge inlets and a system of air valves or “ramps.” These are a complex system of hydraulically controlled mechanical plates deployed at high speed, creating internal shock waves that slow the incoming air to subsonic velocity.

  Though these fixes tamed the TF-30 for the Tomcat’s introduction, the Navy had plans for something better. This was to have been the Pratt & Whitney F-401, in what would have been known as the F-14B. Once again, however, developmental problems and escalating costs prevented it from entering service. This left the entire force of F-14A’s equipped with the TF-30 engine, which has killed more aircraft and crews than enemy fire ever did.

  For over two decades Tomcat crews have tried to get the most out of their finicky TF-30’s (even as they lived in dread of them). To feed these huge power plants, the Tomcat carries plenty of fuel, allowing long-range missions or long loiter time on patrol. Internal fuel capacity is 2,385 U.S. gallons/9,029 liters, and two external drop tanks can be mounted under the engine inlets, each with a capacity of 267 U.S. gallons/1,011 liters. To extend its range even further, a NATO-standard retractable refueling probe is fitted on the starboard side of the forward fuselage. Even so, in these days of littoral warfare, the F-14’s rarely have to “hit” a tanker to conduct their missions. This is increasingly important, for the retirement of the fleet of KA-6D Intruder tankers means the only remaining refueling aircraft in the carrier air group are the overtaxed S-3 Vikings.

  Along with its air-to-air duties, the Tomcat was designed to take on another—and perhaps its most vital—task. This is the dangerous job of photo-reconnaissance for the battle group and local theater commanders. About fifty Tomcats of all models have been specially modified to carry the Tactical Air Reconnaissance Pod System (TARPS) pod under the fuselage. This large external store (17 feet/5.2 meters long and about two feet/.6 meters in diameter) contains three different sensors. These include a conventional frame camera that looks forward and down, a “panoramic” camera that captures the ground picture from horizon to horizon on either side of the aircraft, and an infrared line-scanner that sweeps the terrain directly below the aircraft. Normally, four F-14’s in each CVW are fitted to carry the TARPS pod (in addition to their normal avionics fit), and at least six crews get special training to fly them.

  A D/TARPS reconnaissance pod mounted under the fuselage of a VF-102 F-14B Tomcat.

  JOHN D. GRESHAM

  TARPS is the best low-to-mid-altitude photo-recon system in the world, and is a significant national strategic asset, able to capture imagery at a level of detail much greater than the high-flying U-2 or reconnaissance satellites. During the 1991 Gulf War, TARPS was especially valuable for post-strike battle-damage assessment (BDA), and was much favored over the USAF RF-4C (which has since been retired). Currently, TARPS is being upgraded to provide battle group commanders with a whole new capability: near real-time photo-reconnaissance. By replacing one of the existing film cameras with a digital unit, and tying it into the existing UHF radio system, an airborne F-14 equipped with the new pod can send a picture with good resolution back to the carrier while still in the air. With a delay of only about five minutes from the time the picture is taken to its viewing by intelligence staff, the new system (called Digital TARPS or D/TARPS) can give a battle group commander the necessary information to rapidly hit a mobile target. This is a capability long sought by military leaders of all services, and is being improved all the time.

  Even though it has fought in few actual battles, the F-14 has had an active service life. The first operational deployment came in September 1974, with Pacific-based squadrons VF-1 and VF-2 on board Enterprise (CVN-65). The Tomcat’s first known combat action came on the morning of August 19th, 1981, when two Libyan Su-22 “Fitter” interceptors made the mistake of engaging a pair of patrolling Tomcats from VF-41 (the “Black Aces”) flying from the Nimitz (CVN-68). Using their superb maneuverability, the two Tomcats evaded a Libyan AAM and downed the Fitters with a pair of short-range AIM-9L Sidewinder shots. A few years later, in October 1985, four Tomcats from VF-74 (the “Bedevilers”) and VF-103 (the “Sluggers”), embarked on USS Saratoga (CV-60), intercepted an Egyptian 737 airliner carrying the terrorists who had hijacked the Italian passenger ship Achille Lauro. By March of 1986, Tomcats were back on the front lines when Libya fired S-200/SA-5 Gammon SAMs at F-14’s from America (CV-66) and Saratoga (CV-60) patrolling over the Gulf of Sidra. In response, the carrier groups attacked the SAM sites and sank a number of threatening Libyan patrol boats. Later that year, F-14’s provided cover for Operation Eldorado Canyon, the bombing raids on Tripoli and Benghazi. January 1989 saw another confrontation with the Libyans when a pair of VF-32 Tomcats engaged and destroyed a pair of MiG-23 Flogger-Bs. When the MiG-23’s came out and acted in a threatening manner, they were quickly dispatched in a barrage of Sparrow and Sidewinder AAMs.

  During the 1990/91 Persian Gulf crisis, most of the duties of the Tomcats embarked on the deployed carriers involved regular Combat Air Patrol (CAP) and reconnaissance missions, with none of the glamor accorded to the land-based USAF F-15’s. Day after day, the Tomcats flew cover for the carrier and amphibious groups in the Red Sea and Persian Gulf, and supported the embargo of Iraq. Part of the reason they had few opportunities to show their capabilities was the reluctance of the Iraqi Air Force to come out over water and be slaughtered. But the big reason was the Navy’s failure to develop the necessary systems and procedures to integrate carrier air groups as part of a joint air component command. Key among these was the ability to conduct Non-Cooperative Target Recognition (NCTR), which utilizes various classified radar techniques to identify enemy aircraft by type. This allows fighters with Beyond Visual Range (BVR) AAMs like the AIM-7 and AIM-54 to fire their missiles at long ranges. Because USAF F-15’s had these systems and the Tomcats did not, it was the Eagle fleet that was used against the Iraqi Air Force over their homeland.

  The only Tomcat air-to-air kill of the war was scored with a Sidewinder by an F-14A from VF-1 over an unfortunate Iraqi Mi-8 Hip helicopter. The bad news was that an F-14B, from VF-103 on the Saratoga, was downed by an Iraqi V-75/SA-2 Guideline missile on a TARPS reconnaissance run over Wadi Amif. The one bright point throughout Desert Storm for the F-14 community was the timely and accurate battle-damage assessment provided by TARPS-equipped F-14’s.

  The fall of the Soviet Union and Warsaw Pact meant that a large part of the thre
at that the F-14 had been created to defend against was gone. The big Russian bombers and their massive ASMs were rapidly scrapped, and the Tomcat community was left scrambling for a role in the New World Order. Tomcats were not able to perform many of the missions that would make them useful to regional commanders in chief in the new age of “joint” warfare. In particular, the AWG-9’s lack of NCTR capabilities made the Tomcats also-rans compared with F-15’s.50 But the biggest drawback for Tomcats was the huge cost of buying and maintaining them. Because it was the most expensive aircraft on a carrier deck to procure, operate, and maintain, the Navy saw cutting the Tomcat population as a way to save money. Ironically, this occurred just as the F-14 was finally getting the engine and systems upgrades it had always needed to make it the fighter it could have been.

  Back in the 1980’s, John Lehman’s original aircraft acquisition plan had included upgrades to the Tomcat fleet. The first phase of this effort was to re-engine a large part of the existing fleet of F-14A’s, and upgrade its avionics. This was to be accomplished by modifying the -A model Tomcats to carry a pair of the new General Electric F110-GE-400 advanced turbofan engines. The F110 (also used in the Air Force F-15E and F-16C/D fighters) had greater thrust and none of the vices of the TF-30. It came to the F-14 in 1986. The new F110-equipped Tomcat, designated F-14B (originally the F-14A+), entered service in April of 1988. Some of the -B models were re-engined F-14As, while the rest were newly built. The contrast with the old TF-30-powered Tomcat was spectacular. The F-110-engined Tomcats are the fastest of their breed, with better acceleration and performance in dogfights than most other fighter types.

  There is a story about several of the prototype F-14Bs visiting NAS Oceana near Norfolk, Virginia. On the other side of the Chesapeake Bay were the F-15’s of the USAF’s 1st Fighter Wing at Langley AFB, their premier air-to-air fighter unit. Normally, the F-15’s easily defeated the F-14As with their anemic TF-30’s; but this time the high-spirited Naval aviators decided to play a trick on their blue brethren and challenge the USAF pilots to an air-to-air “hassle” over an offshore training range. The Naval aviators showed up in the souped-up Tomcats, and left the two Eagle drivers running away screaming, “Who were those guys!” Clearly, the F-110 made the new-generation Tomcats a very different cat. The new bird still had one significant shortcoming, though. It was still equipped with the original 1960’s-vintage AWG-9 radar and avionics systems.

  The Tomcat community had always dreamed of making a final break with the old F-111B systems and producing an F-14 with a new generation of digital avionics. At one point, an F-14C model with more advanced electronics was proposed, but it was never developed. Finally, in the fall of 1990, the dream was realized in the form of the F-14D. Like the earlier F-14B program, some of the -D-model Tomcats were rebuilds of earlier -A-model aircraft, while the rest were new production airframes. The -D model has the same F110 engines as the -B, but adds a new radar (the Hughes APG-71) and a host of avionic, computer, and software improvements.

  The APG-71 is a vast improvement over the earlier AWG-9, and is based upon the APG-63/70-series radars used on versions of the F-15 Eagle. This is a state-of-the-art, multi-mode radar with a variety of capabilities. In addition to the basic air-to-air functions of the AWG-9, the APG-71 is capable of both Low Probability of Intercept (LPI—making it difficult to detect with passive sensors) and Non-Cooperative Target Recognition (NCTR) modes. In addition, the APG-71 has the ability to perform advanced ground mapping in heavy weather, a feature that would come in handy when the Tomcat community got interested in air-to-ground operations in the 1990’s.

  Though the F-14D is the ultimate Tomcat, equipped with everything that a crew could want in a fighter today, budget cuts meant that less than fifty -Ds were built, just enough for two or three squadrons. When new production and conversions of -B- and -D-model F-14’s were terminated, plans were made to phase out the aircraft. It began to look like the Tomcat might go the way of the A-6/KA-6 Intruders—straight to the boneyard—just as the aircraft had finally gotten the engines and avionics that the crews had always dreamed of. The hunger to cut costs within the Department of Defense in the early 1990’s meant that a number of valuable aircraft types were retired, regardless of the consequences, and the F-14 almost suffered the same fate.

  Fortunately for the Tomcat community, even allowing for the downsizing of post-Cold War CVWs, there was a shortage of tactical carrier aircraft. Meanwhile, new missions were found for the F-14. Now that there were no longer regiments of missile-armed Soviet bombers to defend against, the Navy planned to provide the Tomcat community with a rudimentary capability to drop “iron” (unguided) bombs (called “Bombcat” conversions) and perhaps fire AGM-88 High-Speed Anti-Radiation Missiles (HARMs) against enemy radars. At the same time, members of the F-14 community were teaching their old Tomcats a few new tricks. While the majority of the Navy’s aviation-procurement dollars were headed toward F/A-18 Hornets, the Tomcat operators found ways to squeeze a few of the scarce greenbacks to preserve their mounts. To better understand what they did, you need to know a bit about how many Tomcats of various models were built. Here is a look at the total production run of the F-14 program:

  F-14 Tomcat Production

  A total of 712 Tomcats were delivered to the Navy, the first in October 1972 and the last in July 1992.51 While no USN F-14 has been lost in air-to-air combat, more than 125 have been lost in accidents—mostly engine-related (Iranian losses are unknown, at least in open sources). At the end of 1997 some 250 F-14’s remained in U.S. Navy service. Most of the USN F-14As are now between ten and twenty years old, and have only had rudimentary upgrades to their structures and avionics. The two F-14As that shot down the Libyan MiG-23’s in 1989 still had the same APR-25 radar-warning receivers (RWRs) that had been installed when they were built in the 1970’s. These RWRs were so elderly they could not detect the signals from the MiGs’ radars, which also dated back to the early 1970’s. Because of their age, NAVAIR has decided to sacrifice the -A-model Tomcats to the boneyard, and preserve the fleet of remaining -B- and -D-model F-14’s. It is unlikely that any F-14As will be in service past 2001, when the first F/A- 18E/F Super Hornet squadron stands up. That leaves approximately 130 F- 14Bs and -Ds to flesh out the ten remaining squadrons that will serve into the first decade of the 21st century.

  All of these aircraft have F-110 engines, and are being given avionics upgrades such as the installation of new GPS receivers and radios. Tomcat crews have also been provided with Night Vision Goggles (NVGs) to give them improved low-level situational awareness in darkness. But the jewels of the upgrade program are the D/TARPS program (mentioned earlier) and an air-to-ground weapons-delivery system: the AAQ-14 LANTIRN targeting pod. This is a self-contained system equipped with a Forward Looking Infrared (FLIR) thermal-imaging system, a laser range finder, laser spot tracker, and laser illuminator. The AAQ-14 pod, one of two used on the USAF’s F-15E Strike Eagle, has proven to be the best of its kind in the world today. It can detect targets on the ground from their thermal signatures, and then deliver LGBs and other weapons. The Navy version of the LANTIRN pod has an additional feature: a beer-can-shaped Litton GPS/Inertial Navigation System (INS), which provides the F-14 with the necessary navigational/ positional accuracy to deliver the new generation of PGMs that are coming into service. Carried on the starboard wing “glove” pylon, the LANTIRN is controlled by the RIO, and can deliver LGBs day or night with greater accuracy than any other aircraft in the fleet.

  These improvements, however, did not come easily. They cost a great deal of money, which the senior leaders at NAVAIR controlled. Focused on acquiring the F/A-18, the NAVAIR “Hornet Mafia” was sworn to eliminate anything from the budget that might detract from that effort. On the other hand, there was also a “Tomcat Mafia” down at NAS Oceana (where all the F-14 squadrons had been consolidated), which was able to find small parcels of money, as well as support from out in the fleet. Also, contractors like Lockheed Martin, the manufac
turer of the AAQ-14 LANTIRN pod, spent their own money to develop systems for use on the Tomcat. They worked better than anyone had imagined. Suddenly, regional Cincs wanted all the Tomcats they could get. The incomparable navigational accuracy of the GPS-EQUIPPED LANTIRN made them excellent “quick-look” reconnaissance birds, especially against mobile targets like SCUD missile launchers. Now, the twenty to thirty F-14’s that are deployed at any given time are precious national assets and are doing far more than merely carrying their load until the first squadrons of Super Hornets arrive early next century. They remain the most versatile and powerful aircraft in the fleet. “Tomcat” Connelly would have been proud that his dream has proved so adaptable.

  A cutaway view of a Lockheed Martin AAQ-14 LANTIRN Targeting Pod.

  JACK RYAN ENTERPRISES, LTD., BY LAURA DENINNO

  F/A-18 Hornet: The Now and Future Backbone

  Originally conceived as a low-cost replacement for two aging naval aircraft (the F-4 Phantom and A-7E Corsair), the F/A-18 Hornet fighter-bomber was designed to fulfill a number of widely different roles. It functions as both the Navy’s primary light-strike bomber and as a fighter for the Navy and Marines. Though some think the Hornet does neither job very well, others consider it the finest multi-role aircraft in the world. Some will tell you that the F/A-18 is a short-legged burden on naval aviation, while others will make a case that it is the backbone for all of naval aviation. I would tell you it is all of these things, and many more. The drawback with any multi-role combat aircraft is that it tries to do too much for too many different people. On the other hand, when such a complex beast works, it works out quite well indeed. Read on and I’ll explain.

  The origins of the Hornet program date back to the mid-1970’s, when the Navy was beginning to suffer “sticker shock” from the costs of buying new aircraft for its carrier force. The double-digit inflation of the early 1970’s was driving the price of new combat aircraft up at a dangerous rate, bringing about a reassessment of the kinds and numbers of aircraft the U.S. military could afford. After a start was made on the modernization of the F-14, A-6, and S-3, the Navy looked to the problem of replacing the existing force of A-7 light-attack bombers. Since every CVW had two squadrons each of the A-7’s (with a dozen aircraft per squadron), this represented a huge aircraft buy. At the same time, the Navy and Marines had to replace about a dozen squadrons of elderly F-4 Phantom fighters, which operated from carriers and bases. From these twin needs came what was known as the VFAX (Navy Fighter/Attack, Experimental) requirement. The hope was that a single aircraft might be designed to fulfill both the fighter and light-strike roles, and thus save money by reducing the number of airframes. About the same time, the USAF was evaluating a pair of “lightweight” fighter designs, and was preparing to procure one of them. Since the USAF was going to use this aircraft as a multi-role fighter-bomber, the Congress and Department of Defense directed that the Navy and Marines should use a version of the same aircraft. That is where the troubles began.