Arrrr...The Tomcat Is Made For Us, Matey!

Historical Background

In the late 1950s, the US Navy sought a long-range, high endurance Fleet Air Defense interceptor equipped with a more powerful radar and longer ranged missiles than the F-4 Phantom II to defend its Carrier Battle Groups against aircraft- and submarine-launched long-range anti ship missiles of the Soviet Union. They were however directed by the then-Secretary of Defense Robert S. McNamara to participate in the Tactical Fighter Experimental (TFX) programme with the USAF to reduce development costs. The Navy vehemently opposed the programme as they feared compromises necessary for the USAF's need for a low-level attack aircraft would seriously impair the aircraft's performance as a fighter. As it turned out, the F-111B version of the TFX was plagued with weight and performance issues. Vice Admiral Thomas F. Connolly, the Deputy CNO for Air Warfare took a flight in a F-111A and discovered that it had difficulties going supersonic and had poor carrier landing characteristics. He later testified to the Congress about his concerns, resulting in the cancellation of the funds for the F-111B (the Navy version of the TFX) and allowing them to pursue an aircraft based on their own requirements.

In the meantime, Grumman was taken by General Dynamics to be a partner in the F-111B programme. With the F-111B in trouble, Grumman began studying for improvements and alternatives. In 1966, the Navy awarded Grumman a contract for a study of advanced fighter designs. Grumman eventually narrowed its study to its Design 303. With the experience of air war over North Vietnam, the fleet air defense scope for the Navy was expanded to include air combat (hence greater agility) and ground-attack roles, resulting in the VFAX requirement. Grumman continued work on the 303 and offered it to the Navy in 1967. In July 1968, the Naval Air Systems Command (NAVAIR) issued a Request For Proposals for the new Naval Fighter Experimental Program (VFX). The VFX called for a tandem two-seat, twin engined fighter aircraft with a maximum speed of Mach 2.2. Armament would consist of six long-range AIM-54 Phoenix missiles or four medium-range AIM-7 Sparrow and four AIM-9 Sidewinder missiles plus an internal 20 mm M61 Vulcan cannon. In 1968, Grumman and McDonnell Douglas were selected as finalists with Grumman selected as the winner in January 1969. Grumman used a development of their original 303 design, now incorporating twin tails and variable-geometry wings. The engine however still used the F-111's Pratt & Whitney TF30 turbofans although the US Navy planned on replacing them with the same company's F401-400. The new aircraft, designated F-14, would become the largest and heaviest fighter to operate from US Navy carrier decks. Following Grumman's tradition of naming fighters using feline names, and in honour of Vice Admiral Connolly, who was enthusiastic and very supportive of the VFX programme, the F-14 was given the name 'Tomcat'.

The Tomcat was designed as both fleet defence interceptor and air superiority fighter, with secondary ground-attack capability. The two crewmembers sit in tandem under a long bubble canopy that affords all-round visibility. To provide greater visibilty, four mirrors were fitted to the canopy. Only the pilot has the flight controls while the Radar Intercept Officer controls and monitors the avionics, which was primarily centred on the X-band Hughes AN/AWG-9 radar. The AWG-9 can track 24 objects simultaneously and engage six of them at a range of up to 60 miles. Also featured in the sensor suite is the AN/ALR-23 IR search-and-track sensor mounted under the nose; it was later replaced with the Northrop AAX-1 TCS (Television Camera Set) which helped pilots visually identify, detect and track other aircraft at up to 60 miles, without radiating their presence. The F-14, like the F-111 features variable geometry wing that can be varied automatically (between 20° and 68°) in flight, with manual override. The wing sweep also helps minimising space on board carriers by having an 'oversweep' of 75°.

The F-14 was originally powered by a pair of Pratt & Whitney TF30 turbofans, giving a maximum thrust of 20,900 lb each allowing a maximum speed of Mach 2.34. The TF30 however was not an ideal engine for an air combat fighter, being prone to compressor stalls at high AoA which resulted in loss of control, severe yaw oscillations and unrecoverable flat spin. Internal fuel capacity is 9,100 liters and the Tomcat can carry two 1,010 liter drop tanks under the engine intake ramps. To combat long-range Soviet bombers and anti-ship missiles, the Tomcat was the platform the long-range Hughes AIM-54 Phoenix missile (like the F-111B). Unlike the GD aircraft however, the Tomcat can still engage maneuvering targets at close range with AIM-7 Sparrow and AIM-9 Sidewinder. The theoretical maximum load was six Phoenixes but this was rarely carried as the total weight of the aircraft, even with minimum allowable fuel level, would be too heavy to safely recover aboard a carrier. During the height of the Cold War, the usual weapons configuration was a Phoenix, two Sparrows, two Sidewinders and 675 rounds of 20 mm ammunition.

The F-14 first flew on 21 December 1970 and reached initial operational capability in 1973. Squadron service began in September 1974 with VF-1 'Wolfpack' and VF-2 'Bounty Hunters' on board USS Enterprise. The Tomcats' first combat cruise was in April 1975 when Enterprise gave cover to Operation Frequent Wind, although no actual combat took place. Prior to the fall of the Shah of Iran, the country ordered 80 F-14s and all were delivered bar one before revolution swept the country. The Tomcat had its first kill through IRIAF hands during the Iran-Iraq War, and credited with at least 150 kills, losing 12 to 16 of their number. The first USN kills were made on 19 August 1981 when two Libyan Su-22s were shot down over the Gulf of Sidra by two F-14As of VF-41 'Black Aces' flying off USS Nimitz. In a second incident on 4 January 1989, two MiG-23 were shot down by a pair of Tomcats of VF-32 Swordsmen from USS John F. Kennedy. During Operation Desert Storm, air tasking of air superiority missions overland to USAF F-15s plus a strict Rules Of Engagement meant that opportunity for the Tomcat to engage enemy aircraft was low, with just a Mi-8 helicopter shot down. Furthermore, the Iraqis, wisened up after being on the receiving end of Iranian Tomcats' weaponry, quickly retreated whenever their RWR detected the powerful AWG-9 emissions. The Tomcat continued to be used in Operations Iraqi Freedom and Enduring Freedom; lack of opposition fighters saw them being used as bombers.

The F-14 received the first major upgrade in March 1987 with the F-14A Plus. The TF30 engines were replaced with the improved General Electric F110-GE-400 while also receiving a more advanced ALR-67 RHAW system.In May 1991, the designation was changed to F-14B. A total of 38 new aircraft were built while 48 F-14As were rebuilt into this standard. The definitive version of the F-14 was the F-14D. Using the same GE engines as the F-14B, the F-14D features glass cockpit and APG-71 radar, Airborne Self-Protection Jammer, Joint Tactical Information Distribution System, SJU-17 ejection seat and the return of the IRST sensor. However only 37 new aircraft were built with another 18 upgraded from F-14As. The latent ground attack capability was finally realised in 1994 when AN/AAQ-14 targetting pod of the LANTIRN system was cleared for use in conjunction with laser- and GPS-guided munitions. The Tomcat was finally retired in 2006 with all aircraft not preserved being shredded to prevent parts being acquired by Iran, who still operate approximately 28 in 2014.

The Kit

Fujimi kit 28002 / I-2 was a follow-on kit to their initial 1/72 F-14A, both released in 1988. The King of Tomcats in 1/72 scale remain Hasegawa but I believe the Fujimi kit comes a close second, with some areas gaining the upper hand against Hasegawa. The profile is almost spot-on although many reviewers complained that the forward fuselage is rather thinner than it should be (it can be covered visually by attaching the Phoenix pallet). The details are good with sharp and petite panel lines. Apart from moveable wings (a no-brainer feature really), the kit also has separate flaps and slats. Optional parts were included such as normal and compressed nose landing gear oleo (for diorama purpose), separate engines (to be displayed on the included dolleys), TARPS pod, open or closed afterburner nozzles, IRST or TCS system plus the prototypical load of four Phoenixes and a pair each of Sparrows and Sidewinders. Also included is a small PE fret and rubber tyres. Decals provide markings for three (technically five) aircraft; all in the colourful late 1970s / very early 1980s scheme:

- 'AJ-200' (BuAer 160414 or 160386), VF-84 Jolly Rogers, USS Nimitz

- 'AJ-100' (BuAer 160379), VF-41 Black Aces, USS Nimitz

- 'AB-220' or 'AB-200' (BuAer 159612), VF-32 Swordsmen, USS John F. Kennedy

They are of typical in-house decals, being thick and some colours are a bit 'rich'. Furthermore, the 'No Step' stencils were printed as one word ('Nostep' instead of 'No Step').

Construction

As usual with aircraft kits, work started at the crew's office. The cockpit tub, sidewalls and part of the ejection seats were painted XF-19 Sky Grey (as I didn't have Barley Grey as suggested by Fujimi at the time). For the most part, the seats were painted  Flat Black while the smallest brush I have was needed to paint the faceblind ejection handle. The seats are by the way, quite nice for out-of-box items. Instrument panel decals were then applied. The GRU-7 seats were not as detailed as resin aftermarket ones but they are quite sufficient, having better details than most kit seats. To better improve their looks however require replacement of the faceblind ejection handles with wire and aftermarket or scratchbuilt seat belts (the kit moulded-on seat belt lack detail, furthermore, the kit include figures so the belt shape is only down to shoulder level as the rest would be hidden by the figure, should the latter be used). The cockpit parts were then assembled and then forward fuselage halves were cemented together, trapping the cockpit tub and the nose wheel well. Only afterwards, after the cement had set, that I realized that the pilot's cockpit was too far forward. This time I believe it wasn't my mistake as I was very positive about positioning the tub to the locating tabs on the fuselage. 

Next up was the radome. The kit has an option of having the cone in the open position, revealing the radar dish inside (best replaced with PE if choosing the opened position). I did not, so the plastic blob serving as the hinge was removed while ballast filled the cavity (just in case). A hole was opened underneath the radome for the TCS/IRST sensor fairing. I skipped the engine fairings and go straight to the assembly of the main fuselage halves. But before doing that, holes for missile pylons were drilled into the lower fuselage half and the lower half of the wing gloves. The halves were then mated together while trapping the glove vane between the halves. The vanes were meant to be moveable but I applied too much cement, causing it to spill into the vane cavity, jamming the vane in place while sealing the gap that should be there. The engine fairings were then assembled and notice has to be taken here as the parts for each set were not interchangeable. As the the assembly was separate from the fuselage, any seam-covering exercise was easier. The engine compressor face and part of the exhaust was painted and assembled (strangely, the complete engine was not suggested to be placed here). Fujimi also helpfully reminded modellers of the sharp upper end of the intakes, to avoid injury. Again, before cementing the engine fairing assemblies, holes were drilled on the bottom, this time to accommodate the external fuel tanks.

Fuselage assembly then continues at the rear where the 'beaver tail' airbrake, and fairings for the wings were cemented. The fairings have two options; one for extended and the other for swept wing positions. I chose the swept position to save space inside my display cabinet later on. Moving on to the flying surfaces, as with many other variable geometry aircraft models, the wings have teeth which can mesh together, allowing the wings to be poseable. In the Fujimi kit, the model engineering allows the wings to be inserted after the fuselage has been closed up. The wings also have separate flaps, ailerons and slats which can be posed extended. After some careful aligning (since the roots of the wings are invisible inside the fuselage), the wings were fitted inside the fuselage. They remain moveable for the painting process. The rudders and tailplanes were then cemented but the afterburner cans were left off at this time. A number of panel doors were then cemented followed by the Phoenix launcher pallets and the ventral keels. A decision has to be made here as the two of aircraft in the marking options have the IRST fairing while the Jolly Rogers option was fitted with the TCS. I unhesitatingly chose the VF-84 option and so the the TCS was used on this model.

Painting and Decalling

As all the marking schemes dated from the early 1980s, the main colours were Light Gull Grey FS 26440 and White FS 27875. I used Gunze Sangyo H315 for the Light Gull Grey and Tamiya TS-27 Flat White (I should have used semi-gloss or gloss white, which can be made 'flat' later) for the white. I first sprayed TS-27 all of the lower surfaces and the upper surfaces of flying control appendages and afterwards, masking them off. Then I applied Gunze H315. I used the same bottle as used for my Crusader and Phantom builds but the shade was somewhat different. The vertical tails were painted Tamiya X-18 Semi-Gloss Black as Fujimi (as were most, if not all manufacturers) provided only the decals for the Skull and Bones and the CVW code letters for them.  I also painted the walkway atop the intakes XF-54 Dark Sea Grey (there is no need for that - the are decals for them! I'm still not sure why I painted them!). The extreme tail was painted Silver while the burner cans were painted Burnt Iron. By the way, I believed the VF-84 markings was towards the end of the colourful 1970s-1980s 'hi-vis' era as the Star and Bar were of the smaller variety. 

Now it was time for the decals. The Tomcat only looks good wearing either one of these colour schemes: VF-111 'Sundowners' or VF-84/-103 Jolly Rogers during their hi-vis period. The Fujimi decals are of the stereotypical in-house decals, being thick but they are in good register. Furthermore, the whites are really white, unlike Hasegawa's. All were applied as usual. As for the stencils, at first I was thinking of separating the 'No' and 'Step' but decided that I do not want to prolong the decalling process as there are already 30+ of them: separating them would mean more than 60 decals. One other problem (maybe it was just me) was concerned with the decals for the ventral fin. No matter how I do it, the yellow edge cannot be properly aligned with the fin (align the front part, then the rear portion would be off, vice-versa). Once decals have been applied, they were treated with Mr. Mark Softer. The various smaller and more vulnerable parts were also painted at this time, with many parts still on the sprue to ease handling.

Finishing

As usual with aircraft kits, I started the finishing process by attaching the landing gears first. This was followed by the 'burner cans and the wing glove weapons pylons. I did not use the kit Phoenixes but instead using the ones from Hasegawa US Aircraft Weapons Set III. However, the Sidewinders and the Sparrows are from the kit. For the Sidewinders however, the decal placement instructions looks weird and I had to consult instructions from the Hasegawa Weapons Set for a more appropriate placement. As for the Sparrows, they would interfere with the Sidewinders if placed as per the instructions. After consulting photos, I cut off one each of the flying and control surfaces. Now the Sparrows can fit nicely to the pylon. I should have checked first before cutting, mind. As it was done after the missiles had been painted and decalled, and without checking the orientation of the stenciling, it seemed that the Sparrow missiles were hung upside-down!

The more vulnerable parts can now be cemented onto the model. These include the PE canopy framing holding the rear-view mirrors. I think these are among the most delicate PE pieces I have ever handled - one of the mirrors was lost due to ham-fisted handling. The other two almost suffered the same fate but a more careful handling managed to keep them in place. Phew! And talking about the canopy, thre is a ridge running down its length. Sure, it can be removed by sanding it down using progressively finer sandpapers. I however do not have all the grades of them plus I'm not so confident of my sanding skills on clear parts. So, the ridge remains. A bit of touching up was done to the markings on the ventral fin (just adding a bit of yellow lines) and the model was then subjected to my usual sludge wash for aircraft. And again, my friend Murphy intervened, this time involving the pitot tubes. Nearly all of them were knocked off and were devoured by the carpet monster. Replacements were sought from abandoned or damaged-beyond-repair kits. They look OK although a bit larger than the originals! A coat of semi-gloss clear then finishes the build.

Conclusion

Although rather long in the tooth, the Fujimi F-14, like its Hasegawa rival has stood the test of time and are still very much sought after, despite new-mould items such as from Hobby Boss. The only downside of this kit, that I can think of and experienced was the misaligned cockpit tub. It's a major flaw to me but still not a deal breaker. The rest of the kit went together nicely and although some gaps were encountered, I believe those are just because of me and not the kit engineering. Fujimi, like Hasegawa also did not spend unnecessarily on gimmicks like open cannon and electronics bays while still allowing modellers some personalisation of their model by having separate flaps, ailerons and slats and compressed nose gear. The popularity of the Fujimi F-14, like Hasegawa's may be reflected by the fact that it has been re-issued a number of times - one re-issue having the same title as the kit used here but with the decal sheet entirely consisting of VF-84 markings from 1977 to 1991.