F-14A performance?

[HondaShadow600]

I have a question regarding the performance of the F-14A. I was watching Aircrew interview's video with Keith "Okie" Nance and he was an amazing guest. I had learned things that I had never even known about the F-14, especially the TF30 engines. Now I was told on here how dynamic thrust can be and I did learn that the F-14A's TF30s were able to put out about 28,000 pounds of thrust at around mach 0.9 and around 10,000 feet give or take.

 

 

 

Would anyone on here have an idea of what the A model's rate of climb is? I have seen a figure stating 45,000 feet a minute but I believe that's for the F-14B and F-14D. I can't really find much on the A model's climb rate compared to the later F110 powered variants.

Edited October 20, 2020 by HondaShadow600

[Quid]

The 28,000lbs number for the TF-30 is at sea level, not 10,000 feet, so don't expect that much of a push at that altitude. Even so, it is impressive that the TF-30 goes from 17,077lbs installed thrust at 0 airspeed in afterburner to 28,000lbs at .9M from the ram-air effect (1.64x the thrust). The F110 starts at 23,600lbs installed at 0 airspeed and hits 30,200lbs at .9M (1.28x the thrust).

 

As to rate of climb, it's complicated because like engine thrust, it is dynamic and it also depends on the aircraft's configuration and engine setting. Published numbers in reference books are just a point of performance, akin to listed engine thrust which is typically shown as uninstalled at static (e.g., the TF-30's 20,800lbs is the engine's static, uninstalled sea-level thrust. Actual thrust is a curve which changes depending on altitude, airspeed, and inlet shape for aircraft like the F-14 with its dynamic inlets). These things having been said, the number I've found across multiple references is 30,000+fpm for the F-14A's initial climb rate at sea level.

[Skysurfer]

NAVAIR 01-F14AAA-1.1

 

Answers your question.

[Quid]

NAVAIR 01-F14AAA-1.1

 

Answers your question.

 

That would, assuming OP has access to it.

[HondaShadow600]

 

That would, assuming OP has access to it.

 

That would be the F-14A flight manual, correct? I can only find the NATOPS for the B and D. The best I could find was 00-110AF14-1 dating back to 1977.

[Skysurfer]

 

That would be the F-14A flight manual, correct? I can only find the NATOPS for the B and D. The best I could find was 00-110AF14-1 dating back to 1977.

 

If you google it you can find it. I'll DM you a link regardless. ;)

[CarbonFox]

The 28,000lbs number for the TF-30 is at sea level, not 10,000 feet, so don't expect that much of a push at that altitude. Even so, it is impressive that the TF-30 goes from 17,077lbs installed thrust at 0 airspeed in afterburner to 28,000lbs at .9M from the ram-air effect (1.64x the thrust). The F110 starts at 23,600lbs installed at 0 airspeed and hits 30,200lbs at .9M (1.28x the thrust).

 

As to rate of climb, it's complicated because like engine thrust, it is dynamic and it also depends on the aircraft's configuration and engine setting. Published numbers in reference books are just a point of performance, akin to listed engine thrust which is typically shown as uninstalled at static (e.g., the TF-30's 20,800lbs is the engine's static, uninstalled sea-level thrust. Actual thrust is a curve which changes depending on altitude, airspeed, and inlet shape for aircraft like the F-14 with its dynamic inlets). These things having been said, the number I've found across multiple references is 30,000+fpm for the F-14A's initial climb rate at sea level.

 

These varying figures always confused me as the specifications I've read on the F110 engines state they produce 28,200 total. While the TF30 -P414 was rated at something like 20,800.

[lunaticfringe]

 

These varying figures always confused me as the specifications I've read on the F110 engines state they produce 28,200 total. While the TF30 -P414 was rated at something like 20,800.

 

Do you understand the difference between a high performance racing motor being placed on a flywheel dyno versus the power produced at the wheels with the drivetrain in the way?

 

Similar concept, excepting the primary fact that a turbine produces more power the faster the aircraft it's in is moving. The baseline ratings of 28,200/20,800 per are on the trailer in a hush house with a fan blowing on them at essentially sea level, not at Mach .9 and 10k feet with much lower temperature air and far higher volume pushing through. What happens in flight is an increase in delivered power versus what happens on the ground.

 

Baseline ratings are for comparative purposes stemming from a controlled environment. It makes comparative performance more easily quantified on paper- not at altitude and installed in the machine.

[Quid]

 

That would be the F-14A flight manual, correct? I can only find the NATOPS for the B and D. The best I could find was 00-110AF14-1 dating back to 1977.

 

The -1.1s (or -1-1s) are the performance manuals. The A's is the 01-F14AAA-1.1, the B and D use a common AAP-1.1. The flight manuals are the 01-F14AAA-1, AAP-1, and AAD-1, respectively. Yes, P, not B for the F-14B. Not sure why.

[Spiceman]

It’s probably because the model with the upgraded engines was originally going to be designated the A Plus and the P was for Plus. Many people say that A+ was never a formal model designation but it absolutely was.

[Skysurfer]

Makes sense.