F-14 Wings

The variable-geometry wings have 20° of lead­ing edge sweep in the fully forward position and 69° when fully swept. An oversweep posi­tion of 75° is provided for carrier stowage and can only be engaged manually on the ground. The wing position is programmed automatical­ly for optimum performance throughout the flight regime, but manual override is provided. A short movable wing outer panel, needing a comparatively light pivot structure, results from a wide fuselage and fixed center-section glove, with pivot points 8 feet 11 inches from the centerline of the airframe. The inboard wing section, adjacent to the fuselage, arcs upward slightly to minimize cross-sectional area and wave drag. It consists of a one-piece electron beam-welded Ti-6A1 -4V titanium alloy assembly, 22 feet in span. […]

F-14 Landing Gear

Each main landing gear shock strut consists of an upper outer cylinder and a lower internal piston which has a maximum stroke of 25 inches. A constant 4-inch stroke remaining is provided in the static ground condition by a hard-step (31.000 psi) in the strut air curve. A side brace is mechanically extended from the inboard side of the strut outer cylinder to engage in a nacelle fitting, and thus provides additional side load support for ground opera­tions. The single-wheeled main landing gear elements retract forwards into wells inside the wing glove, rotating 90° to lie flat. Inboard, out­board, and aft main gear doors are individual­ly actuated closed in sequence to provide a fairing for the retracted gear. […]

F-14 Tomcat Fuselage

The F-14 features engines in separate nacelles, set well apart from each other so that damage to one of them will have minimal effect on the other. The main central and rear area of the fuselage consists of two separate engine nacelles joined together by a shallow flat area known as a pancake”. At the extreme rear of the aircraft, this pancake is little more than a decking between the engine pods. This leaves a deep tunnel between the engines which imposes a small drag penalty. However, it adds to overall lift, gives an extra attachment area for weapons pylons, and provides some additional fuselage space for fuel and equip­ment. The rear part of the broad between- engines pancake is gently curved upwards to reduce both the supersonic trim drag and the negative zero-lift supersonic pitching moment. […]