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The Grumman F-14 Tomcat officially left US Navy service on September 22, 2006, ending a 32-year operational career that spanned the Cold War and the early years of the Global War on Terror. Yet nearly two decades later, Congress has unexpectedly opened the door for one of America’s most recognizable carrier fighters to return to flying condition. A bipartisan proposal known as the “Maverick Act” would transfer three retired F-14 Tomcats from storage at Davis-Monthan Air Force Base to the US Space & Rocket Center in Huntsville, Alabama, with language specifically allowing excess Navy spare parts to help make one aircraft flyable again.
The legislation identifies three specific Tomcats by Bureau Number — 164341, 164602, and 159437 — and arrives at a moment when the aircraft’s global story has suddenly become relevant again. The so-called “Persian Cats”, the world’s only surviving active Tomcat fleet, reportedly suffered extensive losses beyond repair during the recent 2026 Iran Crisis , meaning that the US Navy’s long-running effort to destroy or tightly control F-14 spare parts may finally be easing for historical preservation purposes. According to congressional documents, fleet records, and The Aviationist, we will examine six key areas: the Tomcat’s retirement, Iran’s remaining fleet, the Maverick Act itself, the three selected airframes, the restoration challenges ahead, and whether an F-14 could realistically fly at American airshows again.
The Fighter That Defined US Naval Aviation And Why It Disappeared In 2006
When the F-14 Tomcat entered service with the US Navy in 1974, it represented one of the most ambitious fighter designs ever deployed aboard an aircraft carrier. Developed by Grumman as a fleet defense interceptor, the aircraft combined variable-sweep wings, twin engines, long-range AIM-54 Phoenix missiles, and a powerful AWG-9 radar capable of tracking multiple targets simultaneously. The Tomcat’s primary Cold War mission was straightforward: protect carrier battle groups from Soviet bombers and anti-ship missiles long before they could threaten the fleet.
Over time, however, the aircraft evolved into far more than a pure interceptor. During the 1990s, the Tomcat gained precision-strike capability through the LANTIRN targeting pod and became a highly capable multirole platform in operations over Iraq, Afghanistan, and the Balkans. By the early 2000s, F-14 crews were regularly flying close air support missions over Afghanistan while retaining the aircraft’s long-range air-combat capability. The F-14D variant represented the ultimate evolution of the design, adding General Electric F110 engines, digital avionics, improved radar systems, and significantly better reliability than earlier F-14A models.
Despite these upgrades, the Tomcat’s operational days were numbered. The aircraft was too expensive to maintain, required extensive maintenance per flight hour, and depended on aging systems that had become increasingly difficult to support. The Navy also wanted to standardize its carrier air wings around the 
Boeing F/A-18E/F Super Hornet, which offered lower operating costs, fewer moving parts, and simpler logistics overall. The final operational Tomcat mission took place in 2006, and the type officially left US Navy service that September. Many of the aircraft were flown directly to Davis-Monthan Air Force Base in Arizona, where they were placed in storage under strict security controls.
The retirement of the Tomcat was unique because the US government immediately treated the aircraft differently from almost every other retired fighter. Most surplus military aircraft eventually become museum pieces. The F-14 instead became a national security concern because Iran continued to operate the type. Before the 1979 Iranian Revolution, the Shah purchased 79 Tomcats from the United States, making Iran the only export customer for the aircraft. Once relations between Washington and Tehran collapsed, the remaining Iranian fleet became dependent on smuggling networks, reverse engineering, and black-market spare parts.
That reality shaped US policy for nearly two decades after retirement. Hundreds of Tomcats were shredded or deliberately destroyed to prevent usable components from reaching Iran. Wing boxes were cut apart, avionics removed, and key structural components rendered unusable. The destruction campaign became one of the most comprehensive demilitarization programs ever applied to a retired American combat aircraft.
Iran’s F-14 Fleet Survived For Decades, But Recent Conflict Changed The Equation
Iran’s continued operation of the F-14 long after the type disappeared from US service became one of military aviation’s most remarkable stories. Even after sanctions, embargoes, and the collapse of formal US support, the Islamic Republic of Iran Air Force managed to keep at least part of its Tomcat fleet operational for decades. Iranian engineers reportedly developed indigenous upgrades, adapted locally produced weapons, and cannibalized retired airframes to sustain flight operations.
For years, Western intelligence assessments suggested that only a small number of Iranian Tomcats remained combat-capable at any given time. Nevertheless, the aircraft retained symbolic and operational value. Iranian media frequently showcased F-14 flights during military exercises and local air shows, and the type continued to serve as one of Tehran’s most prestigious air defense assets. The aircraft’s long-range radar still offered value in monitoring regional airspace, even as the fleet aged.
Recent military operations involving Israel and the US appear to have dramatically altered that situation. Multiple reports emerging from the conflict suggested that several Iranian air bases housing F-14s were struck during precision attacks targeting military infrastructure. While exact numbers remain unclear, analysts increasingly believe that the already limited Iranian Tomcat fleet suffered catastrophic losses. Some aircraft may have been destroyed outright, while others could have become non-operational due to damage, fuel shortages, or the collapse of maintenance support.
That broader strategic context matters because it changes the political sensitivity surrounding the Tomcat in the United States. For years, the possibility that spare parts could reach Iran indirectly shaped every decision about retired F-14s. Congressional discussions surrounding the Maverick Act now reflect a noticeably different tone. The bill still mandates that transferred aircraft be stripped of combat capability, but lawmakers appear more willing to prioritize historical preservation and public display than they were during the previous two decades.
The shift also reflects the Tomcat’s enduring cultural influence inside the United States. Few fighters possess the same public recognition as the F-14 thanks to films like Top Gun and Top Gun: Maverick. Airshow organizers, aviation museums, and naval aviation historians have long argued that the absence of a flying Tomcat created a major gap in American warbird preservation. While other iconic Cold War aircraft, including the F-86 Sabre, F-104 Starfighter, F-4 Phantom, MiG-15, MiG-17, and MiG-21, have returned to the skies through various private restoration efforts, the F-14 remained effectively inaccessible.
How Many F‑14 Tomcats Were Built?
Only 712 F-14 Tomcats were ever built. Here’s how Cold War strategy, cost, and Iran shaped the iconic fighter’s limited production run.
Congress’ “Maverick Act” Could Finally Return A Tomcat To Flight
The Maverick Act is one of the most unusual aviation-related congressional measures introduced in recent years. This legislation authorizes the Secretary of the Navy to transfer three surplus F-14 Tomcats to the US Space & Rocket Center Commission in Huntsville, Alabama. According to congressional documentation, the aircraft would be transferred to the federal government at no cost under a conditional deed of gift.
The most important section of the bill is the language addressing spare parts and restoration. The legislation specifically directs the Secretary of the Navy to provide excess spare parts “to make one of the F-14D aircraft flyable or able to complete a static display,” provided those parts come from existing Navy inventory. That single line transformed what might otherwise have been a routine museum transfer into major aviation news.
The proposal does not require the Navy to restore or operate the aircraft itself. Instead, the responsibility would fall entirely on the US Space & Rocket Center Commission and any partner organizations it chooses to work with. The bill explicitly authorizes the commission to cooperate with qualified nonprofit organizations to restore and operate the aircraft at airshows, commemorative events, and heritage programs.
That distinction is critical because it mirrors how several major warbird projects operate today. Organizations such as the Starfighters International and Collings Foundation have successfully restored and flown complex military aircraft using private funding, volunteer labor, and partnerships with experienced maintenance specialists. The legislation appears designed to create a similar pathway for the Tomcat without obligating the Pentagon to spend operational funds.
Another significant element involves the wording surrounding “public display, airshows, and commemorative events.” Lawmakers are explicitly acknowledging the possibility that one Tomcat could return to public flight demonstrations. If that happens, the aircraft would instantly become one of the highest-profile warbirds in the world.
The timing of the proposal also reflects renewed American interest in military aviation heritage. Historic aircraft restorations have become increasingly popular in the United States over the last decade, particularly among younger audiences introduced to Cold War aircraft through films, streaming documentaries, and aviation-focused social media. The enormous success of Top Gun: Maverick further elevated public awareness of the F-14, even though the film relied on computer simulations rather than a real Tomcat.
Why Airframes 164341, 164602, And 159437 Were Selected
According to The Aviationist, the Maverick Act identifies three specific Tomcats by Bureau Number: 164341, 164602, and 159437. Two are F-14D models associated with VF-213 “Black Lions,” one of the final fleet squadrons to operate the Tomcat. The third, 159437, is historically significant because of its connection to the 1989 Gulf of Sidra incident.
BuNo 164341 may be the most symbolic of the three. According to aviation records, the aircraft performed the final operational catapult launch of an F-14 in US Navy service from USS Theodore Roosevelt in July 2006. That alone gives the aircraft enormous historical value. The airframe also survived a dramatic 2002 incident in which a Radar Intercept Officer accidentally ejected during a familiarization flight near NAS Fallon. Despite severe aerodynamic disruption caused by the missing canopy, the pilot successfully landed the aircraft.
BuNo 164602 also served with VF-213 and represents one of the final operational F-14Ds retired by the Navy. As one of the newest Tomcats produced, it potentially offers advantages for restoration. Later-production F-14Ds incorporated structural improvements and modernized systems that could make long-term preservation easier compared with earlier F-14A models.
The third aircraft, BuNo 159437, carries particularly strong historical credentials. The aircraft reportedly participated in the famous Gulf of Sidra engagement on January 4, 1989, when US Navy F-14s from VF-32 shot down two Libyan MiG-23 fighters over the Mediterranean. Aircraft with combat history often receive priority for restoration because they carry significant educational and commemorative value.
All three aircraft are believed to remain at the Aerospace Maintenance and Regeneration Group, or AMARG, at Davis-Monthan Air Force Base in Arizona. Public inventory listings from early 2026 still showed the aircraft in storage. Their survival alone is notable because many Tomcats were destroyed after retirement. Aviation historians believe these three airframes escaped destruction in part because of their historical importance and relatively intact condition.
Storage classification could also influence the feasibility of restoration. Some AMARG aircraft are preserved under conditions designed to support potential future recovery, while others are used as parts donors. Aviation enthusiasts tracking the Maverick Act have speculated that at least some of the selected Tomcats may have remained relatively intact in storage, increasing the chances of eventual restoration.
Why The US Navy Could Benefit From The F-14 Tomcat Right Now
The F-14 Tomcat’s unique capabilities may be more relevant today than when it was retired.
The Biggest Challenge Is Not Funding But Rebuilding A Support System
Restoring any retired military aircraft is difficult, but the Tomcat presents challenges on an entirely different level. Unlike aircraft such as the P-51 Mustang or F-4 Phantom, the F-14 was never widely released into civilian ownership. The support infrastructure simply does not exist.
The largest obstacle involves spare parts and structural integrity. After retirement, the US government aggressively dismantled Tomcats specifically to prevent parts trafficking. In 2007, reports emerged that components from retired F-14s had entered the black market and were connected to Iran. In response, the Pentagon dramatically increased restrictions, including mandatory destruction of many critical aircraft components. Wing boxes, avionics systems, hydraulic assemblies, and radar equipment were often deliberately damaged.
That history means restoration teams may need to recreate parts that no longer exist in usable form. Some components could potentially be reverse-engineered using modern manufacturing techniques such as CNC machining or additive manufacturing. However, reproducing structurally critical parts for a swing-wing supersonic fighter remains enormously expensive and technically demanding.
The TF30 engines used in earlier Tomcats also presented reliability issues, although the F-14D’s General Electric F110 engines are considerably more dependable. Even so, maintaining afterburning turbofan engines without military logistics support would require specialized expertise and regulatory approval. The restoration team would likely need to build a custom maintenance network involving retired Navy technicians, aerospace engineers, and specialists certified by the Federal Aviation Administration (FAA).
Another major issue involves the aircraft’s wing box structure. Some aviation observers have warned that surviving Tomcats may have had structural sections cut during demilitarization. If critical load-bearing components were intentionally damaged, restoration could require the manufacture of entirely new structures. That process would resemble building a partial reproduction aircraft rather than conducting a traditional warbird restoration. However, many aviation observers on Reddit noted that these Tomcats were chosen because their wing-box structures were preserved. In the worst-case scenario, as many joked, the USA could smuggle back these critical parts from Iran.
Funding, surprisingly, may be less problematic than many assume. The Tomcat has an unusually huge and passionate fan base, and the publicity surrounding a flying F-14 would likely attract significant donor support. Airshows, sponsorships, museum partnerships, and merchandise revenue could help offset operating costs. The success of previous high-profile restorations suggests wealthy aviation enthusiasts may be willing to finance portions of the project.
The FAA certification process would also represent a major undertaking. No civilian-operated Tomcat currently exists in flying condition anywhere in the world. Every system, inspection process, maintenance standard, and operational procedure would need to be reviewed carefully before approval for public flight demonstrations.
Could A Tomcat Really Return To Airshows?
The possibility of seeing a Tomcat fly again in the US once seemed almost impossible. Yet the Maverick Act has transformed the conversation from fantasy into something approaching feasibility. Congress is not only authorizing the transfer of specific aircraft but also explicitly acknowledging flight restoration as a potential goal.
If a Tomcat does return to the skies, its airshow impact would be enormous. Modern American airshows already feature aircraft such as the F-22 Raptor and F-35 Lightning II, but historic jets often elicit the strongest emotional response from spectators, as was the case with the F-104 Starfighter and Fiat G-91 at the 100th Anniversary of the Italian Air Force Airshow in Rome in 2023, which attracted nearly half a million visitors in one day. The sight and sound of a swing-wing Tomcat performing a flyby would likely become one of the most sought-after attractions in the aviation world.
Historical precedent suggests ambitious restorations can succeed under the right circumstances. The Collings Foundation restored and operated an F-4 Phantom. The United Kingdom returned the Avro Vulcan to service and kept it airworthy until 2015, decades after its retirement. Even aircraft once considered too expensive or complex to maintain have occasionally reappeared through determined private efforts.
Still, expectations should remain realistic. Even if the legislation becomes law, restoration would likely require years of technical work, regulatory review, and fundraising. The most probable initial outcome is that at least one Tomcat becomes a highly detailed static display while restoration feasibility studies continue. Returning the aircraft to taxi demonstrations could be an intermediate step before any full-flight operations.
There is also symbolic value in preservation itself. The Tomcat represents a major chapter in American naval aviation history, bridging the Cold War and post-9/11 eras. Preserving an operational example would allow future generations to experience a historically important aircraft in motion rather than only as a museum artifact or in the Top Gun movies.
Whether or not a Tomcat ultimately flies again, the Maverick Act already marks a significant shift in US policy toward the aircraft. For nearly 20 years, the national priority was to eliminate the Tomcat from circulation. Congress is now discussing preservation, public display, and potentially even flight demonstrations. That alone would have seemed unthinkable when the final Tomcats departed NAS Oceana in 2006.
