The Grumman F-14 Tomcat with the TF30-P-414A was underpowered, because it was the Navy's intent to procure a jet fighter with a thrust-to-weight ratio (in clean configuration) of 1 lbf:1 lb or better (the US Air Force had the same goals for the F-15 Eagle and F-16 Fighting Falcon).
 However, due to the intent to incorporate as many of the systems of the failed Navy version of the F-111, the F-111B, into the project, it was deemed that the initial production run of F-14s utilize the F-111B's powerplant.
 The F-14A's thrust-to-weight ratio was similar to the F-4 Phantom II; however the new fuselage and wing design provided greater lift and a better climb profile than the F-4.
The TF30 was found to be ill-adapted to the demands of air combat and was prone to compressor stalls at high angle of attack (AOA) if the throttles were moved aggressively.
Because of the Tomcat's widely spaced engine nacelles, compressor stalls at high AOA were especially dangerous because they tended to produce asymmetric thrust that could send the Tomcat into an upright or inverted spin, from which recovery was very difficult.

The F-14's problems did not afflict TF30 engines in  the USAF and RAAF F-111s to nearly the same extent.
The F-111, while technically designated as a "fighter," was actually used as a ground attack aircraft and tactical bomber.
A typical ground strike mission is characterized by less abrupt changes in throttle, angle of attack and altitude than an air-to-air combat mission.
While it can still involve hard and violent maneuvers to avoid enemy missiles and aircraft, these maneuvers are generally still not nearly as hard and violent as those required in air combat, and the F-111 is a larger and less-maneuverable aircraft to begin with.
Though the F-14A entered service with the Navy powered by Pratt & Whitney TF30, by the end of the decade, following numerous problems with the original engine, the Department of Defense began procuring F110-GE-400 engines and installed them in the F-14A Plus (later redesignated to F-14B in 1991), which entered service with the fleet in 1988.
These engines solved the reliability problems and provided nearly 30% more thrust, achieving a 1:1 dry thrust to weight ratio with a low fuel load.
 The subsequent F-14D, a combination of both remanufactured/upgraded F-14As and new manufacture F-14Ds, also used F110-GE-400 engines.
The Grumman F-14 Tomcat with the TF30-P-414A was underpowered, because it was the Navy's intent to procure a jet fighter with a thrust-to-weight ratio (in clean configuration) of 1 lbf:1 lb or better (the US Air Force had the same goals for the F-15 Eagle and F-16 Fighting Falcon).  However, due to the intent to incorporate as many of the systems of the failed Navy version of the F-111, the F-111B, into the project, it was deemed that the initial production run of F-14s utilize the F-111B's powerplant.  The F-14A's thrust-to-weight ratio was similar to the F-4 Phantom II; however the new fuselage and wing design provided greater lift and a better climb profile than the F-4. The TF30 was found to be ill-adapted to the demands of air combat and was prone to compressor stalls at high angle of attack (AOA) if the throttles were moved aggressively. Because of the Tomcat's widely spaced engine nacelles, compressor stalls at high AOA were especially dangerous because they tended to produce asymmetric thrust that could send the Tomcat into an upright or inverted spin, from which recovery was very difficult.
The F-14's problems did not afflict TF30 engines in  the USAF and RAAF F-111s to nearly the same extent. The F-111, while technically designated as a "fighter," was actually used as a ground attack aircraft and tactical bomber. A typical ground strike mission is characterized by less abrupt changes in throttle, angle of attack and altitude than an air-to-air combat mission. While it can still involve hard and violent maneuvers to avoid enemy missiles and aircraft, these maneuvers are generally still not nearly as hard and violent as those required in air combat, and the F-111 is a larger and less-maneuverable aircraft to begin with. Though the F-14A entered service with the Navy powered by Pratt & Whitney TF30, by the end of the decade, following numerous problems with the original engine, the Department of Defense began procuring F110-GE-400 engines and installed them in the F-14A Plus (later redesignated to F-14B in 1991), which entered service with the fleet in 1988. These engines solved the reliability problems and provided nearly 30% more thrust, achieving a 1:1 dry thrust to weight ratio with a low fuel load.  The subsequent F-14D, a combination of both remanufactured/upgraded F-14As and new manufacture F-14Ds, also used F110-GE-400 engines.
Pratt & Whitney TF30