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F-104 Starfighter
NASA F-104G (ex-Luftwaffe)
Type	Interceptor aircraft, fighter-bomber
Manufacturer	Lockheed Corporation
Designed by	Clarence "Kelly" Johnson
Maiden flight	4 March 1954
Introduction	20 February 1958
Retired	2004 (Italy)
Primary users	Luftwaffe United States Air Force Japan Air Self-Defense Force Turkish Air Force
Number built	2,578
Unit cost	US$1.42 million (F-104G)[1]
Developed from	Lockheed XF-104
Variants	Lockheed NF-104A Canadair CF-104 Aeritalia F-104S CL-1200 Lancer and X-27

The Lockheed F-104 Starfighter was a single-engined, high-performance, supersonic interceptor aircraft that served with the United States Air Force (USAF) from 1958 until 1967. It continued in service with the Air National Guard until it was phased out in 1975. Subsequently, the National Aeronautics and Space Administration (NASA) continued to fly a small fleet. NASA F-104 aircraft flew in support of the X-15 and XB-70 projects. The F-104 continued to support the spaceflight programs until they were retired in 1995 and replaced by F/A-18 Hornets. The Starfighter was the first aircraft to hold simultaneous official world records for speed, altitude, and time-to-climb.

The F-104G version sold well amongst NATO air forces where these high-speed fighter-bomber variants continued in service with most operators until the late 1980s; the Italian Air Force examples being the last to be retired in 2004. Many air forces using F-104s eventually replaced them with the F-16 or Panavia Tornado.

Contents 1 Design and development 1.1 Wing 1.2 Tail surfaces 1.3 Fuselage 1.4 Engine 1.5 Equipment and armament 1.6 Two-seat trainer 2 Flying the F-104 3 Safety record 4 Operational history 4.1 USAF Air Defense Command 4.2 USAF Tactical Air Command 4.3 Vietnam War 4.4 1967 Taiwan Strait Conflict 4.5 India-Pakistan Wars 4.6 International service 4.7 Costs 5 Variants 5.1 Survivors on display 6 Production overview 7 Operators 7.1 Military operators 7.2 Civil operators 8 Specifications (F-104G) 9 Nicknames 10 Land speed record car 11 Popular culture 12 References 13 External links 14 Related content 14.1 Related development 14.2 Comparable aircraft 14.3 Related lists 14.4 See also

Clarence "Kelly" Johnson, chief engineer at Lockheed's Skunk Works, visited Korea in December 1951 and talked to fighter pilots about what sort of aircraft they wanted. At the time the U.S. pilots were confronting the MiG-15 "Fagot" in their F-86 Sabres, and many of the American pilots felt that the MiGs were superior to the larger and more complex American design. The pilots requested a small and simple aircraft with excellent performance.

On his return to the US, Johnson immediately started the design of just such an aircraft. In March his team was assembled, and they studied several aircraft designs, ranging from small designs at 8,000 lb (3.6 t), to fairly large ones at 50,000 lb (23 t). The L-246 remained essentially identical to the L-083 Starfighter as eventually delivered.

The design was presented to the Air Force in November 1952, and they were interested enough to create a new proposal and to invite several companies to participate. Three additional designs were received: the Republic AP-55, an improved version of its prototype XF-91 Thunderceptor, the North American NA-212 which would eventually evolve into the F-107, and the Northrop N-102 Fang, a new General Electric J79-powered design. Although all were interesting, Lockheed had an insurmountable lead, and was granted a development contract in March 1953. The prototype was given the designation XF-104

Work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes late in May. At the time, the J79 engine was not ready; so, both prototypes were designed to use the Wright J-65 engine instead, a licensed version of the Armstrong Siddeley Sapphire. The first prototype was completed by early 1954, and started flying in March. The total time from design to first flight was about two years, a very short time even then, and unheard of today, when ten to fifteen years is more typical.

In order to achieve the desired performance, Lockheed chose a minimalist approach: a design that would achieve high performance by wrapping the lightest, most aerodynamically efficient airframe possible around a single powerful engine. The emphasis was on minimizing drag and mass.

The F-104 featured a radical wing design. Most jet fighters of the period (and to this day) used a swept-wing or delta-wing planform. This allowed a reasonable balance between aerodynamic performance, lift, and internal space for fuel and equipment. Lockheed's tests, however, determined that the most efficient shape for high-speed, supersonic flight was a very small, straight, mid-mounted, trapezoidal wing. The wing was extremely thin, with a thickness-to-chord ratio of only 3.36% and an aspect ratio of 2.45. The wing's leading edges were so thin (0.016 in / 0.41 mm) and sharp that they presented a hazard to ground crews, and protective guards had to be installed during ground operations. The thinness of the wings meant that fuel tanks and landing gear had to be contained in the fuselage. The motors driving the control surfaces had to be only one inch (25 mm) thick to fit. The wings had both leading- and trailing-edge flaps. The small, highly-loaded wing resulted in an unacceptably high landing speed, so a boundary layer control system (BLCS) of blown flaps was incorporated, bleeding engine air over the trailing-edge flaps to improve their lift. The system was a boon to safe landings, although it proved to be a maintenance problem in service, and landing without the BLCS could be harrowing.

The stabilator (horizontal tail surface) was mounted atop the fin to reduce inertia coupling. Because the vertical tailfin was only slightly shorter than the length of each wing and nearly as aerodynamically effective, it could act as a wing on rudder application (a phenomenon known as Dutch roll). To offset this effect, the wings were canted downward, given 10° anhedral.

The Starfighter's fuselage had a high fineness ratio, i.e., tapering sharply towards the nose, and small frontal area. The fuselage was tightly packed, containing the radar, cockpit, cannon, all fuel, landing gear, and engine. This fuselage and wing combination provided extremely low drag except at high angle of attack (alpha), at which point induced drag became very high. As a result the Starfighter had excellent acceleration, rate of climb and potential top speed, but its sustained turn performance was very poor, described by some as more like a milk truck than a fighter. It was sensitive to control input, and extremely unforgiving of pilot error.

NACA wind tunnel tested a model of the F-104 to evaluate its stability, and found it became increasingly unstable at higher angles of attack, to the point that there was a recommendation to limit the servo-control power that generated those higher angles, and shake the stick to warn the pilot. In the same report, NACA stated that the wingtip tanks, possibly because of their stabilizing fins, reduced somewhat the model's instability problems at high angles of attack.

The F-104 was designed to use the General Electric J79 turbojet engine, fed by side-mounted intakes with fixed inlet cones optimized for supersonic speeds. Unlike some supersonic aircraft, the F-104 does not have variable-geometry inlets. Its thrust-to-drag ratio was excellent, allowing a maximum speed well in excess of Mach 2: the top speed of the Starfighter being limited more by the aluminium airframe structure and the temperature limits of the engine compressor than by thrust or drag (which gives an aerodynamic maximum speed of Mach 2.2). Later models used uprated marks of the J79, improving both thrust and fuel consumption significantly.

Early Starfighters used a downward-firing ejection seat (the Stanley C-1), out of concern over the ability of an upward-firing seat to clear the tailplane. This presented obvious problems in low-altitude escapes, and some 21 USAF pilots failed to escape their stricken aircraft in low-level emergencies because of it. The downward-firing seat was soon replaced by the Lockheed C-2 upward-firing seat, which was capable of clearing the tail, although it still had a minimum speed limitation of 90 knots (170 km/h). Most export Starfighters were fitted with Martin-Baker zero-zero ejection seats (having the ability to successfully eject the pilot from the aircraft even at zero altitude and zero airspeed).^[2]

The initial USAF Starfighters had basic AN/ASG-14T ranging radar, TACAN, and radio. The later international fighter-bomber aircraft had much more advanced Autonetics NASARR radar, a simple infrared sight, a Litton LN-3 inertial navigation system, and an air data computer.

In the late 1960s, Lockheed developed a more advanced version of the Starfighter, the F-104S, for use by the Italian Air Force as an all-weather interceptor. The F-104S received a NASARR R21-G with moving-target indicator (for some ability against low-level targets) and a continuous-wave illuminator for semi-active radar homing missiles, including the AIM-7 Sparrow and Selenia Aspide. The missile-guidance avionics forced the deletion of the Starfighter's internal cannon. In the mid-1980s surviving F-104S aircraft were updated to ASA standard (Aggiornamento Sistemi d'Arma, or Weapon Systems Update), with a much improved, more compact Fiat R21G/M1 radar.

Basic armament of the F-104 was the M61 Vulcan 20 mm Gatling gun. The Starfighter was the first aircraft to carry the new weapon, which had a rate of fire of 6,000 rounds per minute. The cannon, mounted in the lower part of the port fuselage, was fed by a 725-round drum behind the pilot's seat. It was deleted in all the two-seat models and some single-seat versions, including reconnaissance aircraft and the early Italian F-104S, the gun bay and ammunition tank were usually replaced by a additional fuel tanks. Two AIM-9 Sidewinder air-to-air missiles could be carried on the wingtip stations, which could also be used for fuel tanks. F-104C and later models added a centerline pylon and two underwing pylons for bombs, rocket pods, or fuel tanks. The centerline pylon could carry a nuclear weapon; and a "catamaran" launcher for two additional Sidewinders could be fitted under the forward fuselage, although the installation had minimal ground clearance and made the seeker heads of the missiles vulnerable to ground debris. The F-104S models added a pair of fuselage pylons beneath the intakes available for conventional bomb carriage. The F-104S had an additional pylon under each wing, for a maximum of nine.

Several two-seat training versions of the Starfighter were produced. They were generally similar to the single-seater, but the additional cockpit required removing the cannon and some internal fuel. The nose landing gear was repositioned and retracted rearwards. Two-seaters were combat-capable with Sidewinder missiles, and, despite a slightly larger vertical fin and increased weight, had similar performance to the early model single-seat aircraft.

The Starfighter was generally considered a rewarding, if very demanding, "sports car" of a fighter. It was the first combat aircraft capable of sustained Mach 2 flight (not just a brief dash) and its speed and climb performance remain impressive even by modern standards. If used appropriately, with high-speed slashing attacks and good use of its exceptional thrust-to-weight ratio, it could be a formidable opponent, although being lured into a turning contest with a slower, more maneuverable opponent (as Pakistani pilots were with Indian Hunters in 1965) was perilous. The F-104's large turn radius was mainly due to the high speeds involved and its high-alpha stalling and pitch-up behavior was known to command respect.

Takeoff speeds were in the region of 190 knots, with the pilot needing to swiftly raise the landing gear to avoid exceeding the limit speed of 260 knots. Climb and cruise performance were outstanding; unusually, a "slow" light illuminated on the instrument panel at around Mach 2 to indicate that the engine compressor was nearing its limiting temperature and the pilot needed to throttle back to decelerate. Returning to the circuit, the downwind leg could be flown at 210 knots with "land" flap selected, while long flat final approaches were typically flown at speeds around 180 knots depending on the weight of fuel remaining. High engine power had to be maintained on the final approach to ensure adequate airflow for the BLC system; consequently pilots were warned not to cut the throttle until the aircraft was actually on the ground. A drag chute and effective brakes shortened the Starfighter's landing roll.^[3]

The safety record of the F-104 Starfighter became high profile news especially in Germany in the mid 1960s and lingers in the minds of the public even to this day. Some operators lost nearly half of their aircraft through accidents, although the accident rate varied widely depending on the user and operating conditions; the Spanish Air Force, for example, lost none. The Starfighter was a particular favorite of the Aeronautica Militare Italiana (Italian Air Force), although the AMI's accident rate was far from the lowest of Starfighter users.

Notable U.S. Air Force pilots who lost their lives in F-104 accidents include Major Robert H. Lawrence, Jr. and Captain Iven Kincheloe. Civilian (retired USAAF) pilot Joe Walker died in a mid-air collision with an XB-70 Valkyrie while flying an F-104. Chuck Yeager was nearly killed when he lost control of an NF-104A during a high-altitude record-breaking attempt. He lost the tips of two fingers and was hospitalized for a long period with severe burns after the flight.

To understand the aircraft's safety record the causes of many accidents need to be examined in detail:

• Aircraft general characteristics

The F-104 series all had a very high wing loading (made even higher when carrying external stores) which demanded that sufficient airspeed be maintained at all times. The high angle of attack area of flight was protected by a stick shaker system to warn the pilot of an approaching stall, and if this was ignored a stick kicker system would pitch the aircraft's nose down to a safer angle of attack but this was often overridden by the pilot. At extreme high angles of attack the F-104 was known to "pitch-up" and enter a spin which in most cases was impossible to recover from. Unlike the twin-engined F-4 Phantom II for example, the F-104 with its single engine lacked the safety margin in the case of an engine failure, and had a very poor glide ratio without thrust.

• Early problems

The J79 was a new engine which continued to be developed during the YF-104A test phase and in service with the F-104A. The engine featured variable incidence compressor stator blades which was a design feature that altered the angle of the stator blades automatically with altitude and temperature. A condition known as "T-2 reset" (a normal function which made large stator blade angle changes) caused several engine failures on takeoff. It was discovered that large and sudden temperature changes (from being parked in the sun to getting airborne) were falsely causing the engine stator blades to close and choke the compressor. The dangers presented by these engine failures were compounded by the downward ejection seat which gave the pilot little chance of a safe exit. The engine systems were subsequently modified and the ejection seat changed to the more conventional upward type. Uncontrolled tip-tank oscillations sheared one wing off of an F-104B; a problem that was resolved by filling the tank compartments in a specific order.^[4]

• Later problems

A further engine problem was that of "uncommanded" opening of the variable thrust nozzle (usually through loss of engine oil); when, although the engine would be running normally at high power, the opening of the nozzle resulted in a drastic loss of thrust. A modification program installed a manual nozzle closure control which reduced the problem. The engine was also known to suffer from afterburner blow out on takeoff or even non-ignition resulting in a major lost of thrust, which could be detected by the pilot, the recommended action was to abandon the takeoff. The first fatal accident in German service was caused by this. Some aircrews experienced uncommanded "stick kicker" activation at low level when flying straight and level, so F-104 crews often flew with the system de-activated removing the protection it offered. Asymmetric flap deployment was another common cause of accidents, as was a persistent problem with severe nosewheel "shimmy" on landing which usually resulted in the aircraft leaving the runway and in some cases even flipping over onto its back.^[5]

• German service

The introduction of a highly technical aircraft type to a newly reformed airforce was fraught with problems. Many pilots and groundcrew had settled into civilian jobs after World War II and had not kept pace with developments, with pilots being sent on short "refresher" courses in slow and benign handling first generation jet aircraft. Groundcrew were similarly employed with minimal training and experience. Operating in poor North West European weather conditions (vastly unlike the fair weather training conditions at Luke AFB in Arizona) and flying at high speed and low level over hilly terrain, a great many accidents were attributed to CFIT or Controlled Flight Into Terrain (or water), which it is fair to say was no fault of the aircraft. Many Canadian losses were attributed to the same cause as both air forces were operating in the same country. An additional factor was that the aircraft were parked outside in adverse weather conditions (snow, rain etc) where the moisture affected the delicate avionic systems. It was further noted that the Lockheed C-2 ejection seat was no guarantee of a safe escape and the Luftwaffe retro-fitted the much more capable Martin Baker GQ-7A seat from 1967, and many operators quietly followed suit. In 1966 Johannes Steinhoff took over command of the Luftwaffe and grounded the entire F-104 fleet until he was satisfied that problems had been resolved or at least reduced. In later years the German safety record improved although a new problem of structural failure of the wings emerged. Original fatigue calculations had not taken into account the high number of g-force loading cycles that the German F-104 fleet was experiencing, and many airframes were returned for depot maintenance where their wings were replaced, while other aircraft were simply retired. Towards the end of Luftwaffe service, some aircraft were modified to carry an ADR or 'Black Box' which could give an indication of what caused the accident.^[6]

• Normal operating hazards

The causes of a large number of aircraft losses were the same as for any other similar type. They included: birdstrikes (particularly to the engine), lightning strikes, pilot spatial disorientation, and mid-air collisions with other aircraft. A particularly notable and tragic accident occurred on 19 June 1962 when a formation of four F-104F aircraft practising for the type's introduction into service ceremony, crashed together after descending through a cloud bank. This accident was explained as probable spatial disorientation of the lead pilot, formation aerobatic teams were consequently banned by the Luftwaffe from that day on.^[7]

• Comparison with other aircraft types.

A USAF study of the accident rate of all the Century series fighters over 750,000 flying hours showed that the F-100 Super Sabre led the table with an accident rate over double that of the F-104 (which had the second highest rate), closely followed by the F-102 Delta Dagger.^[8]

The F-104A initially served briefly with the USAF Air Defense Command as an interceptor, although neither its range nor armament were well-suited for that role. The first unit to become operational with the F-104A was the 83rd Fighter Interceptor Squadron on 20 February 1958 at Hamilton AFB in California. After just three months service, the unit was grounded after a series of engine-related accidents. The aircraft were then fitted with the J79-3B engine and another three ADC units equipped with the F-104A. After only one year of service these aircraft were handed over to the Air National Guard although it should be noted that the F-104 was intended as an interim solution while the ADC waited for delivery of the F-106 Delta Dart.^[9]

The subsequent F-104C entered service with Tactical Air Command as a multi-role fighter and fighter-bomber. The 479th Tactical Fighter Squadron at George AFB, California was the first unit to equip with the type in September 1958. It saw service in the Vietnam War. Again in 1967 the TAC aircraft were transferred to the Air National Guard.

Commencing with the Operation Rolling Thunder campaign, the Starfighter was used both in the air-superiority role (although it saw little aerial combat, and scored no air-to-air kills Starfighters were successful in deterring MiG interceptors^[10]) and in the air support mission. Starfighter squadrons made two deployments to Vietnam, the first was from April 1965 to November 1965, flying 2,937 combat sorties. During that first deployment, two Starfighters were shot down by ground fire, one was shot down by a Chinese MiG-19 (Shenyang J-6) when the F-104 strayed over the border, and two F-104s were lost to a mid-air collision associated with that air-to-air battle. The 476th Tactical Fighter Squadron deployed to Vietnam in April 1965 through July 1965, losing one Starfighter; and the 436th Tactical Fighter Squadron deployed to Vietnam in July 1965 through October 1965, losing four.^[11]

Starfighters returned to Vietnam when the 435th Tactical Fighter Squadron deployed from June 1966 until July 1967, in which time they flew a further 2,269 combat sorties, for a total of 5,206 sorties. Nine more F-104s were lost; two F-104s to ground fire, three to surface-to-air missiles, and the final four losses were operational (engine failures). The Starfighters rotated and/or transitioned to F-4 Phantoms in July 1967, having lost a total of 14 F-104s to all causes in Vietnam.^[12] F-104s operating in Vietnam were upgraded in service with APR-25/26 radar warning receiver equipment, and one example is on display in the Air Zoo in Kalamazoo, Michigan. The last USAF Starfighters left active service in 1969, but continued with the Puerto Rico ANG until 1975.^[13]

The USAF was less than satisfied with the Starfighter and procured only 296 examples in single- and two-seat versions. At the time USAF doctrine placed little importance on air superiority (the "pure" fighter mission), and the Starfighter was deemed inadequate for either the interceptor or tactical fighter-bomber role, lacking both payload capability and endurance compared to other USAF aircraft. Its U.S. service was quickly wound down after 1965.

On 13 January 1967, four Republic of China (Taiwan) Air Force F-104G aircraft engaged a formation of 12 MiG-19s of the People's Liberation Army Air Force over the disputed island of Quemoy. One MiG-19 was claimed shot down with one F-104 also lost.^[14]

Main articles: Indo-Pakistani wars and conflicts and Aerial warfare in 1965 India Pakistan War

At dawn on 6 September 1965, Flight Lieutenant Aftab Alam Khan in an F-104 claimed a Dassault Mystère IV destroyed over West Pakistan and another damaged, to mark the start of aerial combat in the Indo-Pakistani War of 1965. At that time it was claimed as the first combat kill by any Mach 2 aircraft, and the first missile kill for the Pakistan Air Force. Indian sources dispute this claim.^[15] The PAF lost three F-104 Starfighters during the 1965 operations scoring two kills in return.^[16]

The Starfighter is also believed to have been instrumental in intercepting an Indian Air Force Folland Gnat earlier, on 3 September 1965. F-104s were vectored to intercept the Gnat flying over Pakistan, returning to its home base. The F-104s, closing in at supersonic speed, caused the Gnat pilot to lower the undercarriage and land at a nearby disused Pakistani airfield to surrender. The Indian AF claims Squadron Leader Brij Pal Singh (who later rose to be an Air Marshal) made a navigation error that led him to land on the Pakistani airstrip. Singh was taken as a POW and later released.^[16] The IAF Gnat is now displayed at the PAF Museum, Karachi.

In the Indo-Pakistani War of 1971, the F-104s were outfought and out-gunned by the IAF's fighters, and though Jordanian Starfighters were added to bolster the numbers, this did little to sway the air war in Pakistan's favor. It became the victim of the first supersonic dogfight in the subcontinent when an IAF MiG-21 shot down a Starfighter.^[17] Up to four PAF Starfighters were shot down by IAF MiG-21s and another four were claimed by Indian ground fire;^[18][19] and even Pakistan admitted three losses,^[20] two to MiG-21s and one to anti-aircraft fire.^[21][22]

At the same time as the F-104 was falling out of U.S. favor, the Federal German Airforce was looking for a multi-role aircraft. The Starfighter was presented and reworked to convert it from a fair-weather fighter into an all-weather ground attack and interceptor aircraft, the F-104G. The aircraft found a new market with other NATO countries, and eventually 2,578 F-104s were built in the U.S. and abroad for various nations. Several countries received theirs under the Military Aid Program (MAP). The American engine was retained but built under license in Europe, Canada and Japan. The Lockheed ejector seats were also retained at first but were replaced later in some countries by the superior Martin-Baker zero-zero ejection seat.

The so-called "Deal of the Century" produced considerable income for Lockheed. However, the resulting Lockheed bribery scandals caused considerable political controversy in Europe and Japan. In Germany, the Minister of Defence Franz Josef Strauß was accused of having received at least $10 million for West Germany's purchase of the F-104 Starfighter in 1961.^[23] Prince Bernhard of the Netherlands later confessed to having received more than $1 million in bribes. In the 1970s it was revealed that Lockheed had engaged in an extensive campaign of bribery of foreign officials to obtain sales, a scandal that nearly led to the downfall of the ailing corporation.

The international service of the F-104 began to wind down in the late 1970s, replaced in many cases by the F-16 Fighting Falcon, but it remained in service with some air forces for another two decades. The last front line Starfighters served with the Italian AMI, which retired them in mid-2004.

	F-104A	F-104B	F-104C	F-104D	F-104G	TF-104G
Unit R&D cost			189,473	189,473
Airframe	1,026,859	1,756,388	863,235	873,952
Engine	624,727	336,015	473,729	271,148	169,000
Electronics	3,419	13,258	5,219	16,210
Armament	19,706	231,996	91,535	269,014
Ordnance	29,517	59,473	44,684	70,067
Flyaway cost	1.7 million	2.4 million	1.5 million	1.5 million	1.42 million	1.26 million
Modification costs by 1973			198,348	196,396
Cost per flying hour	655
Maintenance cost per flying hour	395	544	395	395

Note: Costs are in approximately 1960 United States dollars and have not been adjusted for inflation.^[1]

A total of 2,578 F-104s were produced by Lockheed and under license by various foreign manufacturers. Principal variants included:

XF-104

Main article: Lockheed XF-104

Two prototype aircraft equipped with Wright J65 engines (the J79 was not yet ready); one aircraft equipped with the M61 cannon as an armament test bed. Both aircraft were destroyed in crashes.

YF-104A

17 pre-production aircraft used for engine, equipment, and flight testing. Most were later converted to F-104A standard.

F-104A

153 initial production versions. In USAF service from 1958 through 1960, then transferred to ANG until 1963 when they were recalled by the USAF Air Defense Command for the 319th and 331st Fighter Interceptor Squadrons. Some were released for export to Jordan, Pakistan, and Taiwan, each of whom used it in combat. In 1967 the 319th F-104As and Bs were re-engined with the J79-GE-19 engines with 17,900 lb (79.6 kN) of thrust in afterburner, service ceiling with this engine was in excess of 73,000 ft (22,250 m). In 1969 all the F-104A/Bs in ADC service were retired. On 18 May 1958, an F-104A set a world speed record of 1,404.19 mph (2,259.82 km/h).

NF-104A

Main article: Lockheed NF-104A

Three demilitarized versions with an additional 6,000 lbf (27 kN) Rocketdyne LR121/AR-2-NA-1 rocket engine, used for astronaut training at altitudes up to 120,800 ft (36,830 m). An accident on 10 December 1963 involving Chuck Yeager was depicted in the motion picture The Right Stuff, although the aircraft in the film was not an actual NF-104A.

QF-104A

22 F-104As converted as radio-controlled drones and test aircraft.

F-104B

26 dual-control trainer versions of F-104A. No cannon and reduced internal fuel, but otherwise combat-capable. A few were supplied to Jordan , Pakistan and Taiwan.

F-104C

77 upgraded fighter bomber versions for USAF Tactical Air Command, with improved fire-control radar (AN/ASG-14T-2), centerline and two wing pylons (for a total of five), and ability to carry one Mk 28 or Mk 43 nuclear weapon on the centerline pylon. The F-104C also had in-flight refuelling capability. On 14 December 1959, an F-104C set a world altitude record of 103,395 ft (31.5 km).

F-104D

21 dual-control trainer versions of F-104C.

F-104DJ

20 dual-control trainer version of F-104J for Japanese Air Self-Defense Force, built by Lockheed rather than Mitsubishi.

F-104F

30 dual-control trainers based on F-104D, but using the upgraded engine of the F-104G. No radar, and not combat-capable. Produced as interim trainers for the Luftwaffe. All F-104F aircraft were retired by 1971.

F-104G

1,122 aircraft of the main version produced as multi-role fighter bombers. Manufactured by Lockheed, and under license by Canadair and a consortium of European companies which included MBB, Messerschmitt, Fiat, Fokker and SABCA. The type featured strengthened fuselage and wing structure, increased internal fuel capacity, an enlarged vertical fin, strengthened landing gear with larger tires and revised flaps for improved combat maneuvering. Upgraded avionics included a new Autonetics NASARR F15A-41B radar with air-to-air and ground mapping modes, the Litton LN-3 inertial navigation system (the first on a production fighter) and an infrared sight.

RF-104G

189 tactical reconnaissance models based on F-104G, usually with three KS-67A cameras mounted in the forward fuselage in place of cannon.

TF-104G

220 combat-capable trainer version of F-104G; no cannon or centerline pylon, reduced internal fuel. One aircraft used by Lockheed as a demonstrator with the civil registration number L104L, was flown by Jackie Cochran to set three women’s world speed records in 1964. This aircraft later served in the Netherlands.

F-104J

210 (three built by Lockheed) of the Japanese version, built under license by Mitsubishi for the air-superiority fighter role, armed with cannon and four Sidewinders; no strike capability. Some were converted to UF-104J radio-controlled target drones and destroyed.

F-104N

Three F-104Gs delivered to NASA in 1963 for use as high-speed chase aircraft. One, piloted by Joe Walker, collided with an XB-70 on 8 June 1966 - photos from crash site.

F-104S

Main article: Aeritalia F-104S

246 Italian versions produced by FIAT, one aircraft crashed prior to delivery and is often not included in the total number built. The F-104S was upgraded for the interception role having NASARR R-21G/H radar with moving-target indicator and continuous-wave illuminator for SARH missiles (initially AIM-7 Sparrow), two additional wing and two underbelly hardpoints (increasing the total to nine), more powerful J79-GE-19 engine with 11,870 lbf (53 kN) and 17,900 lbf (80 kN) thrust, and two additional ventral fins for increased stability. The M61 cannon was sacrificed to make room for the missile avionics in the interceptor version but retained for the fighter-bomber variants. Up to two Sparrow; and two, theoretically four or six Sidewinder missiles were carried on all the hardpoints except the central (underbelly), or seven 340 kg bombs (normally two-four 227-340 kg). The F-104S was cleared for a higher maximum takeoff weight, allowing it to carry up to 7,500 lb (3,400 kg) of stores; other Starfighters had a maximum external load of 4,000 lb (1,814 kg). Range was up to 1,250 km with four tanks.^[24]

F-104S-ASA

(Aggiornamento Sistemi d'Arma - "Weapon Systems Update") - 147 upgraded F-104S with Fiat R21G/M1 radar with frequency hopping, look-down/shoot-down capability, new IFF system and weapon delivery computer, provision for AIM-9L all-aspect Sidewinder and Selenia Aspide missiles.

F-104S-ASA/M

(Aggiornamento Sistemi d'Arma/Modificato - "Weapon Systems Update/Modified") - 49 airframes upgraded in 1998 to ASA/M standard with GPS, new TACAN and Litton LN-30A2 INS, refurbished airframe, improved cockpit displays. All strike-related equipment was removed. The last Starfighters in combat service, they were withdrawn in December 2004 and temporarily replaced by the F-16 Fighting Falcon, while awaiting Eurofighter Typhoon deliveries.

CF-104

Main article: CF-104

200 Canadian-built versions, built under license by Canadair and optimized for nuclear strike, having NASARR R-24A radar with air-to-air modes, cannon deleted (restored after 1972), additional internal fuel cell, and Canadian J79-OEL-7 engines with 10,000 lbf (44 kN) /15,800 lbf (70 kN) thrust.

CF-104D

38 dual-control trainer versions of CF-104, built by Lockheed, but with Canadian J79-OEL-7 engines. Some later transferred to Denmark, Norway and Turkey.

• AeroWeb's List of F-104s on Display
• F-104G Starfighter R-756, Midland Air Museum, Coventry, England. On loan from the USAF museum.
• F-104G Starfighter 22+35 at Lasham airfield, England, 2006.
• F-104F Starfighter at the Deutsches Museum, Munich

Table data taken from Bowman, Lockheed F-104 Starfighter.^[25]

Type	Lockheed	Multi-national	Canadair	Fiat	Fokker	MBB	Messerschmitt	Mitsubishi	SABCA	Total
XF-104	2									2
YF-104A	17									17
F-104A	153									153
F-104B	26									26
F-104C	77									77
F-104D	21									21
F-104DJ	20									20
CF-104			200							200
CF-104D	38									38
F-104F	30									30
F-104G	139		140	164	231	50	210		188[a]	1122
RF-104G	40			35	119					194
TF-104G (583C to F)	172	27								199
TF-104G (583G and H)		21								21
F-104J	3							207		210
F-104N	3									3
F-104S				245[a]						245
Total by manufacturer	741	48	340	444	350	50	210	207	188	2578

Note: ^[a] One aircraft crashed on test flight and is not included.

 Belgium

The Belgian Air Force operated F-104G and TF-104Gs. They served with four squadrons: 23 and 31 (fighter-bombers), 349 and 350 (interceptors), and finally an OCU unit. In total 101 SABCA built F-104Gs and 12 TF-104G built by Lockheed were purchased (one F-104G crashed before delivery). The Belgian Air Force operated the type from 14 February 1963 to 19 September 1983, some survivors were sent to Taiwan (23 aircraft) and Turkey (18 aircraft). 38 F-104G and three TF-104Gs were lost in accidents.

 Canada

Main article: Canadair CF-104

The RCAF, and later the unified Canadian Forces, operated 200 Canadian-built CF-104s and 38 dual-control trainer CF-104Ds (built by Lockheed) between 1962 and 1986. CF-104s were equipped with additional electronic equipment, with an RWR function, in the tail and under the nose. Losses were high, with around 110 crashes in Europe. Its heavy useage, mainly at low-level for bombing and reconnaissance missions was a major factor, while bad weather conditions contributed to almost 50% of the accidental losses. The airframes had an average of 6,000 flying hours when phased-out, triple that of Germany's F-104s. Surplus CF-104s and CF-104Ds were later transferred to Denmark, Norway and Turkey.^[26]

 Republic of China (Taiwan)

The Republic of China Air Force operated a total of 281 aircraft funded by the Military Assistance Program, a mixture of new build and surplus F-104A, B, D, G, J, DJ, RF-104G, and TF-104G were used. The Starfighter was phased out of Taiwanese service by 1997.[1]

 Denmark

The Danish Air Force initially received 25 licensed built Canadair F-104G and four Lockheed TF-104Gs under the Military Assistance Program. Surplus Canadian aircraft were transferred between 1972-74 (15 CF-104 and seven CF-104D). A total of 51 Starfighters were operated by Denmark before their retirement in 1986. Fifteen surplus F-104Gs and three TF-104Gs were transferred to Taiwan in 1987.

 Germany

Germany received 916 F-104s, comprising 749 F/RF-104Gs, 137 TF-104Gs and 30 F-104Fs,^[27] forming the major combat equipment of both the Luftwaffe and Marineflieger. At its peak in the mid-1970s, the Luftwaffe operated five F-104 equipped fighter bomber wings, two interceptor wings and two tactical reconnaissance wings. The Marineflieger operated a further two wings of F-104s in the maritime strike and reconnaissance roles.^[28]

The Starfighter entered service with the Luftwaffe in July 1960,^[29] with deliveries continuing until March 1973,^[30] remaining in operational service until 16 October 1987,^[31] and continuing in use for test purposes until 22 May 1991.

The two squadrons operating the RF-104G were re-equipped with RF-4E Phantoms in the early 1970's.

The Marineflieger initially used AS.30 command guidance missiles as anti-ship weapons, but these were replaced with the more sophisticated and longer-ranged radar-guided AS.34 Kormoran missile, allowing stand-off attacks to be carried out against enemy ships.^[32] German Starfighters proved to have an alarming accident rate. In German service, 292 of 916 Starfighters crashed, claiming the lives of 115 pilots.

 Greece

The Greek Air Force received 45 new-build F-104G and six TF-104s under the Military Assistance Program. These were supplemented by second-hand Starfighters passed on from other NATO air forces, including 79 from Germany, seven from the Netherlands and nine from Spain. The Starfighter entered Greek service in April 1964, equipping two wings, leaving service in March 1993.^[33]

 Italy

Main article: Aeritalia F-104S

In the Italian Air Force (AMI, Aeronautica Militare Italiana), the F-104 was a mainstay from the early 1960s until the end of the 20th century. The first flight for an Italian F-104G was a Lockheed-built aircraft, MM6501, on 9 June 1962; however, the first Fiat/Aeritalia-built example flew two years later on 5 October 1962. Italy initially received a total of 105 F-104G, 24 TF-104G and 20 RF-104Gs, becoming operational in March 1963. This fleet was later increased by the addition of 205 homebuilt F-104S aircraft and six ex-Luftwaffe TF-104G bringing the total number of aircraft operated to 360. In 1986 the AMI was the largest operator with eleven units flying the Starfighter operationally. Up to 1997, Italy lost 137 (38%) of its F-104s in 928,000 flying hours (14.7 aircraft every 100,000 hrs). The F-104 was officially retired from AMI service during a large ceremony at Pratica di Mare in 2004.

 Japan

The JASDF operated 210 F-104J air-superiority fighters and 20 dual-control trainer F-104DJs, Called Eiko ("Glory"), they served from October 1962 to 1986, losing only 36 examples in this time. Seven air-superiority squadrons used them: 201, 202, 203, 204, 205, 206, 207. Japanese F-104s faced Soviet aircraft during this long service; many were eventually converted to drones for aerial target practise.

 Jordan

The Jordanian Air Force operated 29 F-104A and four F-104B aircraft delivered under the Military Assistance Program in 1967. Controlled by the United States these aircraft were moved temporarily to Turkey during the Arab-Israeli Six-Day War. Replaced by the Northrop F-5 and Dassault Mirage F1 by 1983, the survivors serve as airfield decoys.

 Netherlands

The Royal Netherlands Air Force operated European-built F-104s. A total of 138 Starfighters was delivered to the Koninklijke Luchtmacht (Royal Netherlands Air Force, or KLu).^[34] Many Dutch aircraft were transferred to Turkey.

 Norway

The Norwegian Air Force received 18 surplus CF-104s and four CF-104Ds from Canada in 1974, the country had initially received 19 Canadair built F-104G and four TF-104G in 1963 under the Military Assistance Program. The F-104 was phased out of Norwegian service in winter 1982.

 Pakistan

Pakistan was the second country in Asia to get a supersonic aircraft when they acquired the F-104A and F-104B Starfighter in 1961 for Pakistan Air Force and the first to take it into combat during 1965 India-Pakistan War. After the war, the remaining five PAF F-104s were grounded due to lack of spares resulting from the U.S. military embargo. They were replaced by French-made Dassault Mirage III fighters.

Spain

The Spanish Air Force received their F-104s under the Military Assistance Program: 18 Canadair-built F-104Gs and three Lockheed-built TF-104Gs were delivered under MAP to Spain's Ejercito del Aire in 1965.^[35] These aircraft were transferred to Greece and Turkey when they were replaced by F-4 Phantoms in 1972. It is notable that no aircraft were lost through accidents during 17,000 hours of operational use in Spain although it should also be noted that the aircraft was used in its intended role of an interceptor and mainly in very good flying weather.^[36]

 Turkey

The Turkish Air Force received 48 new build F-104Gs and six TF-104Gs from Lockheed and Canadair production, funded under the Military Assistance Program, which were delivered from 1963, and directly purchased 40 new F-104S interceptors from Fiat in 1974-75.^[37] In addition, like Greece, Turkey received large numbers of surplus Starfighters from several NATO nations in the 1970s and 1980s, including 170 ex-German aircraft, 53 aircraft from the Netherlands and 52 from Canada. In total, Turkey received over 400 Starfighters from various sources, although many of these aircraft were broken up for spares without having been flown. The F-104 was finally retired from Turkish service in 1995.^[38]

 United States

United States Air Force, as part of Air Defense Command and Tactical Air Command

 United States

• NASA operated 11 F-104s (different versions) between 1963 and 1987.

• The Starfighters F-104 Demo Team, based in Clearwater, Florida currently operate three Lockheed F-104 Starfighters, performing at air shows across the United States and Canada. Their CF-104s consist of a two-seat CF-104D Serial#:104632 (registered as N104RB), and two single-seat CF-104s Serial#s: 104850 (registered as N104RD) and 104759 (registered as N104RN). The aircraft were originally operated with the Royal Canadian Air Force and all later served with the Royal Norwegian Air Force before being imported into the U.S. in the early 1990s.^[39]

• Another civilian Starfighter, called the F-104RB (for "Red Baron"), was used to set the low-level speed record in October 1977 by world-famous air racer Daryl Greenamyer. Greenamyer built his F-104 over a period of 12 years from parts scrounged from various places, including a "borrowed" J79-17/1 turbojet from a McDonnell Douglas F-4 Phantom, which developed over 2,000 lb. more thrust than the standard J79-19 engine. Greenamyer attacked the record at Mud Lake, near Tonapah, Nevada, and beat the previous low-level speed record by recording a top speed of 988.26 mph (1,590.41 km/h) after five passes over the dry lake. He remained supersonic for most of the 20-minute flight, and rarely rose much higher than 100 ft above the lake bed. Several months later, while practicing for an attempt on the world absolute altitude record, he was forced to eject when his landing gear failed to extend; a belly landing in the F-104 was considered too dangerous to attempt.

Data from Quest for Performance^[40]

General characteristics

• Crew: 1
• Length: 54 ft 8 in (16.66 m)
• Wingspan: 21 ft 9 in (6.36 m)
• Height: 13 ft 6 in (4.09 m)
• Wing area: 196.1 sq ft (18.22 m²)
• Airfoil: Biconvex 3.36% root and tip
• Empty weight: 14,000 lb (6,350 kg)
• Loaded weight: 20,640 lb (9,365 kg)
• Max takeoff weight: 29,027 lb (13,170 kg)
• Powerplant: 1× General Electric J79-GE-11A afterburning turbojet
  • Dry thrust: 10,000 lbf (48 kN)
  • Thrust with afterburner: 15,600 lbf (69 kN)
• Zero-lift drag coefficient: 0.0172
• Drag area: 3.37 sq ft (0.31 m²)
• Aspect ratio: 2.45

Performance

• Maximum speed: 1,328 mph (1,154 knots, 2,125 km/h)
• Combat radius: 420 mi (365 NM, 670 km)
• Ferry range: 1,630 mi (1,420 nm, 2,623 km)
• Service ceiling: 50,000 ft (15,000 m)
• Rate of climb: 48,000 ft/min (244 m/s)
• Wing loading: 105 lb/sq ft (514 kg/m²)
• Thrust/weight: 0.54 with max. takeoff weight (0.76 loaded)
• Lift-to-drag ratio: 9.2

Armament

• Guns: 1× 20 mm (0.787 in) M61 Vulcan gatling gun, 725 rounds
• Hardpoints: 7 with a capacity of 4,000 lb (1,800 kg),with provisions to carry combinations of:
  • Missiles: 4× AIM-9 Sidewinder
• Other: Bombs, rockets, or other stores

The Starfighter was commonly called the "missile with a man in it," a name swiftly trademarked by Lockheed for marketing purposes. The term "Super Starfighter" was used by Lockheed to describe the F-104G in marketing campaigns but fell into disuse. In service, American pilots called it the "Zipper" or "Zip-104" because of its prodigious speed. The Japan Air Self-Defense Force called it Eiko ("Glory"), a less charitable name appeared, "The Flying Coffin" from the translation of the common German public name of Fliegender Sarg. The F-104 was also called Witwenmacher ("Widowmaker"), or Erdnagel ("ground nail") the official military term for a tent peg.^[41] The Pakistani AF name was Badmash ("Hooligan"), while among Italian pilots its spiky design earned it the nickname Spillone ("Hatpin"), along with Bara volante ("Flying coffin").).^[42] Canadian pilots sometimes referred to it as the flying lawn dart. The engine made a unique howling sound at certain throttle settings which led to NASA F-104B Starfighter N819NA being named Howling Howland.^[41]

A modified F-104A Starfighter airframe is being used for the North American Eagle land speed record jet car. The Eagle team hopes to attain 800 mph (1,288 km/h) or Mach 1.05.^[43]

• The German controversy over the Starfighter's contract and its toll on pilots inspired a rock concept album by Robert Calvert of Hawkwind, called Captain Lockheed and the Starfighters. It repeated the commonplace grim joke in Germany that the cheapest way of obtaining a Starfighter was to buy a small patch of land and simply wait. ^[44]
• After Kai-Uwe von Hassel succeeded Strauss as minister of defence, his son Oberleutnant Joachim von Hassel died in a Starfighter crash. This event was the topic of the Welle:Erdball song, "Starfighter F-104G."
• The Tom Tom Club song "Booming and Zooming" (1981) prominently features the F-104 Starfighter.
• Stock footage of F-104s was used when U.S. Air Force aircraft intercepted the U.S.S. Enterprise in the Star Trek first season episode, "Tomorrow is Yesterday". In the remastered version of the episode, the stock footage was replaced by Computer-Generated Imagery.
• An F-104G Starfighter was featured, in the guise of an NF-104A, in the 1983 film The Right Stuff.
• The 1964 movie The Starfighters, about the training and operations of F-104 crews was subsequently featured in episode #612 of Mystery Science Theater 3000. The film starred future US Congressman Robert Dornan.

Notes

Bibliography

• Site of Chuck Yeager NF-104A crash
• Baugher's F-104 Index Page variants and operators

• Lockheed XF-104
• Canadair CF-104
• Aeritalia F-104S
• CL-1200 Lancer and X-27

• Grumman F-11 Tiger
• Dassault Mirage III
• Northrop F-5
• EWR VJ 101

Designation sequence

• F-101 - F-102 - XF-103 - F-104 - F-105 - F-106 - YF-107

• List of fighter aircraft
• List of military aircraft of the United States

• Century Series

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