Tag:

F104

An ex-USAF fighter pilot explains why, despite the Starfighter’s many problems, he would love to fly the Zipper

by Till Daisd February 22, 2024

‘For all the bad-mouthing the F-104 has received in the past if I had the money (and my wife would let me… which she definitely would not!) I would buy and fly the Starfighter,’ Roger Daisley, retired USAF F-89 Scorpion fighter pilot

The stubby-winged Lockheed F-104 Starfighter, also referred to as “the missile with a man in it,” was the first US jet fighter in service to reach Mach 2, or twice the speed of sound. According to the Smithsonian website, the Zipper (as her aircrews nicknamed the F-104) was built as a high-performance day fighter and had exceptional acceleration and top speed. Equipped with a six-barrel M-61 20mm Vulcan cannon, it served as a tactical fighter and, when equipped with Sidewinder missiles that detect heat, as a day-night interceptor.

An F-104A established a global speed record of 1,404.19 mph on May 18, 1958, while an F-104C set a world altitude record of 103,395 feet on December 14, 1959. The Starfighter was the first aircraft to hold simultaneous official world records for speed, altitude, and time-to-climb.

As he recalls on Quora, retired USAF F-89 Scorpion fighter pilot Roger Daisley loved the F-104 but never had the chance to fly the Starfighter.

‘I have flown a wide variety of Air Force aircraft, including Century Series fighters… but never the F-104.

‘My first assignment, as a second lieutenant, was with the 84th Fighter Interceptor Squadron (F-89). at Hamilton Air Force Base, California. (Often referred to as the Garden Spot of the Air Force!)

‘[When I graduated from Flight School, I was #3 in the Class Standings. The first two graduates grabbed the F-86 and F-100 assignments, so my only choice was the F-89… or B-47, C-54, or “other” multi-engine prop aircraft. I chose the F-89 at Hamilton.]

‘There were two squadrons at Hamilton AFB: the 83rd FIS and the 84th FIS. The 84th, my squadron, had the F-89. The 83 FIS had the F-86D. About a year after I arrived at Hamilton. The 83rd FIS transitioned to the F-104A… the first F-104 squadron in the Air Force.

‘As the first F-104 squadron, they went through a few tough times! For example, the Squadron Commander was killed when he ejected on final approach to Hamilton, using the ill-conceived downward ejection seat. There also was a problem with the J79 variable engine fuel nozzles. They had a bad habit, every once in a while, of leaking flaming JP-4 fuel and burning a hole through the side of the aircraft.

‘All the above aside, watching a flight of two F-104s in a formation takeoff was a sight to behold! At the departure end of the runway, they would pull up to what “looked like” 90 degrees straight up (probably more like 45 degrees) and disappeared out of sight. Even more spectacular was a night formation takeoff … two blue-tinged twenty feet flaming afterburners disappearing into the night! To an F-89 pilot, these guys seem like a combination of Superman and Astronauts (Actually Astronauts hadn’t been “invented” yet … Sputnik had just made an appearance!)

‘Yet, for all the bad-mouthing the F-104 has received in the past if I had the money (and my wife would let me … which she definitely would not!) I would buy and fly the F-104. I saw a civilian-owned F-104 at Nellis Air Force Base, several years ago. What a beauty! Either he was single or a very “understanding” wife.’

So if you ask Daisley:

‘As a pilot, what’s a plane you’d love to fly?’

His answer is clear:

‘No question: F-104.’

Photo by U.S. Air Force

February 22, 2024 0 comment

Cold War

US Navy A-7 pilot recalls the mock dogfight he had against a Danish F-104 flying low and fast

by Till Daisd February 9, 2024

written by Till Daisd

‘I had the opportunity in the late ’70s to tangle with an F-104 (Danish) down low and going pretty fast, 400+ knots,’ former US Navy A-7 Corsair II pilot

The stubby-winged Lockheed F-104 Starfighter, also referred to as “the missile with a man in it,” was the first US jet fighter in service to reach Mach 2, or twice the speed of sound. According to the Smithsonian website, the F-104 was built as a high-performance day fighter and possessed exceptional acceleration and top speed. Equipped with a six-barrel M-61 20mm Vulcan cannon, it served as a tactical fighter and, when equipped with heat-seeking Sidewinder missiles that detect heat, as a day-and-night interceptor.

An F-104A established a world’s speed record of 1,404.19 mph on May 18, 1958, while an F-104C set a world altitude record of 103,395 feet on December 14, 1959. The first aircraft to hold official world records for speed, altitude, and time-to-climb simultaneously was the Starfighter.

The Starfighter’s speed and vertical climb also allowed it to compete with more modern aircraft.

The F-104 was also a capable dogfighter, as David Tussey, former US Navy A-7 Corsair II pilot, recalls on Quora;

‘I had the opportunity in the late ’70s to tangle with an F-104 (Danish) down low and going pretty fast 400+ knots. I was flying an A-7E on an airspace penetration training mission, flying from a carrier in the North Sea into Denmark.

‘As expected, I was intercepted by an F-104. I turned on him pretty aggressively. I was amazed that the F-104, not known for dogfighting, was nonetheless quite able to hang with me through several turns and reversals. The A-7E isn’t a true dogfighter, and perhaps such an engagement against a more formidable aircraft would have ended otherwise, but I was quite impressed how maneuverable the F-104 was, even down at 300′ or so.’

Tussey concludes;

‘Never underestimate the enemy.’

Photo by U.S. Navy and Own work RuthAS via Wikipedia

February 9, 2024 0 comment

Cold War

Pilot of a F-104G Starfighter describes a mission simulating a nuclear strike

by Till Daisd January 30, 2024

written by Till Daisd

‘I identify the target on the radar for a LADD attack [‘toss bombing’] and actuate the Run-in Timer according to my radar display,’ Lt A. Hartl, Luftwaffe F-104G Starfighter pilot

Throughout the 1960s, the Luftwaffe grew in strength and importance. It was the largest operator of the F-104G Starfighter, with seven wings of the type based at Nörvenich, Lechfeld, Büchel, Memmingen, Hopsten, Neuburg, and Wittmund.

Two of these, JG 71 and JG 74, flew the F-104G as an all-weather fighter until they were re-equipped with the F-4F Phantom II in 1973. Five wings were ground-attack units, which also had a nuclear role. Lt. A. Hartl, from Luftwaffe’s JaBoG 33, recalls an F-104G simulated nuclear strike in Michael Napier’s book In Cold War Skies:

‘A single ship, four-[auxiliary] tank mission, and hitting my designated target within +/-5 seconds was basically my daily practice mission when training for the nuclear role.

‘Airborne from Büchel, gear up, I cancel the afterburner and retract the flaps at 350kt. I then take the shortest distance to the entry point of our low-level route. I fly the route (both in and out of LFAs) at 500ft and 450kt.

‘With the four-tank configuration, I have enough fuel for up to 2hrs.

‘The F-104 is very stable at low level – the high wing loading assures a very comfortable ride, especially at over 400kt. On reaching the target, I begin the run in and at the same time accelerate to 540kt; for the last miles, I drop to 250ft.

‘I identify the target on the radar for a LADD attack [‘toss bombing’] and actuate the Run-in Timer according to my radar display. When the timer ends, I pull up at 3.5G and the timer automatically releases the bomb. After climbing at 45°, I roll the F-104 inverted and dive back to low-level, roll the aircraft upright then reduce speed back to 450kt to perform a safe egress from the target area.

‘Returning to Büchel, I route to point ‘Kilo’, a prominent road bridge over the Mosel, which is also the initial point for runway 21, and enter the VFR landing pattern at 1,500ft and 320kt.’

The F-104 was finally phased out of service in northern Europe in 1987, when the last F-104G unit in the Luftwaffe, JaBoG 34 at Memmingen, re-equipped with the Tornado IDS, to become the fourth Tornado wing of the Luftwaffe.

In Cold War Skies is published by Osprey Publishing and is available to order here.

Photo by Pajx, Own work, via Wikipedia

January 30, 2024 0 comment

History

When the Luftwaffe called the F-104 Starfighter “Widow maker”

by Till Daisd May 1, 2023

written by Till Daisd

When four F-104s were training for the type’s “introduction-into-service” demonstration in June 1962 and crashed in formation, killing all four pilots, it was a very terrible start for the Starfighter in Germany

Early in 1956, the first futuristic-looking F-104 Starfighter took to the air, and with its long circular fuselage, pointed nose, and small, thin wings, it appeared to be the world’s best fighter.

The Lockheed F-104 was created by C. L. “Kelly” Johnson and his “Skunk Works,” who also created some iconic combat planes like the U-2 and the SR-71 reconnaissance aircraft. The company dubbed it the “missile with a man in it,” but the Luftwaffe and Marineflieger (German Navy) referred to it as the “widowmaker.”

The F-104’s svelte appearance concealed a host of defects, as Dr. Marshall Michel, 52nd Fighter Wing Historian, explains in his article F-104: Germany’s “Widow Maker.”

For example, the landing gear and fuel had to be stored in the fuselage because the wings’ capacity was so limited. To achieve the Starfighter’s exceptional acceleration, rate of climb, and top speed, however, narrow wings were required. In contrast, the F-104’s narrow wings gave it poor sustained turn performance and a relatively short range because it couldn’t carry fuel.

Additionally, the aircraft lacked a functional radar and had a limited loadout of a gun and heat-seeking missiles, making it a daytime and clear weather fighter only. It was quietly pushed to the side once it became clear that it was not truly what the U.S. Air Force (USAF) intended.

However, at the same time, some NATO air forces decided to replace their outdated first-generation fighters with the F-104 as part of what was dubbed the “Deal of the Century.” More than 900 of these aircraft, the majority of which were delivered to the Luftwaffe and Marineflieger air forces.

The Luftwaffe and Marineflieger operated 11 F-104 wings at their busiest in the middle of the 1970s. The variation that was given to the Germans was code-named F-104G (with the G standing for Germany) and was an all-weather, ground-attack variant that was 2,000 pounds heavier than the original F-104 with the same engine. Its weight was increased by the requirement to transport four external fuel tanks for the majority of missions.

When four F-104s practiced for the type’s “introduction-into-service” demonstration in June 1962 and crashed in formation, killing all four pilots, it was a very disastrous start for the Starfighter.

Because of its superior training facilities and proximity to Phoenix, Arizona, Luke Air Force Base (AFB) was selected by Germany to prepare its future F-104 pilots. Luke Air Force Base (AFB) boasts about 300 days of sunshine annually. However, issues surfaced right away when the pilots returned to the severe German weather. There were two problems.

First off, the F-104 had to fly at very high speeds for approach and landing – far higher than earlier aircraft – and moved extremely quickly, especially for a novice pilot operating in extremely bad weather.

Second, because the Luftwaffe Starfighters had to carry out low-level, high-speed attack missions, they were exceptionally sensitive to control input and unforgiving of pilot error in these operations.

There were a terrible lot of accidents as a result. By the middle of 1966, 61 German F-104s had actually crashed, killing 35 pilots.

When he claimed that the Starfighter acquisition was prompted by politics, Gen. Wernher Panitzki, the then-Commander of the Luftwaffe, was compelled to quit. Lt. Gen. Johannes Steinhoff, a veteran of the Luftwaffe during World War II, succeeded him. According to Michel, Steinhoff promptly grounded the F-104Gs, at least partially to put in a new ejection seat.

Even though the German Starfighter purchase records had been deleted in 1962 by the Ministry of Defence, it was later discovered that Lockheed had actually bought favor with government officials in Germany and other nations in order to sell the F-104.

Nevertheless, after numerous improvements, the crashes persisted. Between 1968 and 1972, every year saw between 15 and 20 German 104s crash, and until it was replaced, the number each year was around 10. In total, 292 of the 916 Starfighters were lost, and 115 pilots lost their lives.

Photo by Luftwaffe and U.S. Air Force

May 1, 2023 0 comment

Cold War History

The F-104: From the Cold War to today

by Till Daisd October 24, 2022

written by Till Daisd

The F-104 is a small single-engine fighter jet known for its speed and dangerous nature, and being used by many countries. Despite its history and widespread use, it has fallen out of favor due to its age.

The F-104 Starfighter was a jet fighter aircraft built by Lockheed Corporation starting in 1956. In its day, it was one of the fastest and most powerful fighters in the world. It is still used today as an aerial demonstration aircraft and drone target practice by the United States military.

It was designed for speed and maneuverability over combat ability or range; therefore, many of its features made it less than ideal for air-to-air combat but more effective at dogfighting incoming enemy planes that were attempting to intercept intruders into their airspace (such as Soviet MiG fighters). The F-104 could reach top speeds around Mach 2—twice as fast as any other plane at that time—which made it useful for chasing down enemy aircraft before they could get anywhere near their targets or escape after launching missiles at them.

The F-104 was designed to be a high-performance interceptor, and it had several features that set it apart from other aircraft of the time.

The wingspan was short, but they were extremely thin and placed high on the fuselage. This design gave it excellent maneuverability at high altitudes, even though its maximum speed was only Mach 2 (2 times the speed of sound).

The landing gear could extend straight out from under the fuselage instead of being extended downward like most other fighters at that time. This made it easy for pilots to see if their wheels were down before takeoff or landing because there wasn’t anything else in their way!

This aircraft also had some unique weapons systems designed specifically for use with this airplane:

An internal gun called an M61 Vulcan 20mm cannon that fired up to 6,000 rounds per minute;
An external pod with heat-seeking missiles mounted beneath each wing;
A wingtip fitted with small folding rockets so they could be deployed while airborne;
And finally—and perhaps most importantly—they came equipped with air brakes on both sides that could slow down during descent so pilots could make sure they weren’t too close when coming into land safely without crashing into something below them.

The F-104 was designed as a single-seat, single-engine, all-weather interceptor aircraft. It has a small, highly-swept wing and a T-tail. Its fuselage is moderately swept with its horizontal stabilizers mounted near the top of the tail fin. All versions have tricycle landing gear and are powered by a single-engine mounted on the rear fuselage to reduce interference drag between it and its wings.

It was retired from active United States Air Force service on November 15th, 2004. The last USAF squadron to operate the F-104 left Holloman Air Force Base, New Mexico, and turned their aircraft over to their Italian counterparts. However, several countries still fly this supersonic jet today: Turkish Air Force, Spanish Air Force (still the main operator), and Italian Air Force (also still an operator).

The Royal Norwegian Air Force also uses it as a trainer aircraft. NASA also flies a few F-104s in its high-speed research program at Edwards AFB, California, and at Dryden Flight Research Center.

The F-104 Starfighter was built for speed and maneuverability. It could reach twice the speed of sound and it was designed to fight high above the clouds, where pilots would use its fantastic aerodynamics to outmaneuver and outfly enemy jets. This meant that it lacked some important safety features: backup systems, ejection seats, and more powerful engines.

Many military aircraft were designed specifically to win air battles during World War II—and then became obsolete when the nature of warfare changed after 1945. The F-104 was different; instead of being a relic from an earlier era, it was still in service when Vietnam came around in the 1960s. And while some countries have retired their fleets since then (such as Belgium), others still fly them today—including Pakistan—because they’re cheap and easy to maintain compared with other planes they may replace them with (like MiG-29s).

The F-104 was an integral part of the United States Air Force during the Cold War.

It was used in Korea and Vietnam and played a significant role in both conflicts. In Korea, pilots flew these planes to shoot down enemy MiG fighters and attack ground targets. In Vietnam, they served as escorts for bombers on missions over enemy territory as well as providing air cover for ground troops who were under attack by enemy forces on the ground.

It was also used extensively by NATO nations during this time period. For example, Greece purchased 61 F-104Gs from Lockheed Martin in 1967 so that their pilots could train on them before transitioning into Lockheed’s newer supersonic fighter jets: the F-16 Fighting Falcon (which would be introduced around 1981).

The F-104 is a testament to the wide-reaching effects that the Cold War had on aviation technology. It served in roles as diverse as interceptor, strike fighter, and photo reconnaissance plane. Still, wherever they can be seen and heard, F-104s remains a most interesting sound and sight.

October 24, 2022 0 comment

History

Video of Luftwaffe F-104 Starfighters in SATS and ZELL testings

by Till Daisd August 31, 2021

written by Till Daisd

While ZELL was a system where jet fighters and attack aircraft were planned to be mounted on sizable JATO rockets coupled to movable launch platforms, SATS was a test program for takeoff and landing on short runways

This post features a stunning video of German Air Force (Luftwaffe) F-104 Starfighter aircraft being tested for the Short Air Field for Tactical Support (SATS) and zero-length launch system or zero-length take-off system (ZLL, ZLTO, ZEL, ZELL) programs.

According to the video’s description, the ZELL system was designed to allow jet fighters and assault aircraft to be launched from mobile launch platforms using sizable JATO rockets. During the Cold War in the 1950s, the majority of zero-length launch experiments were conducted.

The SATS was a test program for short runway takeoff and landing that included a catapult, carrier deck-type arresting gear, and a runway with an aluminum surface made of interlocking lightweight metal alloy planking. Several hundred takeoffs and landings were successfully completed during the testing, which were conducted at the Naval Air Test Facility in Lakehurst, New Jersey, in the United States.

The main benefit of ZELL was the removal of the requirement for a vulnerable airstrip for takeoffs. Air forces might deploy efficient air defenses and unleash airstrikes in the case of an unexpected attack, even if their own airbases were destroyed. Although employing rocket boosters to launch airplanes proved to be reasonably trouble-free, a runway was still necessary if aircraft had to land at the same location. Bulky mobile launchers also proved to be expensive to run and challenging to move. Mobile launchers would have also raised security concerns, especially if they were accompanied by strike fighters carrying nuclear weapons.

ZELL tests were carried out by the Luftwaffe, the Soviet VVS, and the U.S. Air Force (USAF). An F-84G was the first manned aircraft to be ZELL-launched in 1955. ZELL was primarily of interest to the Soviet Union because it could be used to protect airfields and important targets with MiG-19 point defense systems. The larger F-100 Super Sabre and MiG-19/SM-30 “Farmer” tests (with the SM-30 using the Soviet-designed PRD-22R booster unit) used similar short-burn solid-fueled boost motors, of much more powerful 600 kN (135,000 lbs) thrust output. The American tests with the F-84s began with using the Martin MGM-1 Matador solid-fuel boost motor with about 240 kilonewtons (52,000 lbs) thrust output.

Due to logistical issues and the growing effectiveness of guided missiles, all work on ZELL aircraft was abandoned.

The development of aircraft with vertical (VTOL) or short (STOL) takeoff and landing capabilities was also driven by the need to field combat aircraft without relying on vulnerable landing strips. British Hawker Siddeley Harrier and Soviet Yakovlev Yak-38 are two examples of this.

Photo by San Diego Air & Space Museum Archives via Wikipedia

August 31, 2021 0 comment

History

The reason why pilots loved flying the F-104 Starfighter

by Till Daisd August 25, 2021

written by Till Daisd

“Along with the SR-71, the F-104 is Kelly Johnson’s greatest creation,” Ed Carney, U.S. Navy A-7 Corsair II pilot who flew the Starfighter with the West German Navy from ’79-’82

The first operational aircraft able to maintain speeds exceeding Mach 2 was the Lockheed F-104.

When contrasted solely to the old subsonic and “forgiving” jets, the Starfighter represented a significant advancement. However, the F-104 was outmatched by more conventional fighters when the air-to-air battles occurred at subsonic speeds because its ability to turn in this environment was crucial. Thus, it was crucial to prevent the Starfighter from slowing down below Mach 1 so that he could utilize his unparalleled speed and vertical ascent at the time.

Additionally, the F-104’s short-range and restricted weaponry carried worked against it because it was only temporarily in use by the U.S. Air Force (USAF).

Nevertheless, despite these flaws, the F-104’s pilots grew to love it, as was evident from multiple accounts provided to Ted Spitzmiller for his book Century Series: The USAF Quest for Air Supremacy, 1950–1960. As a member of the South Carolina Air National Guard, James C. Parham, Jr., piloted the Starfighter and recalled that “Although limited in range with two Sidewinders and no drop tanks, the F-104 was the quintessential high altitude interceptor. The pilots had a love affair with the F-104. The cockpit was simple, compact, and comfortable. The canopy was straightforward, light, and manually opened and closed. At Mach 2, it was quiet-and the long flexible fuselage rippled ever so gently.”

Early in its career, the F-104 was sold to foreign governments due to its unsuitability for USAF service. The Canadian Air Force went on to become one of the primary Starfighter users, and several American pilots had the opportunity to fly it during squadron exchanges, as was the case for Dudley Larsen, who transitioned from the F-4 Phantom to the CF-104.

The “Zipper” made a favorable impression on Larsen.: “It was an easy transition because the plane was very honest to fly-it talked to you. It had a good feeling when it settled in. The engines were the same as the F-4 (J79).” Due to its speed and size, the Starfighter excelled in the visible multi-bogey ACM (Air Combat Maneuvering) arena. On the other hand, if the pilot rotated more than 30 degrees, he became a target due to the F-104’s poor turning ability caused by its high wing weight. The CF-104 held its own against the F-4, according to Larsen, and the pilot’s skill made a significant difference.

Ed Carney, a U.S. Navy A-7 Corsair II pilot who flew the Starfighter in Germany for the West German Navy for three years from 1979 to 1982, was utterly fascinated with it, “Coming from the A-7E it was like transitioning to jets all over again. Crazy fast and light, and would outrace anything out there. Flying slow (defined as less than 450 kts) could be dicey if you tried to pull any G’s.” As Carney explains, as long as the fighting never slowed down, the jet could supercruise at sea level and maintain its maneuverability.

“It demanded a skilled pilot and rewarded him with amazing performance, but was the least forgiving airplane I have ever flown. On the deck, plugging in the burner would shove you from 450 to 750 knots so fast it was almost scary. We were always pulling it back to keep from exceeding a speed or temp limit.”

Here's why, despite its many limitations, pilots loved flying the F-104 Starfighter

However, the F-104 was more than just a powerful fighter, in Carney’s opinion, since “Along with the SR-71, it is Kelly Johnson’s greatest creation.”

Photo by U.S. Air Force and Luftwaffe

August 25, 2021 0 comment