Lockheed F-104 Starfighter

The USAF's multi-mission type was the F-104C, NOT the F-104G. Is that a typo?
The F-104A was an interceptor-only, and the F-104C was a multi-mission strike version (I believe it also had a centerline pylon, which the F-104A lacked). The B and D were the 2-seat versions of the A and C, respectively. All USAF versions used J79-GE-7 engines (except a few re-engined to use the more powerful GE-19's).
The CF-104 was a Canadian-built version, equivalent to the F-104C, with an J79-OEL-7 (Orenda-built version of the -GE-7 of the F-104A /C). It was intended for the low-level nuclear strike mission (from European bases, not North American!)
The F-104G came afterward, and was even more modified for multi-mission capabilities, with a more reliable J79-GE-11 engine.
The F-104J was a G built in Japan (along with it's engines, the J79-IHI-11).
The F-104S was a G modified to use AIM-7 SARH missiles (with it's Vulcan removed to make space for the missile avionics), and a more powerful J79-GE-19 engine (12,000 /18,000lbf vs. 10,000 /16,000lbf for the GE-7).
The G version also used a better radar system; the USAF types used simple range-only sets, as they were day-fighters and used only IR missiles and cannon. Flying in Europe in all weather, a more advanced radar was essential. The F-104S had an even more advanced set, able to provide continuous-wave illumination for the Sparrow missiles.
The G /J /S are distinct by having a wider-chord tail fin, which extends further to the rear; this was taken from the 2-seater USAF types which needed a broader fin to make up for the greater side-area of the 2-seater canopies.
The F-104S also has three ventral fins, as opposed to the single fin of all other types (excepting the XF-104, which had none.)

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I flew the F-104 for 3 years 59-62 with the 479th TFW at George AFB. We had a 4-month rotation mission to Spain and we went to Hahn AB Germany in 62 for air defense of the Berlin corridor. It was an easy bird to fly, land, and refuel, especially after the F-100. We did have a problem with the afterburner eyelids coming open and lost several aircraft. The major drawback was the downward ejection. It was great for air defense, but didn't carry much or have a great range and time on target for air ground support.

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I flew the Zipper for 3 years with the W. German Navy from '79-'82 and loved 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. This jet can super cruise at sea level and can maintain it's Q while fighting, as long as the fight never gets too slow. The Europeans used it for many missions (recce, ground attack, nuc delivery, and obviously air to air), and it did ok at most and excelled at recce and air to air. With the smokeless J79s it was almost invisible and fast and could take gun camera photos of much more sophisticated fighters because their jocks relied too much on their systems and not enough on tactics. It has a nasty temper if abused and will kill you for a mistake. Most crashes in Europe were due to bird strikes, hitting the ground during maneuvering at low level, or takeoff and landing accidents. 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 kts so fast it was almost scary. We were always pulling it back to keep from exceeding a speed or temp limit. In my opinion along with the SR71 it is Kelly Johnson's greatest creation.

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I served with Jabara and the F104 equipped 337th FIS (ADC)at Westover AFM, MA, and deployed at Tao Yuan AB, Formosa in the 1957-1961 time frame. JJ was one of the best commanders I served under in my 24 years of AF service.

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Got close up to one of these at RAF Brawdy (Fleet Air arm then)at their open day in the 1960's, a German pilot had flown it in for the event. What impressed me was the incredibly small wing span; then the razor thin wings. At around that time it had aquired a bad reputation in European circles and was known as the "Widow Maker". Part of the problem being that pilots trained in the clear skies of Arizona were then asked to fly it in the World's worst weather conditions. I recall my parents telling me when stationed in Tripoli they were watching one from Wheelus air base skim the sea close inshore when it exploded before them, no warning. They never found the pilot and for a month thereafter they were nervous of remains coming ashore on their bit of beach...

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Worked on F-104 radar at Tyndall AFD in the late 50's Best bird I ever worked on.Went to factory school in Burbank Was in the 4750 Test Sqdn .

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from my return in southeast asia,with the 67 fis,first in okinawa,then viet-nam,i was assigned to homestead ,fla f-104 sg,loved that bird,fast,easy to work on,the thud's were good ,also the f-4's(st.louis sluggers),were very fast ,and so was the f-5's,i think the f-104 was under rated for which it could do,was harldly,put to test,for it speed,that is one reason the t-birds did not fly them,they flew f-105's instead,f-104's had blc,over the flaps,and landing speeds were at or about 210 mph,because of wing span,the f-100,and the f-106,were very good at any attillude,then we get the f-11,and the f-16's the birds still fly,yes i was with the t-birds,c.c.#leader,csmsgt.usaf,retired,and proud

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I also flew the F-104 with the SC Air Guard. The Air Force decided in 1960 that the "4"(A model) no longer had a mission on active duty,so they assigned them to the ANG(SC,TN,AZ).Soon the USAF got in trouble in Europe and activated all three squadrens and sent us to Europe. When we returned in 1962,we assisted in intercepting and identifying high-altitude "UNKNOWNS" flying towards Cuba.Apparently,after all this; the USAF realized these birds did have a mission so they took them away from the ANG and assigned them to active duty.Surely this swift, high-flying , "pilot's aircraft" was the best of its era and it still holds a very special place in my heart.

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The Starfighter served for over 50 years, but TAC had SAC envy and wanted a fighter /bomber like the F105 with internal bomb bay and not a super interceptor. The USAF phased them out while other countrys were buying them and building them. A F-104 intercepted the Russian version of the SR71 and took the first pictures of this plane

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For Johnny Marshall - re- James Jabarra. I flew the 104 with Jabarra in Tao Yuan in 1958 or 59 a couple of times down the Taiwan Straits. Jabby was killed in a car wreck traveling from Westover to Homestead Florida his new assignment.

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I was a F104 crew chief at George in 64 the deployed to Viet Nam in 65 and for my money there is no greater fighter /interceptor. When we got to Viet Nam the F105s were getting beat up bad. It only took us a few weeks to clear the sky of migs, they wouldn't leave the ground as long as there were F104s in the AO. It was an easy aircraft to work on and judging by the OR rate very reliable. When the NVA decided they didn't want to play anymore we started to hang external ordinance; it was even used to conduct bombing missions. There will never be another fighter /interceptor to match the F104.

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The real proof is in how the pilots who flew it feel about it. I flew it in the early 1970s and have flown virtually all the "century series" as well as the next generations. Like virtually all the "Zipper" pilots I know -and I keep in touch with a lot of them -given a choice of one more flight in any of our former steeds it would be the '104 we would choose!
On test flights over Ramstein and Bitburg I used to love roaring past F4s at Mach 2 while they lumbered at 1.3 or so.

Of course I knew that this was only because my plane was clean while they wore all their weapons pylons -but it felt good to whip past and then disappear vertically out of sight!

It was fighter pilot heaven!

Jock Williams

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As an Exchange Officer with the RCAF at Cold Lake, Alberta, in 1961-1963, I had the distinct pleasure of flying the magnificent CF-104 with the greatest bunch of guys I've ever served with. That sweet little ship would accelerate from 400 knots to 500 knots indicated in level flight in 5 seconds (at 5,000'). Accelerations was so rapid I had to slow to 350K in order to get through all of the afterburner stages before it got to 400K. We had trouble getting the gear up by the max gear speed of 295K in the cold weather. We got chewed out by the WingCo for trying to outdo each other in Mach number with the first new bird we received: in the cold climate, we could get to Mach 2.22 before the Slow light came on. A good friend of mine, Joe Jordon, set the altitude record in the F-104 at Edwards AFB. He was permitted to exceed the Slow light (too high compressor intet temperature)since he had a zero-time compressor, and he exceeded 100,000 feet.

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What is the current status of Air Force Major James Jabara that flew F104'S out of TOYAN AFB IN FORMOSA IN THE LATE 1950'S ?

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I flew the 104A with the South Carolina Air National Gruard in the early '60s. Many of our pilots had flown fighters in WWII. The rest of us had flown F-86s and F-102s. We lost 6 104s and two pilots because of engine stalls caused by a faulty Bendix fuel control. One of the pilots we lost was our commander Brigadier General Barney McEntire who was then on a mission to attempt replacement of the Bendix control. In spite of this problem the pilots, without exception, considered the 104 the greatest airplane they had ever flown. Superb performance, responsive and straightforward, but demanded concentration. Thanks for this great piece re a great airplane.

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This fighter they should resume production of & use
FBW & the F22 supercruise engine & widen fueslage & wings.
Still a classic.
Still great Intercepter plane
Love to ride in the 2 place Trainer model.
Install newer engine, shed do close to Mach 3?
Beef up the airframe some.
F104 Starfighter 2.
Nice.
Great for Naval carrier use with beefed up landing gear alone.

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While there are only a few of these aircraft flying, such as the east coast based Starfighters, we have spent the last ten years getting an "A" model F-104 ready to scoot along the ground at supersonic speeds to try and bring the land speed record back to North America; she's called the North American Eagle. I invite you to check out our project - especially its unique history found in the classroom section of the site - by visitng www.landspeed.com. Our most recent press coverage was in the April 13th Sunday Times of London.

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The F-104 didn't have a long service life because, shortly after its introduction, the Pentagon decided to develop fighters with a much longer range and equipped with missiles instead of a gun. Still, the F-104 remained the fastest fighter in the world for several years.

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It seems that the F104 did not have a long US Service life because it was not a really good aircarft.... What was its actual flight perforance like compare to other comparable arecraft of its day such as MIG21 or a phantom. How would it hold up in combat.

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