Lockheed F-104 Starfighter
|Manufacturer:||Lockheed Aircraft Corp., Burbank, California, USA (designed by Lockheed "Skunk" Works)|
|Models:||model 083, 183, 283, 383, 483, 583, 683, 783|
|Designations:||F-104, CF-104 (RCAF)|
|First official flight:||XF-104 serial number 53-7786 on March 4, 1954|
|Factory production period:||1953 - 1966 Lockheed, 1960-1979 (Foreign built)|
|Primary service period:||1958 - 1969 Lockheed, 1959-2004 (Foreign service)|
|Last official USAF flight:||F-104C/D in July 1975 by the 198th TFS Puerto Rico ANG, Muniz ANGB San Juan|
|Last official military operational flight:||F-104S ASA-M last operational flight October 31, 2004|
|Last military flight:||F-104S ASA-M last military flight July 27, 2005 (311°Gruppo RSV in support of the Eurofighter tests)|
|1956||model 183-93-02||YF-104A||17||Total: 19|
|1957||model 283-93-03||F-104B||26||Total: 179|
|1961||model 583A-04-15||CF-104D||38||Total: 186|
|1962||model 583C/D/E/F/G/H/-10-20||TF-104G||220||Total: 399|
|1963||model 683||F-104N||3||Total: 6|
Grand Total: 789
|1961||Belgium: model 683 by SABCA||F-104G||188||Total: 188|
|1961||Canada: model CL-90 by Canadair||CF-104||200|
|1963||Canada: model 683 by Canadair||F-104G||140||Total: 340|
|1964||Italy: model 683 by FIAT||F-104G||164|
|1964||Italy: model 683 by FIAT||RF-104G||35|
|1968||Italy: model 783 by Aeritalia||F-104S||246||Total: 445|
|1962||Japan: model 683 by Mitsubishi||F-104J||207||Total: 207|
|1961||The Netherlands: model 683 by Fokker||F-104G||221|
|1963||The Netherlands: model 683 by Fokker||RF-104G||129||Total: 350|
|1960||Germany: model 683 by Messerschmitt||F-104G||260||Total: 260|
Grand Total: 1790
Overall Total: 2579
Prototype single seat interceptor fighter, produced 1954, Lockheed Burbank, California (LCC)
No arrestor hook, no stabilizing fin, nose wheel gear retracts rearwards, downward firing ejection seat
engine: Wright J65-B-3, no afterburner, later engine: Wright J65-W-7, 4750 kp / 45.4 kN / 10.200 lbs thrust with afterburner
|serial number: 53-7786, 53-7787||construction number: 083-1001, 1002||2||Total: 2|
Similar to XF-104, lengthened fuselage, engine upgrade. Later upgraded to F-104A standard, produced 1955-1956, Lockheed Burbank, California (LCC)
first flight: February 17, 1956 s/n: 55-2955, Mach 2.0 on February 28, 1956, first fighter flying at Mach 2.0 + in level flight
Engine: J79-GE-3A, 6710 kp / 65.8 kN / 14.800 lb thrust with afterburner, diffuser engine inlet cone, BLC (Boundary Layer Control)
later modified with stabilizing fin, downward firing ejection seat, no arrestor hook, nose wheel gear retracts forward.
A forward-retracting nosewheel replaced the rearward-retracting unit of the XF-104, in order to provide improved ejection seat clearance out of the bottom of the aircraft.
A narrow dorsal spine was added to the upper fuselage. Two additional fuel cells were installed in the fuselage.
The air intakes were modified in shape and were fitted with half-cone centre bodies which had been omitted from the two XF-104s.
The fixed-geometry central intake shock cone had an internal bleed slot which exhausted some intake air through the fuselage for afterburner cooling and helped to reduce the aircraft's base drag. An AN/ASG-14T-1 fire control system was fitted, plus AN/ARN-56 TACAN. There were provisions for four underwing and one under-fuselage stores pylon.
With an empty weight increased only slightly to 12,561 pounds, the YF-104A maximum takeoff weight (clean) rose from 15,700 pounds for the XF-104 to 18,881 pounds.
With provision for four underwing and one fuselage stores pylon, the maximum takeoff weight was 24,584 pounds
First time one aircraft (YF-104A) holds both the world altitude record of 27.813 m (91.246 feet) and the world speed record of 2.252 km/h (1.404 mph).
27.813 m (91.246 ft) world altitude record on May 7, 1958
Major Howard Johnson, 83rd FIS YF-104A 55-2969 at Edwards AFB
2.252 km/h (1.404 mph) world speed record on May 16, 1958
Capt Walter W. Irwin, 83rd FIS YF-104A 55-2969 at Edwards AFB
|serial number: 55-2955 - 55-2971||183-1001 - 1017||17||Total: 17|
Similar to YF-104A, engine upgrade, ventral fin, equipment upgrades, produced 1956-1958, Lockheed Burbank, Lockheed Burbank, California (LCC)
These ADC F-104A remained in service for several years.
From late 1967, 26 aircraft of the 319th FIS were retrofitted with the more
powerful J79-GE-19, rated at 17,900 lb.st. with afterburner, which was the
same type of engine fitted to the F-104S version developed for
In 1960, after the decision
to withdraw the Starfighter from ADC, twenty-four YF-104A and F-104A aircraft
(exact ratio uncertain) deemed surplus to USAF requirements were modified
as QF-104A radio-controlled target drones. They were painted pillar-box red
overall and were operated by the 3205th Drone Squadron at Eglin AFB in
The unsuitability of the F-104A
for air defense duties with the USAF led to the release of some F-104A for
export. The air forces of
|serial number: 56-730 - 56-882||183-1018 - 1170||153||Total: 153|
- 1954, reconnaissance version of F-104A, 18 cancelled (Model 383-93-04)
In 1956 the Air Force approved a November 1954 TAC proposal of a preliminary design for a reconnaissance version of the F-104.
The Air Force, however, cancelled all RF-104 work in January 1957, believing that forthcoming RF-101s (RF-101Cs in particular) would satisfy TAC requirements.
TF-104A - Trainer version of F-104A, cancelled in favor of F-104B
Developed from F-104A, 2-seater trainer, larger tail, produced 1956-1958, Lockheed Burbank, California (LCC)
The F-104B's first flight took place on 16 January 1957, less than a year after the two-seater's first mockup inspection.
It was an uneventful flight over California, from the Lockheed Palmdale plant to the nearby USAF Flight Test Center.
The first of an initial batch of six F-104Bs (serial number 56-3719) had been literally built by hand out of an F-104A airframe,
and the larger area vertical tail, the automatic pitch control system, and the fire control system of later F-104Bs were not installed.
The nose landing gear was relocated to the front of the wheel well and retracted aft instead of forward as on the A model.
It was unofficially designated YF-104B, although it was later brought up to production F-104B standards.
This airplane was later used to test Lockheed's downward-firing ejection seat that was initially fitted to the F-104A.
|serial number: 56-3719 - 56-3724||283-5000 - 5005|
|serial number: 57-1294 - 57-1313||283-5006 - 5025||26||Total: 26|
Follow-on version from F-104A, tactical strike version, engine upgrade, produced 1958-1959, Lockheed Burbank, California (LCC)
363 additional airframes cancelled
|serial number: 56-883 - 56-938||383-1171 - 1226|
|serial number: 57-910 - 57-930||383-1227 - 1247||77||Total: 77|
Developed from F-104C, 2-seater trainer, produced 1958-1959, Lockheed Burbank, California (LCC)
83 additional airframes cancelled
|serial number: 57-1314 - 57-1334||483-5026 - 5046||21||Total: 21|
Similar to F-104D, version for Japan, components built by Lockheed, assembled by Mitsubishi, produced 1962-1964, Lockheed Burbank, California (LCC)
|serial number: JASDF 16-5001 - 46-5020||583B-5401 - 5420||20||Total: 20|
Similar to F-104D, version for West Germany, produced 1959-1960, Lockheed Burbank, California (LCC)
It was a minimum-change version of the F-104D two-seat combat trainer.
It was powered by the G's J79-GE-11A turbojet, but lacked the all-weather NASARR fire-control system of the F-104G and was not combat-capable.
It did not have the G's strengthened airframe.
|serial number: 59-4994 - 59-5023||483-5047 - 5076||30||Total: 30|
|German Air Force codes: BB+360 - BB+389|
Similar to F-104D, RCAF designation, version for Canada, produced 1961, Lockheed Burbank, California (LCC)
Lockheed built 38 two-seat trainer versions of the F-104G Starfighter for the Royal Canadian Air Force.
These aircraft were similar to the TF-104Gs built by Lockheed for other NATO allies, but were powered by Canadian-built J79-OEL-7 engines.
They were given the Lockheed designation of Model 583-04-15, and were initially designated CF-113 in Canadian service.
However, this designation was later changed to CF-104D. No CF-104Ds were built in Canada.
The first CF-104D made its maiden flight on June 14, 1961. The last 16 aircraft on the order had slightly different equipment and were designated CF-104D Mk 2.
The CF-104Ds were initially given the serials 12631 through 12668, but effective June 2, 1970 they were reserialled as 104631 through 104668.
In 1971-1973, seven former Canadian Forces CF-104Ds were transferred to Denmark after having brought up to TF-104G standards.
In 1973, two other CF-104Ds were transferred to Norway.
Following their withdrawal from CAF service, six CF-104D were transferred to Turkey following an overhaul in Germany.
|serial number: RCAF 12631 - 12668||583A-5301 - 5338||38||Total: 38|
As F-104C, engine upgrade, various improvements, USAF serial number, all delivered to foreign users under MAP, produced 1960-1962, Lockheed Burbank, California (LCC)
|serial number: 61-2601 - 61-2623||683C-4001 - 4023||23|
|serial number: 62-12214 - 62-12231||683C-4067 - 4084||18|
|serial number: 63-13274 - Belgium, pattern aircraft, KH+101||683-9001, BAF first flight August 3, 1961, 30 flights total||1|
|serial number: No serial number assigned, static test airframe||683-2051, not delivered and used by Lockheed as fatigue failure test aircraft, it is NOT considered a production aircraft||-|
|serial number: MM6501 Italy - pattern airframe||683-6501 AMI first flight March 2, 1962 at Lockheed, Palmdale||1|
| Germany -
- 30 operated with US with serial number: 63-13230 - 63-13259
|683-2001 - 2050|
- 9 operated with US with serial number: 63-13260,
63-13262 - 63-13268, 67-14887
|683-2052 - 2097||96||Total: 139|
As F-104G, reconnaissance version, all delivered to foreign users under MAP, produced 1962 - 1963, Lockheed Burbank, California (LCC)
Lockheed built 40 RF-104G, intended to be unarmed recce-planes. Only 24 were delivered in the RF-104G modification.
Some of these, including the 16 Norwegian planes, were deivered in F-104G configuration, fully armed.
ROCAF received 8 RF-104G from this lot.
The Kongelige Norske Luftforsvaret (Royal Norwegian Air Force) was the very first Air Force which was equipped with MAP-supplied F-104G Starfighters. The KNL received sixteen Lockheed-built F-104Gs, plus three Canadair-built F-104Gs and two Lockheed-built TF-104Gs in 1963. The 16 Lockheed-built F-104Gs were MAP designated RF-104G, but all were equipped with the M61 Vulcan cannon and were fully F-104G configurated.They all served with No. 331 Skvadron at Bodo. Soon after delivery (often during their first overhaul) the typical RF-104G extension was replaced by F-104G standard panels.
|serial number: 61-2624 / 61-2633||683C-4024 to 4033|
|serial number: 62-12232 / 62-12261||mixed 683C-4034 to 4066||40||Total: 40|
As F-104G, 2-seater trainer. USAF serial number, all delivered to foreign users under MAP, produced 1962-1966, Lockheed Burbank, California (LCC)
|serial number: 61-3025 - 61-3030||583C-5501 - 5506|
|serial number: 61-3031 - 61-3084||mixed 583D-5701 to 5755|
|serial number: 62-12262 - 62-12279||583C-5507 - 5524|
|serial number: 63-8452 - 63-8469||mixed 583D-5756 to 5779|
|serial number: 63-12681 - 63-12684||583C-5525 - 5528|
|serial number: 63-12685 - 63-12696||mixed 583D-5767 to 5785 (12 for Italy)|
|serial number: 64-15104 - 64-15106||583D-5786 - 5788|
|serial number: 65-9415||583C-5529|
|serial number: 66-13622 - 66-13631||583F-5933 - 5942||126|
|N104L (civil reg.) to the Netherlands as D-5702||583D-5702||1|
|Belgium FC04 - FC12||583G-5101 - 5109||9|
|Italy MM54250 - MM54261||583H-5201 - 5212 - assembled by FIAT||12|
|Netherlands D-5801 - 5817||583E-5801 - 5817||17|
|Germany KF+201 - KF+232||583F-5901 / 5932||32|
|Germany (KF233 - KF243)||583F-5933 / 5942||10|
|Germany KE+201 - KE+223||583F-5943 - 5965 - assembled by Messerschmitt||23||Total: 220|
- proposed reconnaissance version for Luftwaffe, cancelled
As F-104G, version for Japan, produced 1961 Lockheed Burbank, California (LCC)
| serial number:
initially coded 16-8501/16-8503
|683B-3001 / 3003||3||Total: 3|
F-104H "Stripped Starfighter"
The F-104H was a projected simplified version of the F-104G with less sophisticated and less costly equipment.
It was designed for export to nations which wanted a Mach 2-capable fighter but which could not afford the full-blown all-weather F-104G version.
An optical gunsight was to be fitted in place of the NASARR of the F-104G.
A two-seat version was also proposed, which was to be designated TF-104H.
Very little interest was expressed by anyone for the F-104H, and neither version ever got past the initial design stage.
|NASA 811, 812, 813||683C-4045, 4053, 4058||3||Total: 3|
F-104 Starfighter with
Model CL-1200 Lancer - Proposed development of F-104G, cancelled
Grand Total: 789
License built version of the F-104G, produced Societe Anonyme Belge de Constructions Aeronautiques (SABCA), Gosselies, Belgium
| Germany KH+102
- 4 operated by USAF with serial numbers:
63-13275 - 63-13278
|mixed 9002 to 9189||87|
|Belgium FX1 - FX100||mixed 9016 to 9176||100|
|Belgium FX27, duplicated serial number due to loss||9082||1||Total: 188|
Foreign built - Canada:
License built version of the F-104A (mod G version) 56-0770, converted as prototype with RCAF s/n: 12700, later 104700
Reserialled as 104701 through 104900 effective June 2, 1970. Produced 1961-1963 Canadair Ltd., Cartierville, Montreal, Quebec, Canada
The Canadian-built Starfighter was initially designated CF-111 by the RCAF, but this was later changed to CF-104. They were designated CL-90 by the Canadair factory.
The CF-104 was basically similar to the F-104G, but was fitted with equipment specialized for RCAF requirements.
It differed from the F-104G in being optimized for the nuclear strike role rather than being a multi-mission aircraft.
The F-104G was fitted with NASARR F15A-41B equipment which was optimized for both air-to-air and air-to-ground modes,
but the CF-104 was fitted with R-24A NASARR equipment which was dedicated to the air-to-ground mode only.
The main undercarriage members were fitted with longer-stroke liquid springs and carried larger tires.
The CF-104 also differed from the F-104G in retaining the removable refueling probe that was fitted to the F-104Cs and F-104Ds of the USAF.
Another difference from the F-104G was the ability of the CF-104 to carry a ventral reconnaissance pod equipped with four Vinten cameras.
The 20-mm M61A1 cannon and its associated ammunition were initially omitted from the CF-104, and an additional fuel cell was fitted in their place.
In parallel with the production of the Starfighter by Canadair, Orenda Engines, Ltd. acquired a license to build the J-79 engine which was to power it.
The CF-104 was powered by a Canadian-built J79-OEL-7 rated at 10,000 lbs static thrust dry and 15,800 lbs static thrust with afterburning.
|serial number: RCAF 12701 / 12900||1001 / 1200||200|
License built version of the F-104G. All delivered to foreign users under MAP, production 1963-1964 Canadair Ltd., Cartierville, Montreal, Quebec, Canada
|serial number: 62-12302 / 62-12349||6001 / 6048|
|serial number: 62-12697 / 62-12734||6049 / 6086|
|serial number: 63-13638 / 63-13647||6087 / 6096|
|serial number: 64-17752 / 64-17795||6097 / 6140||140||Total: 340|
Foreign built - Italy:
License built version of the F-104G. Fiat Aircraft Group became Aeritalia in 1969, then Alenia Aeronautica in 1990, production by FIAT, Turin, Italy
|Italy: MM6502 to MM6660 with gaps||6502 to 6660||105|
|The Netherlands: D-6652 to D-6700 with gaps||6652 to 6700||25|
|Germany: KC+101 to KC+115 with gaps||6600 to 6620||15|
License built version of the RF-104G, production FIAT, Turin, Italy
|Italy: MM6631 to MM6660 with gaps||6631 to 6660||20||Germany: KC+116-KC+150||mixed 6621 to 6693||35|
More powerful version of the Starfighter with the new J79-GE-19 engine.
Fiat Aircraft Group became Aeritalia in 1969, then Alenia Aeronautica in 1990, production by FIAT, Turin, Italy
S for "Sparrow"
As F-104G, engine and armament upgrade, 2 Fiat F-104G converted as prototypes, first flown in 1966, production 1968-1979 by FIAT, Turin, Italy
In total 246 F-104S were built, including 40 aircraft for the Turkish Air Force, and one aircraft that crashed before delivery (MM6766 on October 1, 1971)
Of the 205 F-104S for the AMI, 143 aircraft were converted to F-104S ASA
Of these, 55 were modified to F-104S ASA-M
The F-104G bought by AMI were insufficient to meet NATO requirement of 18 fighters for each squadron and due to the many crashes the situation got worse year after year. Furthermore the CI (interceptor) version of the F-104G without a gun and with just 2 AIM-9B as armament was seen as insufficient to defend the nation. So the search for a new and more powerful fighter started in the mid '60s.
AMI evaluated the F-4C, the Mirage III, the F-5 and a promised more powerful version of the Starfighter with the new J79-GE-19 engine.
The Phantom was the best fighter but it was a two seater in a period when there was no Weapon System Officer in the whole Italian Air Force, it was also very expensive so Italy chose to stay with Lockheed who offered a lot of work to the Italian industry in developing the new variant.
The new and more powerful engine needed more air so the air intakes were redesigned in order to increase airflow were moved aft 23 mm and their diameter were slightly increased.. The interior of intakes was made of steel to resist higher temperature while flying up to Mach 2.2. The trapezoidal auxiliary intakes of the F-104G were replaced by two much bigger rectangular ones that opened outward, especially during take offs on hot summers. In that configuration the Starfighter looked just like a canard.
Other external modifications were made to the cutting edge of the ventral fin and two larger fins were also added to the side of the original one, two additional outboard pylons were also added to the wings.
The "new" F-104 was called S because it was designed to carry and fire the AIM-7E "Sparrow" BVR missiles.
Two main versions of the F-104S were finally made: the Interceptor variant (CI) and the Strike variant (CB).
The CF-104S/CI had a FIAR/NASARR F15G radar capable to guide the Sparrow missiles. The missile's guidance system was quite large and it was accommodated in the space used for the gun in the F-104G. So the CI was only armed with a maximum combination of 2 Sparrows and 4 Sidewinders. Theoretically it was a great improvement over the 2 Sidewinder of the G, but the need to carry auxiliary fuel (to the inboard pylons) tanks and the impossibility to use the ventral pylons (just as it was for Italian F-104G) limited the CI maximum armament to 2 Sidewinder to the tips and 2 Sparrows to the outboard pylons. During QRA duty F-104S/CI were usually lighter and standard configuration was just 1 Sidewinder and 1 Sparrow and tip tanks. F-104S/CI also had no central underbelly pylon.
The CI variant was used by:
ordered 40 F-104S/CB and that was the only export contract for the type since
the hoped for order from Taiwan never materialized.
In Italy F-104S/CB went just to 3 Squadrons:
102°Gruppo (from 1973) nuclear strike
155°Gruppo (from 1971) conventional strike
156°Gruppo (from 1970) anti shipping
Camouflage and marking of F-104S CI and CB were the same and remained the same as for the late F-104G. Total F-104S production was for 246 aircraft (including the 40 that went to Turkey).
Though it was possible to convert a CI into a CB and vice versa, it was rarely done since it was time consuming and expensive and could only be done by the producer (FIAT and later Aeritalia). During the '70s and '80s there was a shortage of F-104S CI and sometimes a few CB F-104 were loaned to a fighter Squadron by the Strike Squadron on the same air base in order to give fighter pilots enough hours of flight to remain combat ready.
During the crisis with Libya in the early '80s AMI found that there was no protection for the South West flank of Italy. Consequently, due to a shortage of fighters, a pooled fleet of F-104S/CI was sent to Trapani-Birgi in Sicily for QRA duty. Each fighter Squadron had to send 4-6 fighters for 3-4 weeks on a rotational basis. The detachment was called NODA and was intended just to fill the gap.
Later during 1984 some F-104S/CB became available since the 156°Gruppo converted to Tornados. So those airframes were sent to Trapani-Birgi were they re-formed as the 18°Gruppo CBO, the only fighter Squadron in the whole AMI that used F-104S/CB in the fighter role even though they were armed with just the gun and 2 AIM-9. By the way before going to 18°Gruppo those F-104S were converted into ASA. (written and copyright © by Pierpaolo Maglio)
|serial number: Italy: MM6701 - MM6850||783-1001 / 1150|
|serial number: Italy: MM6869 - MM6881||783-1169 / 1181|
|serial number: Italy: MM6886, MM6887||783-1186, 1187|
|serial number: Italy: MM6890||783-1190|
|serial number: Italy: MM6907 - MM6946||783-1207 / 1246||206|
|serial number: Turkey: 6851 / 6868||783-1151 / 1168|
|serial number: Turkey: 6882 / 6885||783-1182 / 1185|
|serial number: Turkey: 6888, 6889||783-1188, 1189|
|serial number: Turkey: 6891 / 6906||783-1191 / 1206||40||Total: 445|
Foreign built - Japan:
License built version of the F-104G, production 1962-1967, Mitsubishi Heavy Industries Ltd., Nagoya, Japan
|serial number: JASDF 26-8504 / 26-8507||683B-3004 / 3007|
|serial number: JASDF 36-8508 / 36-8563||683B-3008 / 3063|
|serial number: JASDF 46-8564 / 46-8658||683B-3064 / 3158|
|serial number: JASDF 56-8659 / 56-8680||683B-3159 / 3180|
|serial number: JASDF 76-8681 / 76-8710||683B-3181 / 3210||207||Total: 207|
- The Netherlands:
License built version of the F-104G, production by Fokker Aircraft Co., Amsterdam, The Netherlands
|The Netherlands - D-8013 to D-8343 with gaps||8013 to 8343||77|
KG+101 to KG+450 with gaps
- 12 operated in US with serial number: 63-13229, 63-13261, 63-13269 - 63-13273, 63-13690, 63-13691, 65-12746, 65-12749 - 64-12754, 67-14893
|8101 to 8350||154|
License built version of the RF-104G. Production by Fokker Aircraft Co., Amsterdam, The Netherlands
|The Netherlands: D-8101 to D-8119 with gaps||8101 to 8119||18|
Germany: KG+185 to KG+376 with gaps
- 4 operated in US with serial number:
67-14890 - 67-14892, 67-22517
|8085 to 8276||101||Total: 350|
Foreign built - West
License built version of the F-104G. Production by Messerschmitt-Bolkow GmbH, Augsburg, West Germany. Manufacturer became MBB in 1969.
KE+301 - KE+510
- 10 operated in US with serial number: 65-12745,
65-12747, 65-12748, 66-13524 - 66-13526,
67-14885, 67-14886, 67-14888, 67-14889
|7001 - 7210||210|
Messerschmitt-Bolkow-Blohm (MBB), Augsburg, West Germany
|Germany: 26+41 - 26+54||7301 - 7314|
|Germany: 26+55 - 26+90||7401 / 7436||50||Total: 260|
Grand Total: 1790
|NF-104A||3||F-104A (56-756, 56-760, 56-762), 1963-1971, auxiliary rocket engine fitted, used in astronaut training|
NF-104A aerospace trainer
|QF-104A||24||F-104A, 1960-1972, radio-controlled target drones|
|JQF-104A||3||QF-104A, temporary conversion for test duties|
|F-104S ASA||143||F-104S, 1985-1993, armament and avionics upgrades for Italy|
|F-104S ASA-M||55||F-104S ASA, 1995-2001, avionics upgrades for Italy|
|TF-104G-M||15||TF-104G, 1995-2001, avionics upgrades for Italy, first flight February 1997 of converted TF-104G into "M" version|
|UF-104J/JA||14||F-104J, 1987-1992, ex. JASDF radio-controlled target drones|
|C.8||18||F-104G, 1965-1972, designation for Spanish F-104's. Assigned serial number: C.8-1 / C.8-18|
|CE.8||3||TF-104G, 1965-1972, designation for Spanish TF-104's. Assigned serial number: CE.8-1 / CE.8-3|
|RF-104G (T)||8||RF-104G, recon. upgrade (LORAN) with longer nose for Taiwan|
Foreign Military / Civilian Service
- F-104 Starfighters served in military service with Belgium, Canada, Denmark, Greece, Italy, Japan, Jordan, The Netherlands, Norway, Pakistan, Spain, Taiwan, Turkey and Germany
- F-104RB "Red Baron", 1977, test pilot Darryl Greenamyer built
an F-104 from spare parts with the help of American Jet Industries Inc., California,
to set new speed records.
May have been built from static test airframe construction number: 683-2051
"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 gathered from various places, including a "borrowed" J79-17/1 turbojet from a McDonnell Douglas F-4 Phantom,
which developed over 2,000 pounds more thrust than the standard J79-19 engine.
Greenamyer attacked the record at Mud Lake, near Tonopah, 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 feet 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.
|Any contribution is highly welcome, please contact the webmaster|
|compiled by: Hubert Peitzmeier|
|update: @ July 3, 2014|