Proclaimed as a “manned missile” at the time of its creation (long before such vehicles became, if not commonplace, at least not science fiction) Lockheed’s F-104 Starfighter would gain less desirable titles during its career, but the capabilities of the type, still impressive after almost sixty years, cannot be denied.
The road to the F-104 began with “Kelly” Johnson’s desire to reverse a trend towards ever larger, heavier fighters with a design that emphasized pure performance with as small an airframe as possible. Much of this effort was driven by the Korean experience, where the F-86 Sabre and MiG-15 were closely matched in performance; pilots wanted a “hot ship” that would clearly outperform enemy aircraft.
Lockheed made use of research showing that very thin unswept wings were actually less draggy than swept ones at the desired Mach-2 speeds; the company also had access to the data from the X-3 Stiletto program, which greatly influenced the eventual design of the F-104.
The two XF-104 prototypes were ready before the J79 engine, so both were powered by XJ65-W-6s, and did not have production model inlets with shock cones. Despite being under powered, the XF-104s were very definitely “hot” aircraft, and on one flight Mach 1.79 was achieved; this was during a dive from high altitude, with performance being lesser (although still supersonic) in level flight.
First flown in February 1956, the 15 YF-104As were much closer to production standard, with new intakes and stretched fuselage to allow fitting of the J79. Like the second XF-104, an M61 Vulcan rotary cannon was fitted internally, and a pair of AIM-9 Sidewinders could be carried on the wingtips.
Despite having introduced the USAF to Mach-2 fighters, the F-104As did not have long service lives. the small airframe did not have enough fuel for a reasonable radius of action, making the Starfighter really only useful as a point-defense interceptor. Even this role was hampered by the aircraft’s simple radar, restricting the type to daylight/fair weather operations.
F-104B
The first two-seat Starfighter variant had a standard length fuselage, with the second seat being accommodated by the removal of fuel cells. First flight of this model took place in February 1957.
F-104C
The F-104A’s drawbacks in the interceptor role led to the next model, the F-104C, to be recast as a fighter- bomber. A pair of underwing hardpoints were aded to carry drop tanks, 1,000lb bombs, or additional AIM-9s. The more powerful J79-GE-7 engine was also fitted.
The last and most powerful Starfighter, the F-104S originated from a mid-1960s Italian need to replace their remaining F-84Fs and F-86Ks. Working with the Italians, Lockheed devised the CL-901/F-104S, a J79-GE-19 powered Starfighter, with an R21 radar for compatibility with the AIM-7 Sparrow. The airframe was strengthened, and an additional pair of ventral fins were fitted, as were two more wing hardpoints.
One F-104G was converted in California with the S-model aerodynamic features, while another was rebuilt to full F-104S standard, these flying in December 1966. Production was subsequently undertaken by Aeritalia, with aircraft starting to come off the line in 1968.
A major role for the F-104 throughout its life was as a quick reaction interceptor, relying on the type’s blistering rate of climb. The arrival of the Tornado in AMI service led to the Starfighter being phased out of the strike role, with 102 Gruppo being the only unit to retain such a tasking into the late 1980s. As a fighter-bomber, the F-104S could be fitted with US-supplied tactical nuclear weapons, Mk.83 and Mk.84 iron bombs, 2.75″ FFARs in 19-shot pods, and BL755 cluster munitions.
F-104 Bibliography:
* Ricado Niccoli “Starfighters in the AMI” Air International December 1986 includes an F-104S cutaway
* Riccardo Niccoli “Last of the Starfighters” Combat Aircraft June 1999. Photo report on Italian F-104s.
Robert D. Archer Edwards Air Force Base: Open House at the USAF Flight Test Center 1957-1966 p.55: early F-104A in high visibility paint
Photo: F-104 Aviation Week April 23, 1956 front cover
Irving Stone “USAF Shows Unique Details of Lockheed Starfighter” Aviation Week April 3, 1956 p.34-37 7 photos
Photo: “F-104′s Supersonic Wedges” Aviation Week October 15, 1956 p.29
Photos: “Lockheed XF-104 Details” Aviation Week December 3, 1956 p.32-33
Photo: “F-104 Head On” Aviation Week December 31, 1956 p.69
“New F-104 Two-Seat Version” Aviation Week February 18, 1957 p.81 3 photos
Photo: “F-104 Inlet Uses Two Boundary Layer Bleeds” Aviation Week July 1, 1957 p.27
Photo: “Ventral Fin Stabilizes F-104A” Aviation Week August 12, 1957 p.71
F-104G scale 3-view with cross sections, cutaway diagram RAF Flying Review Vol XVI No.5
Photo: European-built F-104G OO-FSA (temporary civilian registration) for Germany. Air Pictorial December 1962 p.378
C.M. Plattner “Mission Variety Demonstrated by F-104G” Aviation Week & Space Technology p.72-73, 75+ includes several TF-104G photos
Photo: “Rocket Engine Placement Shown on NF-104A” Aviation Week & Space Technology August 5, 1963 p.116
Photo: “USAF/Lockheed NF-104A Astronaut Trainer” Aviation Week & Space Technology August 9, 1965 front cover
C.M. Plattner “Space Training Flights in NF-104A Near” Aviation Week & Space Technology August 9, 1965 p.80-85 4 photos
“Lockheed F-104C Starfighter Camouflaged” Aviation Week & Space Technology February 21, 1966 p.22 1 illustration
“Starfighter Speedster” Scale Modeler June 1981 p.56-59 Converting the Monogram 1/48 scale F-104 to the RB-104.
“Starfighters Fashion Show!” FlyPast No.78 / January 1988 Four color photos of F-104s in special paint schemes.
Photo: RoCAF F-104s of No.12 Squadron. World Air Power Journal Vol 33 / Summer 1998 p.149
Photo: F-104S ASA-M MM6930 in “Ducati” red scheme. Air Forces Monthly December 2004 p.23
Jean Paul Poisseroux “Build a Canadian Starfighter” FineScale Modeler December 2014 p.40-44 finishing the 1/32 Italeri F-104 as a Canadian CF-104
Jim Winchester American Military Aircraft: A History of Innovation p.239: color profile of camouflaged F-104C 57-0927 of the 479th TFW