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*{{section link|Phonics|Sight words and sight vocabulary}} (original link, template)
{|{{Infobox aircraft begin
*'''{{section link|Phonics|Sight words and sight vocabulary}}''' (original link, template, bolded)
|name= F-104 Starfighter
*[[Phonics#Australia|Australia]] (single-word section link, piped)
|image= File:331st_Fighter-Interceptor_Squadron_F-104A_56-821_1964.jpg <!-- File:F-104 right side view.jpg -->
*[[Phonics#Australia|'''Australia''']] (single-word section link, piped and bolded)
|caption=Lockheed F-104A of USAF 331st FIS
*[[Phonics#Australia]] (single-word section link, unpiped)
|alt= F-104 in flight
*{{section link|Phonics|Australia}} (single-word section link, template)
}}{{Infobox aircraft type
*'''{{section link|Phonics|Australia}}''' (single-word section link, template, bolded)
|type= [[Interceptor aircraft]], [[fighter-bomber]]
|national origin= United States
|manufacturer= [[Lockheed Corporation|Lockheed]]
|first flight= 17 February 1956 (YF-104A)
|introduced= 20 February 1958
|retired= 31 October 2004 (Italy)
|status= Retired, except for private operators
|primary user= [[United States Air Force]] <!--Limit One (1) primary user. Top 4 users listed in 'primary user' and 'more users' fields. -->
|more users= [[German Air Force]] <br />[[Japan Air Self-Defense Force]] <br />[[Turkish Air Force]]<!-- "More users" field limited to THREE (3) total. Please do not edit-war to add you favorite air force to this list by deleting others. Also note that Canada's CF-104 and Italy's F-104S have their own articles listed below in Variants. Thanks. -->
|number built= 2,578
|unit cost= US$1.42 million (F-104G)<ref name="Knaack1978">Knaack 1978.</ref>
|developed from= [[Lockheed XF-104]]
|variants with their own articles= [[Lockheed NF-104A]] <br />[[Canadair CF-104]] <br />[[Aeritalia F-104S]]
|developed into= [[Lockheed CL-1200|Lockheed CL-1200/X-27]]<br/>[[Lockheed CL-288]]
}}
|}
The '''Lockheed F-104 Starfighter''' is a single-engine, [[Supersonic speed|supersonic]] [[interceptor aircraft]] which later became widely used as an attack aircraft. It was originally developed by [[Lockheed Corporation|Lockheed]] for the [[United States Air Force]] (USAF), but became widely used by US Allies around the world, and produced by several other NATO nations. One of the [[Century Series]] of fighter aircraft, it was operated by the air forces of more than a dozen nations from 1958 to 2004. Its design team was led by [[Kelly Johnson (engineer)|Kelly Johnson]], who led or contributed to the development of the [[P-38 Lightning]], [[Lockheed U-2|U-2]], [[SR-71 Blackbird]], and other Lockheed aircraft.<ref>{{cite web|url=http://www.wvi.com/~sr71webmaster/kelly1.htm|title=Clarence L. Kelly Johnson Biography|first=Leland R. Haynes, Webmaster, SR-71|last=Blackbirds|publisher=}}</ref>
The F-104 set numerous world records, including both airspeed and altitude records. Its success was marred by the [[Lockheed bribery scandals]], in which Lockheed had given bribes to a considerable number of political and military figures in various nations in order to influence their judgment and secure several purchase contracts; this caused considerable political controversy in Europe and Japan.
The poor safety record of the Starfighter also brought the aircraft into the public eye, especially in German Air Force service. Fighter ace [[Erich Hartmann]] was forced to retire from the Luftwaffe due to his outspoken opposition to selection of the F-104.
The ultimate production version of the fighter model was the [[Aeritalia F-104S|F-104S]], an all-weather interceptor designed by [[Aeritalia]] for the [[Italian Air Force]], and equipped with radar-guided [[AIM-7 Sparrow]] missiles. An advanced F-104 with a high-mounted wing, known as the [[Lockheed CL-1200 Lancer|CL-1200 Lancer]], was considered but did not proceed past the [[mock-up]] stage.
==Development==
===Background and early development===
{{main article|Lockheed XF-104}}
Clarence L. "Kelly" Johnson, the chief engineer at [[Skunk Works|Lockheed's Skunk Works]], visited 15 USAF bases in Korea in November 1951 and spoke with fighter pilots about what sort of aircraft they wanted.<ref name="Davies2014p7">Davies 2014, p. 7.</ref><ref name="Pace1992p10">Pace 1992, p. 10.</ref> At the time, the U.S. pilots were confronting the [[Mikoyan-Gurevich MiG-15|MiG-15]] with [[North American F-86 Sabre]]s, and many 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, especially high speed and altitude capabilities.<ref name="Bowman2000p26">Bowman 2000, p. 26.</ref><ref name="Upton2003p8">Upton 2003, p. 8.</ref> Armed with this information, Johnson immediately started the design of such an aircraft on his return to the United States. In March 1952, his team was assembled; they studied several aircraft designs, ranging from small designs at {{convert|8000|lb|kg|abbr=on}},<ref name="Upton2003p9">Upton 2003, p. 9.</ref> to fairly large ones at {{convert|50000|lb|kg|abbr=on}}.<ref name="Upton2003p10">Upton 2003, p. 10.</ref> 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 engine chosen was the new [[General Electric J79]] turbojet, an engine of dramatically improved performance in comparison with contemporary designs. The small L-246 design powered by a single J79 remained essentially identical to the Model 083 Starfighter as eventually delivered.<ref name="Pace1992p15">Pace 1992, p. 15.</ref>
Johnson presented the design to the Air Force on 5 November 1952, and they were interested enough to create a general operating requirement for a lightweight fighter to supplement and ultimately replace the yet-to-fly [[North American F-100]]. Three additional companies were named finalists for the requirement: [[Republic Aviation Company|Republic Aviation]] with the AP-55, an improved version of its prototype [[Republic XF-91 Thunderceptor|XF-91 Thunderceptor]]; [[North American Aviation]] with the NA-212, which eventually evolved into the [[North American F-107|F-107]]; and [[Northrop Corporation]] with the [[Northrop N-102 Fang|N-102 Fang]], another J79-powered design. Although all three finalists' proposals were strong, Lockheed had what proved to be an insurmountable head start, and was granted a development contract in March 1953 for two [[prototype]]s; these were given the designation "[[Lockheed XF-104|XF-104]]".<ref name="Bowman2000p32">Bowman 2000, p. 32.</ref><ref name="Pace1992p15"/>
[[File:Lockheed XF-104 (modified).jpg|thumb|left|alt=XF-104 number one|The first XF-104 (s/n 53-7786) prototype of the F-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. Meanwhile, the J79 engine was not ready; both prototypes were instead designed to use the [[Wright J65]] engine, a licensed-built version of the [[Armstrong Siddeley Sapphire]]. The first prototype was completed by early 1954 and [[Maiden flight|first flew]] on 5 March at [[Edwards AFB]].<ref name="Pace1992p7">Pace 1992, p. 7.</ref> The total time from contract to first flight was less than a year.<ref>{{cite web|url=http://www.warbirdsnews.com/warbirds-news/fun-facts/happy-birthday-lockheed-f-104-starfighter.html|title=Sixty years of the Lockheed F-104 Starfighter|publisher=}}</ref>
When the USAF revealed the existence of the XF-104, they only gave a vague description of it, similar to the secret [[F-117A Nighthawk]] in the 1980s. No photos of the airplane were released to the public until 1956, even though the XF-104 first flew in 1954. At the April 1956 public unveiling of the YF-104A, the engine inlets were obscured with metal covers and visible weapons, including the M61 Vulcan cannon, were also hidden.<ref name="Upton2003p20">Upton 2003, p. 20.</ref> Despite the secrecy, a drawing of the F-104 appeared in the August 1954 edition of ''[[Popular Mechanics]]'' that was very close to the actual design.<ref>[https://books.google.com/books?id=AeADAAAAMBAJ&pg=PA104&dq=1954+Popular+Mechanics+January&hl=en&sa=X&ei=CFMiT_23OIGvgwf68vjqCA&ved=0CEQQ6AEwBQ#v=onepage&q&f=true "Air Force Puts Supersonic XF-104 Through Its Paces."] ''Popular Mechanics'', August 1954, p. 104.</ref>
The prototype made a planned hop into the air during taxi trials on 28 February 1954 and flew about {{convert|5|ft|spell=in}} off the ground for a short distance, but that was not counted as a first flight.<ref name="Pace1992p15-16">Pace 1992, p. 15-16.</ref> On the first official flight on 5 March 1954, it experienced landing gear retraction problems.<ref name="Pace1992p7"/> The second prototype was destroyed a few weeks later during gun-firing trials, but in November 1955 the XF-104 was accepted by the USAF.
===Further development===
Based on the XF-104 testing and evaluations, the next variant, the YF-104A, was lengthened and fitted with a General Electric J79 engine, modified landing gear and modified air intakes.<ref name="Cacutt1988p159">Cacutt 1988, p. 159.</ref> The YF-104A and subsequent models were five feet six inches longer than the XF-104 to accommodate the larger GE J79 engine. The YF-104 initially flew with the GE XJ79-GE-3 turbojet with 9,300 pounds of dry thrust (14,800 with afterburner), which was later replaced by the J79-GE-3A with an improved afterburner.<ref name="Upton2003p38">Upton 2003, p. 38.</ref>
The first YF-104A flew on 17 February 1956 and, with the other 16 trials aircraft, were soon carrying out aircraft and equipment evaluation and testing. Lockheed made several improvements to the aircraft throughout the YF-10A testing period, including strengthening the airframe, adding a ventral fin to improve directional stability at supersonic speed, and installing a [[boundary layer control|boundary layer control system]] (BLCS) to reduce landing speed.<ref name="Upton2003p38"/>
Problems were encountered with the J79 afterburner; further delays were caused by the need to add [[AIM-9 Sidewinder]] air-to-air missiles. Nonetheless, on 28 January 1958 the first production F-104A to enter service was delivered to the [[83d Fighter Weapons Squadron|83rd Fighter Intercepter Wing]].<ref>"United States Army and Air Force Fighter 1916–1961" produced by D.A. Russell, Harleyford Publications Limited, Letchworth 1961, Library of Congress Card No.61-16739(United States) page 132</ref>
A total of 2,578 F-104s were produced by Lockheed and under license by various foreign manufacturers.<ref name="Matricardi2006p129">Matricardi 2006, p. 129.</ref>
==Design==
===Airframe===
The Starfighter's airframe was all-metal, primarily [[duralumin]] with some stainless steel and titanium. The fuselage was approximately two and a half times longer than the airplane's wingspan. The wings themselves were centered on the horizontal reference plane, and were located substantially farther back on the fuselage than most contemporary designs. The aft fuselage was somewhat elevated from the horizontal reference plane, and the nose was "drooped"; this caused the aircraft to assume a slight "nose-up" attitude, which allowed the plane to fly at the minimum-drag angle of attack. As a result, the [[pitot tube]], air inlet scoops, and engine thrust line were all canted slightly with respect to the longitudinal centerline of the fuselage.<ref name="Upton2003p21">Upton 2003, p. 21.</ref><ref name="Dobrzyński2015p107">Dobrzyński 2015, p. 107.</ref>
The F-104 featured a radical wing design. Most jet fighters of the period used a [[swept-wing]] or [[delta-wing]], which provided a reasonable balance between aerodynamic performance, lift, and internal space for fuel and equipment. The Lockheed tests, however, determined that the most efficient shape for high-speed [[supersonic]] flight was a very small, straight, mid-mounted, [[trapezoidal wing]]. Much of the data on the wing shape was derived from testing done with the experimental unmanned [[Lockheed X-7]], which used a similar-shaped wing.<ref name="Upton2003p21-22">Upton 2003, p. 21-22.</ref> The wing's leading edge of the wing was swept back at 26 degrees, with the trailing edge swept forward by a slightly smaller amount.<ref name="Dobrzyński2015p107"/>
[[File:Lockheed F-104A-15-LO 060928-F-1234S-008.jpg|thumb|left|alt=Two Starfighters flying in formation|Lockheed F-104A]]
The new wing design was extremely thin, with a thickness-to-[[chord (aircraft)|chord]] ratio of only 3.36% and an [[aspect ratio (wing)|aspect ratio]] of 2.45.<ref name="Pace1992p13">Pace 1992, p. 13.</ref> The wing's leading edges were so thin ({{convert|.016|in|mm|abbr=on|disp=comma}})<ref name="Pace1992p13"/> that they presented a cut hazard to ground crews: protective guards had to be installed on the wing-tips during ground operations maintenance.<ref name="pacificaviationmuseum">{{cite web|url=http://www.pacificaviationmuseum.org/pearl-harbor-blog/lockheed-f-104-starfighter/|title=Lockheed F-104 Starfighter: The Zipper.}}</ref> The thinness of the wings required fuel tanks and [[landing gear]] to be placed in the fuselage, and the [[hydraulic cylinder]]s driving the ailerons were limited to {{convert|1|in|mm|adj=on}} thickness in order to fit.<ref name="Davies2014p8">Davies 2014, p. 8.</ref>
The small, highly loaded wing resulted in an unacceptably high landing speed, even after adding both leading- and trailing-edge [[flap (aircraft)|flaps]]. As a result, the aircraft designers developed a boundary layer control system, or BLCS, of high-pressure [[bleed air]], which was [[blown flap|blown]] over the trailing-edge flaps to lower landing speeds by more than {{convert|30|kn}} and help make landing the airplane safer.<ref name="Davies2014p11">Davies 2014, p. 11.</ref><ref name="Upton2003p22">Upton 2003, p. 22.</ref> The system proved to be a maintenance problem in service, however, and landing without the BLCS engaged could be a harrowing experience.<ref name="Bowman2000p28">Bowman 2000, p. 28.</ref>
The [[stabilator]] (fully moving horizontal stabilizer) was mounted high atop the fin to reduce [[inertia coupling]]. Because the vertical fin was only slightly shorter than the length of each wing and nearly as aerodynamically effective, it could act as a wing-on-[[rudder]] application, rolling the aircraft in the opposite direction of rudder input. To offset this effect, the wings were canted downward at a 10° [[Dihedral (aircraft)#Anhedral|negative-dihedral]] (anhedral) angle.<ref name="Bowman2000p28"/> This downward canting also had the effect of improving roll control during high-g maneuvers during air-to-air combat.<ref name="Pace1992p13"/>
The fuselage had a high [[fineness ratio]], i.e. slender, tapered towards the sharp nose, and a small frontal area. The tightly packed fuselage contained the radar, cockpit, cannon, fuel, landing gear, and engine. The fuselage and wing combination provided low drag except at high [[angle of attack]] (alpha), at which point [[induced drag]] became very high. The F-104 had good acceleration, rate of climb, and potential top speed, but its sustained turn performance was poor. A "clean" (no external weapons or fuel tanks) F-104 could sustain a 7-[[g-force|g]] turn below 5,000 feet with full afterburner, but given the aircraft's prodigious fuel consumption at that altitude and relatively small fuel capacity, such a maneuver would dramatically reduce its time on station.<ref name="Bashow1986p24">Bashow 1986, p. 24.</ref>
===Engine===
{{main|General Electric J79}}
[[File:F104Engine.JPG|thumb|alt=GE J79 engine interior view|Detail of F-104G's J79 turbojet exhaust (the red coloring has been added by the museum)]]
The F-104 was designed to use the General Electric J79 turbojet engine,<ref name="Complete Encyclopedia">{{cite book|author=<!--compilation of material with no listed author(s)-->|editor-last=Donald |editor-first=David |title=The Complete Encyclopedia of World Aircraft |___location=New York |publisher=Barnes & Noble Books |year=1997 |ISBN=0-7607-0592-5}}</ref> fed by side-mounted intakes with fixed [[inlet cones]] optimized for performance at [[Mach (speed)|Mach]] 1.7 (increased to Mach 2 for later F-104s equipped with more powerful J79-GE-19 engines).<ref name="Davies2014p10">Davies 2014, p. 10.</ref> Unlike some supersonic aircraft, the F-104 did not have variable-geometry inlets. Its thrust-to-drag ratio was excellent, allowing a maximum speed well in excess of Mach 2. Available thrust was actually limited by the geometry of the inlet scoop and duct; the aircraft was capable even higher Mach numbers except for the aerodynamic heating limitations of the aluminum structure.<ref name="Upton2003p24">Upton 2003, p. 24.</ref>
The engine consisted of a 17-stage compressor, accessory drive section, annular combustion chamber, three-stage turbine, and afterburner. The most powerful version of the J79, the J79-GE-19, was rated at {{convert|52.8|kN|abbr=on}} dry thrust and {{convert|79.6|kN|abbr=on}} with afterburner. Bleed air from the compressor's 17th stage was used for the BLCS, fuel transfer, air conditioning, cabin pressurization, hot air jet rain removal, canopy and windshield defogging and defrosting, and pressure for the pilot's [[pressure suit|anti-G]] suit and gun gas purging. The accessory drive ran two hydraulic pumps, two variable-frequency generators, the tachometer generator, and pumps for engine fuel and oil.<ref name="Dobrzyński2015p108,112,114">Dobrzyński 2015, p. 108, 112, 114.</ref>
===Armament===
The basic armament of the F-104 was the {{convert|20|mm|abbr=on}} [[M61 Vulcan]] autocannon. As the first aircraft to carry the weapon, testing of the Starfighter revealed issues with the initial version of the M61: the [[Gatling gun|Gatling]]-mechanism cannon suffered problems with its [[linked ammunition]], being prone to misfeed and presenting a foreign object damage (FOD) hazard with discarded links. A linkless ammunition feed system was developed for the upgraded M61A1 installed in the F-104C; the M61A1 has subsequently been used by a wide variety of American combat aircraft.<ref name ="f_106_delta_dart_m61">{{cite web|url=https://www.f-106deltadart.com/weapons_20mm_cannon.htm|title=M61A1 GAU 4 20-MM Vulcan Cannon|accessdate=12 July 2017}}</ref>
[[File:F-104 Waffenschacht.jpg|thumb|alt=F-104G with open weapons bay showing M61 cannon|M61 cannon installation of a [[German Navy]] F-104G|left]]
The cannon, mounted in the lower part of the port fuselage, was fed by a 725-round drum behind the pilot's seat. With its firing rate of 6,000 rounds per minute, the cannon would empty the drum after just over 7 seconds of continuous fire.<ref name="militaryfactory">{{cite web|url=http://www.militaryfactory.com/aircraft/detail.asp?aircraft_id=113|title=Lockheed F-104 Starfighter Single-Seat High-Speed Fighter / Interceptor Aircraft|accessdate=13 July 2017|date=18 June 2017}}</ref> The cannon was omitted in all the two-seat models and some single-seat versions, including reconnaissance aircraft and the early Italian F-104S, with the gun bay and ammunition tank typically replaced by additional fuel tanks.<ref name="weaponsandwarfare">{{cite web|url=https://weaponsandwarfare.com/2015/08/02/f-104-starfighter/|title=F-104 Starfighter|date=2 August 2015|accessdate=13 July 2017}}</ref> The gun's ___location was advantageous as gun-flash was not in the pilot's line of sight, therefore not robbing him of night-adjusted vision.
Two AIM-9 Sidewinder air-to-air missiles could be carried on the wingtip stations, which could also be used for fuel tanks. The 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]].<ref name="militaryfactory"/> A "catamaran" launcher for two additional Sidewinders could be fitted under the forward fuselage, although the installation had minimal ground clearance and rendered 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 and an additional pylon under each wing, for a total of nine.<ref name="the_aviationist">{{cite web|url=https://theaviationist.com/2009/04/21/f-104-versions-explained/|title=Italian F-104 versions explained|date=21 April 2009|accessdate=13 July 2017}}</ref>
Early Starfighters were also capable of carrying and launching a single [[MB-1]] (AIR-2A Genie) rocket-powered nuclear missile using an extending trapeze launcher. This configuration was tested on a single aircraft but was not adopted for service use; however, NASA later used it for launching test rockets.<ref name="Davies2014p15">Davies 2014, p. 15.</ref>
===Avionics===
The initial USAF Starfighters had a basic RCA AN/ASG-14T1 ranging radar, [[tactical air navigation system]] (TACAN), and an AN/ARC-34 UHF radio. The AN/ASG-14 fire control system used a {{convert|24|in|adj=on}} pencil-beam radar antenna with two independent sights, one optical one infrared. Early versions of the radar had a range of approximately {{convert|20|mi}} in search mode, with later models reaching up to {{convert|40|mi}}; the scan pattern was spiral, covering a 90-degree cone. Search mode was usable only above {{convert|3000|ft}} due to ground return effects below that altitude. Track mode was usable within {{convert|10|mi}} of the target, which narrowed the scan to 20 degrees and initiated a strobe sweep between {{convert|300|and|3000|yd}} in auto-acquisition mode. The radar also had a third, receive-only mode useful for locking onto source of interference from [[electronic countermeasures]] (ECM).<ref name="Davies2014p13">Davies 2014, p. 13.</ref>
In the late 1960s, Lockheed developed a more advanced version of the Starfighter, the F-104S, for use by the Italian Air Force. Similar to the F-104G, Lockheed produced two main variants of the F-104S, a, all-weather interceptor (CI) and a strike aircraft (CB). The CI variant received a FIAR/NASARR F15G radar with AIM-7 Sparrow guidance capability; however, the new missile-guidance [[avionics]] came at the expense of the M61A1 Vulcan cannon, which was removed to make room. The CB variant was equipped with a FIAR/NASARR R21G-H radar and a radar altimeter for low-level strike missions, retaining the cannon as its only air-to-air weapon.<ref name="Dobrzyński2015p51">Dobrzyński 2015, p. 51.</ref>
As part of the ''Aggiornamento Sistema d'Arma'' (ASA), or "Weapons System Upgrade" in the mid-1980s, both variants were given an ALQ-70/72 ECM and a FIAR/NASARR R-21G/M1 radar with [[frequency hopping]] and [[look-down/shoot-down]] capability. The new radar and guidance systems enabled the aircraft to carry both the new AIM-9L Sidewinder infrared-guided missile (replacing the older AIM-9B) as well as the AIM-7 Sparrow and the [[Selenia Aspide]] radar-guided missiles.<ref name="Dobrzyński2015p52">Dobrzyński 2015, p. 52.</ref>
===Ejection seat===
[[File:Martin-Baker Mk.7 Ejection seat - F-104 photo 2.jpg|thumb|upright=0.6|alt=Ejection seat removed from a F-104G|A Martin-Baker Mk.7 Ejection seat from an F-104G]]
Early Starfighters used a downward-firing [[ejection seat]] (the [[Stanley Aviation|Stanley]] C-1), out of concern over the ability of an upward-firing seat to clear the "T-tail" [[empennage]]. This presented obvious problems in low-altitude escapes, and 21 USAF pilots, including test pilot Capt. [[Iven Carl Kincheloe Jr.]], failed to escape from their stricken aircraft in low-level emergencies because of it. The downward-firing seat was replaced by the Lockheed C-2 upward-firing seat, which was capable of clearing the tail, but still had a minimum speed limitation of {{convert|90|kn|mph km/h|abbr=on|0}}.<ref name="Upton2003p35">Upton 2003, p. 35.</ref> Many export Starfighters were later retrofitted with [[Martin-Baker Mk.7]] "zero-zero" (zero altitude and zero airspeed) ejection seats.<ref>[http://www.ejectionsite.com/frame_sg.htm "Ejection seats of the F-104."] ''ejectionsite.com.'' Retrieved: 6 February 2008</ref>
===Production assembly===
The Starfighter was designed for production rates of up to 20 airplanes per day from a single assembly line. The entire aircraft was designed for modular assembly and disassembly: the two principal fuselage sections were split along the vertical centerline and completely assembled in two separate halves; all equipment, including wiring and plumbing, were installed inside the two halves before being joined together. The wings were then attached with only ten bolts plus a fairing.<ref name="Upton2003p16-19">Upton 2003, p. 16-19.</ref>
==Operational history==
===U.S. Air Force===
[[File:Lockheed F-104A of the 83rd Fighter Interceptor Squadron at Taoyuan Air Base, Taiwan, on Sept. 15, 1958, during the Quemoy Crisis - Operation Jonah Able.jpg|thumb|alt=Two F-104 Starfighters on a runway|[[83d Fighter Weapons Squadron|83d FIS]] F-104As at Taoyuan Air Base, Taiwan, during the 1958 [[Second Taiwan Strait Crisis|Quemoy Crisis]]]]
Although the F-104 was designed as an air-superiority fighter, the United States Air Force's immediate need was for a supersonic interceptor. In the late 1950s, the United States government believed it was significantly behind the [[USSR]] in terms of [[bomber gap|the size of its jet-powered bomber fleet]]. In response, the USAF had ordered two interceptors from Convair, the F-102 Delta Dagger and the [[F-106 Delta Dart]], but both aircraft were experiencing long development delays. The Starfighter's spectacular speed and rate of climb performance intrigued the Air Force, who pressed the F-104A into service as an interim interceptor with the [[Air Defense Command]] (ADC), even though its range and armament were not well-suited for the role. On 26 February 1958, the first unit to become operational with the F-104A was the 83rd Fighter Interceptor Squadron at [[Hamilton AFB]], California.<ref name="Davies2014p15"/>
The newly operational aircraft experienced problems with both the J79 engine and M61 cannon, and after just three months of service, the unit was grounded after a series of engine-related accidents. The aircraft were then fitted with the J79-GE-3B engine and another three ADC units equipped with the F-104A. During this time, the Air Force's interest in the Starfighter was waning due to a shift in strategy toward fighters with longer range and heavier ordnance loads.<ref name="Davies2014p19">Davies 2014, p. 19.</ref> As a result, the USAF reduced their orders from 722 to 155,<ref name="Käsmann1994p84">Käsmann 1994, p. 84.</ref> and after only one year of service these aircraft were handed over to ADC-gained units of the [[Air National Guard]].<ref>Bowman 2000, p. 39.</ref>
====Taiwan Strait Crisis of 1958====
{{main|Second Taiwan Strait Crisis}}
[[File:Dafb-c-124-f-104-1958.jpg|thumb|left|alt=refer to caption|A F-104A being loaded onto a C-124 at Hamilton AFB for transport to Formosa, 1958]]In August 1958, only a few months after establishing operational readiness with the F-104, the 83rd FIS was assigned to a peacekeeping mission in Taiwan after the [[People's Republic of China]] began an intense artillery campaign against the [[Nationalist Chinese]] on the disputed islands of [[Quemoy]] and [[Matsu Islands|Matsu]]. Tensions between the two forces were already high; artillery duels were ongoing since the [[First Taiwan Strait Crisis|first crisis in 1954]], and the [[PLAAF]] had recently relocated 200 MiG-15s and [[MiG-17]]s to airfields on the mainland opposite Taiwan. The Starfighters' presence, according to Col. Howard "Scrappy" Johnson, was so the PLAAF would "track them on their radar screens...and sit back and scratch their head in awe."<ref name="Davies2014p22">Davies 2014, p. 22.</ref>
On 10 September, the first F-104s arrived in Formosa, delivered disassembled by [[C-124 Globemaster II]] transport aircraft. This was the first time that air transport was used to move fighter aircraft long distances. Within 30 hours of arriving, 1Lt Crosley J. Fitton had the first of the 83rd's airplanes in the air, and by 19 September the entire unit was ready for day or night alert status. The F-104 flew a number of supersonic runs between Taiwan and mainland China at speeds up to Mach 2 as an air-superiority demonstration, and though there were no direct enemy engagements prior to withdrawal after the 6 October ceasefire, the Starfighter provided a significant deterrent effect. USAF Gen Laurence Cuter, commander-in-chief of the Pacific Air Forces, reported that the F-104A had "made a tremendous impression on both sides of the Taiwan Strait".<ref name="Davies2014p22-25">Davies 2014, p. 22-25.</ref>
====Berlin Crisis of 1961====
{{main|Berlin Crisis of 1961}}
During the Berlin Crisis of 1961, President [[John F. Kennedy]] ordered 148,000 [[United States National Guard]] and reserve personnel to active duty on 30 August 1961, in response to Soviet moves to cut off Allied access to Berlin. 21,067 individuals were from the [[United States Air National Guard|Air National Guard (ANG)]], forming 18 fighter squadrons, four reconnaissance squadrons, six transport squadrons, and a tactical control group. On 1 November 1961, the USAF mobilized three more ANG fighter interceptor squadrons. In late October and early November, eight of the tactical fighter units flew to Europe with their 216 aircraft in "Operation Stair Step". Because of their short range, 60 F-104As were airlifted to Europe in late November, among them the [[151st Air Refueling Squadron|151st FIS]] and [[157th Fighter Squadron|157th FIS]]. As with the Taiwan crisis three years earlier, the Starfighter did not directly engage any enemy fighters, but its presence provided a powerful air-superiority deterrent; it demonstrated very quick reaction times and exemplary acceleration during practice intercepts, and proved superior to all other available fighters in the theater. The crisis ended in the summer of 1962 and the ANG personnel returned to the United States, but the F-104's solid performance helped convince the ADC to recall some F-104s back into active USAF service the following year.<ref>[http://www.ang.af.mil/history/heritage.asp "ANG Heritage: Missions, Wars and Operations."] ''ang.af.mil.'' Retrieved: 8 August 2010.</ref><ref name="Davies2014p29">Davies 2014, p. 29.</ref>
The subsequent F-104C entered service with USAF [[Tactical Air Command]] (TAC) as a multi-role fighter and fighter-bomber. The 479th Tactical Fighter Wing at [[George AFB]], California, was the first unit to equip with the type in September 1958. Although not an optimum platform for the theater, the F-104 did see limited service in the [[Vietnam War]]. In 1967, these TAC aircraft were transferred to the [[Air National Guard]].
====Vietnam War====
[[File:F-104Cs 475TFS DaNang 1965.jpg|thumb|left|alt=Squadron of F-104 aircraft lined up on apron|[[479th Tactical Fighter Wing|479th TFW]] F-104Cs at Da Nang, 196]]
Starfighter squadrons made two deployments to Vietnam. Commencing with [[Operation Rolling Thunder]], the Starfighter was used both in the air-superiority role and in the air-support mission. On 19 April 1965 the [[476th Tactical Fighter Squadron]] (TFS) of the [[479th Tactical Fighter Wing]] (TFW) arrived at [[Da Nang AB]] to help protect the [[F-105 Thunderchief]]s against MiG-17s and especially [[MiG-21]]s that were beginning to be flown by the Vietnamese Peoples' Air Force (VPAF). The F-104 was also deployed extensively as a [[barrier combat air patrol]] (BARCAP) protector for the [[EC-121]]D Warning Star [[airborne early warning]] aircraft patrolling off the North Vietnamese coast.<ref name="Davies2014p41">Davies 2014, p. 41.</ref> Although it saw little aerial combat and scored no air-to-air kills, F-104s were successful in deterring MiG interceptors.<ref name="Thompson2004p155">Thompson 2004, p. 155.</ref> The North Vietnamese were well aware of the F-104's performance, and the 479th TFW's pilots felt that the MiGs deliberately avoided engaging them. Twenty-five MiG kills were scored by fighters controlled by EC-121 ''Big Eye'' missions, and their Starfighter escorts played a vital role in ensuring their safety.<ref name="Davies2014p43">Davies 2014, p. 43.</ref>
During the first F-104 deployment from April to December 1965, Starfighters flew a total of 2,937 combat sorties. These sorties resulted in the loss of five aircraft, one from the 476th TFS deployed from April to July 1965,<ref name="Hobson2001p256">Hobson 2001, p. 256.</ref> and four from the [[436th Tactical Fighter Squadron]] deployed from July to October 1965.<ref name="Hobson2001p255">Hobson 2001, p. 255.</ref><ref name="Thompson2004p157">Thompson 2004, p. 157.</ref> Two Starfighters were shot down by ground fire, one was shot down by a [[Shenyang J-6]] when [[Philip E. Smith|Capt. Philip E. Smith strayed into Chinese airspace]], and two were lost to a mid-air collision while searching for Smith's missing jet.<ref>Smith and Herz p. 29-35, 67, 68</ref><ref>Windle and Bowman p. 38, 39</ref><ref name="Hobson2001p32">Hobson 2001, p. 32.</ref> No losses were reported from the [[435th Tactical Fighter Squadron]]'s first deployment from October to December 1965.<ref name="Hobson2001p255"/>
Starfighters returned to Vietnam when the 435th Tactical Fighter Squadron re-deployed from June 1966 until August 1967.<ref name="Hobson2001p255"/> During this time F-104s flew a further 2,269 combat sorties, for a total of 5,206.<ref name="Hobson2001p100"/> F-104s operating in Vietnam were upgraded in service with AN/APR-25/26 radar warning receiver equipment,<ref>{{cite web|url=http://www.i-f-s.nl/udorn-ecm/|title=Udorn – ECM|website=International F-104 Society|accessdate=19 August 2017}}</ref> with one example on display in the [[Air Zoo]] in [[Kalamazoo, Michigan]].<ref>{{cite web|url=http://www.nationalmuseum.af.mil/Portals/7/documents/other/aircraft_on_loan_by_location.pdf|title=Aircraft on Loan (by Location)|website=National Museum of the United States Air Force|accessdate=19 August 2017}}</ref> During the second deployment, an additional nine aircraft were lost for a total of 14 F-104s lost to all causes in Vietnam. In July 1967, the Starfighter units transitioned to the [[McDonnell Douglas F-4 Phantom II]].<ref name="Hobson2001p255/><ref name="Hobson2001p269">Hobson 2001, p. 269.</ref>
{{-}}
{|class="wikitable"
|+ USAF F-104 Starfighters losses during the Vietnam War 1965–1967
! Date !! Model !! Unit !! Pilot !! Cause of loss/remarks
|-
| width="85px" |29 Jun 1965
|F-104C
| style="white-space: nowrap;" | [[476th TFS]]
| width="150px" |Capt. R. Cole
|Shot down by enemy ground fire while providing [[close air support]] (CAS).<ref name="Hobson2001p24">Hobson 2001, p. 24.</ref>
|-
|22 Jul 1965
|F-104C
| style="white-space: nowrap;" | [[436th TFS]]
|Capt. Roy J. Blakeley
|Downed by ground fire while on a CAS mission.<ref name="Hobson2001p25">Hobson 2001, p. 25.</ref>
|-
|20 Sep 1965
|F-104C
| style="white-space: nowrap;" | [[436th TFS]]
|Capt. Phillip E. Smith
|Downed by [[Shenyang J-6|PLAN Shenyang J-6]] (Chinese-built [[MiG 19]]) cannon fire while on a [[MIGCAP]] mission.<ref name="Hobson2001p32"/>
|-
|20 Sep 1965
|F-104C<br/>F-104C
| style="white-space: nowrap;" | [[436th TFS]]
|Unknown<br/>Unknown
|Mid-air collision while conducting air search for earlier [[People's Liberation Army Navy|PLAN]]-downed F-104C.<ref name="Hobson2001p32"/>
|-
|1 Aug 1966
|F-104C<br/>F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Capt. John C. Kwortnik<br/>Lt. Col. Arthur T. Finney
|Two F-104Cs downed by [[SA-2|SA-2 surface-to-air missiles]] (SAMs) while on MIGCAP mission.<ref name="Hobson2001p69">Hobson 2001, p. 69.</ref>
|-
|1 Sep 1966
|F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Maj. Norman Schmidt
|Downed by anti-aircraft artillery fire (AAA) while on [[reconnaissance|armed reconnaissance]] mission.<ref name="Hobson2001p72">Hobson 2001, p. 72.</ref>
|-
|2 Oct 1966
|F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Capt. N. R. Lockard
|Downed by SA-2 SAM at 10,000 feet while on armed reconnaissance mission.<ref name="Hobson2001p75">Hobson 2001, p. 75</ref>
|-
|20 Oct 1966
|F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Capt. Charles E. Tofferi
|Downed by ground fire during armed reconnaissance mission.<ref name="Hobson2001p78">Hobson 2001, p. 78.</ref>
|-
|12 Jan 1967
|F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Unknown
|Operational loss; crashed while landing after a CAP mission.<ref name="Hobson2001p85">Hobson 2001, p. 85.</ref>
|-
|16 Jan 1967
|F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Unknown
|Operational loss; engine failure during a CAP mission.<ref name="Hobson2001p86">Hobson 2001, p. 86.</ref>
|-
|28 Jan 1967
|F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Unknown
|Operational loss; engine failure during a CAP mission.<ref name="Hobson2001p87">Hobson 2001, p. 87.</ref>
|-
|14 May 1967
|F-104C
| style="white-space: nowrap;" | [[435th TFS]]
|Unknown
|Operational loss; engine failure during armed reconnaissance mission.<ref name="Hobson2001p100">Hobson 2001, p. 100.</ref>
|}
====Continental United States service====
[[File:TF-104G LukeAFB Nov1982.jpeg|thumb|alt=TF-104G with open canopies|A German TF-104G at [[Luke Air Force Base|Luke AFB]], 1982]]
The U.S. Air Force was less than satisfied with the Starfighter, and procured only 296 examples in single-seat and two-seat versions. At the time, USAF doctrine placed little importance on [[air superiority]] (fighter-to-fighter), and the Starfighter was deemed inadequate for either the interceptor (fighter-to-bomber) or tactical fighter-bomber role, lacking both payload capability and endurance in comparison with other USAF aircraft. The F-104's U.S. service was quickly wound down after the aircraft's second deployment to southeast Asia in 1967.<ref name="Dobrzyński2015p60">Dobrzyński 2015, p. 60.</ref> Although the remaining F-104As in regular USAF service had been recently fitted with more powerful and more reliable J79-GE-19 engines, the last USAF Starfighters left regular Air Force service in 1969.<ref name="Davies2014p34">Davies 2014, p. 34.</ref> The aircraft continued in use with the [[Puerto Rico Air National Guard]] until 1975 when it was replaced in that organization by the [[A-7 Corsair II]].<ref name="Hobson2001p100"/><ref name="Pace1992p53">Pace 1992, p. 53 (photo).</ref>
The last use of the F-104 Starfighter in U.S. markings was training pilots for the [[West German Air Force]], with a wing of TF-104Gs and F-104Gs based at [[Luke Air Force Base]], Arizona. Although operated in USAF markings, these aircraft (which included German-built aircraft) were owned by West Germany. They continued in use until 1983.<ref name="Fricker1996p74">Fricker and Jackson 1996, p. 74.</ref>
===India–Pakistan Wars===
{{Main article|Indo-Pakistani wars and conflicts|Aerial warfare in 1965 India Pakistan War}}
At dawn on 6 September 1965, Flt Lt Aftab Alam Khan of Pakistan claimed an Indian [[Dassault Mystère IV]] over [[West Pakistan]] and damaged another, marking the start of aerial combat for the F-104 in the [[Indo-Pakistani War of 1965]]. The kill with an AIM-9B Sidewinder is claimed by the [[Pakistani Air Force]] (PAF) as the first combat kill by any Mach 2 aircraft and the PAF's first missile kill, though the [[Indian Air Force]] (IAF) denied the loss.<ref name="Davies2001p77">Davies 2001, p. 77.</ref> The Starfighter was also instrumental in intercepting an IAF [[Folland Gnat]] on 3 September 1965. F-104s were vectored to intercept the Gnat flying over Pakistan, which was returning to its home base. The F-104s, closing in at supersonic speed, caused the Gnat pilot, Squadron Leader Brij Pal Singh, to land at a nearby disused Pakistani airfield and surrender. The IAF disputed PAF's claim of forced landing and stated that the landing was an error of the pilot, who made an emergency landing thinking it to be an Indian airstrip. The IAF Gnat is now displayed at the [[PAF Museum, Karachi]].<ref>{{Cite book|url=http://www.bharat-rakshak.com/IAF/History/1965War/Chapter3.html |title=The India-Pakistan Air War of 1965 |chapter=3 |first1=Jagan P V S |last1=Mohan |first2=Samir |last2=Chopra |accessdate=9 January 2015 |isbn=81-7304-641-7 |deadurl=yes |archiveurl=https://web.archive.org/web/20130706030406/http://www.bharat-rakshak.com/IAF/History/1965War/Chapter3.html |archivedate=6 July 2013 |df= }}.</ref><ref name="Run… It’s a 104">Tufail, Air Commodore M. Kaiser. [http://www.jang.com.pk/thenews/spedition/defence_day_supp_05/p5.html "Run… It’s a 104."] {{webarchive|url=https://web.archive.org/web/20070319114802/http://www.jang.com.pk/thenews/spedition/defence_day_supp_05/p5.html |date=19 March 2007}} Jang News. Retrieved: 9 April 2012.</ref>
The first direct air-to-air combat engagements between the F-104 and the [[MiG-21]] took place during the [[Indo-Pakistani War of 1971]]. MiG-21FLs flown by the IAF shot down at least two, and possibly four, PAF Starfighters without sustaining any losses.<!--Partially conflicting account given by Davies 2001 (2 aircraft lost vs 4); will use that until the Coggins reference can be verified<ref name="Coggins2000p21">Coggins 2000, p. 21.</ref>--> The first confirmed loss occurred on 12-13 December 1971, when MiG-21FLs of the IAF's No. 47 Squadron shot down a PAF F-104 of No. 9 Squadron flown by Wg Cdr [[Mervyn Middlecoat]] over the [[Gulf of Kutch]]. The second confirmed PAF F-104 loss occurred several days later on 17 December when Flt Lt Samad Changezi of No. 9 Squadron, flying a Starfighter on loan from Jordan, was shot down by IAF MiG-21FLs of No. 29 Squadron. The IAF also claimed two additional PAF Starfighter kills that same day, one of whom was Flt Lt Changezi's wingman, Sqd Ldr Rashid Batti; the PAF claimed he was able to return without damage to [[PAF Base Masroor|Masroor]].<ref name="The MiG that forced an Army's Surrender">{{cite web |last=Simha |first=Rakesh Krishnan |url=https://www.rbth.com/blogs/2013/12/19/dogfight_duke_the_mig_that_forced_an_armys_surrender_31775 |date=19 December 2013 |title=The MiG that forced an Army's Surrender |accessdate=8 October 2017}}</ref><ref name="Davies2001p85-87">Davies 2001, p. 85-87.</ref>
Post-war sanctions forced an early retirement of F-104s from the PAF due to lack of maintenance support.<ref>{{cite web|title=F-104 Starfighters in PAKISTAN AIR FORCE |url=http://www.defencejournal.com/2000/may/f-104.htm |website=www.defensejournal.com |accessdate=25 May 2017 |deadurl=yes |archiveurl=https://web.archive.org/web/20110609133547/http://www.defencejournal.com/2000/may/f-104.htm |archivedate=9 June 2011 |df= }}</ref>
===1967 Taiwan Strait Conflict===
[[File:ROCAF F-104J Right View 20111009.jpg|thumb|left|alt=Taiwanese F-104J|[[Republic of China (Taiwan)]] Air Force F-104J]]
On 13 January 1967, four [[Republic of China (Taiwan)]] Air Force F-104G aircraft engaged a formation of 8 [[Mikoyan-Gurevich MiG-19|MiG-19s]] of the [[People's Liberation Army Air Force]] over the disputed island of [[Kinmen]]. Major Hu Shih-lin and Captain Shih Bei-puo each shot down one MiG-19. This marked the first uncontested F-104 combat victory in the world. One F-104 did not return to base and its pilot was listed as [[Missing in Action|MIA]].<ref>Bowman 2000, p. 165.</ref>
F-104 designer Kelly Johnson stated that this particular battle illustrated the relative strengths and weaknesses of the Starfighter in aerial combat. "We had them on acceleration and we had them on steady-state altitude, but we could not turn with them," noted Kelly, at which time he was working on the larger-winged, more maneuverable CL-1200 Lancer derivative of the F-104.<ref name="Davies2001p88">Davies 2001, p. 88.</ref>
===Other international service===
{{Main|Lockheed bribery scandals}}
[[File:Bundesarchiv B 145 Bild-F027437-0009, Flugzeuge F-104 Starfighter, MFG 1.jpg|thumb|alt=Formation of West German Starfighters from below|F-104Gs from [[Marinefliegergeschwader 1]], 1965]]
At the same time that the F-104 was falling out of U.S. favor, the [[German Air Force]] was looking for a foreign-designed multi-role combat aircraft to operate in support of a missile defense system.<ref>[http://www.flightglobal.com/pdfarchive/view/1958/1958%20-%200185.html "Wingless Deterrent."] ''Flight'' 14 February 1958, p. 95, via ''flightglobal.com.'' Retrieved: 27 June 2010.</ref> In response, Lockheed reworked the Starfighter from a fair-weather fighter into an all-weather ground-attack, reconnaissance, and interceptor aircraft, and presented it as the F-104G. The redesigned aircraft was chosen over the [[English Electric Lightning]], [[Grumman F11F Super Tiger]], and [[Northrop F-5|Northrop N-156]].<ref>{{Cite |url=http://www.flightglobal.com/pdfarchive/view/1958/1958%20-%200070.html |title=First Things First: On Not seeing the Sales Trees for the Reorganization Woods. |work=[[Flight International|Flight]] |number=2556 |volume=73|date=17 January 1958 |page= 72 |accessdate=27 June 2010 |format=pdf ||first= |last="a Special Correspondent"}}.</ref>{{failed verification|date=November 2016}} The Starfighter found a new market with other [[Member states of NATO|NATO countries]] as well, and eventually a total of 2,578 of all variants of the F-104 were built in the U.S. and abroad for various nations. Several countries received their aircraft under the U.S. government-funded Military Aid Program (MAP). The American engine was retained but built under license in Europe, Canada, and Japan. The Lockheed ejector seats were retained initially but were replaced later in some countries by the safer Martin-Baker seat.
The so-called "Deal of the Century" produced substantial income for Lockheed. However, the resulting bribery scandals caused considerable political controversy in Europe and Japan. In 1976, a U.S. Senate investigating committee led by [[Frank Church|Senator Frank Church]] determined that Lockheed had paid US$22 million in bribes to foreign officials during the negotiations process of the sale of its aircraft, including the the F-104 Starfighter. In Germany, Minister of Defence [[Franz Josef Strauss]] was accused of having received at least US$10 million for West Germany's purchase of the F-104 in 1961.<ref>[http://www.time.com/time/magazine/article/0,9171,914576-2,00.html "The Lockheed Mystery."] ''[[Time (magazine)|Time]]'', 13 September 1976. Retrieved: 6 February 2008.</ref> On 26 August 1976, [[Bernhard of Lippe-Biesterfeld#The Lockheed Scandal|Prince Bernhard]] of the Netherlands was forced to resign as Inspector-General of the Dutch Armed Forces after being accused of accepting approximately US$1.1 million in bribes.<ref name="Dobrzyński2015p29">Dobrzyński 2015, p. 29.</ref>
The international service of the F-104 began to wind down in the late 1970s, being replaced in many cases by the [[General Dynamics F-16 Fighting Falcon]], but it remained in service with some air forces for another two decades. The last operational Starfighters served with the Italian Air Force, which retired them on 31 October 2004.<ref name="AviationistLastStarfighter">{{cite web|last1=Cenciotti|first1=David|title=The last ever operative flight of the legendary F-104 Starfighter, 12 years ago today|url=https://theaviationist.com/2016/10/31/the-last-ever-operative-flight-of-the-legendary-f-104-starfighter-12-years-ago-today/|website=The Aviationist|publisher=The Aviationist|accessdate=4 July 2017|ref=AviationistLastStarfighter}}</ref>
===NASA service===
[[File:306705main EC80-14126 full.jpg|thumb|alt=Formation of NASA F-104 and F-15|NASA F-15 and F-104 testing Space Shuttle tiles]]
The Starfighter served with NASA from 1956 until 1994. A total of 12 F-104A, F-104B, F-104N, and TF-104G aircraft performed high speed and altitude flight research at [[Dryden Flight Research Center]]. The F-104 also performed many safety chase missions in support of advanced research aircraft, and provided a launch platform for [[sounding rocket]]s.<ref name="Dobrzyński2015p90">Dobrzyński 2015, p. 90.</ref>
In August 1956, the USAF transferred YF-104A serial number 55-2961 to NACA (the predecessor of NASA), designating it NF-104A. In preparation for the [[X-15]] test program of the late 1950s, it was fitted with the reaction control system (RCS) consisting of hydrogen peroxide-powered thrusters mounted in the aircraft's nose and wingtips. This system provided invaluable experience for future X-15 pilots and astronauts in spacecraft control and maneuverability. The trials began in 1959 and concluded in 1961, after which the aircraft was used for other NASA purposes until it was retired in November 1975.<ref name="Dobrzyński2015p90"/>
Between August and October 1963, Lockheed delivered three single-seat F-104G Starfighters to NASA, designated F-104N for use as high-speed chase aircraft. These were the only Starfighters built by Lockheed specifically for NASA; all other NASA aircraft were transferred from the USAF. The third of these F-104Ns, number 013, was destroyed on 8 June 1966 in a mid-air collision with a [[North American XB-70]] during a publicity photo flight for [[General Electric]].<ref name="Dobrzyński2015p90"/>
One NASA F-104G, registration N826NA, was equipped with a flight test fixture (FTF) consisting of a pylon mounted on the fuselage centerline. The FTF contained instruments to record and transmit the research data in real-time to engineers in mission control at Dryden. One application of the FTF was testing the heat-resistant tiles for use on the [[Space Shuttle]], ensuring their bonding was sufficient at high speeds and evaluating their performance in moisture. The last of these missions flew on 31 January 1994, bringing the F-104's service with NASA Dryden to a close after more than 18,000 flights.<ref name="Dobrzyński2015p90"/>
===Use as space launch platform ===
In 2011, [[4Frontiers Corporation]] and [[Starfighters Inc]] (a private F-104 operator) began working together on a project to launch suborbital [[sounding rocket]]s from F-104s flying out of [[Kennedy Space Center]]. First launches were expected to occur in 2012.<ref>[http://starlab-suborbital.com/Suborbital.html "Star Lab suborbital launch vehicle: Official unveilong and flight test, October 27, 2011."] ''Star Lab suborbital launch vehicle''. Retrieved: 10 August 2013.</ref><ref>[http://www.citizensinspace.org/2012/03/vintage-fighters-return-as-launch-platforms "Vintage fighters return as launch platforms."] ''citizensinspace.org'', 20 March 2012.</ref> As of July 16, 2017, both the 4Frontiers Corporation and Star Lab suborbital websites were unresponsive, and there appeared to be no mention of 4Frontiers or the joint project on the Starfighters Inc website.
In early 2016, another venture, CubeCab, was working on a rocket system that would launch [[CubeSat]]s from F-104s.<ref>{{cite web |url= http://spaceref.com/iac2015/bloostar-and-other-smallsat-launchers-look-to-fill-a-need.html |title= Bloostar and other SmallSat Launchers Look to Fill a Need |last1= Boucher |first1= Marc |date= 2015-10-15 |website= spaceref.com |publisher= [[SpaceRef]] |access-date= 2016-03-15 |quote=}}</ref><ref>[http://cubecab.com/technologies.html Technologies], CubeCab Company Website, Retrieved 15 Feb 2016</ref><ref>{{cite web|url=http://www.bbc.com/future/story/20160826-the-1950s-jet-launching-tiny-satellites|title=The 1950s jet launching tiny satellites|first=Stephen|last=Dowling|publisher=}}</ref> The company said it planned to begin providing launch services "around 2018".<ref>[http://cubecab.com/launch-services.html Launch Services], CubeCab Company Website, Retrieved 15 Feb 2016</ref>
==Flying characteristics ==
The Starfighter was the first combat aircraft capable of sustained Mach 2 flight, and its speed and climb performance remain impressive even by modern standards. Equipped with razor-edge thin-blade supersonic wings (visible from the cockpit only in the mirrors), it was designed for optimum performance above Mach 1.4. If used appropriately, with high-speed surprise attacks and good use of its exceptional thrust-to-weight ratio, it could be a formidable opponent. It was exceptionally stable at high speed, i.e., {{convert|600|kn||disp=preunit|+ }} at very low level, making it a potent tactical nuclear strike-fighter. However, when lured into a low-speed turning contest with conventional subsonic opponents (as Pakistani pilots were with Indian [[Hawker Hunter|Hunters]] in 1965), the outcome of dogfights was always in doubt. The F-104's large turn radius was due to the high speeds required for maneuvering, and its high-[[angle of attack|alpha]] stalling and [[pitch-up]] behavior was known to command respect.<ref>Yeager and Janos 1985, pp. 278–279.</ref> In reference to the F-104's low-speed turn performance, a humorous colloquialism was coined by a Canadian pilot and referred to by F-104 pilots the world over: "Banking with intent to turn."
[[File:Chuck Yeager in NF-104.jpg|thumb|alt=Chuck Yeager in his NF-104|[[Chuck Yeager]] in the cockpit of an NF-104, 4 December 1963]]
[[Takeoff]] speeds were in the region of {{convert|219|mph|abbr=on}}, with the pilot needing to swiftly raise the landing gear to avoid exceeding the limit speed of {{convert|299|mph|abbr=on}}. Climb and cruise performance were outstanding; occasionally a "slow" light would illuminate 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. Returning to the [[airfield traffic pattern|circuit]], the downwind leg could be flown at {{convert|242|mph|abbr=on}} with "land" flap selected, while long flat [[final approach (aviation)|final approaches]] were typically flown at speeds around {{convert|207|mph|abbr=on}} depending on the weight of fuel remaining. High engine power had to be maintained on the final approach to ensure adequate airflow for the boundary layer control system; consequently pilots were warned not to cut the throttle until the aircraft was actually on the ground. A [[Drogue chute|drag chute]] and effective brakes shortened the Starfighter's landing roll.<ref>Bowman 2000, pp. 40, 43.</ref>
[[File:F-104A flight envelope.jpg|thumb|alt=Refer to caption|F-104A flight envelope]]
===Early problems===
The F-104 series all had a very high [[wing loading]] (made even higher when carrying external stores). During the early stall tests, the aircraft demonstrated the tendency to suddenly "pitch up" once it reached an angle of attack of approximately 15 degrees. This "pitch up" would result in a rapid increase in angle of attack to approximately 60 degrees, accompanied by lateral and directional oscillation, and followed by sudden uncontrolled [[Flight dynamics (fixed-wing aircraft)|yaw]] and [[Flight dynamics (fixed-wing aircraft)|roll]]. At this point the aircraft would be essentially tumbling, descending at a rate of {{convert|12000|–|15000|ft/min}}.<ref name="Upton2003p39">Upton 2003, p. 39.</ref> To combat this, an automatic pitch control (APC) was added, which initiated corrective action at the proper time to prevent reaching an angle of attack high enough to cause pitch-up under any operating condition. 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 pusher]] system would pitch the aircraft's nose down to a safer angle of attack; this was often overridden by the pilot despite flight manual warnings against this practice.<ref name="Bashow1986p20">Bashow 1986, p. 20.</ref>
Another serious design issue that the aircraft encountered was T-tail flutter; Dick Heppe, who served as the initial project aerodynamics engineer for the F-104 program, recalled that "without question, the single most difficult technical challenge encountered in the XF-104 and F-104A development programs was the catastrophic flutter problem of the unique T-tailed empennage configuration." Because the horizontal tail's center of gravity was well aft of both the bending and torsional axes of the vertical tail to which it was attached, it was highly vulnerable to flutter at transonic speeds. During a test flight of the F-104A, the surviving XF-104 was flying chase to observe, and encountered violent T-tail flutter that caused the tail to separate from the aircraft. The test pilot of the XF-104 successfully ejected. This behavior was remedied by increasing the thickness of the stainless steel box covers used in the tail assembly.<ref name="Upton2003p45">Upton 2003, p. 45.</ref>
The J79 was a brand-new engine, with development continuing throughout the YF-104A test phase and during service with the F-104A. The engine featured variable incidence [[axial compressor|compressor stator]] blades, 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 that made large stator blade angle changes, caused several engine failures on takeoff. It was discovered that large and sudden temperature changes (e.g., from being parked in the sun prior to becoming 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 at low level. The engine systems were subsequently modified and the ejection seat changed to the more conventional upward type. Uncontrolled tip-tank [[oscillation]]s sheared one wing off of an F-104B; this problem was apparent during testing of the XF-104 prototype and was eventually resolved by filling the tank compartments in a specific order.<ref>Drendel 1976, p. 22.</ref>
===Later problems===
A further engine problem was that of uncommanded opening of the [[Propelling nozzle|variable thrust nozzle]] (usually through loss of engine oil pressure, as the nozzles were actuated using engine oil as hydraulic fluid); 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]] blowout on takeoff, or even non-ignition, resulting in a major loss of thrust that 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 phenomenon. Some aircrews experienced uncommanded "stick kicker" activation at low level when flying straight and level, so F-104 crews often flew with the system deactivated. Asymmetric flap deployment was another common cause of accidents, as was a persistent problem with severe nose wheel "[[Speed wobble|shimmy]]" on landing that usually resulted in the aircraft leaving the runway and in some cases even flipping over onto its back.<ref>Bowman 2000</ref>{{Page needed|date=August 2010}}
===German service===
The introduction of a highly technical aircraft type to a newly reformed air force was fraught with problems. Many pilots and ground crew 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 fighter|first-generation]] jet aircraft. Ground crew were similarly employed with minimal training and experience, which was one consequence of a conscripted military with high turnover of service personnel. Operating in poor northwest European weather conditions (vastly unlike the fair weather training conditions at [[Luke AFB]] in [[Arizona]]) and flying low at high speed over hilly terrain, a great many accidents were attributed to [[controlled flight into terrain]] (CFIT). German Air Force and [[German Navy|Navy]] losses totaled 110 pilots, around half of them naval officers.<ref>"Too gung-ho." ''[[New Scientist]]'', Vol. 199, No. 2666, 26 July 2008, p. 17.</ref>
One contributing factor to this was the operational assignment of the F-104 in German service: it was mainly used as a [[fighter-bomber]], as opposed to the original design of a high-speed, high-altitude fighter/interceptor. In addition to the much lower-level mission profiles, the installation of additional avionic equipment in the F-104G version, such as the [[inertial navigation system]], added far more distraction to the pilot and additional weight that further hampered the flying abilities of the plane. In contemporary German magazine articles highlighting the Starfighter safety problems, the aircraft was portrayed as "overburdened" with technology, which was considered a latent overstrain on the aircrews.<ref>[http://www.spiegel.de/spiegel/print/d-46274435.html "Trost vom General."] ''[[Der Spiegel]],'' 13 October 1965.</ref>
In 1966 [[Johannes Steinhoff]] took over command of the Luftwaffe and grounded the entire Luftwaffe and Bundesmarine 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 (material)|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 to the depot for wing replacement or outright retirement. Towards the end of Luftwaffe service, some aircraft were modified to carry a [[flight data recorder]] or "black box" which could give an indication of the probable cause of an accident.<ref>Reed 1981, p. 46.</ref> [[Erich Hartmann]], the world's top-scoring [[fighter ace]], commanded one of Germany's first (post-war) jet fighter-equipped [[Taktisches Luftwaffengeschwader 71 "Richthofen"|squadrons]]<ref name="Weal1995p164">Weal 1995, p. 164.</ref> and deemed the F-104 to be an unsafe aircraft with poor handling characteristics for aerial combat. In Navy service it lacked the safety margin of a twin engine design like the [[Blackburn Buccaneer]]. To the dismay of his superiors, Hartmann judged the fighter unfit for Luftwaffe use even before its introduction.<ref>Toliver and Constable 1985, pp. 285–286.</ref>
===Normal operating hazards===
[[File:West German F-104 Starfighter.jpg|thumb|alt=West German F-104F|A German F-104F in 1960. In 1962 this aircraft crashed along with three others after a pilot error.]]
The causes of a large number of aircraft losses were the same as for any other similar type. They included: [[bird strike]]s (particularly to the engine), [[lightning strike]]s, pilot [[spatial disorientation]], and [[mid-air collision]]s with other aircraft. A particularly notable accident occurred on 19 June 1962 when a formation of four F-104F aircraft, practicing for the type's introduction-into-service ceremony, crashed together after descending through a cloud bank. Three Germans and one American pilot were killed, and the four aircraft destroyed. This accident was explained as probable spatial disorientation of one of the (trainee) wingmen,<ref>Colonel Bruce Jones, USAF (retired)</ref>{{vs|A person's unpublished recollections do not meet Wikipedia reliable source requirements (see WP:IRS).|date=May 2013}} and formation aerobatic teams were consequently banned by the Luftwaffe from that day on.<ref>Kropf 2002, Ch. 10.</ref>
=== Safety record===
[[File:North American XB-70A Valkyrie in formation 061122-F-1234P-035.jpg|thumb|left|The second [[North American XB-70 Valkyrie|XB-70 Valkyrie]] prototype flying in a formation with F{{nbhyph}}104 (plane with red tail, starboard of the XB{{nbhyph}}70), 8 June 1966. Shortly after this photograph was taken the F{{nbhyph}}104 and XB{{nbhyph}}70 collided, killing the F{{nbhyph}}104 pilot Joe Walker and the co{{nbhyph}}pilot of the XB{{nbhyph}}70.]]
The safety record of the F-104 Starfighter became high-profile news in the mid-1960s, especially in Germany.
[[West Germany|The Federal German Republic]] initially ordered 700 (instead of the French Mirage), and later another 216, a total of 916 aircraft.<ref name="spiegel.de">{{cite web|url=http://www.spiegel.de/einestages/50-jahre-starfighter-kauf-a-948207.html|title=50 Jahre Starfighter-Kauf: Witwenmacher mit Stummelflügeln – SPIEGEL ONLINE – einestages|first=SPIEGEL ONLINE, Hamburg|last=Germany|publisher=}}</ref> Deliveries started in January 1962 and before the end of the month, the first of no fewer than 262 German F-104s had crashed. In June 1962 four F-104s crashed on the same day. 116 German pilots died<ref name="spiegel.de"/> during peacetime between 25 January 1962 and 11 December 1984. Grieving widows sued Lockheed from 1969, and by 1975 more than thirty of them had received 3 million [[German Mark|DM]]s each.<ref>The partly fictional German film "Starfighter – Sie wollten den Himmel erobern", between the end of the film and the casting credentials, stated as facts. All the 116 dead pilots, with names and dates of death, were listed on the screen. The film was aired on Danish [[DR 2]], Sunday 23 October 2016</ref> Hence the F-104 became known as ''Witwenmacher'' ("The Widowmaker") in West Germany. Some operators lost a large proportion of their aircraft through accidents, although the accident rate varied widely depending on the user and operating conditions; the German Air Force and Federal German Navy lost about 30% of aircraft in accidents over its operating career,<ref name="Fricker1996p92">Fricker and Jackson 1996, p. 92.</ref> and Canada lost 46% of its F-104s (110 of 235).<ref>Bashow, David. ''Starfighter'', p. 96. Fortress Plubications, 1990.</ref> The [[Spanish Air Force]], however, lost none.<ref name="Fricker1996p97">Fricker and Jackson 1996, p. 97.</ref><ref>[http://www.aire.org/f104/Historia/SuHistoriaUsa.htm#Concentrating "Spanish F-104 history."] ''aire.org.'' Retrieved: 9 August 2009.</ref>
The Class A mishap rate (write off) of the F-104 in USAF service was 26.7 accidents per 100,000 flight hours as of June 1977 <ref name="Bowman2000p21">Bowman 2000, p. 21.</ref> (30.63 through the end of 2007<ref name="USAF Safety & Inspection Center">USAF Safety & Inspection Center</ref>), the highest accident rate of any USAF [[Century Series]] fighter. By comparison, the mishap rate of the [[Convair F-102 Delta Dagger]] was 14.2/100,000<ref name="Bowman2000p21"/> (13.69 through 2007<ref name="USAF Safety & Inspection Center"/>), and the mishap rate for the [[North American F-100 Super Sabre]] was 16.25/100,000.<ref>Jenkins 2005, p. 46.</ref>
Notable U.S. Air Force pilots who lost their lives in F-104 accidents include [[Robert Henry Lawrence, Jr.|Maj. Robert H. Lawrence Jr.]] and [[Iven C. Kincheloe Jr.|Capt. Iven Kincheloe]]. Civilian (former USAAF) pilot [[Joseph A. Walker|Joe Walker]] died in a midair collision with an [[XB-70 Valkyrie]] while flying an F-104. [[Chuck Yeager]] was nearly killed in December 1963 when he [[Lockheed NF-104A#Third NF-104A|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 ejecting from the aircraft.<ref>Yeager 1985, pp. 278–284.</ref>
On 2 November 1959, an F-104 crashed into a house in suburban [[Dayton, Ohio]], killing two young girls and critically burning their mother; the pilot had ejected to safety a half-mile away from the crash site.<ref>[https://news.google.com/newspapers?nid=1356&dat=19591103&id=rR4VAAAAIBAJ&sjid=6gQEAAAAIBAJ&pg=1488,1439327 "Two children die as airplane slams into house after pilot bales out."] ''Ocala Star-Banner,'' 3 November 1959.</ref>
==World records==
The F-104 was the first aircraft to simultaneously hold the world speed and altitude records. On 7 May 1958, U.S. Air Force Maj. Howard C. Johnson, flying YF-104A 55-2957, broke the world altitude record by flying to {{convert|91243|ft|m}} at Edwards AFB.<ref name=StarRec>[http://www.916-starfighter.de/F-104_chronology.htm "The Starfighter: World Milestones."] ''916-starfighter.de.'' Retrieved: 10 August 2011.</ref> On 16 May 1958, U.S. Air Force Capt. Walter W. Irwin, flying YF-104A 55-2969, set a world speed record of {{convert|1404.19|mph}} over a course {{convert|15|mi}} long at Edwards AFB.<ref name=StarRec /> Flying F-104A 56-0762 over NAS Point Mugu, California, U.S. Air Force Lt. William T. Smith and Lt. [[Einar Enevoldson]] set several time-to-climb records on 13 and 14 December 1958:<ref name=StarRec />
* {{convert|3000|m|ft|-2}} in 41.85 seconds
* {{convert|6000|m|ft|-2}} in 58.41 seconds
* {{convert|9000|m|ft|-2}} in 81.14 seconds
* {{convert|12000|m|ft|-2}} in 99.90 seconds
* {{convert|15000|m|ft|-2}} in 131.1 seconds
* {{convert|20000|m|ft|-2}} in 222.99 seconds
* {{convert|25000|m|ft|-2}} in 266.03 seconds
On 14 December 1959, U.S. Air Force Capt. "Joe" B. Jordan, flying F-104C 56-0885 at Edwards AFB, set a new world altitude record of {{convert|103389|ft|m}}, in the process becoming the first aircraft to cross the 100,000-foot threshold. He also set a {{convert|30000|m|ft|adj=on|-2}} time-to-climb record of 904.92 seconds.<ref name=StarRec /> (The lower-altitude records were surpassed in February 1962 by the [[Northrop T-38 Talon]], and soon after all of the time-to-climb records were broken by the F-4 Phantom.<ref>The T-38 time-to-climb records are ID numbers 8718, 8604, 8599, and 8719 in the FAI database. http://www.fai.org</ref>) U.S. Air Force Maj. Robert W. Smith, flying NF-104A 56-0756, set an unofficial world altitude record of {{convert|118860|ft|m}} on 15 November 1963, and on 6 December 1963 he flew the same aircraft to another unofficial altitude record of {{convert|120800|ft|m}}.<ref name=StarRec />
[[Jacqueline Cochran]] flew TF-104G N104L to set three women's world's speed records: On 11 May 1964, she averaged {{convert|1429.3|mph}} over a {{convert|15-25|km|abbr=on}} course, on 1 June she flew at an average speed of {{convert|1303.18|mph}} over a {{convert|100|km|abbr=on}} closed-circuit course, and on 3 June she recorded an average speed of {{convert|1127.4|mph}} over a {{convert|500|km|abbr=on}} closed-circuit course.<ref name=StarRec />
Lockheed test pilot [[Darryl Greenamyer]] built an F-104 out of parts he had collected. The aircraft, [[N104RB Red Baron|N104RB]], first flew in 1976. On 2 October of that year, trying to set a new low-altitude {{convert|3|km|abbr=on}} speed record, Greenamyer averaged {{convert|1010|mph}} at Mud Lake near [[Tonopah, Nevada]]. A tracking camera malfunction eliminated the necessary proof for the official record. On 24 October 1977, Greenamyer flew a {{convert|3|km|abbr=on}} official FAI record flight of {{convert|988.26|mph}}.<ref>{{cite web|url=http://www.i-f-s.nl/index14.htm|title=The Civil F-104 Starfighters|archiveurl=https://web.archive.org/web/20130107013317/http://www.i-f-s.nl/index14.htm|archive-date=7 January 2013|publisher=International F-104 Society|accessdate=14 July 2017}}</ref>
On 26 February 1978, Greenamyer made a practice run for a world altitude record attempt. After the attempt, he was unable to get a lock light on the left wheel; after multiple touch-and-go tests at an Edwards Air Force Base runway, he determined that it was not safe to land. He ejected, and the N104RB crashed in the desert.<ref>{{cite web|url=http://www.airliners.net/photo/Lockheed-F-104A-Starfighter/0843422/L/|last=Lednicer|first=David|title=Lockheed F-104A Starfighter aircraft|date=22 May 2005|accessdate=14 July 2011|website=airliners.net}}</ref>
==Variants==
{{Main article|List of Lockheed F-104 Starfighter variants}}
[[File:NASA.F-104.Starfighter.JPG|thumb|alt=NASA YF-104A displayed in Smithsonian|YF-104A, AF ser. no. ''55-2961'', NASA aircraft number ''818'' was used by NASA from 27 August 1956 to 26 August 1975 for 1,439 flights]]
[[File:View of F-104 Wing.jpg|thumb|alt=Refer to caption|Side view of NASA YF-104A showing thinness of wing and sharpness of leading edge]]
;[[Lockheed XF-104|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.<ref name= "Bowman2000p35">Bowman 2000, p. 35.</ref>
;YF-104A: 17 pre-production aircraft used for engine, equipment, and flight testing.<ref name="Cacutt1988p159"/>
;F-104A: A total of 153 initial production versions were built.<ref name="Complete Encyclopedia"/> The F-104A was in USAF service from 1958 through 1960, then transferred to the Air National Guard until 1963. At that time 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. The 319th F-104As and Bs were re-engined in 1967 with the J79-GE-19, which provided {{convert|17900|lbf|kN|1|abbr=on}} of thrust in afterburner; service ceiling with this engine was in excess of {{convert|73,000|ft|abbr=on}}. 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 {{convert|1404.19|mph|abbr=on}}.<ref>[http://www.fas.org/nuke/guide/usa/airdef/f-104.htm "F-104 Starfighter."] ''[[Federation of American Scientists]],'' 29 June 1999. Retrieved: 17 May 2011.</ref>
;[[Lockheed NF-104A|NF-104]]: Three demilitarized versions with an additional {{convert|6000|lbf|kN|abbr=on}} Rocketdyne LR121/AR-2-NA-1 [[rocket engine]], used for [[astronaut]] training at altitudes up to {{convert|120800|ft|abbr=on}}.<ref>[http://www.airspacemag.com/history-of-flight/starfighter.html Air and Space Magazine: ''Sky High'' article.]</ref>
;QF-104A: A total of 22 F-104As converted into radio-controlled [[Unmanned aerial vehicle|drones]] and test aircraft.
;F-104B: Tandem two-seat, dual-control [[Trainer (aircraft)|trainer]] version of F-104A.<ref name="Complete Encyclopedia"/> A total of 26 built, the F-104B had an enlarged rudder and ventral fin, no cannon, and reduced internal fuel, but otherwise combat-capable. A few were supplied to Jordan, Pakistan, and Taiwan.
[[File:Lockheed F-104C Starfighter USAF.jpg|thumb|alt=USAF F-104C taxiing|F-104C at the [[National Museum of the United States Air Force]], [[Wright-Patterson AFB]], Ohio]]
;F-104C: [[Fighter-bomber]] version for USAF Tactical Air Command, with improved fire-control radar (AN/ASG-14T-2), one centerline and two wing pylons (for a total of five), and ability to carry one [[B28 nuclear bomb|Mk 28]] or [[B43 nuclear bomb|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 {{convert|103395|ft|abbr=on}}. 77 built.
;F-104D: Dual-control trainer version of the F-104C. 21 built.<ref name="Complete Encyclopedia"/>
;F-104DJ: Dual-control trainer version of the F-104J for the [[Japanese Air Self-Defense Force]]. 20 built by Lockheed and assembled by [[Mitsubishi]]. After their retirement in Japan, the U.S. delivered some F-104J/DJs to the [[Taiwanese Air Force]].
;F-104F: 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 German Air Force. All 30 F-104F aircraft were retired by 1971.
[[File:RF-101C and RF-104G in flight.jpg|thumb|alt=West German RF-104G in flight with USAF RF-101C|A German RF-104G in flight with a [[66th Air Base Wing|66th TRW]] [[McDonnell F-101 Voodoo|RF-101C]]]]
;F-104G: 1,122 aircraft of the main version produced as multi-role [[fighter-bomber]]s. Manufactured by Lockheed, and under license by [[Canadair]] and a consortium of European companies that included [[Messerschmitt]]/[[Messerschmitt-Bölkow-Blohm|MBB]], [[Dornier Flugzeugwerke|Dornier]], [[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 the F-104G,<ref name="Complete Encyclopedia"/> usually with three KS-67A cameras mounted in the forward fuselage in place of the internal cannon.
;TF-104G: 220 combat-capable trainer versions of the F-104G;<ref name="Complete Encyclopedia"/> no cannon or centerline pylon, and reduced internal fuel. One aircraft was used by Lockheed as a demonstrator with the civil registration number ''N104L'', and was flown by Jackie Cochran to set three women’s world speed records in 1964. This aircraft later served in the Netherlands. A pair of two-seat TF-104Gs and a single-seat F-104G joined the [[Armstrong Flight Research Center|NASA Dryden]] inventory in June 1975.
;F-104H: Projected export version based on the F-104G with simplified equipment and optical gunsight. Cancelled prior to construction.
;F-104J: Specialized interceptor version of the F-104G for the Japanese ASDF, built under license by Mitsubishi for the air-superiority role, armed with cannon and four Sidewinders; no strike capability. Some were converted to UF-104J radio-controlled target drones and destroyed. A total of 210 were built, three by Lockheed, 29 by Mitsubishi from Lockheed-sourced components, and 178 by Mitsubishi.<ref name="Complete Encyclopedia"/><ref>[http://www.joebaugher.com/usaf_fighters/f104_31.html Lockheed F-104J Starfighter] Retrieved September 17, 2016</ref> After retired in Japan, U.S. delivered some 104J/DJs to the airforce of Taiwan.
;F-104N: Three F-104Gs were 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.
[[File:F104s.jpg|thumb|alt=Italian F-104S|[[Italian Air Force]] F-104S in original camouflage scheme with ''Sparrow'' missiles mounted under the wings, c. 1969]]
;[[Aeritalia F-104S|F-104S]]: 246 Italian versions were produced by [[FIAT]] (one aircraft crashed prior to delivery and is often not included in the total number built). Forty aircraft were delivered to the [[Turkish Air Force]] and the rest to the Italian Air Force (''Aeronautica Militare Italiana'').<ref name="Matricardi2006p130">Matricardi 2006, p. 130.</ref> The F-104S was upgraded for the interception role, adding the NASARR R-21G/H radar with moving-target indicator and continuous-wave illuminator for semi-active radar homing missiles (initially the AIM-7 Sparrow), two additional wing and two underbelly hardpoints (increasing the total to nine), the more powerful J79-GE-19 engine, and two additional ventral fins to increase stability. The M61 cannon was sacrificed to make room for the missile avionics in the interceptor version, but retained for the fighter-bomber variants. Typically two Sparrow and two (and sometimes four or six) Sidewinder missiles were carried on all the hardpoints except the central (underbelly), or up to seven {{convert|750|lb|abbr=on}} bombs (normally two to four {{convert|500|–|750|lb|abbr=on|disp=sqbr}}). The F-104S was cleared for a higher maximum takeoff weight, allowing it to carry up to {{convert|7500|lb|abbr=on}} of stores; other Starfighters had a maximum external load of {{convert|4000|lb|abbr=on}}. Range was up to {{convert|780|mi|abbr=on}} with four tanks.<ref>Sgarlato 2004</ref>
;F-104S-ASA (''Aggiornamento Sistemi d'Arma'' – "Weapon Systems Update"): 150 upgraded F-104Ss equipped with the Fiat R21G/M1 radar with [[frequency hopping]] and look-down/shoot-down capability, new [[Identification friend or foe|IFF]] system and weapon delivery computer, and provision for the AIM-9L all-aspect Sidewinder and Selenia Aspide missiles. It was first flown in 1985.<ref name="Complete Encyclopedia"/>
;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 [[Inertial navigation system|INS]], refurbished airframe, and improved cockpit displays. All strike-related equipment was removed. The last Starfighters in combat service, the F-104S-ASA/M was withdrawn in December 2004 and temporarily replaced by the F-16 Fighting Falcon, while awaiting [[Eurofighter Typhoon]] deliveries.
;[[Canadair CF-104|CF-104]]: 200 Canadian-built versions, built under license by Canadair.<ref name="Complete Encyclopedia"/> Optimized for both nuclear strike and 2-stage-to-orbit payload delivery, the CF-104 had 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 {{convert|10000|lbf|kN|abbr=on}}/{{convert|15800|lbf|kN|abbr=on}} thrust.
;CF-104D: 38 dual-control trainer versions of CF-104, built by Lockheed, but with Canadian J79-OEL-7 engines.<ref name="Complete Encyclopedia"/> Some were later transferred to [[Denmark]], Norway, and [[Turkey]].
==Production summary table and costs==
{| class="wikitable" style="text-align:center; font-size:97%;"
|+ Production summary<ref>Bowman, ''Lockheed F-104 Starfighter'' Bowman 2000, Appendix II.</ref>
|-
! Type
! Lockheed
! Multi-<br>national
! Canadair
! Fiat
! Fokker
! MBB{{efn|name=Mess|''[[Messerschmitt]]'' merged later to ''[[Messerschmitt-Bölkow-Blohm]]'' (MBB) later a part of [[EADS]].}}
! Messer-<br>schmitt{{efn|name=Mess}}
! 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{{efn|name=testflight|One aircraft crashed on test flight and is not included.}}
! 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-104S
|
|
|
| 245{{efn|name=testflight}}
|
|
|
|
|
! 245
|-
! Total by manufacturer
! 738
! 48
! 340
! 444
! 350
! 50
! 210
! 207
! 188
! 2575
|}
{{noteslist}}
{|class="wikitable" style="text-align:center; font-size:97%;"
|+ F-104 costs (US dollars, 1960)<ref name="Knaack1978"/>
!!!F-104A!!F-104B!!F-104C!!F-104D!!F-104G!!TF-104G
|-
!Unit [[Research and development|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||||
|}
==Operators==
[[File:F-104 Starfighter Operators.png|thumb|upright=1.5|alt=Map of former F-104 operators|Former F-104 Starfighter operators]]
{{Main article|List of F-104 Starfighter operators}}
According to the [[FAA]] there are 10 privately owned F-104s in the U.S.<ref>[http://registry.faa.gov/aircraftinquiry/AcftRef_Results.aspx?Mfrtxt=&Modeltxt=F104&PageNo=1 "FAA Registry."] ''Federal Aviation Administration.'' Retrieved: 23 June 2011.</ref>
Starfighters Inc, a civilian demonstration team in Florida, operates three ex-Canadian Military CF-104 Starfighters (1 CF-104D and 2 CF-104s).<ref>[http://www.starfighters.net/ "Starfighters F-104 Demo Team web site."] ''starfighters.net.'' Retrieved: 6 February 2008.</ref> Another, 5303 (104633), civil registry: N104JR is owned and operated by a private collector in Arizona.<ref>Baugher, Joe. [http://www.joebaugher.com/usaf_fighters/f104_28.html "Lockheed CF-104D Starfighter".] ''American Military Aircraft: Canadair CF-104D Starfighter'', 20 January 2003. Retrieved: 24 February 2009.</ref>
{{-}}
The F-104 was operated by the militaries of the following nations:
{{Div col||15em}}
*{{BEL}}
*{{CAN}}
*{{DNK}}
*{{GER}}
*{{GRE}}
*{{ITA}}
*{{JPN}}
*{{JOR}}
*{{NLD}}
*{{NOR}}
*{{PAK}}
*{{Flag|Spain|1945}}
*{{TWN-ROC}}
*{{TUR}}
*{{Flag|United States}}
{{Div col end}}
==Aircraft on display==
[[File:F-104 GANG.jpg|right|thumb|alt=F-104 on display at Georgia Air National Guard|F-104 gate guardian for the Georgia Air National Guard's 165th Air Support Operations Squadron and 224th Joint Communications Support Squadron in Brunswick, Georgia]]
{{main article|List of surviving Lockheed F-104 Starfighters}}
Since being withdrawn from service the Starfighter has been preserved in museums and is a popular [[gate guardian]].
==Specifications (F-104G)==
{{externalimage |topic=Lockheed F-104 Starfighter Cutaway |width=450px |align=right |image1=[https://web.archive.org/web/20120308213659/http://www.flightglobal.com/airspace/media/militaryaviation1946-2006cutaways/images/11679/lockheed-f-104-starfighter-cutaway.jpg Lockheed F-104 Starfighter Cutaway from] [[Flightglobal.com]]}}
[[File:Lockheed F-104C Starfighter.svg|right|upright=1.4|450px|alt=Refer to caption|Orthographically projected diagram of the F-104 Starfighter]]
{{Aircraft specs
|ref=Quest for Performance<ref>Loftin, LK, Jr. [http://www.hq.nasa.gov/pao/History/SP-468/cover.htm "NASA SP-468: Quest for Performance: The Evolution of Modern Aircraft."] ''NASA''. Retrieved: 22 October 2017.</ref>, Dobrzyński<ref name="Dobrzyński2015p113">Dobrzyński 2015, p. 113.</ref>
|prime units?=imp
<!--
General characteristics
-->
|genhide=
|crew=1
|capacity=
|length m=
|length ft=54
|length in=8
|length note=
|span m=
|span ft=21
|span in=9
|span note=
|swept m=<!-- swing-wings -->
|swept ft=<!-- swing-wings -->
|swept in=<!-- swing-wings -->
|swept note=
|height m=
|height ft=13
|height in=6
|height note=
|wing area sqm=
|wing area sqft=196.1
|wing area note=
|airfoil=Biconvex 3.36% root and tip
|empty weight kg=
|empty weight lb=13996
|empty weight note=
|gross weight kg=
|gross weight lb=27300
|gross weight note=
|max takeoff weight kg=
|max takeoff weight lb=29083
|max takeoff weight note=
|fuel capacity=normal {{convert|3395|l|abbr=on}}, maximum {{convert|6158|l|abbr=on}}
|more general=
<!--
Powerplant
-->
|eng1 number=1
|eng1 name=[[General Electric J79]]
|eng1 type=afterburning turbojet
|eng1 lbf=<!-- jet/rocket engines -->10000
|eng1 lbf-ab=<!-- afterburners -->15600
<!--
Performance
-->
|perfhide=
|max speed kmh=
|max speed mph=1328
|max speed kts=
|max speed note=
|max speed mach=2.0
|cruise speed kmh=
|cruise speed mph=
|cruise speed kts=
|cruise speed note=
|stall speed kmh=
|stall speed mph=
|stall speed kts=
|stall speed note=
|never exceed speed kmh=
|never exceed speed mph=
|never exceed speed kts=
|never exceed speed note=
|minimum control speed kmh=
|minimum control speed mph=
|minimum control speed kts=
|minimum control speed note=
|range km=
|range miles=
|range nmi=
|range note=
|combat range km=
|combat range miles=420
|combat range nmi=
|combat range note=
|ferry range km=
|ferry range miles=1875
|ferry range nmi=
|ferry range note=
|endurance=<!-- if range unknown -->
|ceiling m=
|ceiling ft=50000
|ceiling note=
|g limits=<!-- aerobatic -->
|roll rate=<!-- aerobatic -->
|glide ratio=<!-- sailplanes -->
|climb rate ms=
|climb rate ftmin=48000
|climb rate note=at sea level
|time to altitude=
|sink rate ms=<!-- sailplanes -->
|sink rate ftmin=<!-- sailplanes -->
|sink rate note=
|lift to drag=9.2
|wing loading kg/m2=
|wing loading lb/sqft=139.2
|wing loading note=at design gross weight
|fuel consumption kg/km=
|fuel consumption lb/mi=
|power/mass=
|thrust/weight=0.54
|more performance=
<!--
Armament
-->
|guns= 1 × [[20 mm caliber|20 mm (0.787 in)]] [[M61 Vulcan|M61A1 Vulcan]] [[Gatling gun#M61 Vulcan, Minigun, and other designs|6-barreled Gatling cannon]], 725 rounds
|bombs=
|rockets=
|missiles=
|hardpoints=7
|hardpoint capacity={{convert|4000|lb|kg|abbr=on}}
|hardpoint rockets=
|hardpoint missiles=4 × [[AIM-9 Sidewinder]]
|hardpoint bombs=
|hardpoint other=Bombs, rockets, or other stores
|avionics=
}}
==Notable appearances in media==
<!-- All content about the aircraft in fictional and gaming use has been moved to [[Aircraft in fiction]], please see [[WP:AIRPOP]] -->
{{Main article|Aircraft in fiction#F-104 Starfighter}}
==Nicknames==
The Starfighter was called the "missile with a man in it", a name swiftly trademarked by Lockheed for marketing purposes, and the press coined the F-104 the ''Widowmaker'' due to its high accident rate, but neither were used in service. The term ''Super Starfighter'' was used by Lockheed to describe the F-104G in marketing campaigns, but fell into disuse.
In service, it earned a host of nicknames among its users:
*American pilots called it the ''Zipper'' or ''Zip-104'' because of its prodigious speed.
*The Japan Air Self-Defense Force called it ''Eiko'' ([[Kanji]]: 栄光, "Glory").
*In Germany it earned several less-charitable names due to its high accident rate, a common name being ''Fliegender Sarg'' ("Flying Coffin"). It was also called ''Witwenmacher'' ("Widowmaker"), or ''Erdnagel'' ("ground nail"), the official military term for a tent peg.<ref name="Bashow1986p16">Bashow 1986, p. 16.</ref>
*The [[Pakistani Air Force]] called it ''Badmash'' ("Hooligan").
*Among Italian pilots its spiky design earned it the nickname ''Spillone'' ("Hatpin"), along with ''Bara volante'' ("Flying Coffin").
*Among the Norwegian public and [[Royal Norwegian Air Force]] it was affectionately known as ''Vestfjordoksen'' ("the Vestfjord bull"), due to the immense roar of the aircraft based in [[Bodø]], at the southern end of [[Vestfjorden]].<ref>Helge Andreassen [https://www.nrk.no/nordland/na-kan-starfighteren-fa-luft-under-vingene-igjen-1.13151414 "Nå kan Starfighteren få luft under vingene igjen" (in Norwegian)]</ref>
*In the Canadian Forces, the aircraft were sometimes referred to (in jest) as the ''Lawn Dart'', the ''Aluminium Death Tube'', and the ''Flying Phallus''. It was affectionally called the ''Silver Sliver'', the ''Zipper'', or ''Zip'', but normally the ''Starfighter'' or simply the ''104'' (one-oh-four).<ref>Bashow, David, "Starfighter", 1990, Fortress Plubications, p 92,93</ref>
*NASA's F-104B Starfighter ''N819NA'' acquired the nickname ''Howling Howland'' due to the unique howling sound of its engine at certain throttle settings.<ref name="Bashow1986p16"/>
==See also==
{{Portal|United States Air Force|Aviation}}
{{Aircontent
|see also=
* [[Century Series]]
* [[North American Eagle Project]]
* [[Zero-length launch]]
|related=
* [[Aeritalia F-104S Starfighter]]
* [[Canadair CF-104 Starfighter]]
* [[Lockheed CL-1200 Lancer|CL-1200 Lancer and X-27]]
* [[Lockheed NF-104A]]
* [[Lockheed U-2]] <!-- fuselage design supposedly used on F-104 -->
* [[Lockheed XF-104]]
|similar aircraft=
* [[Dassault Mirage III]]
* [[English Electric Lightning]]
* [[EWR VJ 101]]
* [[Grumman F11F-1F Super Tiger]]
* [[Saunders-Roe SR.177]]
* [[Sukhoi Su-15]]
|lists=
* [[List of fighter aircraft]]
* [[List of military aircraft of the United States]]
}}
==References==
===Notes===
{{Reflist|2}}
===Bibliography===
{{Refbegin}}
* Bashow, David L. ''Starfighter: A Loving Retrospective of the CF-104 Era in Canadian Fighter Aviation, 1961–1986''. Stoney Creek, Ontario: Fortress Publications Inc., 1990. {{ISBN|0-919195-12-1}}.
* Bashow, David L. "Starwarrior: A First Hand Look at Lockheed's F-104, One of the Most Ambitious Fighters ever Designed!" ''Wings'', Vol. 16, no. 3, June 1986.
* Bowman, Martin W. ''Lockheed F-104 Starfighter''. Ramsbury, Marlborough, Wiltshire, UK: Crowood Press Ltd., 2000. {{ISBN|1-86126-314-7}}.
*Cacutt, Len. ''The World's Greatest Aircraft''. New York, NY: Exeter Books, 1988. {{ISBN|0-7917-0011-9}}.
* Coggins, Ed. ''Wings That Stay on''. Paducah, Kentucky: Turner Publishing Company, 2000. {{ISBN|978-1-56311-568-4}}.
* Dobrzyński, Jarosław and Lieuwe de Vries. ''Lockheed 104 Starfighter''. Sandomierz, Poland: Stratus for Mushroom Model Publications, 2015. {{ISBN|978-83-63678-39-5}}.
* Donald, David, ed. ''Century Jets''. Norwalk, Connecticut: AIRtime Publishing, 2003. {{ISBN|1-880588-68-4}}.
* Drendel, Lou. ''F-104 Starfighter in action,'' Aircraft No. 27. Carrollton, Texas: Squadron/Signal Publications, 1976. {{ISBN|0-89747-026-5}}.
* Fricker, John and Paul Jackson. "Lockheed F-104 Starfighter". ''Wings of Fame'', Volume 2, 1996, pp. 38–99. London: Aerospace Publishing. {{ISBN|1-874023-69-7}}.
* Green, William and Gordon Swanborough. ''The Great Book of Fighters''. St. Paul, Minnesota: MBI Publishing, 2001. {{ISBN|0-7603-1194-3}}.
* Higham, Robin and Carol Williams. ''Flying Combat Aircraft of USAAF-USAF (Vol.2)''. Manhattan, Kansas: Sunflower University Press, 1978. {{ISBN|0-8138-0375-6}}.
* Hobson, Chris. ''Vietnam Air Losses, USAF, USN, USMC, Fixed-Wing Aircraft Losses in Southeast Asia 1961–1973''. North Branch, Minnesota: Specialty Press, 2001. {{ISBN|1-85780-115-6}}.
* Jackson, Paul A. ''German Military Aviation 1956–1976''. Hinckley, Leicestershire, UK: Midland Counties Publications, 1976. {{ISBN|0-904597-03-2}}.
* Jagan, Mohan P.V.S. and Samir Chopra. ''The India-Pakistan Air War of 1965''. New Delhi: Manohar, 2006. {{ISBN|81-7304-641-7}}.
* Jenkins, Dennis R. "Hun Heaven, The Super Sabre Dance." ''Wings Magazine'', Vol. 35, No. 12, December 2005.
* Jenkins, Dennis R. and Tony R. Landis. ''Experimental & Prototype U.S. Air Force Jet Fighters.'' North Branch, Minnesota: Specialty Press, 2008. {{ISBN|978-1-58007-111-6}}.
* Käsmann, Ferdinand C.W. ''Die schnellsten Jets der Welt'' (German language) Planegg, Germany: Aviatic-Verl., 1994. {{ISBN|3-925505-26-1}}.
* Kinzey, Bert. ''F-104 Starfighter in Detail & Scale''. Blue Ridge Summit, Pennsylvania: TAB books, 1991. {{ISBN|1-85310-626-7}}.
* Knaack, Marcelle Size. ''Encyclopedia of USAF Aircraft and Missile Systems: Vol. 1, Post-WW II Fighters 1945–1973''. Washington, DC: Office of Air Force History, 1978. {{ISBN|0-912799-59-5}}
* Kropf, Klaus. ''German Starfighters''. Hinckley, Leicestershire, UK: Midland Counties Publications, 2002. {{ISBN|1-85780-124-5}}.
* Matricardi, Paolo. ''Aerei militari: Caccia e ricognitori, Volume 1''. Milan: Mondadori Electa, 2006. No ISBN.
* Nicolli, Ricardo. "Starfighters in the AMI". ''[[Air International]],'' Volume 31, No. 6, December 1986, pp. 306–313, 321–322.
* Pace, Steve. ''Lockheed F-104 Starfighter''. St. Paul, Minnesota: Motorbooks International, 1992. {{ISBN|0-87938-608-8}}.
* Pace, Steve. ''X-Fighters: USAF Experimental and Prototype Fighters, XP-59 to YF-23''. St. Paul, Minnesota: Motorbooks International, 1991. {{ISBN|0-87938-540-5}}.
* Reed, Arthur. ''F-104 Starfighter – Modern Combat Aircraft 9''. London: Ian Allan Ltd., 1981. {{ISBN|0-7110-1089-7}}.
* Sgarlato, Nico. "F-104 Starfighter" (in Italian). ''Delta editions'', Great Planes Monograph series, February 2004.
* Smith, Philip E. and Peggy Herz. ''Journey Into Darkness: the Gripping Story of an American Pow's Seven Years Trapped Inside Red China During the Vietnam War''. New York: Pocket Books, 1992. {{ISBN|0-671-72823-7}}.
* Stachiw, Anthony L. and Andrew Tattersall. ''CF-104 Starfighter (Aircraft in Canadian Service)''. St. Catharine's, Ontario, Canada: Vanwell Publishing Limited, 2007. {{ISBN|1-55125-114-0}}.
* Thompson, J. Steve with Peter C. Smith. ''Air Combat Manoeuvres: The Technique and History of Air Fighting for Flight Simulation''. Hersham, Surrey, UK: Ian Allan Publishing, 2008. {{ISBN|978-1-903223-98-7}}.
* Thompson, Warren. "Starfighter in Vietnam". ''International Air Power Review''. Volume 12, Spring 2004. Norwalk, Connecticut, USA: AirTime Publishing. 2004. {{ISBN|1-880588-77-3}}.
* Toliver, Raymond F. and [[Trevor James Constable|Trevor J. Constable]]. ''[[The Blond Knight of Germany|Holt Hartmann vom Himmel!]] (in German)'' Stuttgart, Germany: Motorbuch Verlag, 1985. {{ISBN|3-87943-216-3}}
* Upton, Jim. ''Warbird Tech – Lockheed F-104 Starfighter''. North Branch, Minnesota: Specialty Press, 2003. {{ISBN|1-58007-069-8}}.
* ''USAF Class A mishap rates through the end of 2007''. Kirtland AFB, New Mexico: USAF Safety and Inspection Center, 2007.
* van der Zeeuw, Ton. "Lockheed F-104G Starfighter." ''Vliegend in Nederland 2'' (in Dutch). Eindhoven, Netherlands: ''[[Flash Aviation]]'', 1987. {{ISBN|978-90-71553-03-5}}.
* Weal, John. "Jagdeschwader 'Richthofen': Phoenix Twice Risen". ''Wings of Fame'', Volume 1, 1995, pp. 142–165. London: Aerospace Publishing. {{ISBN|1-874023-68-9}}.
* Weaver, Michael E. "Making A Difference: The Tennessee Air National Guard in the Berlin Crisis," The Journal of East Tennessee History 79 (2007), 1–19.
* Yeager, Chuck and Leo Janos. ''Yeager, An Autobiography''. New York: Bantam Books, 1985. {{ISBN|0-553-05093-1}}.
* Windle, Dave and Bowman, Martin. ''Profiles of Flight, Lockheed F-104 Starfighter, Interceptor/Strike/Reconnaissance Fighter.'' (2011) Pen and Sword, Great Britain. {{ISBN|978-1-84884-449-0}}.
{{Refend}}
==External links==
{{Commons|F-104 Starfighter}}
* [http://www.af.mil/News/Article-Display/Article/1139745/yesterdays-air-force-f-104-starfighter/source/GovD/ Yesterday's Air Force: F-104 Starfighter] – United States Air Force
* [https://web.archive.org/web/20081208050446/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2311 Lockheed XF-104 to F-104A], [https://web.archive.org/web/20141227123801/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2310 F-104B/D], [https://web.archive.org/web/20141227133156/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2312 F-104C], and [https://web.archive.org/web/20141227123625/http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=2313 F-104G pages on USAF National Museum site]
* [http://www.i-f-s.nl/ The International F-104 Society]
* [http://www.flightglobal.com/pdfarchive/view/1961/1961%20-%201518.html "Super Starfighter"] a 1961 ''Flight'' article
* [http://i-ota.net/F-104Starfighter/ Over, under, around and through: Hi-res spherical panoramas of the 'Starfighters Aerospace' fleet]
* F-104A in Tennessee Air National Guard Service http://www.teachtnhistory.org/file/Making%20a%20Difference-%20The%20TN%20Air%20National%20Guard%20during%20the%20Berlin%20Crisis,%201961-1962%20(Weaver).pdf
* [http://www.916-starfighter.de/main.htm 916 Starfighter]
{{Lockheed aircraft}}
{{USAF fighters}}
{{US reconnaissance aircraft}}
{{Use dmy dates|date=May 2012}}
{{Authority control}}
[[Category:United States fighter aircraft 1950–1959]]
[[Category:Single-engined jet aircraft]]
[[Category:Lockheed bribery scandals]]
[[Category:Lockheed F-104 Starfighter| ]]
[[Category:T-tail aircraft]]
[[Category:Mid-wing aircraft]]
[[Category:Aircraft first flown in 1954]]
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