Super Starfighter electronics

Probably no other aircraft in the world carries as compact and precise a package of electronic gear as the Super Starfighter. Beef-up structural changes aside, the advanced electronics wizardry more than anything else accounts for the biggest difference between the F-104 G/ CF-104/F-104 J airplanes and the earlier USAF F-104 models. Performance - 1500 m. p. h. speed and ability to zoom to 80,000-plus altitude - remains, with refinement. The electronic magic contained in "black box" arrays opens the door to new defensive effectiveness - to increased, deadlier deterrent powers.

NASARR

The name - NASARR - comes from North American Search and Range Radar. A multi-purpose system consisting of a radar set that incorporates an optional fire control computer for air-to-air, air-to-ground, and navigation. Used with the fire control computer in air-to-air missions, NASARR figures for the pilot lead angle of attack for automatic rocket releases, and lead angle of attack (with information supplied to the director gun sight) for the M-61 Vulcan gun.

Director type gunsight

After NASARR has computed the proper lead angle for firing the Vulcan gun, the director gunsight gives the pilot an optical line-of-sight indication. The sight is used for firing missiles and - with the infra-red sight - can do the same at night. The caged sight reticle also is utilized as an aiming reference for visual dive bombing. Advantages over earlier sights: smaller sight head, improved tracking, lighter weight, and easier to install and maintain.

Infra-red sight

A Lockheed development, the IR sight is integrated with the director gun-sight and shares its optics. Able to "see" targets by picking up emission of infra-red rays from heat sources, it can be used in the day and night.

Air data computer

The air data computer receives electrical analogs of air temperature, and angle of attack from transducers and transforms the information into functions of true altitudes, true air speed, true Mach number and angle of attack as required by other airborne systems. The information goes to other systems saving considerable weight and avoiding errors probable in separate units.

Dead reckoning navigator

PHI (for Position and Homing Indicator) tells the pilot where he is by remembering where he started, and keeping track of course changes, time and speed. This automatic system also serves as an indicator for the inertial navigator TACAN and C2G compass systems. The pilot has only to select a position to learn the heading and nautical-mile distance to that target or destination. (One station is always set for the return flight home.)

TACAN

Extremely valuable in areas where TACAN stations are located, this radio air navigation provides instant and continuous read-outs in nautical-mile distance and direction in degrees of bearing. A polar-coordinate type system, TACAN provides information via the PHI system indicator for accurate position fixes.

Inertial navigator

Actual ground distance and track - independent of forecast or computed winds - is measured by the inertial navigation system. Reading through the PHI, it requires no signal outputs, emits no electromagnetic radiation, and continually presents to the pilot a direction and distance to pre-selected stations. For other electronic systems, the inertial navigator provides heading, pitch and roll data.

UHF

Lighter and smaller (about 500 cubic inches less displacement than previous components), an improved UHF command communication set is standard equipment for all Super Starfighter.

In-flight NASARR proof

DC-3's wearing the sharp radome nose of an F-104G were in German Air Force service after development and use by Lockheed California Company. The normal transport seats were removed. Inside the cabin were the Super Starfighter's electronics gear, and major F-104G cockpit components, test and measuring equipment and stations for engineers monitoring systems in action. With this unusual hybrid Lockheed made 50 flights in a 16 week proving program. Besides checking operation of avionics, the "airplane with a point" evaluated qualities of the F-104's filament wound, plastic radome, being produced overseas as well as at company headquarters in Burbank.

Where?

The Super Starfighter electronics compartment ("E" Bay) is located beneath the aft section of the cockpit canopy, approximately five feet along the airplane axis. Access to the compartment - shaped like a round-top chest - is provided by a hinged door on top of the fuselage. Each interchangeable electronic box, fashioned like gasoline cans used on military jeep vehicles, is the same height and depth but can vary in width. Units have self test points and adjustments permitting quick "go, no-go" checkout after installation. Secured against in-flight movement, the cans are cooled by ducted air.

Electric power

Delivering the necessary power to electronic components are two engine- driven variable frequency generators potent enough to supply electricity for all homes in an average city block. In addition to the main generators are a fixed frequency unit driven by a hydraulic motor, an emergency generator driven by a ram air turbine, and two batteries. If one of the two main generators fail such loads as fuel boost pumps, auxiliary fuel transfer pump, duct anti-icing and one gun motor, are dropped. The emergency system can operate all functions needed for a dead stick landing, including radio, cockpit lights, windshield defogging and flaps. Two batteries provide capability for in-flight engine restarts and external stores jettisoning. Using three-phase generators, the Super Starfighter has a variable-frequency primary alternating current power system.

Other systems

Original F-104s built for the U.S. Air Force were equipped with downward ejecting pilot seats. Two reasons:

At that design period, no seat had been developed or was available that Lockheed felt had sufficient boost to always push the pilot clear of the T-tail.

It was surmised that essentially all ejection's would be accomplished at altitudes high enough for successful completion of the manoeuvre. Since then, a capable upward-ejecting system has become available - the C-2 model. The C-2 was selected for installation in all Starfighter's.

The C-2 seat

Capable of providing full recoveries at airspeeds from approximately 100 to 550 knots and altitudes from ground level to 50,000 feet, the C-2 leaves the Super Starfighter via a rocket catapult device. At or near ground level the timing mechanism is set to separate pilot from seat one second after ejection - and parachute deployment one second later.

Separation sequence

To eject, the pilot pulls a D-shaped ring located between his feet on the seat bucket structure. The ring fires two initiators. One ejects the canopy. The other starts pre-ejection functions. In three-tenths of a second, this happens: Metal stirrups pull feet close to the body and hold them until time of man-seat separation. Knee guards rotate into position to prevent leg spreading and to counteract effects of airloads. Arm support webbing flips up and prevents outward movement of arms. Moving up the rails, the seat hits a striker and - one second later - the lap belt is released, foot retention cables are cut and the pilot-seat reel operates. (Pulling the D-ring also operates a backup system that fires a delay initiator into the catapult unit and a second one into foot cable cutters.)

Rocket catapult

The XM-10 rocket-catapult, a pyrotechnic propulsion unit, fits on the seat back upper cross-beam member and moves up and down with seat adjustments.

Leaving the seat

Forcible separation is actuated pyrotechnically by a windup reel behind the head rest. Nylon webbing is routed from the reel down the forward face of the seat back, under the survival kit, and secured to the forward seat bucket lip. Sequenced with the lap belt release, the webbing is drawn taut between the head rest and the lip in two-tenths of a second, "pushing" the pilot out and away from the seat one second after ejection. To assure proper foot retention and retraction, the pilot wears foot spurs equipped with ball sockets at the back. The ball lock end, engaged by spurs, is attached to cables that pull feet rearward and secure them in foot shelf units. Two initiators, fired one second apart, cut cables free at the proper time. Carried on the aluminum alloy seat is an automatic survival kit that includes disconnect hardware, automatic life raft inflation, high-pressure emergency oxygen bottles with 15 minutes' duration, and a regulator suitable for partial pressure suits above 42.000 feet.

Martin Baker seat

In 1968 NATO partners Denmark, Greece, Italy and Germany started to exchange the C-2 seats for the Martin Baker seats (MK GQ 7 A(T)).

Canopy

The left-hand-hinged cockpit canopy is operated manually for normal entrance and egress. For ejection, hold-down hooks are released automatically on each side to assure symmetrical operation. The canopy can be jettisoned three ways: pulling a handle on the forward cockpit console, working the seat escape handle, and - on the ground - from the exterior by rescue crews.