Aviation Artist Jim Dildine currently has an rare limited edition print depicting a
F-104 Starfighter available. This cold-war supersonic fighter shows off its missile
like shape. Artist Jim Dildine traditionally does not name his paintings but the
nickname "Zip Zoom" became attached to the F-104 print. "Zip" because that's
what F-104 pilots called the airplane and "Zoom" because the painting is based
on a true story about a pilot from Eglin AFB mimicking the NF-104 Zoom flights
that were taking place at Edwards, AFB.
F-104 Starfighter available. This cold-war supersonic fighter shows off its missile
like shape. Artist Jim Dildine traditionally does not name his paintings but the
nickname "Zip Zoom" became attached to the F-104 print. "Zip" because that's
what F-104 pilots called the airplane and "Zoom" because the painting is based
on a true story about a pilot from Eglin AFB mimicking the NF-104 Zoom flights
that were taking place at Edwards, AFB.
"Zip Zoom"
"T-38"
Limited Time Offer!
Buy the Limited Edition Print
of the F-104 and recieve the
Limited Edition print of the
T-38 Free! Only 70 prints
were made of the T-38 so
quantities are limited. Here's a
great chance to own two
prints by aviation artist Jim
Dildine for the price of one.
Buy the Limited Edition Print
of the F-104 and recieve the
Limited Edition print of the
T-38 Free! Only 70 prints
were made of the T-38 so
quantities are limited. Here's a
great chance to own two
prints by aviation artist Jim
Dildine for the price of one.
Click on the image
to enlarge.
countersigned by
Tony LeVier, Chief
Engineering Test
Pilot for
Lockheed
Aircraft Corporation
"Skunk Works"
to enlarge.
countersigned by
Tony LeVier, Chief
Engineering Test
Pilot for
Lockheed
Aircraft Corporation
"Skunk Works"
The Lockheed F-104 Starfighter was a high-performance supersonic interceptor aircraft, capable of high speeds
and climb rates. The Starfighter entered service with the US Air Force in 1958, but dissatisfaction with the
aircraft's range, load-carrying ability, and equipment led to it being phased out in 1967. However, in a heavily
modified form, the Starfighter sold well abroad, particularly to the air forces of Germany, Canada, Pakistan and
Italy, where high-speed fighter-bomber versions continued in service until the mid 1980s (and, in the case of the
Italian Air Force, until 2004). The modified Starfighter versions also gained an unenviable reputation for being
challenging to fly, with high fatal accident rates, particularly in German service where it gained nicknames like
"widowmaker" and "earth nail" for frequently driving itself into the ground.
and climb rates. The Starfighter entered service with the US Air Force in 1958, but dissatisfaction with the
aircraft's range, load-carrying ability, and equipment led to it being phased out in 1967. However, in a heavily
modified form, the Starfighter sold well abroad, particularly to the air forces of Germany, Canada, Pakistan and
Italy, where high-speed fighter-bomber versions continued in service until the mid 1980s (and, in the case of the
Italian Air Force, until 2004). The modified Starfighter versions also gained an unenviable reputation for being
challenging to fly, with high fatal accident rates, particularly in German service where it gained nicknames like
"widowmaker" and "earth nail" for frequently driving itself into the ground.
History
"Kelly" Johnson, chief engineer at Lockheed's Skunk Works, visited Korea in December 1951 and talked to fighter pilots about
what sort of plane they wanted. At the time the US pilots were meeting the MiG-15 in their F-86s, and many of the American pilots
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.
On his return to the US, Johnson immediately started the design of just such an aircraft. In March his team was assembled, and
they studied several aircraft designs, ranging from small designs at 8,000 lb (3.6 t), to fairly large ones at 50,000 lb (23 t). In
November 1952, a follow-on study started, the lessons learned from the earlier designs being used to eventually result in the
Lockheed L-246, of about 12,000 lb (5.4 t). The L-246 remained essentially identical to the L-083 Starfighter as eventually delivered.
The design was presented to the Air Force in November 1952, and they were interested enough to create a new proposal and to
invite several companies to participate. Three additional designs were received: the Republic AP-55, an improved version of its
prototype XF-91 Thunderceptor, the North American NA-212 which would eventually evolve into the F-107, and the Northrop N-102
Fang, a new General Electric J-79-powered design. Although all were interesting, Lockheed had an insurmountable lead, and was
granted a development contract in March 1953.
Work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes late in May.
At the time, the J-79 engine was not ready; so, both prototypes were designed to use the Wright J-65 engine instead, a licensed
version of the Armstrong Siddeley Sapphire. The first prototype was completed by early 1954, and started flying in March. The total
time from design to flying was about two years, a very short time even then, and unheard of today, when ten to fifteen years is
more typical.
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
emphasis was on minimizing drag and mass.
ing and fuselage
The wing design was radical. Most jet fighters of the period (and to this day) used a swept-wing or delta-wing planform. This
allowed a reasonable balance between aerodynamic performance, lift, and internal space for fuel and equipment. Lockheed's
tests, however, determined that the most efficient shape for high-speed, supersonic flight was a very small, straight,
mid-mounted, trapezoidal wing. The wing was extremely thin, with a thickness-to-chord ratio of only 3.36%. Its aspect ratio was 2.45.
The wing's leading edges were so thin (0.016 in / 0.41 mm) and so sharp that they presented a hazard to ground crews, and
protective guards had to be installed during ground operations. The thinness of the wings meant that fuel tanks and landing gear
had to be contained in the fuselage. Equally the motors to drive to the control surfaces had to be only one inch (25 mm) thick to fit.
The stabilator (horizontal tail surface) was mounted atop the fin to reduce inertia coupling. Because the vertical tailfin was only
slightly shorter than the length of each wing and nearly as aerodynamically effective, it could act as a wing on rudder application
(a phenomenon known as Dutch roll). To offset this effect, the wings were canted downward, given 10° anhedral. The wings had
both leading- and trailing-edge flaps. Later Starfighter marks incorporated a system that allowed the flaps to be extended during
combat maneuvering, reducing turn radius and generally improving sustained turn rate.
The combination provided extremely low drag except at high angle of attack (alpha), at which point induced drag became very
high. As a result the Starfighter had superb acceleration, rate of climb, and potential top speed, but its sustained turn
performance was very poor, described by some as more like a milk truck than a fighter. It was sensitive to control input, and
extremely unforgiving of pilot error.
The small, highly-loaded wing resulted in an unacceptably high take-off and landing speed, so a boundary layer control system
(BLCS) of blown flaps was incorporated, bleeding engine air over the trailing edge flaps to improve their lift. The system was a
boon to safe landings, although it proved to be a maintenance problem in service, and landing without the BLCS could be
harrowing.
The Starfighter's fuselage had a high fineness ratio, i.e., tapering sharply towards the nose, and small frontal area. The fuselage
was tightly packed, containing the radar, cockpit, cannon, all fuel, landing gear, and engine.
Several two-seat training versions of the Starfighter were produced. They were generally similar to the comparable single-seater,
but the additional cockpit required removing the cannon and some internal fuel. Two-seaters are combat-capable, and, despite a
slightly larger vertical fin and increased weight, have similar performance to the single-seater.
The F-104 was built around the General Electric J79 turbojet engine, fed by side-mounted intakes with fixed inlet scoops and a
conical ramp optimized for supersonic speeds. (Unlike some supersonic aircraft, the F-104 does not have variable-geometry
inlets.) Its thrust-to-drag ratio was superb, allowing a maximum speed well in excess of Mach 2: the top speed of the Starfighter is
limited more by the aluminum structure and the temperature limits of the engine than by thrust or drag (which gives an
aerodynamic maximum speed of Mach 2.2). Later models used uprated marks of the J79, improving thrust by almost 20%.
Equipment and armament
Early Starfighters used a downward-firing ejection seat (the Lockheed C-1), out of concern over the ability of an upward-firing seat
to clear the tailplane. This presented obvious problems in low-altitude escapes, and some 21 USAF pilots failed to escape their
stricken aircraft in low-level emergencies because of it. The downward-firing seat was soon replaced by a Lockheed C-2
upward-firing seat, which was capable of clearing the tail, although it still had a minimum speed limitation of 90 knots (170 km/h).
Most export Starfighters were fitted with Martin-Baker zero-zero ejection seats (having the ability to successfully eject the pilot
from the aircraft even if the aircraft was at zero altitude and zero airspeed), which no doubt was comforting to pilots.
The initial USAF Starfighters had basic AN/ASG-14T ranging radar, TACAN, and radio. The later international fighter-bomber aircraft
had much more advanced Aeroneutics NASARR radar, a simple infrared sight, Litton LN-3 inertial navigation system, and an air data
computer.
In the late 1960s the Italian Air Force developed a more advanced version of the Starfighter, the F-104S, for use as an all-weather
interceptor. The F-104S received a NASAAR R21-G with moving-target indicator (for some ability against low-level targets) and a
continuous-wave illuminator for semi-active radar homing missiles, including AIM-7 Sparrow and Selenia Aspide. The
missile-guidance avionics forced the deletion of the Starfighter's internal cannon. In the mid-1980s surviving F-104S aircraft were
updated to ASA standard (Aggiornamento Sistemi d'Arma, or Weapon Systems Update), with a much improved, more compact Fiat
R21G/M1 radar.
Basic armament of the F-104 was the M61 Vulcan 20 mm Gatling gun. The Starfighter was the first aircraft to carry the new weapon,
which had a phenomenal rate of fire of 6,000 rounds per minute. The cannon, mounted in the lower part of the port fuselage, was
fed by a 725-round drum behind the pilot's seat. It was deleted in two-seat models and some single-seaters (the gun bay and
ammunition tank could be replaced by an additional fuel tank). Two AIM-9 Sidewinder air-to-air missiles could be carried on the
wingtip stations, which could also be used for fuel tanks or other stores. F-104C and later models added a centerline pylon and
two underwing pylons under each wing for bombs, nuclear weapons, rocket pods, or tanks. The centerline pylon could carry a
"catamaran" launcher for two additional Sidewinders, although the installation had minimal ground clearance and made the seeker
heads of the missiles vulnerable to ground debris. The F-104S and some F-104G and F-104J models added a pair of fuselage
pylons beneath the intakes, usually used for Sidewinders (providing better ground clearance than the catamaran launcher and
leaving the centerline available for other stores). The Italian F-104S had still another pylon under each wing, for a maximum of
nine. The F-104S was cleared for a higher maximum take-off weight, allowing it to carry up to 7,500 lb (3,400 kg) of stores; other
Starfighters had a maximum external load of 4,000 lb (1,814 kg).
Pilot impressions
The Starfighter was generally considered a rewarding, if very demanding, "sports car" of a fighter. It was the first combat aircraft
capable of sustained Mach 2 flight (not just a brief dash), and its speed and climb performance remain impressive by modern
standards. If used appropriately, with high-speed slashing attacks and good use of its exceptional thrust-to-weight ratio, it could
be a formidable opponent, although being lured into a turning contest with a slower, more maneuverable opponent (as Pakistani
pilots were with Indian Hunters in 1965) was perilous. The F-104's turn radius and high-alpha behavior were always tricky, and the
Starfighter had a well-deserved reputation for unforgiving behavior. Some users lost nearly half their aircraft through accidents,
although the accident rate varied widely depending on the user and operating conditions; the Spanish Air Force, for example, lost
none. The Starfighter was a particular favorite of the Aeronautica Militare Italiana (Italian Air Force), although the AMI's accident
rate was far from the lowest of Starfighter users.
Famous U.S. Air Force pilots who lost their lives to F-104 accidents include Maj. Robert H. Lawrence Jr. and Capt. Iven Kincheloe.
Chuck Yeager was nearly killed when he lost control of an NF-104A during a high-altitude record-breaking attempt. He did lose the
tips of two fingers and was hospitalized with severe burns for a long period after the flight.
"Kelly" Johnson, chief engineer at Lockheed's Skunk Works, visited Korea in December 1951 and talked to fighter pilots about
what sort of plane they wanted. At the time the US pilots were meeting the MiG-15 in their F-86s, and many of the American pilots
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.
On his return to the US, Johnson immediately started the design of just such an aircraft. In March his team was assembled, and
they studied several aircraft designs, ranging from small designs at 8,000 lb (3.6 t), to fairly large ones at 50,000 lb (23 t). In
November 1952, a follow-on study started, the lessons learned from the earlier designs being used to eventually result in the
Lockheed L-246, of about 12,000 lb (5.4 t). The L-246 remained essentially identical to the L-083 Starfighter as eventually delivered.
The design was presented to the Air Force in November 1952, and they were interested enough to create a new proposal and to
invite several companies to participate. Three additional designs were received: the Republic AP-55, an improved version of its
prototype XF-91 Thunderceptor, the North American NA-212 which would eventually evolve into the F-107, and the Northrop N-102
Fang, a new General Electric J-79-powered design. Although all were interesting, Lockheed had an insurmountable lead, and was
granted a development contract in March 1953.
Work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes late in May.
At the time, the J-79 engine was not ready; so, both prototypes were designed to use the Wright J-65 engine instead, a licensed
version of the Armstrong Siddeley Sapphire. The first prototype was completed by early 1954, and started flying in March. The total
time from design to flying was about two years, a very short time even then, and unheard of today, when ten to fifteen years is
more typical.
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
emphasis was on minimizing drag and mass.
ing and fuselage
The wing design was radical. Most jet fighters of the period (and to this day) used a swept-wing or delta-wing planform. This
allowed a reasonable balance between aerodynamic performance, lift, and internal space for fuel and equipment. Lockheed's
tests, however, determined that the most efficient shape for high-speed, supersonic flight was a very small, straight,
mid-mounted, trapezoidal wing. The wing was extremely thin, with a thickness-to-chord ratio of only 3.36%. Its aspect ratio was 2.45.
The wing's leading edges were so thin (0.016 in / 0.41 mm) and so sharp that they presented a hazard to ground crews, and
protective guards had to be installed during ground operations. The thinness of the wings meant that fuel tanks and landing gear
had to be contained in the fuselage. Equally the motors to drive to the control surfaces had to be only one inch (25 mm) thick to fit.
The stabilator (horizontal tail surface) was mounted atop the fin to reduce inertia coupling. Because the vertical tailfin was only
slightly shorter than the length of each wing and nearly as aerodynamically effective, it could act as a wing on rudder application
(a phenomenon known as Dutch roll). To offset this effect, the wings were canted downward, given 10° anhedral. The wings had
both leading- and trailing-edge flaps. Later Starfighter marks incorporated a system that allowed the flaps to be extended during
combat maneuvering, reducing turn radius and generally improving sustained turn rate.
The combination provided extremely low drag except at high angle of attack (alpha), at which point induced drag became very
high. As a result the Starfighter had superb acceleration, rate of climb, and potential top speed, but its sustained turn
performance was very poor, described by some as more like a milk truck than a fighter. It was sensitive to control input, and
extremely unforgiving of pilot error.
The small, highly-loaded wing resulted in an unacceptably high take-off and landing speed, so a boundary layer control system
(BLCS) of blown flaps was incorporated, bleeding engine air over the trailing edge flaps to improve their lift. The system was a
boon to safe landings, although it proved to be a maintenance problem in service, and landing without the BLCS could be
harrowing.
The Starfighter's fuselage had a high fineness ratio, i.e., tapering sharply towards the nose, and small frontal area. The fuselage
was tightly packed, containing the radar, cockpit, cannon, all fuel, landing gear, and engine.
Several two-seat training versions of the Starfighter were produced. They were generally similar to the comparable single-seater,
but the additional cockpit required removing the cannon and some internal fuel. Two-seaters are combat-capable, and, despite a
slightly larger vertical fin and increased weight, have similar performance to the single-seater.
The F-104 was built around the General Electric J79 turbojet engine, fed by side-mounted intakes with fixed inlet scoops and a
conical ramp optimized for supersonic speeds. (Unlike some supersonic aircraft, the F-104 does not have variable-geometry
inlets.) Its thrust-to-drag ratio was superb, allowing a maximum speed well in excess of Mach 2: the top speed of the Starfighter is
limited more by the aluminum structure and the temperature limits of the engine than by thrust or drag (which gives an
aerodynamic maximum speed of Mach 2.2). Later models used uprated marks of the J79, improving thrust by almost 20%.
Equipment and armament
Early Starfighters used a downward-firing ejection seat (the Lockheed C-1), out of concern over the ability of an upward-firing seat
to clear the tailplane. This presented obvious problems in low-altitude escapes, and some 21 USAF pilots failed to escape their
stricken aircraft in low-level emergencies because of it. The downward-firing seat was soon replaced by a Lockheed C-2
upward-firing seat, which was capable of clearing the tail, although it still had a minimum speed limitation of 90 knots (170 km/h).
Most export Starfighters were fitted with Martin-Baker zero-zero ejection seats (having the ability to successfully eject the pilot
from the aircraft even if the aircraft was at zero altitude and zero airspeed), which no doubt was comforting to pilots.
The initial USAF Starfighters had basic AN/ASG-14T ranging radar, TACAN, and radio. The later international fighter-bomber aircraft
had much more advanced Aeroneutics NASARR radar, a simple infrared sight, Litton LN-3 inertial navigation system, and an air data
computer.
In the late 1960s the Italian Air Force developed a more advanced version of the Starfighter, the F-104S, for use as an all-weather
interceptor. The F-104S received a NASAAR R21-G with moving-target indicator (for some ability against low-level targets) and a
continuous-wave illuminator for semi-active radar homing missiles, including AIM-7 Sparrow and Selenia Aspide. The
missile-guidance avionics forced the deletion of the Starfighter's internal cannon. In the mid-1980s surviving F-104S aircraft were
updated to ASA standard (Aggiornamento Sistemi d'Arma, or Weapon Systems Update), with a much improved, more compact Fiat
R21G/M1 radar.
Basic armament of the F-104 was the M61 Vulcan 20 mm Gatling gun. The Starfighter was the first aircraft to carry the new weapon,
which had a phenomenal rate of fire of 6,000 rounds per minute. The cannon, mounted in the lower part of the port fuselage, was
fed by a 725-round drum behind the pilot's seat. It was deleted in two-seat models and some single-seaters (the gun bay and
ammunition tank could be replaced by an additional fuel tank). Two AIM-9 Sidewinder air-to-air missiles could be carried on the
wingtip stations, which could also be used for fuel tanks or other stores. F-104C and later models added a centerline pylon and
two underwing pylons under each wing for bombs, nuclear weapons, rocket pods, or tanks. The centerline pylon could carry a
"catamaran" launcher for two additional Sidewinders, although the installation had minimal ground clearance and made the seeker
heads of the missiles vulnerable to ground debris. The F-104S and some F-104G and F-104J models added a pair of fuselage
pylons beneath the intakes, usually used for Sidewinders (providing better ground clearance than the catamaran launcher and
leaving the centerline available for other stores). The Italian F-104S had still another pylon under each wing, for a maximum of
nine. The F-104S was cleared for a higher maximum take-off weight, allowing it to carry up to 7,500 lb (3,400 kg) of stores; other
Starfighters had a maximum external load of 4,000 lb (1,814 kg).
Pilot impressions
The Starfighter was generally considered a rewarding, if very demanding, "sports car" of a fighter. It was the first combat aircraft
capable of sustained Mach 2 flight (not just a brief dash), and its speed and climb performance remain impressive by modern
standards. If used appropriately, with high-speed slashing attacks and good use of its exceptional thrust-to-weight ratio, it could
be a formidable opponent, although being lured into a turning contest with a slower, more maneuverable opponent (as Pakistani
pilots were with Indian Hunters in 1965) was perilous. The F-104's turn radius and high-alpha behavior were always tricky, and the
Starfighter had a well-deserved reputation for unforgiving behavior. Some users lost nearly half their aircraft through accidents,
although the accident rate varied widely depending on the user and operating conditions; the Spanish Air Force, for example, lost
none. The Starfighter was a particular favorite of the Aeronautica Militare Italiana (Italian Air Force), although the AMI's accident
rate was far from the lowest of Starfighter users.
Famous U.S. Air Force pilots who lost their lives to F-104 accidents include Maj. Robert H. Lawrence Jr. and Capt. Iven Kincheloe.
Chuck Yeager was nearly killed when he lost control of an NF-104A during a high-altitude record-breaking attempt. He did lose the
tips of two fingers and was hospitalized with severe burns for a long period after the flight.
Here at Ozark Airfield Artworks we offer a large selection art prints. These prints mainly
depict modern and historic aviation along with military, civil and space flight. We also deal
with naval subjects and military armor and infantry works. These prints are from all the top
national and international artists along with some local artists. Many of our prints are
signed by the artist and by famous pilots and veterans. If you are looking for a specific
plane, pilot, artist or subject please contact us.
depict modern and historic aviation along with military, civil and space flight. We also deal
with naval subjects and military armor and infantry works. These prints are from all the top
national and international artists along with some local artists. Many of our prints are
signed by the artist and by famous pilots and veterans. If you are looking for a specific
plane, pilot, artist or subject please contact us.
Copyright © Ozark Airfield Artworks 2005 All Rights Reserved
All images are copyrighted by the individual artist and may not be reproduced
without their consent.
without their consent.
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Ozark Airfield Artworks
See our great selection of
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John D Shaw, Robert
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artists like Sam Lyons,
John D Shaw, Robert
Bailey, & Thomas Smith!
Aviation Artist Jim Dildine's bio:
Jim Dildine has been painting
airplanes professionally for over
thirty years. His works are included
in public and private collections
around the world, including the
Museum of Naval Aviation in
Pensacola, Florida, The U.S. Air
Force Armament Museum at Eglin,
AFB and the Museum at Edwards,
AFB. After earning his BFA from the
Columbus College of Art and Design
Jim went on to complete a Masters
Degree in Fine Arts from the
Pennsylvania Academy of the Fine
Arts in Philadelphia. As a pilot Jim
has a special understanding of the
environment that he paints. He
often spends several hours in the
air researching the aerial
conditions for each new painting.
Jim prefers to paint aircraft and
scenarios that he has some
personal connection to, whether his
own or through a family member or
friend. As a result each painting
becomes a personal expression
of his aviation experiences.
Jim Dildine has been painting
airplanes professionally for over
thirty years. His works are included
in public and private collections
around the world, including the
Museum of Naval Aviation in
Pensacola, Florida, The U.S. Air
Force Armament Museum at Eglin,
AFB and the Museum at Edwards,
AFB. After earning his BFA from the
Columbus College of Art and Design
Jim went on to complete a Masters
Degree in Fine Arts from the
Pennsylvania Academy of the Fine
Arts in Philadelphia. As a pilot Jim
has a special understanding of the
environment that he paints. He
often spends several hours in the
air researching the aerial
conditions for each new painting.
Jim prefers to paint aircraft and
scenarios that he has some
personal connection to, whether his
own or through a family member or
friend. As a result each painting
becomes a personal expression
of his aviation experiences.