Andy Bush wrote:

Walt

Did the A model have a 550/1.8M limit on the takeoff flap position? The G
model limit was 450/.85M.

I think Walt's memory is in error here. The F-104A-D Dash -1 (dated 1 June 1968
says the limits are 450/0.80M, with no Mach restriction if = 330 kts. BTW, did
you guys keep the tip tanks on in a hassle? ISTR that the G wings were strong
enough to do so, and the tanks improved the turn capability.

In the G, we were competitive with the F-4, but if the F-4 was clean, it had
a higher max G limit at CV that we could not match (although at those
parameters, individual aircraft capability was nowhere as important as was
individual pilot capability).

Max. G for the F-104A was +7.33, but with tip AIM-9s or launchers it's only 5.6
(symmetrical) with less than 4,000 lb. fuel. The F-104C is slightly higher with
the same fuel, 6.0 with tip launchers, 5.3 with missiles, symmetrical and clean
wing. I imagine both were exceeded as needed.

As far as G capability of the various versions, Tom Delashaw said that his least
favorite version for A/A was the G, owing to it being heavier and more nose
heavy than the USAF versions, with no more thrust than the C. He also didn't
think the big tail was necessary for A/A, although when loaded with max. tanks
and stores I imagine it was needed for stability. He felt that the A or C model
could sustain more G than an F-4, as long as you were over 500 KCAS, while the
F-4 had an instantaneous G advantage. The F-104A w/-19 that Walt flew should
blow the doors off any F-4 except in turn radius, even the F-4F.

Guy