17 February 1956: Test pilot Herman Richard (“Fish”) Salmon made the first flight of the Lockheed YF-104A service test prototype, Air Force serial number 55-2955 (Lockheed serial number 183-1001). This airplane, the first of seventeen pre-production YF-104As, incorporated many improvements over the XF-104 prototype, the most visible being a longer fuselage.
On 28 February 1956, YF-104A 55-2955 became the first aircraft to reach Mach 2 in level flight.
The YF-104A was later converted to the production standard and redesignated F-104A.
The Lockheed F-104A Starfighter is a single-place, single-engine, Mach 2 interceptor. It was designed by a team lead by the legendary Clarence L. “Kelly” Johnson. The F-104A is 54.77 feet (16.694 meters) long with a wingspan of 21.94 feet (6.687 meters) and overall height of 13.49 feet (4.112 meters). The total wing area is just 196.1 square feet (18.2 square meters). At 25% chord, the wings are swept aft 18° 6′. They have 0° angle of incidence and no twist. The airplane has a very pronounced -10° anhedral. An all-flying stabilator is placed at the top of the airplane’s vertical fin, creating a “T-tail” configuration.
The F-104A had an empty weight of 13,184 pounds (5,980.2 kilograms). The airplane’s gross weight varied from 19,600 pounds to 25,300 pounds, depending on the load of missiles and/or external fuel tanks.
Internal fuel capacity was 896 gallons (3,392 liters). With Sidewinder missiles, the F-104A could carry two external fuel tanks on underwing pylons, for an additional 400 gallons (1,514 liters). If no missiles were carried, two more tanks could be attached to the wing tips, adding another 330 gallons (1,249 liters) of fuel.
The F-104A was powered by a single General Electric J79-GE-3B, -11A or -19 engine. The J79 is a single-spool, axial-flow, afterburning turbojet, which used a 17-stage compressor and 3-stage turbine. The J79GE-3B has a continuous power rating of 8,950 pounds of thrust (39.81 kilonewtons) at 7,460 r.p.m. Its Military Power rating is 9,600 pounds (42.70 kilonewtons) (30-minute limit), and 15,000 pounds (66.72 kilonewtons) with afterburner (5-minute limit). The engine is 17 feet, 3.2 inches (5.263 meters) long, 2 feet, 8.6 inches (0.828 meters) in diameter, and weighs 3,225 pounds (1,463 kilograms).
The F-104A had a maximum speed of 1,150 knots (1,323 miles per hour/2,130 kilometers per hour) at 35,000 feet (10,668 meters). The Starfighter’s initial rate of climb was 60,395 feet per minute (306.8 meters per second) and its service ceiling was 59,600 feet (18,166 meters).
Armament was one General Electric M61 Vulcan six-barreled revolving cannon with 725 rounds of 20 mm ammunition, firing at a rate of 4,000 rounds per minute. An AIM-9B Sidewinder infrared-homing air-to-air missile could be carried on each wing tip.
Lockheed built 153 of the F-104A Starfighter initial production version. A total of 2,578 F-104s of all variants were produced by Lockheed and its licensees, Canadair, Fiat, Fokker, MBB, Messerschmitt, Mitsubishi and SABCA. By 1969, the F-104A had been retired from service. The last Starfighter, an Aeritalia-built F-104S ASA/M of the Aeronautica Militare Italiana, was retired in October 2004.
While conducting flame-out tests in 55-2955, 25 April 1957, Lockheed engineering test pilot John A. (“Jack”) Simpson, Jr., made a hard landing at Air Force Plant 42, Palmdale, California, about 22 miles (35 kilometers) southwest of Edwards Air Force Base. After a bounce, the landing gear collapsed, and the Starfighter skidded off the runway. 55-2955, nick-named Apple Knocker, was damaged beyond repair. “Suitcase” Simpson was not hurt.
6 December 1957: At 10:28 a.m., Lockheed Aircraft Corporation’s Chief Engineering Test Pilot Herman Richard (“Fish”) Salmon, and co-pilot Roy Edwin Wimmer started the Number 4 engine (outboard, right wing, of the new prototype Model L-188A Electra, c/n 1001, registered N1881. Also on board were flight engineers Louis Holland and William Spreuer. In rapid succession, the flight crew started engines 1, 2, on the left wing, and 3, inboard on the right. The prototype then taxied to the eastern end of Lockheed Air Terminal’s Runway 27.¹ At 10:44, Salmon released the brakes and the Electra rapidly accelerated down the runway. It was airborne in just 1,800 feet (549 meters).
Fish Salmon took the prototype to the U.S. Navy’s restricted missile test ranges off the southern California coastline, flying between Naval Air Station Point Mugu and San Diego. During the flight, the Electra reached 400 miles per hour (644 kilometers per hour) and 14,000 feet (4,267 meters). Salmon radioed, “She controls beautifully. No sweat.”
The Electra was followed by two chase planes, a Lockheed T-33A Shooting Star, and a Super Constellation airliner. After the initial flight test, Salmon returned to LAT, landing after a flight of 1 hour, 27 minutes. The test flight was made 56 days ahead of schedule.
The Lockheed Model 188A Electra is a four-engine, low-wing, commercial airliner with retractable tricycle landing gear, and powered by four turboprop engines. It was operated by a pilot, co-pilot and flight engineer, and could carry a maximum of 98 passengers. The L-188A was the first production variant. It is 104 feet, 6.5 inches (31.864 meters) long, with a wingspan of 99 feet, 0.00 inches (30.175 meters), and overall height of 32 feet, 11.6 inches (10.048 meters).
The L-188A was powered by four Allison Model 501-D13 (T56-A-1) turboprop engines. The -D13 is a single-shaft axial-flow gas turbine engine. It had a 14-stage compressor, 6-tube combustor, a 4-stage turbine. It was rated at 3,750 shaft horsepower at 13,820 r.p.m. The engines drove four-blade, square-tip Aeroproducts propellers with a diameter of 13 feet, 6 inches (4.115 meters), at 1,020 r.p.m. The D13 is 12 feet, 1.0 inches (3.683 meters) long, 2 feet, 3.0 inches (0.686 meters) wide and 3 feet, 0.0 inches (0.914 meters) high. It weighs 1,750 pounds (794 kilograms).
Critical Mach Number (Mcr) = 0.711
¹ In 1967, the name of the Lockheed Air Terminal was changed to Hollywood-Burbank Airport. After several more name changes, including Bob Hope Airport, it is once again known as Hollywood-Burbank. Its FAA identifier is BUR.
19 April 1955¹: Lockheed test pilot Herman Richard (“Fish”) Salmon was flying the second prototype Lockheed XF-104 interceptor, 53-7787, conducting tests of the General Electric T171 Vulcan gun system.
At 47,000 feet (14,326 meters), Salmon fired two bursts from the T171. On the second burst, vibrations from the gun loosened the airplane’s ejection hatch, located beneath the cockpit, resulting in explosive decompression.
The Associated Press reported:
Test Pilot Leaps From New Jet
INYOKERN, Calif., April 20 (AP)—Herman R. (Fish) Salmon, former racing pilot and now a top test pilot, bailed safely from one of the Air Force’s hot new F104 jet fighters over the Mojave dessert [sic] Tuesday.
He was spotted on the desert after a two-hour search by military planes and brought to the Naval ordinance [sic] test station here for a physical examination. A preliminary checkup indicated he was not injured.
Salmon, 41, was on a routine test flight when he hit the silk. Authorities gave no hint what happened to the supersecret plane to make the bailout necessary. The craft’s height at the time it was abandoned was not given. The plane’s top speed has been unofficially estimated at 1,200 m. p. h.
Wreckage of the F104, one of two prototypes now being tested by Lockheed Aircraft Corp. for the Air Force, was found several miles south of the China Lake area.
A Lockheed spokesman said Salmon, of Van Nuys, Calif., was spotted by a search plane and apparently picked up by a Navy helicopter and flown here. Salmon took off on the test flight from Palmdale, about 70 miles south of here.
— Reno Evening Gazette, Volume LXXIX, Number 21, Wednesday, 20 April 1955, Page 24 at Columns 5–7.
Fish Salmon was wearing a David Clark Co. T-1 capstan-type partial-pressure suit and International Latex Corporation (I.L.C. Dover) K-1 helmet for protection in just such an emergency. The capstans are pneumatic tubes surrounded by fabric lacings, running along the arms, torso and legs. As the tubes inflated, the lacings pulled the fabric of the suit very tight and applied pressure to his body as a substitute for normal atmospheric pressure. The partial-pressure garment also enclosed his head, with a fiberglass helmet and a clear visor or face plate providing for vision.
The sudden loss of cabin pressure and drop to subfreezing temperatures caused Salmon’s face plate to fog over. Inflating air bladders pushed his helmet high on his head. The cockpit was filled with dust, fiberglass insulation and other debris. All this restricted his visibility, both inside and outside the airplane. The very tight pressure suit restricted his movements.
Fish Salmon cut the throttle, opened the speed brakes and began a descending turn to the left to reach a lower altitude. By the time he had reached 15,000 feet (4,572 meters) he had been unable to find a place on the desert floor to make an emergency landing. It was time to leave the crippled XF-104.
At 250 knots (288 miles per hour/463 kilometers per hour) the ejection seat fired Salmon out of the bottom of the cockpit. He had to open his parachute manually (the seat timer did not operate) and he made a safe landing.
The prototype XF-104 impacted the desert approximately 73 miles (117 kilometers) east-northeast of Edwards Air Force Base. It was completely destroyed. Fish Salmon landed about 2 miles (3.2 kilometers) away. He was found two hours later and rescued by an Air Force helicopter.
Occasionally, a satisfied user thanked the researchers at the Aero Medical Laboratory. One of these was Lockheed test pilot Herman R. “Fish” Salmon. On April 14, 1955,¹ Salmon was flying the second XF-104 (53-7787) at 47,500 feet while wearing a T-1 suit, K-1 helmet, and strap-fastened boots. As he triggered the General Electric M61 Vulcan 20 mm cannon for a test firing, severe vibrations loosened the floor-mounted ejection hatch and the cockpit explosively depressurized at the same time as the engine flamed out. The suit inflated immediately. Repeated attempts to restart the engine failed, and Salmon ejected at 15,000 feet. Fish reported, “I landed in a field of rocks ranging from one foot to five feet in diameter. My right arm was injured and my head struck a rock. The K-1 helmet hard shell was cracked, but there was no injury to my head. It took me 10 to 15 minutes to get out of the suit with my injured arm. Rescue was effected [sic] by helicopter approximately two hour after escape.” Salmon reported that the K-1 helmet was excellent for rugged parachute landings, and his only complaint was that the visor may impair vision at extreme altitudes.”
—Dressing for Altitude: U.S. Aviation Pressure Suits—Wiley Post to Space Shuttle, by Dennis R., Jenkins, National Aeronautics and Space Administration SP–2011–595, Washington, D.C., 2012, Chapter 4 at Page 141.
There were two Lockheed XF-104 prototypes. Initial flight testing was performed with 083-1001 (USAF serial number 53-7786). The second prototype, 083-1002 (53-7787) was the armament test aircraft. Both were single-seat, single-engine supersonic interceptors. The XF-104 was 49 feet, 2 inches (14.986 meters) long with a wingspan of 21 feet, 11 inches (6.680 meters) and overall height of 13 feet, 6 inches (4.115 meters). The prototypes had an empty weight of 11,500 pounds (5,216 kilograms) and maximum takeoff weight of 15,700 pounds (7,121 kilograms).
The production aircraft was planned for a General Electric J79 turbojet but that engine would not be ready soon enough, so both prototypes were designed to use a Buick-built J65-B-3, a licensed version of the British Armstrong Siddeley Sapphire turbojet engine. XF-104 53-7787 had been built with an afterburning Wright J65-W-7 turbojet, rated at 7,800 pounds of thrust, and 10,200 pounds of thrust with afterburner.
The XF-104 had a maximum speed of 1,324 miles per hour (2,131 kilometers per hour), a range of 800 miles (1,287 kilometers) and a service ceiling of 50,500 feet (15,392 meters).
The General Electric T171 Vulcan was a prototype 6-barrelled 20 mm “Gatling Gun” automatic cannon. The barrels were rotated at high speed by a hydraulic drive. The gun is capable of firing 6,000 rounds per minute. The initial production version was designated M61. The cannon system was installed in a weapons bay on the left side of the F-104, between the cockpit and engine intakes.
The first prototype Lockheed XF-104, 53-7786, was also destroyed, 11 July 1957 when the vertical fin was ripped off by uncontrollable flutter. The pilot, William C. Park, safely ejected.
¹ Reliable sources give the date of this incident as both 14 April and 19 April. Contemporary news reports, published Wednesday, 20 April 1955, say that the accident took place “yesterday” and “Tuesday,” suggesting that the correct date is 19 April.