Sunday, 15 June 2014

About IRS's and How They Work

Visit the following link to watch a video about IRS Operation: 
Inertia Reference System (IRS) Operation - B767

 About IRS's and How They Work
1. General
A. The inertial reference system (IRS) provides inertial navigation data to user systems. It uses a ring laser gyro instead of the conventional rate gyro to sense angular rate about the roll, pitch and yaw axes. The system is termed strapdown since its sensors are, in effect, directly mounted to the airframe.

 B. The inertial reference system (IRS) includes two inertial reference units (IRU), one inertial system display unit (ISDU), one mode select unit (MSU), one master caution unit (MCU), two digital/analog adapters (DAA) and two radio digital distance magnetic indicators (RDDMI). The IRS provides the inertial navigation data and the inertial flight control data to other systems.

 C. The main function of each IRU is to sense and compute linear accelerations and angular turning rates about the airplane's pitch, roll, and yaw axes. This data is used for pitch and roll displays and navigational computations.

 D. Each IRU contains three laser gyros and three accelerometers. These sense angular rates and linear accelerations, respectively. The sensed data is resolved to local vertical coordinates and combined with air data inputs to compute the following:
(1) position (latitude, longitude)
(2) attitude (pitch, roll, yaw)
(3) true and magnetic heading
(4) windspeed and direction
(5) velocity
(6) accelerations
(7) angular rate data
(8) altitude

 E. The IRS outputs are displayed on the flight instrument system displays. They are also displayed on the flight management computer system control display unit (FMCS-CDU) (Ref 34-62-01). Preselected parameters are also displayed on the inertial system display unit (ISDU).

 2. IRS Theory of Operation
A. General
(1) The IRS provides basic heading and attitude reference accomplished through computations based on accelerometer and laser gyro sensed signals. Three accelerometers and three laser gyros are used. The accelerometers and laser gyros are of the strap-down type and are positioned in the inertial reference units so that they are oriented along each of the three axis of the airplane. This orientation allows the IRU to sense accelerations along and rotation about each of the three axis. Computer manipulation of the signals from all six sensors provide the basic heading and attitude reference signals along with present position, accelerations, ground speed, drift angle and attitude rate information. The first requirement which must be met for proper IRS operation is alignment. IRS alignment basically consists of determination of local vertical and initial heading.

 B. Alignment
(1) IRS alignment consists of determining local vertical and initial heading. Both accelerometer and laser gyro inputs are used for alignment. The alignment computations use the basic premise that the only accelerations during alignment are due to the earth's gravity; the only motion during alignment is due to the earth's rotation. Accelerations due to gravity are always perpendicular to the earth's surface and thus define the local vertical. This local vertical is used to erect the attitude data so that it is accurately referenced to vertical. Initially, only a coarse vertical is established. Once vertical is established, the laser gyro sensed earth rate components are used to establish the heading of the airplane. As the alignment continues, both the vertical reference and the heading determinations are fine tuned for maximum accuracy.

 (2) The orientation of the vertical axis of the attitude reference relative to the earth's surface is based on airplane position input to the IRU. The initial position entry can be made at any time during the alignment period. Earth rate sensing by the laser gyros allows the IRU to determine initial latitude. This gyro determined latitude is compared to the crew entered latitude. Crew entered longitude is compared to the last stored longitude. These comparisons must be favorable to complete the alignment period. During the alignment period all outputs of the IRU, except for present position, are set to NCD (No Computed Data). The minimum duration of the align mode is 10 minutes.

 C. Navigate Mode
(1) In the navigate mode the IRUs provide outputs for attitude, heading, present position, accelerations, track angle, drift angle, ground speed, and wind data. These outputs are all derived from gyro and accelerometer strap down sensor data. The initial attitude, heading and velocity signals are modified by inputs from the sensors to establish real time present parameters through integration and computer calculations. Additional calculations by the computer establish such parameters as present position, ground speed and drift angle. Inputs from the air data computers are used for inertially smoothed altitude and altitude rate (baro altitude) and wind speed/direction (true airspeed).

 D. Accelerometer
(1) Each IRU contains three accelerometers, one for each of the three axes: longitudinal, lateral and vertical. Acceleration along the input axis moves the proof mass. Capacitive pickoff converts the position change into an electrical error signal to the servo amplifier. The servo amplifier nulls out the error signal by returning the proof mass to the zero-position using the torquer coil. The current in the torquer coil needed to null the error signal is the analog output signal representing acceleration.



(2) The analog output signal is integrated once to give velocity and integrated a second time to give distance.

 (3) A temperature sensor is provided for each axis (X, Y, Z) to improve accelerometer accuracy. Each sensor provides a signal proportional to temperature. This signal is used by the IRU for compensation and correction of sensor data.


E. Laser gyro
(1) The ring laser gyro uses laser light to measure angular rotation. Each gyro is a triangular-shaped, helium-neon laser that produces two light beams, one traveling in the clockwise direction and one in the counterclockwise direction. Production of the light beams, or lasing, occurs in the gas discharge region by ionizing the low pressure mixture of helium-neon gas with high voltage to produce a glow discharge. Light produced from the lasing is reflected around the triangle by mirrors at each corner of the triangle to produce the clockwise and counterclockwise light beams.

 (2) The path length around the cavity is carefully monitored and adjusted so that it is an integral multiple of the peak power laser wavelength.

 (3) When the laser gyro is at rest, the frequencies of the two opposite travelling laser beams are equal. When the laser gyro is rotated about an axis perpendicular to the lasing plane, a frequency difference between the two laser beams results. The frequency difference is created because the speed of light is constant. One laser beam will thus have a greater apparent distance to travel than the other laser beam in completing one pass around the cavity.

 (4) A small amount of light from the two laser beams passes through one of the mirrors (less than 0.2%). The beams are combined by optical frequencies to produce a beat frequency. This takes the form of a fringe (interference) pattern. This beat frequency of light is analogous to two different audio frequencies which combine to produce a third difference frequency.

 (5) When the laser beam frequencies differ, a fringe pattern of alternate dark and light stripes is created. Photodiodes sense the fringe pattern rate and direction of movement. The frequency and relative phase of the two diode outputs indicate magnitude and the direction of the gyro's rotation.

 (6) At low rotation rates, the small frequency difference between the laser beams leads to beam coupling. This locks the frequencies together at a single false value. To compensate for this effect a peizoelectric dither motor is used to vibrate the laser block through the lock-in region. Dither vibration has a net zero average. It produces no net inertial rotation. The dither motor vibration can be felt on the IRU case and produces an audible hum.

 3. IRS Mode Select Unit (MSU)
A. The mode select unit (MSU) provides mode selection for two IRU's through two mode select switches and monitors the operation of the IRU's through two sets of alert lights mounted on the unit.

 B. The MSU is mounted on the aft overhead panel in the flight control cabin. The MSU is mounted with four DZUS fasteners and is interfaced with airplane wiring through two rear mounted connectors.

 C. The MSU contains two rotary mode select switches, one for the left (L) IRU and one for the right (R) IRU. The positions are OFF, ALIGN, NAV and ATT.

 D. When the mode selector switches are in OFF, power is removed from the IRUs.

 E. When ALIGN is selected, power is applied to the IRU's and the IRU's normally progress through an alignment period of approximately 10 minutes before the navigational mode is armed. When the switches are maintained in ALIGN, however, the IRU's remain in the align mode. Normal alignment requires the entry of present position into the IRU's.

 (1) The NAV position of the switches enables the navigational mode, provided the alignment period is completed in the IRU's. The NAV position may be selected directly from OFF. The NAV mode is the normal operating mode for the IRS. In this mode, the IRS performs inertial navigation functions and outputs normal IRS data to be displayed or used by other systems.

 (2) The ATT position of the switches places the IRU's into a reversionary mode of operation. The ATT (attitude) mode is used when failure or total power loss (AC and DC power) is detected in the NAV mode. In this mode, only attitude and heading data is output to the user systems.

 F. Each mode select switch has detented positions. The detented positions prevent accidental movement of the switch. In a detented position, the switch must first be pulled out of the detent before selecting another position to prevent damage to the switch. In the NAV position, the switch must first be pulled out of detent before selecting the ATT position. In the ATT position, the switch must first be pulled out of detent before selecting the NAV position. In the ALIGN position, the switch must first be pulled out of detent before selecting the OFF position.

 G. Two sets of four annunciators are installed on the MSU, one set for each IRU. Each set of annunciators consists of an ALIGN annunciator (white when lit) and three warning annunciators (amber when lit). The three warning annunciators are ON DC, DC FAIL, and FAULT. DC power for lamp illumination is derived from the IRU or from the master dim test circuit.

 (1) The ALIGN light illuminates steady during alignment or flashes when an abnormal alignment is sensed.

 (2) The ON DC lights illuminate when 115 volt ac power is removed from the IRU's and the IRU's operate on 28 volt dc. The 28 volt dc continues to power the left IRU but after 5 minutes, power is removed from the right IRU.

 (3) The DC FAIL lights illuminate when the airplane battery power is insufficient to maintain IRU operation.

 (4) The FAULT Lights illuminate when an abnormal condition exists in the IRUs.
H. The lights may be tested by pressing each light switch assembly, by activating the bright-dim-test circuit or by initiating an IRU test.

 4. Inertial System Display Unit (ISDU)
A.The inertial system display unit (ISDU) provides pilot interface with the IRUs. The ISDU allows entry of initialization data for the IRU's. The display of track angle, ground speed, present position, wind direction and speed, heading and system status is available. The ISDU is located on the aft overhead panel, P5. The unit weighs four pounds (1.8 kgms) and is interfaced with airplane wiring through two rear mounted connectors.

 C. The ISDU front panel contains two sets of, seven segmented displays. Mounted on the left side of the front panel is a two-position system display (SYS DSPL) switch and a five position display select (DSPL SEL) switch. On the right side of the panel are a set of twelve keys called the keyboard.

 (1) The SYS DSPL switch is a two position switch for selecting either the left or the right IRU. The ISDU can only initialize or receive data from the IRU which has been selected on the SYS DSPL switch.

 (2) The DSPL SEL switch selects the type of data to be displayed on the ISDU numeric displays. The IRU, as selected on the SYS DSPL switch, supplies the data. The five switch positions and the data displayed for each position is as follows:

 (a) TEST - The test position provides a remote test signal to the selected IRU. When held in the TEST position, fixed outputs from the IRU selected by the SYS DSPL switch are displayed on the ISDU and the associated pilot's instruments. The test switch is inhibited during the navigational mode when the airplane ground speed is greater than twenty knots and during the attitude mode. During the first 2 seconds, all display segments and lighted pushbuttons, except the lightplate lamps, illuminate simultaneously and the highlighter bars on the ENT and CLR keys illuminate. Then, for 8 seconds fault messages are generated which are followed by test value displays.

 (b) TK/GS (Track Angle/Ground Speed) - True track angle from 0 to 359.9 degrees is displayed in the left display with a resolution of 0.1 degree. Ground speed from 0 to 2000 knots is displayed in the right display with a resolution of 1 knot.

 (c) PPOS (Present Position) - Latitude from 90°S to 90°N is displayed in the left display and longitude from 180°E to 180°W is displayed in the right display. Resolution is 0.1 minute. The display is used when inserting present position during initialization of the two IRUs or when monitoring present position from an IRU during flight.

 (d) WIND (Wind speed and Direction) - Wind speed from 0 to 256 knots is displayed in the right display with a resolution of 1 knot. Wind direction from 0 to 359 degrees is displayed in the left display with a resolution of 1 degree. When the airplane is on the ground, the wind speed display will read 100 knots.

 (e) HDG/STS (heading/Status) - True heading from 0 to 359.9 degrees is displayed in the left display with a resolution of 0.1 degree. The ALIGN STATUS appears in the left side of the right display and is a countdown of the last 7 minutes of the ALIGN cycle. Malfunction codes (M/C) appear in the right side of the right display.

 (3) BRT - A brightness control knob is concentric with the DSPL SEL switch and is a potentiometer to control brightness of the displays.

 (4) There are two numeric displays on the ISDU. When the ISDU is receiving IRU data, the DSPL SEL switch determines the data on the display. When the ISDU keyboard is used to initialize an IRU, the data punched in at the keyboard is shown on the two displays. For invalid data from an IRU, both displays are blanked. A brightness control for the displays is located concentric within the DSPL SEL switch.

 (5) The keyboard consists of twelve lighted keys. To change the numeric display from the IRU receive mode to a keyboard display mode, one of the following keys must first be pressed, N(2), W(4), H(5), E(6), or S(8). Any other initial key closure is ignored.

 (a) N(2), W(4), E(6), or S(8) when pressed the first time cause a N or W to appear in the left display or an E or S to appear in the right display. They represent north, west, east, and south and are used to initialize the IRU when inserting longitude and latitude. Numbered data can now be inserted which will be appropriately displayed on the numeric display (in ALIGN Mode only).

 (b) The H(5) key when initially pressed first, also changes the ISDU display to the keyboard display mode. This key is used in the ATT mode to enter the magnetic heading.

 (c) Keys with letters on them as well as numbers, represent the letter value when they are the initially pressed key in a program sequence.

 (d) When the N, S, E, W or H key is pressed, the ENT highlighter bar illuminates and stays lit while digits are keyed in. When the ENT key is pressed, the ENT highlighter bar extinguishes and a reasonableness check is done on the data. When reasonable, the data is transmitted to the IRU and the display shows the selected parameters.

 (e) If the data is unreasonable, the CLR highlighter bar illuminates and the display retains the unreasonable entry. Pressing the CLR key causes the CLR highlighter bar to extinguish and the ISDU to display the selected parameters.

 D. The ISDU is powered from both IRU's with 28 volt dc. The two power sources are connected in parallel to the filter which supplies dc for the operation of the unit. A single 28 volt dc source is sufficient to power the unit.

 E. Both IRU's supply ARINC 429 format into the ISDU. The system select switch selects one of the busses and supplies it to the processor which continually updates the stored information from the selected bus. In addition, the processor senses pilot inputs during alignment or during the attitude mode. When supplied with information through the keys from the pilot, the processor functions as a transmitter, supplying ARINC 429 information to the IRU's. When the ENT or CLR keys are pressed, the processor functions as a receiver.

 F. The processor consists of a clock, synchronized by the selected IRU, a 32 bit register, which converts the ARINC 429 32 bit word to parallel 8 bit information, the data processor which controls unit operation and a bit sensor. The data processor senses discrete inputs from the display selector and controls the display accordingly.

 G. The display circuit consists of a display logic, drivers, decoders and 13 display units. The logic circuit senses display selector position, decoder input and dimming control and accordingly controls the light segmented display.

 5. Inertial Reference Unit (IRU)
A. The inertial reference unit (IRU) provides attitude, acceleration, angular rates, velocity, true and magnetic headings, positional data, absolute altitude and wind data signals. The signals are developed from a set of three laser gyros and three accelerometers mounted to airplane reference. The signals are provided to other systems including the flight management computer system, the digital flight control system, the electronic flight instruments system, the autothrottle, the VHF navigation system and the pilots' instruments.

 B. The IRU has two power sources, one a 115 volt ac source and one a 28 volt dc source. Either source is sufficient for operation but both are required for initial startup.

 C. Inside the IRU, the power control circuit automatically switches to a backup source (hot battery bus) when the normal 115 volt ac source is not available. During startup, the control circuit verifies that the battery is connected by switching off the 115 volt ac input. Inputs from the mode select switch controls the power supply switching circuits. The output of the power supply provides control voltage for the IRU and the ISDU and high voltage excitation to the three laser gyros.

 D. All IRU input data is routed into the computation circuit. The air data source supplies the ARINC 429 bus input containing air data. Initialization data originates from either the flight management computer or the ISDU. The IRU program pins tell the computation circuits which way the IRU is facing in the airplane.

 E. Software does all computations, including compensations, navigational calculations, and coordinate transformations. Gyro and accelerometer outputs are compensated for sensor bias, scale factor, misalignment, and thermal changes. The compensated signals are used in computing airplane pitch, roll and heading relative to the local navigation coordinates. Airplane attitude is used to resolve acceleration into components relative to the local navigation coordinate system. Barometric altitude from an air data computer is used to compensate the vertical speed computations.

 F. Three identical ARINC 429 data buses (high speed) provide digital data to flight management, autoflight, and flight instrument systems. A status discrete is applied to the MSU.

 G. AIRPLANES WITH IRU -109 AND PREVIOUS;Built-in test equipment (BITE) circuits isolate faults to the LRU level. Faults are indicated by the yellow fault ball on the front of the IRU, the amber FAULT light on the MSU, and a status bit on the data buses to the user systems. The user systems may record an inflight fault based upon the fault from the IRU. In addition, status words are stored in a non-volatile memory in the IRU for at least the previous nine flights. Contents of the non-volatile memory can be extracted on the ground for maintenance.

 H. AIRPLANES WITH IRU -110 AND SUBSEQUENT; Built-in test equipment (BITE) circuits isolate faults to the LRU level. Faults are indicated by the amber FAULT light on the MSU, and a status bit on the data buses to the user systems. The user systems may record an inflight fault based upon the fault from the IRU. In addition, status words are stored in a non-volatile memory in the IRU for at least the previous nine flights. Contents of the non-volatile memory can be extracted on the ground for maintenance.

 I. Parameters continuously monitored by the BITE include the laser gyros, accelerometer and power supply outputs, computer and memory operation, and temperature. When the IRU is initially turned on, the battery power is tested. The ON DC indication displays during the battery check.
The manual test is initiated by pressing the test switch on the IRU or by holding the display selector in TEST position. The test is also performed as part of the IRS BITE from the FMCS CDU. The test can be done in ALIGN mode, or in NAV mode when ground speed is less than 20 knots. It is inhibited in ATT mode.


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Saturday, 10 May 2014

A Tribute - Flying Officer Robin John Zemek from 4 Wing, Baden, Germany - Died while operating a F104 (104875) July 20, 1967

In memory of 
Flying Officer (RCAF)
Robin John Zemek 
July 20, 1967 
Rastatt, Germany

Military Service:
Service Number:
97020
Age:
25
Force:
Air Force
Unit:
421 Strike/Attack Squadron

Additional Information:

Born:
February 9, 1942 Portsmouth, England
Enlistment:
May 14, 1963

  • Son of James and Margaret Zemek. 
  • Husband of Sheryl B. Zemek. 
  • Brother of Ruth and Edwin Zemek.
  • Father of Darryl Zemek (born 1966)
__________________
Flying Officer Robin John Zemek - Died in #104875 on July 20, 1967 / 4 Wing Baden. Germany
The accident narrative simply reads "Aircraft pitched up due to pilot disorientation. Pilot ejected but sustained fatal injuries due to seat malfunction. F/O RJ Zemek F"






What Went Wrong On This Accident Flight?

Mark:  For many years I've always wanted to find out exactly what the difficulty was in the ejection seat that seems to have lead to his fatality.  It was only recently that a friend let me know that the aircraft Robin was killed in was a CF104, and I confirmed this with Sheryl, Robin's widow in a phone call.  I thought that perhaps through talking to some Starfighter guys I could find out more about his accident.  So, I joined the FACEBOOK PAGE "CF104 Starfighters" Group. This group bills their objectives for starting a Facebook Group simply as follows:  
"Thought it would be great to have a gathering place for any former CF-104 pilots, techs and enthusiasts. "

So I posted on this Facebook Group's Page to attempt to find some info:
___________________________________
Flying Officer Robin John Zemek - Died in #104875 on July 20, 1967 / 4 Wing Baden. Germany
The accident narrative simply reads "Aircraft pitched up due to pilot disorientation. Pilot ejected but sustained fatal injuries due to seat malfunction. F/O RJ Zemek F"
I met Robin many years back at his wedding reception when I was probably about 9 or 10 years old. He married my cousin. 

If anyone has pics of 104875 or Robin John Zemek, please send them my way. I'm a commercial pilot, and find no end of enjoyment in the least bit of trivia, family info, technical or general interest alike. (Robin also had an accident in 104867 nine months before his fatal 104875 accident & pics of that would be great.) I've looked through some of the photos here, and have noticed the photos of the sister ships to #875. Finding the actual one would be cool.

Thanks for adding me to this Facebook Group. Fascinating pics and information here!

Cheers!  Mark
Georgetown, Ontario
                                                               ___________________________________

The following is excerpted from my online chatting with (as I find out) are people who not only worked in the same 4 Wing at Baded as Robin, but also assisted in the accident investigation of his accident. (Steve Pajot).

Mark: Here are a few pictures I have at the Canadian Starfighter Museum in St. Andrew's Airport, Winnipeg, Manitoba. We are currently restoring the first CF104 Starfighter to have flown in Canada RCAF serial # 12703. You can view our website at www.canadianstarfightermuseum.ca

I am the curator and founder of this museum and the CF-104 has always been dear to my heart since I was a young lad based in 4 (F) Wing Baden-Soellingen, West Germany 1964-69. I eventual ended up an honorary member of 417 TAC F OT Squadron at Cold Lake, Alberta and flew in the CF-104.

An interesting side note is that I was one of the people who were sent out in search of F/O Zemek's pilot's helmet after the crash of 12875 as the RCAF wanted to see the helmet to determine the cause of F/O Zemek's death. This helped to determine that the seat/pilot separation did not function as it should have after the ejection form the aircraft. I also have a small piece of the wing section from that crash.
Cheers  Steve Pajot
Curator Canadian Starfighter Museum
St. Andrew's Airport, Winnipeg, Manitoba CANADA


Robin also had an accident in this aircraft 104867 on October 28, 1966.  The accident report read:  "Aircraft pitched up during handling exercise.  Pilot ejected safely. Flying Officer, RJ Zemek non-fatal"
Here is 104875 (Robin's fatal accident aircraft).
                                                               ___________________________________

Fabulous!  Thanks so much for these pics.  The next time I have some time in Winnipeg, I will head out to see your museum.  Also, I've always wanted to find out exactly what the difficulty was in the ejection seat that seems to have lead to his fatality. Perhaps talking to some Starfighter guys will solve that.

Thanks again, regards, mark
                                                               ___________________________________

Mark: Drop by anytime to have a tour. I am the curator...Steve Pajot

Apparently Robin ejected in a Pitch-up configuration which is the coffin corner in an F-104 Starfighter. It results in a flat spin and because of the high "T" tail the stall blanks out the tail. The Pitch-Up is almost non-recoverable unless perhaps you have a lot of altitude available and a little luck on your side. Robin ejected after loosing situational awareness which resulted in the Pitch-Up and to make things worse he was in cloud during a terrific thunderstorm. 

The C2 ejection seat performed properly and he did descend in his parachute but he incurred fatal head injuries. Finding the DH-41 helmet which was in use at that time by the RCAF helped determine the probable cause of his death. It is thought that the pilot and seat separated as advertised but that in the turbulence of the storm the seat and the pilot collided after separation and most likely the helmet was torn from his head after the canopy was jettisoned. 

This is one reason why the RCAF eventual went with a dual visor modification to the DH-41 helmet ( DH-41-2 helmet ). It was advised that aircrew fly with the clear visor down at all times but at least to drop the clear visor prior to ejecting. As you can appreciate the Starfighter is a high performance and a high speed aircraft and with the canopy leaving prior to the seat moving up the rails during the ejection sequence the slipstream would be quite violent.

Hope this helps you better understand what had happened. My heart goes out to his wife and son. I always felt close to this particular accident because I was there on the Base at that time and I had participated in the search to find his helmet. Because of this I did some research on the accident to help myself better understand what had happened.
Cheers, Steve CSM

____________________________________________________________________
Another CF104 technical guy comments further on what probably transpired post-ejection:

From what I remember the emergency oxygen line,was attached to the parachute and to a small O2 bottle in the bottom edge of the parachute. To activate it, a "green" apple knob was on the end of the cable for the pilot to pull. I think the green apple got tangled somehow in the arm restraint webbing on the seat and kept the seat in contact with him after ejecting. 

The green apple was modified to add a quick release snap between the cable and the ball. i was in Lahr at the time and our safety systems guys were busy modifying all the parachutes shortly afterwards. I am pretty sure this was the accident in question. If not then my apologies. Gary Watson
Here is 104875 (Robin's fatal accident aircraft) on the ramp.
                                                                ___________________________________

___________________________________________

***  Dave Groark discuses flying the CF-104 (video)

 Note:  At 13 mins, in this video Dave Groark discusses the problem phenomenon of the CF-104 "pitch-up" scenario. At higher angles of attack (beyond the 4.5 deg. indicated angle of attack stickshaker warning) the T-tail is blanked-out by the fuselage/wing. In most cases this was not a recoverable situation, and the aircraft would begin to "somersault".
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Robin John Zemek Burial Information:

Choloy War Cemetery; Meurthe-et-Moselle, France
Grave Reference: Plot 4, Row J, Grave 7

Choloy is a village and commune in the Department of the Meurthe-et-Moselle, 28 kilometres west of Nancy and some 5 kilometres west of Toul, a town on the N4 road from Paris to Nancy. The village is south of the River Moselle on the minor road (D11B) from Toul to the neighbouring village of Foug. The CHOLOY WAR CEMETERY is 3 kilometres west of Toul on the north side of the D11B road. The Choloy War Cemetery is the last resting place of casualties from the First and Second World Wars and is managed by the Commonwealth War Graves Commission. It is also the final resting place for many Royal Canadian Air Force members and their families who died while serving in Europe as part of 1 Air Division between 1953 and 1967 and other Service Members serving with NATO in Germany following Canada's departure from France.
  • Commemorated on Page 134 of the In the Service of Canada Book of Remembrance.
  •  Request a copy of this page.
Technical INFO:


CF104 Ground Checklist - Last Chance Check


History of 4 Wing and INFO on BCATP:
"The Plan"
  • On the 10th of October, 1939, an announcement was made stating that Canada, the United Kingdom, New Zealand and Australia were in principle agreement to the establishment of the British Commonwealth Air Training Plan."
  • On Dec 17 1939 , the agreement was finalized and signed thus the BCATP officially came into existence.

  • 25 October 1942, RCAF Group 6 Bomber Command was formed.
I would hope all Canadians take a moment to reflect on this date.

Canadian bomber pilots and crews had been operating and flying missions from the start of the Second World War, but on this date a Canadian Bomber Group was at last formed. Though Group 6 did not start combat operations till January 1 1943 it is still a significant date as it marks the start of dedicated Canadian operations as a group.

Over 10,000 Canadians were lost in Bomber Command (all groups) during the Second World War in service to our country and in the effort to free Europe from the NAZI tyranny that had overrun a population of millions on the continent.

Picture if you will the many thousands of young Canadians that served in all Groups of Bomber Command, typically 18 to 22 years old, all volunteers. Flying into the black of the European night skies to be hunted by night fighters, shot at by huge 88mm diameter anti aircraft guns like ducks in a fall sky. Limited radio, no GPS, only very rudimentary radar and Navigation aids in aircraft with huge piston engines and construction techniques that had only been put into production short years before.

10,000...paid the ultimate price for freeing the European continent, 10,000 paid the price for Canada's place in today's world as an influence, a leader and as an example of freedom and democracy.

On the 70th Anniversary of Group 6 Bomber Command I would ask we all take a moment to think of all the young Canadians that challenged the dangers of Europe' night skies for freedom. 

Europe’s Finest
On October 1 1952, No.1 Air Division Europe or simply known as the 'Air Div' was formed as part of the 4th Allied Tactical air Force with temporary headquarters on the Avenue Montaigne just off the champs-Elysees in Paris, France. A new permanent home was found at the Chateau de Mercy near Metz. At it's pinnacle, the 'Air Div consisted of 12 squadrons (8 flying the Canadair Sabre in the day interceptor role and four flying the Avro CF-100 Canuck in the all weather role)

The squadrons were divided between four Wings:
No.1 (Fighter) Wing Marville, France; 
No.2 (Fighter) Wing Grostenquin, France; 
No.3 (Fighter) Wing Zweibruken, Germany  and
No.4 (Fighter) Wing Baden - Soellingen, Germany . 

Also supporting the Air Division was 
No.30 Air Material Base at Langar near Nottingham, England and 
No. 61 Aircraft Control and Warning Squadron based a short distance from the Air Division's headquarters at Metz. 

As of October 1 1962, slightly more than 6,400 RCAF personnel were assigned to No.1 Air Division, plus some 270 more at various higher NATO formations. It is estimated that roughly 25,000 Canadian officers, airmen and airwomen served in Europe in the preceding decade since No.1 Air Division's inception. 
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LOCKHEED

F-104

STARFIGHTER
    Life will ocassionally cough up an un expected treat of monumental proportion.  Just like life's  disasters, they don't come very often, but are quite memorable when they do.  As far as flying goes, the best time I ever had was in the F-104 Starfighter.
    A long time ago I added the HS-125 Hawker Jet to my list of Type Ratings.  It was a Ho-Hum sort of an airplane, but I was collecting Type Ratings at the time, and the price was right.  Some time afterward, I got a call from an old friend in Phoenix.  He just got a Hawker on the line and nobody was qualified to fly it.  I explained that I was very short on experience in that airplane, but would do what I could to help.  After the pilots were trained, my friend asked how much he owed me.  I said that I did not feel I should charge, as I was learning while teaching, and suggested that maybe he give me a couple checkouts in their T-33 instead.  He said OK.
    It was about 4 years later, and I had not gotten around to collecting my checkouts in lthe T-Bird.  I was not worried, as Bill has always been a stand up guy, so I knew he would come through when the time came.  I was ferrying an old Hawker to Texas for an inspection.  It had not been flown in a couple of years, but we had all the proper paperwork from the Fed's, so we were legal.  Maintenance said that they had flushed the fuel system as we requested.  We did an extensive preflight, including draining a bunch of the new fuel, and off we went.  While enroute, both airspeed indicators wound up making their way to the Zero mark.  Yes, Zero!  Oh well, I remember what it is supposed to feel like, so we weren't going to die or anything rash like that.  Then, the left engine started to roll back slowly,  The low fuel pressure light was on, and no amount of crossfeed or anything else was going to put it out.   The engine continued to spool down and eventually quit.
    I figured I had a fuel contamination problem.  The other engine was as far as I was concerned, on borrowed time.  I reduced the remaining throttle to Idle, thinking that this would allow the fuel filter on the other side to clog more slowly, and I might as well have bleed air, hydraulics and a generator.  Deer Valley Airport, DVT, was within gliding distance and it was a clear day.  I landed, and pulled up to my friends FBO where I had trained the Hawker Pilots.
    After delegating the Hawker to their maintenance department, I noticed an F-104 parked on the ramp.  I have always had the hots for the Starfighter.  My dad worked on the airplane as an aeronautical engineer in the old days.  As far as I was concerned, it was the ultimate bad ass airplane.  Since the military wouldn't take us folk who wore contact lenses, I thought I would never stand a chance of flying an airplane that neat.  Laser surgery did not exist for the public then.  The P-51 was lots of fun, but not even close to the Starfighter.
    I asked If I could trade my 2 checkouts in the T-33 for one checkout in the F-104.  Bill said "no problem".   Once we worked out the schecule and the necessary security checks, my dream did come true.  I went through the manuals, and wrote this study guide as a means of learning the airplane.  After the training, I was invited to join the team and fly it on some test missions.  All the paperwork came through, but due to the defense cutbacks, thank you Bill Clinton, the company went broke.
    Such is life, but the most important thing was that I did get to fly what I consider to be about the neatest thing on earth.  Yes, there are faster airplanes now, but not much faster, but the Starfighter occupies a place in my mind and heart that only it can fill, and I feel very fortunate that the Lord saw fit to allow me the oportunity to fly it.


F-104 Starfighter

The Ultimate
Bad Ass Airplane
Dimensions
Wing span 21.94 Feet
Length 58.26 Feet
Height 13.49 Feet
Tread 8.79 Feet


Weight
Two pilots & Full internal fuel 19,500 lbs.
Two Pilots & Full fuel with tip tanks 21,750 lbs.
These are not maximum weights, as the aircraft may be loaded to in excess of 28,000 lbs. with additional external fuel tanks and weapons.
Limitations
Vmo 750 KCAS *575 below 25,000 Ft if tip tanks have 16.5 inch vanes
Mmo Mach 2.0 Mach 1.9 With Tip Tanks
Vfe - Takeoff 450 KCAS / .85 Mach N/A blo 330 KIAS
Vfe - Extended or Retracting 520 KCAS / .85 Mach N/A blo 350 KIAS
Vfe - Land 240 KCAS
Vlo 260 KCAS
Vle 295 KCAS
CIT (Comp Inlet Temp) 121 deg C
Engine RPM 101% Without T2 Reset
104 % With T2 Reset
105 - 107% Overspeed 5 sec Max
EGT Limits 600 deg C for 30 min below 35,000 ft
600 deg C for 2 hours above 35,000 ft
560 deg C Max Continuous
Acceleration or Burner 660 deg C for 20 sec
635 deg C for 40 sec
615 deg C for 2 minutes
Start Limits 600 - 1,000 deg C
800 deg C for 6 sec
750 deg C for 8 sec
725 deg C for 13 sec
705 deg C for 20 Sec
Start Duration 60 sec Max IGN to Idle rpm.
SAS Fail 300 KIAS Max
Acceleration Limits Below 1.9 Mach + 7.33 / - 3.0 W < 5000 Int Fuel
Mach 1.9 or above + 4.50 / - 2.8 W > 5000 Int Fuel
Abv 1.9 M & FL 400 + 2.20 / - 2.8

Engine
The F-104 is powered by a GE J79 engine. The J-79 has a 17 stage axial flow compressor, and a three stage turbine. Maximum thrust is 15,800 lbs. in full afterburner, and 10,000 lbs. at military power. For reference, 100% = 7,460 rpm.
The inlet guide vanes on the first 6 compressor stages are variable, and are controlled by the fuel control for optimum engine acceleration. With the landing gear retracted, the # 2 hydraulic system opens 2 bypass flaps, allowing excess ram air to by-pass the engine. The exhaust nozzle is also variable. Like the inlet guide vanes, it operates automatically. The exhaust nozzle is equipped with a system that will enable you to close it to a setting of 2.5 in the event the normal system fails. This will not allow any further use of the afterburner, and will result in slightly higher thrust during landing.
Engine start requires an external air cart and ground power. Two start switches activate the two independent ignition systems. "ON" starts a 45 second ignition cycle, "Stop Start" terminates the ignition cycle. the switches are spring loaded to center which is "OFF". Air for the starter is controlled by the ground crew. It is initiated upon a signal from the pilot, and terminated when the pilot signals that the engine has reached 40% rpm.
Inflight engine starts are possible, as a windmilling J-79, as installed in the Starfighter will provide electrical power to the # 2 fuel boost pump even if the # 2 generator has tripped off line (below 65% rpm), because it will operate directly from the generator. Ignition is also available.
The engine fuel system uses a centrifugal booster pump and two positive displacement gear type pumps. Loss of the centrifugal pump may limit power during low altitude high mach operation. Loss of one high pressure pump will not cause engine failure, as the other pump can supply enough fuel.
Afterburner fuel is supplied by it’s own engine driven centrifugal pump. Engine rpm must be at least 94.6% to light the afterburner. There are 4 stages of fuel flow in the afterburner. They are (1) Primary sector, (2) Secondary sector, (3) Primary uniform, and (4) Secondary uniform. To insure positive ignition of the fuel, the pilot burner provides an intense flame via a fuel nozzle and spark plug. This system activates when you first select afterburner, and continues to operate until the engine is shut down.
ENCS
The "Emergency Nozzle Closure System", or ENCS, may be used to close the exhaust nozzle to about 2.5 if the speed is below 450 kts and 1.0 Mach should the nozzle fail. Power should be at 85 - 90% if possible. Burner will not be available. EGT may be as high as 700 deg C at military power, but should be kept at or below 560 deg C when possible to extend engine life. The system is electrically controlled, and powered by a nitrogen bottle. (Updated from the stock pyrotechnic charge system.) It is activated by a guarded switch on the lower left sub panel of the front cockpit.
T 2 Cutback
Supersonic aircraft engines must deal with a large range of airflow and inlet temperature. The by-pass flaps that open when the gear is up, allow ample excess air to flow around the engine such that the engine may more or less ingest what air it needs. Temperature is another matter. As the intake air gets warmer, there is a drop in density for a given pressure. Fuel control units take at least 4 variables into account when determining how much fuel to give the engine. They are: Compressor inlet temperature or "T2", Compressor discharge pressure, or "P3", Engine RPM, and Power Lever Angle. How hot, how much pressure, how much RPM, and how much thrust does the pilot want. The fuel control uses these variables to decide how much fuel is provided.
As the speed increases, the temperature increases, remember our old friend ram rise. As the air gets warmer, the density decreases. The engine then would not be getting as much air it thinks it’ getting at the same pressure. The fuel control, from 92 to 104 deg C inlet temperature, compensates for this by increasing rpm from 100 % to 104% to make up for the loss in density.
When the engine inlet temperature exceeds 105 deg C, something else changes. Don’t freak out if the engine rpm remains at 100% when you retard the throttle to idle. The CIT only gets to 105 deg C for one reason, you are going fast as hell, remember, that’s our old friend ram rise showing up. When you are going that fast, there is a lot of air being stuffed into the intake. The rpm must be kept high in order to ingest the air, or it will do the same thing you would do if you drink a warm coke to fast, it will burp! It, however will burp somewhat louder than you. We all refer to airplanes as females. They are less attractive when they burp. This one is designed not to. Don’t worry, as speed and CIT decrease, the rpm will again begin to respond to the throttle. This is all normal.
Electrical
Lockheed did a nice job when they designed the electrical system on this airplane. It is equipped with two batteries, two engine driven variable frequency AC generators, a constant frequency 400 cycle AC generator, driven by the # 2 hydraulic system, and a ram air driven constant frequency generator for emergency use. DC power is produced by two 28 volt transformer rectifiers. You can still land safely if only the emergency generator is operating.


Electrical System Schematic
Variable Frequency Generators
Two 20 kW generators, producing 320 to 520 cycle, 115 to 200 volt AC power are installed. The voltage and frequency depend upon engine rpm. For you physics freaks, each generator produces the electrical equivalent of a little over 25 horsepower.
The variable frequency AC generators will trip off below 65% rpm, about 2% below normal idle. The number 2 fuel boost pump will receive power down to 40% rpm, as it is tied directly to the generator.
The loss of one main generator results in loss of the # 1 secondary AC bus. The intake duct anti-ice, fuel transfer pump, and # 1 and # 4 boost pumps will be inop.
Constant Frequency Generator
The constant frequency 400 cps 115 volt AC generator is driven by the #2 hydraulic system. This little jewel can operate down to about 20% engine rpm. It provides power to the items that require constant frequency AC power. These items are on the primary and secondary fixed frequency busses. If the constant frequency generator fails, the busses will be powered from the emergency AC bus. In the event both main generators and the constant frequency generator fail, the secondary fixed frequency AC bus will be un-powered.
Ram Air Turbine Driven Generator
The "RAT", when deployed, drives the 4.5 kW 115 volt 400 cycle generator, as well as an emergency hydraulic pump. If all other generators fail, the "RAT" will power the emergency AC bus, primary fixed frequency AC bus, and through a 20 amp transformer rectifier, both emergency DC busses and the battery busses. The emergency AC bus will not power the fixed frequency AC bus as long as the hydraulic driven generator is operating.
Emergency AC Bus
In order for the Emergency AC Bus to be powered you must have one of the main generators, or the emergency generator on line. This bus does not load shed unless both engine driven generators and the emergency generator are inop.
Leading Edge Flaps # 3 Fuel Boost Pump
Training Edge Flaps` UHF Comm & Tacan
Windshield Defog Transponder
# 1 Emergency DC Bus
In order for the # 1 Emergency DC Bus to be powered by the primary DC bus, (gets it’s power from the 120 amp transformer rectifier), you must have one of the main generators on line. Otherwise, it is powered by the Emergency AC bus through a 20 amp transformer rectifier and the # 1 Emergency DC bus power relay. The # 1 Emergency DC Bus is un-powered when the flaps are operated during emergency electrical system operation. The items listed below are powered by the # 1 Emergency DC bus.
Landing Gear Indication Trim Control
Landing Gear Warning Warning Lights (Except Fire)
Landing Gear Control Rain Removal System
Rudder Limit Control Windshield Defogger
Speed Brakes Canopy Audio Warning
Stick Shaker Canopy Seal
Fuel Quantity Gauges External Tank Transfer
Hot Air Shutoff
Transponder
# 2 Emergency DC Bus
Number 2 Emergency DC Bus is powered by the # 2 AC Bus through the 120 amp transformer rectifier. If # 2 AC is not powered, the Emergency AC Bus powers it through the 20 amp transformer rectifier. Only two items are on this bus.
Leading Edge Flaps Trailing Edge Flaps

# 1 Primary AC Bus
In order for the # 1 Primary AC Bus to be powered you must have only one main generator on line. The inertial navigation heater is the only item on this bus. This is of little concern, as the INS will have most likely been removed and replaced with a smaller and lighter GPS unit, or just a Rolex and a compass.
Primary DC Bus
The primary DC bus is powered by the # 2 AC Bus through the 120 amp transformer rectifier. During normal operations, it in turn powers the # 2 Emergency DC bus.
Air Data Computer Seat Actuator
Auto Pilot Cockpit Spotlights
Nav Lights Duct Anti - Ice
Electronic Equipment Test Engine Air by-pass Flaps
Taxi Light Engine Inlet Air Temp
Radar Accelerometer
Voice Recorder Radar Dehydrator


# 1 Secondary AC Bus
Powered by main AC generators if they are both operating and on line.
# 1 Fuel Boost Pump Intake Duct Anti - Ice
# 4 Fuel Boost Pump Transfer Pump


# 2 AC Bus
Powered if at least one of the main AC generators are operating and on line. Loss of both main generators will render this bus un-powered.
Afterburner Ignition Optical Sight
Air Conditioning Oxygen Indicator
Anti - Icing Valve Pitot & AOA Probes
# 2 Fuel Boost Pump Auto Transformer for LDG Lights
CIT Warning System Radar System

Primary Fixed Frequency AC Bus
Afterburner Nozzle Indicator Cockpit Panel Lights
Auto Pitch Control Cockpit Flood Lights
C-2G Compass Standby Attitude Indicator Instrument Power Transformer Tacan & IFF

Secondary Fixed Frequency AC Bus
This bus is load shed if power to the # 2 AC Bus is lost. Loss of both main generators will make this happen.
Air Data Computer Stability Augmenters
Auto Pilot Fuel Indicators
Radar System Voice Recorder


# 1 Battery Bus
Powered by the Emergency AC Bus through the 20 amp transformer rectifier or by the # 1 battery.
Engine Start # 1 External Power Control
External Stores Release Fuel Shutoff
ENCS Emergency UHF Radio
Anti - Skid Nosewheel Steering
Engine Oil Low Warning Special Stores Drop # 1


# 2 Battery Bus
Powered by the Emergency AC Bus through the 20 amp transformer rectifier or by the # 2 battery.
Engine Start # 2 External Stores Emgy Release
External Tank Refueling Fire Warning System
Arresting Hook Main Generator Reset
ENCS Special Stores Drop # 2


Fuel
The fuel system is designed so that the pilot must do little else but make sure it is full to start with, and that it is not empty before landing. Normal VFR reserve for this airplane is 1,000 lbs. of fuel. Starting with full internal and full tip fuel, the aircraft will go about 750 nautical miles. If you stay in burner and go fast, you are out of gas in less than 30 minutes.
Fuel Quantity Data
Normal Extended Range
Internal Fuel 5,746 lbs. 6,516 lbs.
Tip Fuel 2,210 lbs.
Total Fuel (Int. + Tips) >> 7,956 lbs. << 8,726 lbs.
Total Fuel (Int. + Tips + Pylons) 10,490 lbs. 11,260 lbs.
The extended range fuel system consists of individual fuel tanks located in the gun compartment, case stowage compartment, and forward of the Fwd main fuel tank. Operation is automatic, requiring no pilot action.



Internal Fuel Tanks
Forward Main Tank - All fuel that goes to the engine comes from this tank. The 4 fuel boost pumps are located here. As fuel is burned off, the aft center tank , as well as the aux tank keep the Fwd main tank full.
Aft Center Tank - The aft center tank transfers it’s fuel to the Fwd Main Tank. The aft center is kept full first by the pylon tanks, then by the tip tanks until they are empty. This transfer is automatic, and will continue in the event of electrical failure.
Left & Right Aft Tanks - The aft tanks transfer their fuel to the aft center tank through bottom tubes. The top tubes serve as vents.
External Fuel Tanks
Tip Tanks - Mounted on wing tips. Transfers to aft center tank.
Pylon Tanks - Mounted under wings on pylons. Transfers to aft center tank prior to tip tank transfer.
Note:
If absolute maximum range is a must, the pylon tanks, pylons, and the tip tanks may be jettisoned in order to reduce drag and increase range after they are empty (or before if necessary). This is not recommended, as your local FBO may not stock F-104 gas tanks, and it tends to create a high stress environment among people on the ground. Most non pilots just can’t cope with this kind of pressure without exhibiting some form of hostile or otherwise irrational behavior.


Fuel Boost Pumps - Four electric fuel boost pumps are installed to provide positive pressure to the engine driven fuel pump. They provide 20 to 26 PSI and are powered by the AC electrical system. They are located in the Fwd Main fuel cell. A low fuel pressure warning will come on below 12 psi.
The # 1 and # 4 Boost pumps are powered by the # 1 Secondary AC Bus. As long as the # 1 and # 2 Generators are working, these pumps are powered. If either of the generators fails, these pumps fail. The # 2 and # 3 pumps will continue to run, as they are powered from alternate sources.
The # 2 Boost pump is normally powered by the # 2 AC Bus. If the engine rpm goes below 65%, the # 2 boost pump is powered direct from # 2 Generator. This works down to about 40% rpm in order to allow high altitude engine re-lights.
The # 3 Boost pump is powered from the emergency AC bus. The emergency AC Bus will be powered if there is any AC power source operating on the airplane.

Hydraulics
The Starfighter has two independent hydraulic systems, in addition to an emergency system. The two main systems each operate at 3,000 psi. Both have accumulators that are precharged to 1,000 psi to dampen surges in their respective systems.
# 1 Hydraulic System - 3,000 psi
Aileron Actuators
Stabilizer Actuators
Yaw Damper Control Valve
The Autopilot actuators for the ailerons and stabilizer, the auto pitch actuator, and the yaw damper control valve are powered by this system. Autopilot won’t engage below 1,250 psi. A low pressure warning illuminates below that value.
Emergency Hydraulic System
The emergency hydraulic system, as it is called, consists of a ram air turbine that may be extended by the pilot in the event the # 1 hydraulic system pressure s lost. This ram air turbine powers a hydraulic pump that takes fluid from the # 1 Hydraulic Reservoir, and pressurizes the # 1 Hydraulic System as long as the ram air turbine is up to operating rpm. This is the same ram air turbine that powers the emergency generator. It only powers flight controls.
# 2 Hydraulic System - 3,000 psi
Flight Controls
Constant Frequency AC Generator
Pitch & Roll damper control valves
Unpowered below 2,175 Psi If Unpowered
* Landing Gear Manual Gear Extension
* Normal Brakes Manual Brakes
* Anti-Skid Inoperative
* Nosewheel Steering Diff Braking & Rudder
* Engine Air by-pass Flaps Fails in last position
* Speedbrakes Fails in last position
* Denotes "Utility" items. If # 2 Hydraulic System pressure drops below 2,175 psi these items become unpowered such that the remaining pressure powers the flight controls and the Constant Frequency 400 cycle AC Generator.


Hydraulic System Schematic
Landing Gear
Normal landing gear operation is electrically controlled, and hydraulically actuated from the # 2 hydraulic system if pressure is above 2,175 psi. Gear extension or retraction takes 4 to 5 seconds. Up or down may be selected anytime speed permits, even if the gear is in transit. If normal gear extension is not available for any reason, the gear may be extended by pulling the yellow "MAN LDG GEAR" handle out about 10 inches to the stop. Alternate gear extension should be performed below 225 kts, as the nosewheel may not lock down at higher speeds, and may collapse during the landing roll. Alternate gear retraction is not possible. The landing gear handle is equipped with a trigger to prevent inadvertent extension.
A gear warning light will illuminate whenever the gear is not in the selected position. A horn will sound below engine rpm 100%, altitude less than 10,000 MSL and IAS below 220 Kts.
Nosewheel Steering
The nosewheel is steerable 25 deg right or left of center. Steering is provided by a steer-damper unit that gets hydraulic pressure from the # 2 Hydraulic system as long as pressure remains above 2,175 psi. The hydraulic fluid is routed to the steering system through a solenoid shut-off valve, (engaged by the pilot via a button on the front of the stick), a filter, and a pressure reducing valve, lowering the pressure to 2,500 psi. Forces on the nosewheel are not transmitted back to the rudder pedals. Disengage nosewheel steering prior to rotation on takeoff to insure proper steering clutch release. On landing, engage nose steering after nosewheel is firmly on the ground. Do not engage nosewheel steering if # 2 Hydraulic system fails. Air may enter the system and a violent shimmy can result.
Normal Brakes / Anti-Skid
The normal brake system uses # 2 Hydraulic system pressure as long as that pressure remains above 2,175 psi. Anti-Skid protection is provided by a system using a DC generator in each main wheel to provide wheel speed information to the system. When a sudden drop in wheel speed signals an impending skid, the brake pressure to that wheel is released. When the wheel returns to normal speed, the brake pressure is re-applied to the brake.
Failure of the Anti-Skid brake safety circuit may cause a "NO BRAKES" situation even though the system is otherwise normal. The brake pedals will feel normal, but no braking will occur. In this case Manual Brakes must be selected on the left forward console provided you still wish to stop.
Manual Brakes
The manual brake system uses pressure generated by the brake actuating cylinders as a result of foot pressure on the brake pedals, just as on many light aircraft. Plan on a 50% increase in landing roll. No Anti-Skid protection is provided. Manual brakes will operate whenever:
Selected by the Pilot with the switch
Anti-Skid fail safe circuit selects them
Loss of Electrical power
# 2 Hydraulic Pressure below 2,175 psi
After Manual Landing Gear Extension
If normal brakes do not work, don’t waste available runway determining why. Deploy the chute, select manual brakes, and stop the aircraft. You don’t have time to be a diagnostic wonder while using up the runway at 150 kts.
Speedbrakes
The speedbrake system consists of two panels, one on each side of the fuselage just aft of the trailing edge of the wing. They are electrically controlled by a switch on the throttle. The speedbrakes will fail to the retracted position in the event of electrical failure. If the # 2 Hydraulic system pressure drops below 2,175 psi, the speedbrakes will remain in their last position. Do not deploy the speedbrakes during landing or taxi, as temporary loss of directional control may result.
Drag Chute
An 18 foot diameter drag chute is provided to reduce landing distance and brake wear. It is stowed in the lower aft fuselage. A shear link will break, releasing the chute, if deployment occurs above 200 Kts. Do not deploy the Drag Chute unless the nosewheel is on the ground, and the engine is at idle.
Arresting Hook
The arresting hook is deployed by pressing the "Hook Release" button on the left windshield sill. The hook may not be retracted from the cockpit. No, they don’t land Starfighters on carriers, as approach speed is 170 Kts, and minimum touchdown speed is at or above 150 Kts.
Flight Control System
The flight controls on the F-104 are hydraulic. Because the controls are irreversible, aerodynamic loads are not felt in the stick. The control feel is artificially generated by a system of cams and springs. In the event of total loss of hydraulic power, you must eject. The ailerons and rudder are equipped with a limiting system that restricts their deflection when the gear is up.
Gear Up Gear Down
Aileron 9.75 deg 20.0 deg
Rudder 6.00 deg 13.0 deg
Normal and alternate trim are provided. Do not use trim without hydraulic power. The trim system merely re-defines the neutral position of the respective controls. Normal aileron and rudder trim are operated via a thumb switch on the control stick. Rudder trim is set with a toggle switch on the left side console. The Aux trim control panel is located in the aft portion of the pilot’s left side console. Trim position indication is limited Elevator, Aileron and Rudder takeoff trim position lights. These lights will illuminate Green when the trim is operating and is in the takeoff range. The lights go out when the trim is not running. There is an elevator takeoff trim range depicted on the tail. For alternate trim control, use switch panel located toward the aft end of the pilot’s side panel.







A Stability Augmentation System improves the aircraft’s handling characteristics about all three axes. There is no feedback to the stick from the "SAS" system. Roll, pitch and yaw stability control switches are located on the left console. Turning any one off will disengage the Autopilot. These switches should be left "ON" unless there is a malfunction. If SAS system fails, limit airspeed to 300 kts.
Stall Warning System
A stick shaker is installed to alert the pilot to an impending stall. It and the Kicker sense flap position to eliminate false warnings during maneuvering with flaps extended. The remaining switch on that console is the "APC" or "Kicker" . The kicker should be left on unless a problem exists. The "APC" will not work with the gear down or with landing flaps.


Wing Flap System
What little wing that is installed on the F-104 is equipped with Leading Edge and Trailing Edge flaps such that subsonic landings may be made. They are extended electrically, using variable frequency AC from the Emergency AC bus, and are controlled with a single lever. Two leading edge, and two trailing edge flap actuators are installed. With one actuator out, the leading edge flaps may be extended to takeoff at or below 370 kts, and retracted from land to takeoff at or below 230 kts.
Leading Edge Trailing Edge
Takeoff 15 deg 15 deg
Land 30 deg 45 deg
A safety feature prevents inadvertent flap retraction from Flaps Land directly to the UP position. On a go-around, flaps are retracted to Takeoff, then the gear is retracted. In order to retract the flaps, the flap lever must be pulled aft about 1/4 inch prior to placing it in the up position. During temporary disengagement of the pilots brain, this might prevent the airplane from going "SPLAT" at some random location on or about the airport.
When operating on the emergency air driven generator, the leading edge flaps will not extend to the takeoff position until the trailing edge flaps are finished moving. This reduces the electrical load on the system. The # 1 Emergency DC Bus is unpowered during flap operation on emergency generator.
Flap asymmetry protection is provided for trailing edge flaps. At 5 deg differential, flaps will stop. In this case, return the flap lever to it’s last position and land.
The Starfighter is equipped with a Boundary Layer Control system, often called "BLC". This system uses engine bleed air to blow over the trailing edge flaps whenever they are extended beyond 15 deg. This allows slower approach and landing speeds, but does result in a loss of lift if the throttle is closed prior to touchdown.


The valve that controls this is mechanically driven by the flap actuator, thus is always in the proper position. After a go around, leave the flaps in the takeoff position for 30 to 60 seconds to let the BLC system cool. Damage to the system will result if you forget this.

Auto Pilot







CSS or "Control Stick Steering" is available. Exert about 2.5 lbs. of force on the control stick, and the "AFCS" will change the attitude of the aircraft about the pitch or roll axis without disengagement of the Autopilot.
Canopy
Each canopy is a single piece of transparent plastic mounted in a frame that is hinged on the left side. Normal operation of the canopy is manual. The canopy may be jettisoned in an emergency with the jettison handle on the left side of the cockpit, or automatically when the ejection seat is fired. Major bummer if that one failed to work. When jettisoned, the canopy is released from both sides by the unlatching thrusters. They in turn fire the canopy ejection thrusters on the forward bottom of the canopy frame. The canopy is now hinged at the upper rear, causing up and aft rotation to insure that the canopy does not get in the way of your head, as it is launched skyward and compressed into your shoulders when the ejection seat begins it’s short flight.

Ejection System
The F-104 is equipped with a rocket propelled, upward ejection seat. Safe ejection is possible from ground level between 90 and 520 kts. Pilot departure from the ejection seat, and chute deployment are automatic. Chute deployment will occur shortly after passing 14,500 MSL, or about one and a quarter seconds after ejection at lower altitudes.

Environmental System
Air conditioning, pressurization and windshield de-fog use 17th stage bleed air from the engine. The bleed air passes thru the primary heat exchanger. Air pressure is diverted to the fuel tanks and hydraulic reservoirs to provide head pressure. The air then passes thru the bleed air shut-off valve. Some air is diverted for :
Rain Removal Radar Pressurization
Gun Comp Purge Canopy Seal
The remaining air is used to de-fog the windshield and to pressurize and air condition the pilot compartment. Temperature control is achieved with a rheostat for automatic or, in the event the automatic system fails, a toggle switch for manual control. Do not use manual unless automatic is inop. Both methods control a heat exchanger by-pass valve, and a cooling turbine by-pass valve.
The cockpit remains Unpressurized up to 5,000 MSL. The cockpit pressure altitude remains at 5,000 feet until the aircraft is about 19,000 feet, and a 5.0 psi differential is reached. The 5.0 psi differential is maintained until the aircraft goes back below 19,000 feet. For more detailed information see Page 1-17-2, figure 32, issue 1 of the CF-104 handbook, or just shut up and drive the bus.


Environmental System
Defogger
The defogger system causes warm air to flow over the inside surfaces of the canopy and windshields. The air normally comes from just downstream of the secondary heat exchanger and water boiler. If the demand on the defog system is high, a differential relief / check valve opens, and augments the defog air with hot bleed air from downstream of the primary heat exchanger and bleed air shutoff valve. This should provide enough defogging for any situation.
Rain Remover
The rain removal system receives bleed air from the same supply line that pressurizes the canopy and radar compartment seals. The air is routed through a pilot controlled shut-off valve to a nozzle at the base of the left windshield. This system is designed for use at low speeds. Use at high speed may damage the nozzle or crack the windshield. If not used in flight, purge the rain removal system for 30 seconds during taxi after clearing the active runway.
Anti-Ice
The Engine / Duct Anti-Ice switch opens the engine, anti-ice valve, providing 17th stage bleed air to heat the engine front frame and inlet guide vanes. The bottom strut is heated by scavenge oil from the engine oil system. The same switch causes the shock cones and inlet scoops to be electrically heated, providing de-ice and anti-ice capability. A thermal switch will illuminate the "ENGINE / DUCT ANTI-ICE ON" warning light when the temperature in the system reaches 163 deg C. The light may remain on for 30 seconds after the system is turned off, as there is still hot air in the duct.
The engine can safely ingest ice up to about 88% rpm. At higher rpm, the inlet guide vanes may be damaged. Engine anti-ice should not be use when the CIT is more than 10 deg C, as ice will not form at that temperature, and it shortens the life of the engine.
The "WINDSHIELD PITOT - PITCH TEMP PROBE" switch applies AC electrical power to the auto pitch control & stick shaker vanes, the pitot head, free air temperature probe, and to a thermostat that heats the left windshield panel to about 38 deg Centigrade. Do not operate this system for more than four minutes on the ground.
Flight
This aircraft, due to it’s performance capability, demands that you plan ahead, and pay full attention until it is shut down at the end of the flight. To quote the words of an old friend "It’s an honest airplane, If you make a mistake, it will kill you." Like any "Cook Book" flight profiles, these are not the only way to fly the airplane, but are time tested, and they work.

Start
Ignition Start Sequence - Initiate
Signal ground crew to initiate airflow
At engine rotation - Throttle Mil power then Idle
1 Finger at 10% rpm (Fuel Flow 450 - 700 pph @ 10 -12% rpm)
2 Fingers at 20% rpm
3 Fingers at 30% rpm
4 Fingers at 40% rpm (Air is disconnected at this time)
Note: Normal idle is 67% rpm, 8.5 - 9.0 Nozzle, 12 psi minimum oil pressure, Fuel Flow 1000 - 1300 pph, and EGT 220 - 420 deg C within 60 sec.
Signal GPU disconnect
Check ships generators on line
1 Finger - Ground crew checks Speed Brakes
2 Fingers - Ground crew checks Stabilizer, Aileron & Rudder
3 Fingers - Ground crew & pilot check trims in takeoff position
4 Fingers - Ground crew & pilot check APC shaker & kicker
5 Fingers - Ground crew checks flaps & "BLC"
Recheck TRIM, FLAPS & SPEEDBRAKES
Ejection seat safety pin - Remove & Stow
Taxi / Before Takeoff
Nosewheel Steering - Engaged & Checked
Brakes Power & Manual - Check & set to Power
Mil power 100%
Check Fuel Flow
Reduce to 80 % slowly
Reduce to idle rapidly

Takeoff
Nosewheel Steering - Engaged
Advance to Mil Power - 10 sec max acceleration time
Check Nozzle 7.5 - 9.5
Afterburner - Minimum Sector - Full when lit
Disengage Nosewheel Steering about 120 kts
Rotate at 170 kts - Liftoff will occur about 190 kts
Gear Up - Complete before 260 kts
Flaps Up - 300 kts (240 kts minimum)


F-104 Starfighter Takeoff Profile
Climb
Mil Power climb 400 kts 0.85 Mach 12 deg nose up
Max Power climb 450 kts 0.90 Mach 38 deg nose up
The following table will give approximate time distance and fuel from brake release, sea level to 35,000 feet at a takeoff weight of 19,000 lbs.
Time Fuel Distance Sea Level Climb Rate
2 Min 20 Sec 1,025 lb. 12 N.M. 35,000 Feet / Min
6 Min 10 Sec 875 lb. 57 N.M. 10,000 Feet / Min
You heard of an "E Ticket Ride", this is the "F Ticket Ride", F-104 that is. Leaving the tip tanks home will give you only a slight increase in climb performance at the same weight.
Above 35,000 ft Mach 1.7 seems to give the best high speed climb performance. Acceleration to 1.7 Mach at this altitude takes 4.2 Minutes, 1,500 pounds of fuel and 50 nautical miles. To go from 35,000 ft to 50,000 ft at 1.7 Mach takes 3.1 minutes, 1,000 lbs fuel and 55 nautical miles. The initial climb rate at FL 350 is just barely 12,000 fpm. To accelerate on up to Mach 2.0 requires another 4 minutes, 500 lbs fuel and 75 miles. So, brake release to fifty thousand feet & Mach 2 takes 13.5 minutes, 192 miles and 4,025 lbs fuel.
Supersonic Flight
This airplane seems to perform best at around 35,000 feet. If you start at 22,000 lbs. and .90 Mach at this altitude, it will require 1,100 lbs. fuel, 4.5 minutes and 54 nautical miles to reach 1.5 Mach. It will do a bit better if the tip tanks are not installed. Fuel flow during this acceleration is about 14,500 pph. Afterburner fuel does not register on the fuel flow gauge. As you transition into the high mach numbers, monitor "CIT", (compressor inlet temperature), as that is what limits the maximum speed of this airplane at altitude.
Maneuvering
Because of it’s stability characteristics, the Starfighter has some aileron roll limitations. If you limit aileron rolls to 360 deg (one at a time), and maintain a positive load factor of 1/2 G or more, no stability problems should result. As far as the pitch axis is concerned, make smooth control inputs until the desired load factor is achieved, observe the G limits of the airplane, and heed the warning of the Stick Shaker and Kicker. During aggressive pitch changes, there is considerable rotational inertia about the pitch axis. This may cause over rotation and temporary loss of control if the control input is excessive, or to abrupt. You don’t get the best performance out of airplanes by jerking them around.
Cruise
Altitude for maximum endurance is variable, depending on the weight of the aircraft. Consult the table below to get an idea of how long you can remain airborne.
Weight Altitude Mach TAS Fuel Flow Time / 1,000 lbs.
23,000 lbs. 25,000 ft .84 M 510 kts 3460 pph 17.5 min
20,000 lbs. 28,000 ft .83 M 495 kts 3010 pph 20.4 min
17,000 lbs. 32,000 ft .84 M 490 kts 2400 pph 24.3 min
If you figure it takes about 1,000 lbs. to get to altitude, and you land with 1,000 lbs. reserve, that leaves about 6,000 lbs. of fuel to cruise with. Being on the realistic side, from takeoff to touchdown the time should be about 1.8 hours if you don’t experience delays or poor handling on departure or arrival.
Descent
The aircraft will usually descend anytime the pilot sees dirt out the front windshield. The rate of descent, distance covered and fuel used depends on the attitude and thrust used. For optimum descent performance, idle power and an airspeed of 300 kts is recommended. This results in 5,600 fpm, or about 1,000 feet per mile in clean configuration. A normal descent from 40,000 feet will take between 7 and 8 minutes, and consume about 70 pounds of fuel. With speedbrakes extended, the rate of descent is increased to 11,500 fpm, or about 2,000 feet per mile. This way, the same 40,000 feet is lost in 3.5 min, using 35 lbs of fuel.
Remember to anticipate your level off, as you can’t pull a whole lot of G’s at 300 kts clean. Don’t forget to increase power to maintain forward speed after level off. It takes a lot of energy to maintain 300 kts. When you are no longer descending, (using up potential energy) the power to maintain level flight must come from the engine. If you forget this, you will be subjected to a four phase aeronautical process that dates back to the early 1900’s. Stall, spin, crash and burn. Phase 4 requires some amount of fuel on board at time of impact.
Landing
Landing distance of the F-104, like any other aircraft, depends on weight , elevation, and temperature. At sea level & 15 deg C, total distance from 50 feet to stop is about 5,000 feet. Ground roll is about 2,500 feet. This is providing all systems are operative. Increase total distance by 50% if using manual brakes. Add about 2,000 feet for landing with Takeoff Flaps and no Drag Chute. Climb rate in landing configuration at Mil power is 2,500 to 3,000 feet per minute.
Over fly runway at 1500 ft AGL, 325 kts and flaps "Takeoff"
Gear Down - below 260 kts
Flaps "Land" - 210 to 240 kts
Note: Keep your hand on the flap lever until proper flap extension and Boundary Layer Control system operation is verified. If significant unwanted roll is encountered, return flaps to their last position immediately
Maintain 200 kts during turn to final
Fly final approach at 170 kts + 5 kts per 1,000 lbs fuel over 1,000 lbs.
Note: Do not reduce power to less than 82% until touchdown, as the stall speed will increase due to the loss of air to the "BLC". Unwanted roll will also result as the engine decelerates unless you are on the ground.
Touchdown 150 kts minimum
Throttle - Idle
Nosewheel on ground
Nosewheel Steering - Engaged
Drag Chute - Deploy
Brakes - as required


F-104 Starfighter Landing Profile
After Landing


Clear active runwayDrag Chute - Jettison
Radar & Transponder - Off
Flaps - Takeoff
Speedbrakes - Deploy
Engine Anti-Ice & Pitot Heat - Off
Rain Remover - Purge 30 sec then OffCanopy - Open if conditions permit
.
Go Around - 200 to 300 lbs. fuel required
  1. Apply Military power, or Afterburner if appropriate.
  2. At or above 170 kts, Flaps Takeoff.
  3. Landing Gear Up (Complete retraction prior to exceeding 260 kts)
  4. Leave flaps at Takeoff for about 1 minute to cool "BLC" vanes.
  5. If remaining in pattern, leave flaps in Takeoff position.
  6. Departing, Accelerate to 240 - 300 kts, Flaps 1/4 inch down then UP
  7. If remaining in pattern, leave flaps in Takeoff position.



Note: Flaps are retracted to the Takeoff position prior to raising the landing gear such that full control authority is available in case of an asymmetric flap retraction.

Shut down


Idle 3 minutes for cool downAir refuel switch - On
Ground crew checks:Boost pump CB’sBrake temperatureExternal tank press dissipated




Throttle - CutoffMonitor engine spin down
 Try not to fall on your head when exiting the aircraft. Adrenaline does funny things to a person, and you should have plenty of it after flying this airplane. So much for the F-104, the ultimate :
"Bad Ass Airplane".
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