TABLE OF CONTENTS

Title
The Airplane
Engine
Fuel Supply System
Electrical Power Supply Systems
Hydraulic Power Supply Systems
Flight Control System
Wing Flap System
Boundary Layer Control System
Speed Brake System
Landing Gear System .
Nosewheel Steering System
Wheel Brake System
Drag Chute System
Instruments
Warning Light System
Survival Pack
Canopy
Ejection Seat
Emergency Oxygen Supply Systems
Air-Conditioning and Pressurization System
Defogger and Rain-Remover Systems
Anti-Icing Systems
Communications and Navigation Equipment
Air Data Computer
C-2G Directional Gyro System
Inertial Navigator
PHI Navigation System
Radar Altimeter (FB Airplanes Only)
Automatic Pilot
Lighting Equipment
Oxygen System
Engine Bleed Air Anti-G Suit System

THE AIRPLANE
The single-place F 104 S airplane is a high- performance, all-weather, day and night interceptor, fighter-bomberr powered by an axial--flow, turbojet engine with afterburner. The airplane, built by AERITALIA - STABILIMENTI DI TORINO under Lockheed Aircraft Corporation licency, is designed for high subsonic cruise and high supersonic combat speeds. Notable features of the airplane include extremely thin flight surfaces, short straight wings with negative dihedral. Irreversible hydraulically-powercd flight controls, a controllable horizontal stabilizer mounted at the top of the critical stahilizer, engine air inlet duct anti-icing. an antiskid brake system, an automatic pitch control system, and a maneuvering automatic pilot. The wings have leading and trailing edge flaps, and a boundary laycr control system which is used in conjunction with the trailing edge flaps to reduce landing speeds. A Martin Bakcr upward ejection system is used for emergency escape. A drag chute is installed to reduce the landing roll and an arrest-ing hook is availabie for bringing the aircraft to an emergency stop. Intenal fuel cells and extenal fuel tanks may be serviced through a single-point pres-sure refueling system.

DIMENSIONS
Overall dimensions of the airplane are as follow:
Wing span (without tip tanks) 22 feet
Lenght (with boom) 58¼ feet
Height ( to top of the vertical stabilizer) 13½ feet
Tread 8¾ feet

Refer to Figure 2-5 for minimum tuening radius and ground clereances.

GROSS WEIGHT

Omissis.

ENGINE

The airplane powerplant is a General Electric J79-GE-19 turbojet engine. Uninstalled engine sea level thrust rating at Military Thrust ( maximum thrust non-afterburning) is approximately 11870 pounds. Maximum Thrust (full afterburning) under the same conditions is approximately 17500 pounds. During engine operation, the 17 stage axial flow compressor is driven by a 3 stage turbine. The turbine is impelled by combustion gases directed against the turbine buckets.
Combustion gases after passing through the turbine section, flow around the afterbumer spray bars where additional fuel can be introduced to obtain a substantial gain in thrust. The inlet guide vanes and the first six stages of compressor stator vanes are variable to reduce the possibility of compressor stall. The variable stator system automatically positions the vanes to direct the air intake flow in relation to engine speed and compressor inlet temperature (CIT). The aft end of the engine is comprised of a guided expansion vanable area nozzle which increases exhaust gas velocity by decreasing the exhaust outlet area. Automatic nozzle area control is provided to obtain the desired thrust within the safe operating limits of the engine. Mechanical energy to power accessory components is obtained through engine-mounted gearboxes driven by a shaft splined to the compressor rotor.

ENGINE CONTROL SYSTEM

The engine employs the concept of constant corrected speed control of the rotor, rather than a constant physical speed control, to provide maximum compressor operation efficiency. Engine speed is controlled so that the corrected speed, in general, remains at 100% rpm. Physical engine speed, in other words, is increased as the ambient temperature increases. The maximurn engine speed of 105.5% rpm occurs at a CIT of 65°C.
At standard day conditions of 15°C, engine speed will be 100%. The engine also incorporates flight idle reset as a function of CIT to prevent duct instability during throttle "chops" at high airplane speeds. Available thrust is a smoothly increasing function of Mach number.
Exhaust gas temperature is controlled as a function of physical engine speed when operating at Military or afterburner power settings.
In summary, during Military and afterburner operation, the rpm may not be 100% but will vary with CIT. Likewise, exhaust gas temperature will vary with rpm. See Figure 1-2 for rpm and exhaust gas temperature scheduling.

Tachometer. The tachometer (Figures FQ-4 thru FO-7), mounted on the right side of the main instrument panel, indicates engine speed in a percentage of the maximum rated speed of 7460 rpm. The instrument is powered by a tachometer generator, which generates a frequency proportional to engine speed.