106-400: LN3 , LN-3 , or ln3 may refer to: LN-3 inertial navigation system Buick LN3 engine Svenska Flygfabriken LN-3 Seagull Natural logarithm of 3 Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title LN3 . If an internal link led you here, you may wish to change
212-632: A major non-NATO ally , received under the Mutual Assistance Program 14 Starfighters (twelve model F-104A and two dual-seat model F-104B). These were fitted with C-2 upward firing ejection seats , AN/ASG-14T1 fire control systems , more powerful General Electric J79-11A engines and the M-61 Vulcans were also re-fitted on PAF 's request. Moreover, an F-104B was modified by the PAF to carry Swedish TA-7M reconnaissance cameras in
318-446: A 1957 German Air Staff Paper asking for a single aircraft to fulfill its fighter, fighter-bomber, and reconnaissance mission requirements, Lockheed redesigned the entire airframe, including 96 new forgings, additional skin panels, and reinforced landing gear with larger tires and improved brakes. The proposed F-104G (for Germany) "Super Starfighter" featured a more powerful J79-11A engine, a larger tail with powered rudder (the same used on
424-588: A 7- g turn below 5,000 feet with full afterburner. Given the aircraft's prodigious fuel consumption at that altitude and relatively small fuel capacity, such a maneuver would dramatically reduce its time on station. The F-104 was designed to use the General Electric J79 turbojet engine, fed by side-mounted intakes with fixed inlet cones optimized for performance at Mach 1.7 (increased to Mach 2 for later F-104s equipped with more powerful J79-GE-19 engines). Unlike some supersonic aircraft,
530-625: A General Electric J79 engine, modified landing gear, and modified air intakes. The YF-104A and subsequent models were 5 ft 6 in (1.68 m) longer than the XF-104 to accommodate the larger GE J79 engine. The YF-104 initially flew with the GE XJ79-GE-3 turbojet which generated 9,300 pounds of dry thrust (14,800 with afterburner), which was later replaced by the J79-GE-3A with an improved afterburner. Seventeen YF-104As were ordered by
636-566: A LN-3 system was installed in a prepared Flying Tigers Boeing 707 (the Pole Cat) to conduct a pole to pole 51 hours flight, and compare its performance with other means of navigation. The quoted error at the South pole was 2 miles. Litton Systems Inc., or Litton Industries , the Guidance and Control Systems Division at Beverly Hills CA, were one of the major producers of inertial systems in
742-615: A MIT-developed inertial system, which later evolved to the Delco produced IMU of the Apollo PGNCS . The Saturn V was equipped with a MSFC-developed ST-124-M3 inertial platform which was a further development of the PGM-19 Jupiter 's ST-90. The Convair B-58 Hustler was equipped by AN/ASQ-42 Dopler-inertial system, made by Sperry Corporation . The LN-3 system was designed to constantly monitor critical parameters, and warn
848-827: A ceasefire was agreed on 6 October, the Starfighter provided a significant deterrent effect. USAF Gen Laurence Kuter , commander-in-chief of the Pacific Air Forces , reported that the F-104A had "made a tremendous impression on both sides of the Taiwan Strait". During the Berlin Crisis of 1961, President John F. Kennedy ordered 148,000 United States National Guard and reserve personnel to active duty on 30 August, in response to Soviet moves to cut off Allied access to Berlin. 21,067 individuals were from
954-629: A central coordination office named NASMO (NATO Starfighter Management Office) in Koblenz, Germany , which succeeded in achieving a high level of standardization and cooperation. This was evidenced by an F-104G being assembled in April 1963 at Erding Air Base in Germany consisting of components constructed in all four European partner countries. However, this central coordination resulted in long delays in implementing needed modifications and upgrades. Some of
1060-619: A construction consortium that was the largest international manufacturing program in history to that point, though the Starfighter's export success was marred in 1975 by the discovery of bribe payments made by Lockheed to many foreign military and political figures for securing purchase contracts. The Starfighter eventually flew with fifteen air forces, but its poor safety record, especially in Luftwaffe service, brought it substantial criticism. The Germans lost 292 of 916 aircraft and 116 pilots from 1961 to 1989, its high accident rate earning it
1166-480: A contract to provide 2000 systems for the F104 NATO Fighter Aircraft. The Cold War missile race spurred the development of smaller, lighter and more accurate inertial systems. Independent of its environment, the inertial system provides velocity and position information accurately and instantaneously for all manoeuvres, as well as being an accurate attitude and heading reference. The LN3-2A
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#17327987664221272-628: A development contract on 12 March 1953 for two prototypes ; these were given the designation " XF-104 ". Work progressed quickly, with a mock-up ready for inspection at the end of April, and work starting on two prototypes soon after. Meanwhile, the J79 engine was not ready. Both prototypes were instead built to use the Wright J65 engine, a license-constructed version of the Armstrong Siddeley Sapphire . The first prototype
1378-508: A full-fledged Inertial Navigation System. In about mid-1956 a contract for approximately $ 300,000 was awarded by Wright Air Force Base to Litton Industries for the development of such "Aircraft Attitude System." Singleton appointed Sidney Shapiro as Project Engineer for this program. The system was completed and ready for flight test by the end of 1958. Mr. Shapiro selected Paul Mantz , a partner in Tallmantz Aviation, to supply
1484-399: A further 123 flights at Palmdale were assessed, following incorporation of the −9 modifications, and the c.e.p. came almost up to specification. At Edwards AFB, during Category 2 testing, and at Palmdale during the "avionics marriage" period, mean time between failures of pre-9 systems was considerably below the 200 hr specified, but the target has been exceeded since then. In November 1965
1590-399: A hop into the air during taxi trials on 28 February 1954 and flew about five feet (1.5 m) off the ground for a short distance, but this was not counted as a first flight. On 4 March, Lockheed test pilot Tony LeVier flew the XF-104 for its first official flight. He was airborne for only 21 minutes , much shorter than planned, due to landing gear retraction problems. The second prototype
1696-601: A nuclear weapon at a range of 1,000 km with the best possible precision; this being vital to the F-104G program. The LN-3 is a full 3-degrees-of-freedom, 4-gimbal inertial navigator, covering the flight performance envelope of the F-104G which ranged from 0 to 70,000 feet altitude; 0 to Mach 2+ speed, and accelerations from −5 to +9 g. The functional description of the LN3-2A requires some knowledge of some basic principles of inertial navigation to understand their application to
1802-731: A result, the USAF reduced their orders of the F-104A from 722 to 170, and the F-104A and F-104B aircraft of the 83rd, 56th and 337th FIS were handed over to the 151st , 157th and 197th FIS of the Air National Guard (ANG) after less than a year of service with the ADC. In August 1958, only a few months after establishing operational readiness with the F-104, the 83rd FIS was assigned to an air defense and deterrence mission in Taiwan after
1908-407: A single assembly line. The entire aircraft was designed for modular assembly and disassembly. The two principal fuselage sections were split along the vertical centerline and completely assembled in two separate halves. All equipment, including wiring and plumbing, was installed inside the two halves before being joined. The wings were then attached with ten bolts plus a fairing . Although the F-104
2014-433: A small frontal area. The tightly packed fuselage contained the radar, cockpit, cannon, fuel, landing gear, and engine. The fuselage and wing combination provided low drag except at high angle of attack (alpha), at which point induced drag became very high. The F-104 had good acceleration, rate of climb, and top speed, but its sustained turn performance was poor. A "clean" (no external weapons or fuel tanks) F-104 could sustain
2120-542: A strobe sweep between 300 and 3,000 yards (270 and 2,740 m) in auto-acquisition mode. The radar also had a third, receive-only mode useful for locking onto sources of interference from electronic countermeasures (ECM). In the late 1960s, Lockheed developed a more advanced version of the Starfighter, the F-104S, for use by the Italian Air Force. Similarly to the F-104G, Lockheed produced two main variants of
2226-401: A wing-on- rudder application, rolling the aircraft in the opposite direction of rudder input. To offset this effect, the wings were canted downward at a 10° negative-dihedral (anhedral) angle. This downward canting also improved roll control during high-G maneuvers, common in air-to-air combat. The fuselage had a high fineness ratio . It was slender, tapered towards the sharp nose, and had
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#17327987664222332-630: Is an inertial navigation system (INS) that was developed in the 1960s by Litton Industries . It equipped the Lockheed F-104 Starfighter versions used as strike aircraft in European forces. An inertial navigation system is a system which continually determines the position of a vehicle from measurements made entirely within the vehicle using sensitive instruments. These instruments are accelerometers which detect and measure vehicle accelerations, and gyroscopes which act to hold
2438-548: Is an American single-engine, supersonic interceptor which was extensively deployed as a fighter-bomber during the Cold War . Created as a day fighter by Lockheed as one of the " Century Series " of fighter aircraft for the United States Air Force (USAF), it was developed into an all-weather multirole aircraft in the early 1960s and produced by several other nations, seeing widespread service outside
2544-439: Is continuously feeding the gyros, and thereby the stable element, with corrections for local Earth rotation. This is called the levelling phase of fine align . Leveling ends automatically when the computer decides that the platform stable element is exactly locally level, which may take a few minutes. If level, the final phase of alignment is switched on; gyrocompassing . The stable element is exactly level and Schuler-tuned but
2650-815: Is on display in the Air Zoo in Kalamazoo, Michigan . During the second deployment, an additional nine aircraft were lost for a total of 14 F-104s lost to all causes in Vietnam. In July 1967, the Starfighter units transitioned to the McDonnell Douglas F-4 Phantom II . In 1967, these TAC aircraft were transferred to the Air National Guard. By the late 1950s, USAF fighter doctrine had shifted away from air superiority (fighter against fighter combat) and placed more importance on
2756-418: The 435th Tactical Fighter Squadron 's first deployment from October to December 1965. Starfighters returned to Vietnam when the 435th Tactical Fighter Squadron re-deployed from June 1966 until August 1967. During this time F-104s flew a further 2,269 combat sorties, for a total of 5,206. F-104s operating in Vietnam were upgraded in service with AN/APR-25/26 radar warning receiver equipment. One such example
2862-591: The Berlin Crisis of 1961 and the Vietnam War , when it flew more than 5,000 combat sorties. While its time with the USAF was brief, the Starfighter found much more lasting success with other NATO and allied nations. In October 1958, West Germany selected the F-104 as its primary fighter aircraft. Canada soon followed, along with the Netherlands, Belgium, Japan, and Italy. The European nations formed
2968-741: The MiG-15 with North American F-86 Sabres , and many felt that the MiGs were superior to the larger and more complex American fighters. The pilots requested a small and simple aircraft with excellent performance, especially high-speed and high-altitude capabilities. Johnson started the design of such an aircraft upon his return to the United States. In March 1952, his team was assembled; they studied over 100 aircraft configurations, ranging from small designs at just 8,000 lb (3,600 kg), to large ones up to 50,000 lb (23,000 kg). To achieve
3074-1120: The North American A-5 Vigilante was more or less comparable to the LN-3/PHI-4. This system was derived from the XN-6 system developed for the SM-64 Navaho , the N5G system for the AGM-28 Hound Dog and the N2C/N2J/N3A/N3B system for the XB-70 , and was related to the N6A-1 navigation system used in the USS Nautilus (SSN-571) and the N10 inertial guidance system for the LGM-30 Minuteman . Note that
3180-513: The People's Republic of China began an intense artillery campaign against the Republic of China (ROC) on the disputed islands of Quemoy and Matsu . Tension between the two forces was high; artillery duels were ongoing since the first crisis in 1954 and the People's Liberation Army Air Force (PLAAF) had recently relocated 200 MiG-15s and MiG-17s to airfields on the mainland to fight against
3286-517: The Republic of China Air Force (ROCAF). According to Colonel Howard "Scrappy" Johnson, one of the F-104 pilots deployed to Taiwan, the Starfighters' presence was so the PLAAF would "track them on their radar screens ... and sit back and scratch their head in awe." On 10 September, the first F-104s arrived in Taiwan, delivered disassembled by C-124 Globemaster II transport aircraft. This
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3392-487: The "heat" light on the IN Control Panel, which takes several minutes depending on outside and system temperatures. All at operating temperature the system may be switched to " Align ", allowing the machine to commence operation. The computer is powered up and nulls its velocity shafts; the gyros are powered by 115 V and 400 Hz and revving up; the platform is levelled in pitch, inner and outer roll relative to
3498-399: The 151st FIS and 157th FIS. As with the Taiwan crisis three years earlier, the Starfighter did not directly engage any enemy fighters, but its presence provided a powerful air-superiority deterrent; it demonstrated very quick reaction times and exemplary acceleration during practice intercepts, and proved superior to all other fighters in the theater . The crisis ended in the summer of 1962 and
3604-453: The ANG personnel returned to the United States, but the F-104's solid performance helped convince the ADC to recall some F-104s back into active USAF service the following year. The F-104C entered service with USAF Tactical Air Command (TAC) as a multi-role fighter and fighter-bomber . The 479th Tactical Fighter Wing (TFW) at George AFB , California, was the first unit to be equipped with
3710-513: The ANG, forming 18 fighter squadrons, four reconnaissance squadrons, six transport squadrons, and a tactical control group. On 1 November 1961, the USAF mobilized three more ANG fighter interceptor squadrons. In late October and early November, eight of the tactical fighter units flew to Europe with their 216 aircraft in Operation Stair Step . Because of their short range, 60 F-104As were airlifted to Europe in late November, among them
3816-531: The Air Force, who pressed the F-104A into service as an interim interceptor with the Air Defense Command (ADC), even though its range and armament were not well-suited for the role. On 26 February 1958, the first unit to become operational with the F-104A was the 83rd Fighter Interceptor Squadron (FIS) at Hamilton AFB , California. The newly operational aircraft experienced problems with both
3922-464: The American supply line against potential Soviet-supplied Cuban MiGs. Twelve F-104s were sent to Puerto Rico, where they remained until 3 June 1965. The F-104's service with the USAF was quickly wound down after the aircraft's second deployment to southeast Asia in 1967. Although the remaining F-104As in regular USAF service had been recently fitted with more powerful and reliable J79-GE-19 engines,
4028-502: The BLCS engaged, as flaps in the "land" position were required for its operation. Landing without the BLCS engaged was only done in emergencies and could be a harrowing experience, especially at night. The stabilator (fully moving horizontal stabilizer) was mounted atop the fin to reduce inertia coupling . Because the vertical fin was only slightly shorter than the length of each wing and nearly as aerodynamically effective, it could act as
4134-711: The Boeing history claims the REINS to be the first inertial navigation in a production airplane. Nortronics had developed and produced Astro-inertial guidance /navigation systems for the SM-62 Snark . The system developed for the GAM-87 Skybolt was later adapted for use in the Lockheed SR-71 Blackbird and mostly referred to as NAS-14 and/or NAS-21. The UGM-27 Polaris missile was equipped with
4240-400: The F-104 did not have variable-geometry inlets; instead at high Mach numbers excess air was bypassed around the engine. This bypass air also helped cool the engine. Its thrust-to-drag ratio was excellent, allowing a maximum speed well in excess of Mach 2. Available thrust was actually limited by the geometry of the inlet scoop and duct; the aircraft was capable of even higher Mach numbers if
4346-408: The F-104's performance, and the 479th TFW's pilots felt that the MiGs deliberately avoided engaging them. Twenty-five MiG kills were scored by fighters controlled by EC-121 Big Eye missions, and their Starfighter escorts played a vital role in ensuring their safety. From the first F-104 deployment in April 1965 to December, Starfighters flew a total of 2,937 combat sorties. These sorties resulted in
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4452-941: The F-104G under license. Arbeitsgemeinschaft (ARGE) South consisted of Messerschmitt , Heinkel , Dornier , and Siebel ; ARGE North comprised Hamburger Flugzeugbau , Focke-Wulf , and Weserflug in Germany, as well as Fokker and Aviolanda in the Netherlands; the West Group was made of SABCA and Avions Fairey in Belgium; and the Italian Group was formed of Fiat , Macchi , Piaggio , SACA , and SIAI-Marchetti . The four groups were contracted to manufacture 210, 350, 189, and 200 F-104G aircraft, respectively. In addition, 1,225 J79 turbojets were also produced under license by BMW in Germany, Fabrique Nationale in Belgium, and Alfa Romeo in Italy. Canada, who had also chosen
4558-567: The F-104S: an all-weather interceptor ( caccia intercettore , CI) and a strike aircraft ( caccia bombardiere , CB). The CI variant received a FIAR/NASARR F15G radar with AIM-7 Sparrow guidance capability; however, the new missile-guidance avionics came at the expense of the M61A1 Vulcan cannon, which was removed to make room. The CB variant was equipped with a FIAR/NASARR R21G-H radar and a radar altimeter for low-level strike missions, retaining
4664-464: The Inertial navigator, the pilot has to enter the coordinates of the starting point in the "Align Control" panel in the right-hand console of the F-104G. The first selection in the starting sequence is to rotate the mode selector switch of the "Inertial Navigation Control" Panel from Off to Standby . In this mode the platform and component oven are brought up to operating temperature ; indicated by
4770-474: The J79 engine and M61 cannon, and after three months of service, the unit was grounded following a series of engine-related accidents. The aircraft were then fitted with the J79-GE-3B engine and another three ADC units were equipped with the F-104A. During this time, the Air Force's interest in the Starfighter was waning due to a shift in strategy toward fighters with longer ranges and heavier ordnance loads. As
4876-486: The J79, the J79-GE-19, was rated at 52.8 kN (11,900 lb f ) dry thrust and 79.6 kN (17,900 lb f ) with afterburner. Bleed air from the compressor's 17th stage was used for a number of purposes: the BLCS, cabin pressurization and air conditioning, hot-air jet rain removal, fuel transfer, canopy and windshield defogging and defrosting, pressure for the pilot's anti-G suit, pressurization and cooling of
4982-670: The LN-12 systems. Manufacturers designation of the F-104G system is LN3-2A. Mark the difference in notation LN-3 and LN3-2A with the position of the dividing dash "-" . The designation LN3-2A leaves room for a LN3-1, not known to author. Any additional information about the early Litton's is welcome! The Litton LN-3 was one of the first inertial navigators on a production aircraft, but other systems, either inertial navigators or inertial measurement units, of other brands and for various applications with comparable technology existed. The Autonetics Radar Enhanced Inertial Navigation System (REINS) of
5088-436: The LN3-2A system (without Alert Align Unit) in a vitrine. The platform gimbals can be rotated by the visitor with a remote control box. Display of a complete system, running as new. On request explication and demonstration of the system is given. The LN-3 system was on display at RNlAF Air Force Day's, June 2019 Friday 14 and Saturday 15 at Volkel, Hangar 1. Lockheed F-104 Starfighter The Lockheed F-104 Starfighter
5194-454: The LN3-2A. The principal component of the system is the stable platform to which are mounted three accelerometers and two gyros. This stable platform is mounted in a system of platform gimbals. The acceleration of the airplane in any plane or direction is measured by the accelerometers and integrated in the computer to obtain velocity. Velocities in turn are integrated to obtain distance. With a known reference point representing initial position of
5300-573: The Starfighter to fulfill its NATO obligations, delivered 121 sets of wings, aft fuselages, and tail assemblies built by Canadair to Europe while it constructed 200 CF-104s with Orenda -built engines for the Royal Canadian Air Force . Later the two would also build an additional 110 MAP-funded F-104Gs destined for Europe. Lockheed for its part built 191 two-seat trainers for both Europe and Canada, as well as supplying spares and technical support. The multinational consortium formed
5406-722: The US in the 1950s and 1960s, and have made a series of systems for a number of American aircraft. The Genesis of inertial navigation systems is explained in the following reference. The gimballed platform of the LN3-2A is the Litton P200 platform; the Gyro is the G200 Gyro; and the accelerometer is the A200 accelerometer. (and Litton doc) The G-200 Gyro is commonly used in the LN-2, LN-3 and
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#17327987664225512-517: The USAF on 30 March 1955 for further flight testing. The first of them flew on 17 February 1956 and, with the other 16 trial aircraft, was soon carrying out aircraft and equipment evaluation and tests. On 1 May 1957 one of the prototypes was destroyed when the ailerons malfunctioned, resulting in the aircraft tumbling wildly. The pilot ejected safely. Lockheed made several improvements to the YF-104A throughout this testing period, including strengthening
5618-484: The United States. After a series of interviews with Korean War fighter pilots in 1951, Kelly Johnson , then lead designer at Lockheed, opted to reverse the trend of ever-larger and more complex fighters to produce a simple, lightweight aircraft with maximum altitude and climb performance. On 4 March 1954, the Lockheed XF-104 took to the skies for the first time, and on 26 February 1958, the production fighter
5724-570: The XF-104 first flew in 1954. At the April 1956 public unveiling of the YF-104A , the engine inlets were obscured with metal covers. Visible weapons, including the M61 Vulcan cannon, were also hidden. Despite the secrecy, an artist's rendering of the yet-unseen F-104 appeared in the September 1954 edition of Popular Mechanics that was very close to the actual design. The prototype made
5830-411: The accelerometers in proper orientation. The development of Litton's first INS was the result of a collusive act by the engineer, Max Lipscomb of the Wright Air Force Base in Ohio and Dr. Henry E. Singleton , Head of the newly formed Guidance and Control Dept. of Litton Industries at Beverly Hills, California. Lipscomb's department was not permitted to engage in development of navigation systems, but
5936-487: The ailerons were limited to 1-inch (25 mm) thickness to fit. The small, highly loaded wing caused an unacceptably high landing speed, even after adding both leading- and trailing-edge flaps . Thus, designers developed a boundary layer control system, or BLCS, of high-pressure bleed air , which was blown over the trailing-edge flaps to lower landing speeds by more than 30 knots (56 km/h; 35 mph), and help make landing safer. Flapless landings would be without
6042-424: The aircraft to fly nose up, helping to minimize drag . As a result, the pitot tube , air inlet scoops, and engine thrust line were all canted slightly from centerline of the fuselage. The F-104 featured a radical wing design. Most jet fighters of the period used a swept-wing or delta-wing , which balanced aerodynamic performance, lift, and internal space for fuel and equipment. The Lockheed tests determined that
6148-461: The aircraft using the gimbal synchrotransmitters; and the azimuth axis is driven to the grid north direction using the magnetic heading sensor. This phase of Alignment takes 1 minute and is called coarse align. After this 1 minute the system switches to the fine align phase , during which the gyro spin motor power is brought down to 95 V and 375 Hz to avoid any magnetic interference with any other aircraft system using 400 Hz. The levelling of
6254-477: The aircraft, principally because of Mantz's extensive experience with the movie industry. They had done their work on several Cinerama travelogs. Mantz's people had also recently finished work on the picture "North by Northwest" starring Cary Grant in which there was considerable stunt flying. Shapiro's idea was to photograph the ground periodically and at the same instant to photograph the Inertial Navigation System's output. In that way no possibility of finger pointing
6360-447: The airframe, adding a ventral fin to improve directional stability at supersonic speed, and installing a boundary layer control system (BLCS) to reduce landing speed. Problems were encountered with the J79 afterburner; further delays were caused by the need to add AIM-9 Sidewinder air-to-air missiles. On 28 January 1958, the first production F-104A to enter service was delivered to the 83rd Fighter Interceptor Wing . In response to
6466-413: The airplane with respect to Earth, this data can be converted to distance and heading traveled, and distance and bearing to destination. The following characteristics of the platform are described: The LN3-2A computer controls the platform, computes navigational information and provides special AC and DC voltages required for equipment operation. The functions of the computer are: Before starting
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#17327987664226572-415: The alignment phase. After the last flight but before shutting down aircraft power the precise heading of the running LN3 is stored and can be used at starting up the next time, if the aircraft is not moved. Specified navigation accuracy for the LN-3 is a 50% circular-error probability (c.e.p.) of two nautical miles after one hour's operation, which is equivalent to a 98% c.e.p. of four nautical miles. Until
6678-462: The aluminum skin of the aircraft were able to withstand the heating due to air friction. Furthermore, speeds above Mach 2 quickly overheated the J79 engine beyond its thermal capabilities, which resulted in the F-104 being given a design airspeed limitation of Mach 2. The engine consisted of a 17-stage compressor, an accessory drive section, an annular combustion chamber, a three-stage turbine, and an afterburner. The most powerful version of
6784-406: The amount of external weapons that could be carried to 3,000 lb (1,400 kg), and also allowed the aircraft to fulfill the NATO requirement of carrying a 2,000 lb (910 kg) "special store" (nuclear weapon) under the fuselage. Belgium, the Netherlands, and Italy selected the F-104 soon after as well, and the four European nations set up four production groups to jointly manufacture
6890-465: The back seat, other than that a single F-104A was modified to carry Radar homing devices like the Radar Locator (RALOR) and Short-range Low Altitude Radar Detection (SLARD). The No. 9 Squadron "Griffins" was the only PAF squadron to be equipped with these Starfighters. The PAF also provided F-104 instructors to Jordan in order to train their pilots on the aircraft after the Royal Jordanian Air Force started receiving its Starfighters in 1968. One of
6996-408: The cannon as its only air-to-air weapon. As part of the Aggiornamento Sistema d'Arma (ASA), or "Weapons System Upgrade" in the mid-1980s, both variants were given an ALQ-70/72 ECM and a FIAR/NASARR R-21G/M1 radar with frequency hopping and look-down/shoot-down capability. The new radar and guidance systems enabled the aircraft to carry the new AIM-9L Sidewinder infrared-guided missile (replacing
7102-411: The desired performance, Lockheed chose a small and simple aircraft, weighing in at 12,000 lb (5,400 kg) with a single powerful engine. The engine chosen was the new General Electric J79 turbojet, an engine of dramatically improved performance in comparison with contemporary designs. The small design powered by a single J79, issued Temporary Design Number L-246, remained essentially identical to
7208-433: The first aircraft to hold all three simultaneously. It was also the first aircraft to be equipped with the M61 Vulcan autocannon. Clarence L. "Kelly" Johnson, vice president of engineering and research at Lockheed's Skunk Works , visited USAF air bases across South Korea in November 1951 to speak with fighter pilots about what they wanted and needed in a fighter aircraft. At the time, the American pilots were confronting
7314-598: The following test equipment : For repairs beyond the capabilities of base level, the RNlAF Electronics Depot (DELM, at Rhenen) was equipped with specific test equipment and tooling to handle the (higher) depot level repairs of the LN-3 system. The main test stations in use were: The repair of the system's sensors, gyros and accelerometers, was performed by Litton. The RNlAF had its sensors repaired by Litton Canada, which also provided all necessary spare parts. Other European users relied on German or Italian subsidiaries/licensees as LITEF at Freiburg and Hamburg. Exhibit of
7420-464: The fuselage than most contemporary aircraft. The wing provided excellent supersonic and high-speed, low-altitude performance, but also poor turning capability and high landing speeds. It was the first production aircraft to achieve Mach 2, and the first aircraft to reach an altitude of 100,000 ft (30,000 m) after taking off under its own power. The Starfighter established world records for airspeed, altitude, and time-to-climb in 1958, becoming
7526-403: The gyros are not yet aligned with the Earth rotation axis. Therefore, the stable element tends to turn off-level, which is sensed by the Y accelerometer which signal is fed to the gyro torquer to rotate the azimuth axis of the stable element. This process continues for a few minutes until the correction signal is getting smaller and can be kept almost zero for 50 seconds, which gives confidence that
7632-662: The initial version of the M61: the Gatling -mechanism cannon suffered problems with its linked ammunition , being prone to misfeed and presenting a foreign object damage (FOD) hazard as discarded links were occasionally sucked into the engine. A linkless ammunition feed system was developed for the upgraded M61A1 installed in the F-104C; the M61A1 has subsequently been used by a wide variety of American combat aircraft. The cannon, mounted in
7738-410: The interceptor (fighter against bomber combat) and tactical fighter-bomber roles. The F-104 was deemed inadequate for either, lacking both payload capability and endurance in comparison with other USAF aircraft. As a result, the USAF procured only 296 Starfighters, including both single-seat and two-seat versions. During Operation Power Pack , USAF F-104s were deployed to Ramey Air Force Base to protect
7844-847: The last USAF Starfighters left regular Air Force service in 1969. The aircraft continued in use with the Puerto Rico Air National Guard until 1975 when it was replaced by the A-7 Corsair II . The last use of the F-104 Starfighter in US markings was training pilots for the West German Air Force , with a wing of TF-104Gs and F-104Gs based at Luke Air Force Base , Arizona. Although operated in USAF markings, these aircraft (which included German-built aircraft) were owned by West Germany. They continued in use until 1983. In 1961, Pakistan, as
7950-413: The link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=LN3&oldid=1255379188 " Category : Disambiguation pages Hidden categories: Short description is different from Wikidata All article disambiguation pages All disambiguation pages LN-3 inertial navigation system The LN-3 inertial navigation system
8056-501: The loss of five aircraft, one from the 476th TFS, which deployed from April to July 1965, and four from the 436th Tactical Fighter Squadron , which deployed from July to October 1965. One incident on 20 September claimed three F-104s when Captain Philip E. Smith strayed into Chinese airspace and was shot down by a Chinese Shenyang J-6 ; two more collided in mid-air while searching for Smith's missing jet. No losses were reported from
8162-482: The lower part of the port fuselage, was fed by a 725-round drum behind the pilot's seat. With its firing rate of 6,000 rounds per minute, the cannon would empty the drum after just over seven seconds of continuous fire. The cannon was omitted in all the two-seat models and some single-seat versions including reconnaissance aircraft, with the gun bay and ammunition drum typically replaced by additional fuel tanks. Two AIM-9 Sidewinder air-to-air missiles could be carried on
8268-587: The modifications that were proposed during this time, mainly from the Joint Test Force at Edwards AFB in California, were the installation of an arrester hook, a standby attitude indicator, and the emergency engine nozzle closure system. In all, 2,578 F-104s were produced by Lockheed and under license by various foreign manufacturers. The Starfighter's airframe was all-metal, primarily duralumin with some stainless steel and titanium. The fuselage
8374-430: The most efficient shape for high-speed supersonic flight was a very small and thin, straight, mid-mounted, trapezoidal wing . Much of the data on the wing shape was derived from testing done with the experimental unmanned Lockheed X-7 , which used a wing of a similar shape. The leading edge of the wing was swept back at 26 degrees, with the trailing edge swept forward by a slightly smaller amount. The new wing design
8480-590: The nickname Witwenmacher ("widowmaker") from the German public. The final production version, the F-104S , was an all-weather interceptor built by Aeritalia for the Italian Air Force . It was retired from active service in 2004, though several F-104s remain in civilian operation with Florida-based Starfighter Inc . The Starfighter featured a radical design, with thin, stubby wings attached farther back on
8586-459: The nose-mounted radar equipment, and purging of gas from the M61 autocannon. The accessory drive ran two hydraulic pumps, two variable-frequency generators, the generator for the tachometer, and pumps for engine fuel and oil. The basic armament of the F-104 was the 20 mm (0.79 in) M61 Vulcan autocannon. As the first aircraft to carry the weapon, testing of the Starfighter revealed issues with
8692-771: The older AIM-9B) as well as the AIM-7 Sparrow and the Selenia Aspide radar-guided missiles. Early Starfighters used a downward-firing ejection seat (the Stanley C-1), out of concern over the ability of an upward-firing seat to clear the "T-tail" empennage . This presented obvious problems in low-altitude escapes, and 21 USAF pilots, including test pilot Captain Iven Carl Kincheloe Jr. , failed to escape from their stricken aircraft in low-level emergencies because of it. The downward-firing seat
8798-493: The pilot in case of a malfunction. Depending on the problem the pilot could switch-off the system, or continue in a dead reckoning mode. In case of serious self-diagnosed problems the system would auto shut-down. Flight line maintenance of the LN-3, like systemchecks and fault isolation, was performed using specific test equipment : At base (nav)shop level the platform, computer and adapter units were tested and repaired using
8904-407: The platform is taken over by the X and Y accelerometers sensing even the smallest component of gravity which is an indication of not being precisely level. The levelling of the stable element is achieved by torquing the respective gyro torquers which makes the gimbal motors to follow up and level the stable element. The distance shafts are set to zero; the gyros are at operational speed and the computer
9010-497: The prototype Starfighter as eventually delivered. Lockheed designated the prototype Model 083. Johnson presented his new fighter concept to the United States Air Force on 5 November 1952, and they were interested enough to create a general operational requirement for a lightweight fighter to supplement and ultimately replace the yet-to-fly North American F-100 . Three additional companies were named finalists for
9116-414: The radar had a range of approximately 20 miles (32 km) in search mode, with later models reaching up to 40 miles (64 km); the scan pattern was spiral, covering a 90-degree cone. Search mode was usable only above 3,000 feet (910 m) due to ground return effects below that altitude. Track mode was usable within 10 miles (16 km) of the target, which narrowed the scan to 20 degrees and initiated
9222-619: The requirement: Republic Aviation with the AP-55, an improved version of its prototype XF-91 Thunderceptor ; North American Aviation with the NA-212, which eventually evolved into the F-107 ; and Northrop Corporation with the N-102 Fang , another J79-powered entry. Although all three finalists' proposals were strong, Lockheed had what proved to be an insurmountable head start, and was granted
9328-414: The seeker heads of the missiles vulnerable to ground debris. The two F-104S variants added a pair of fuselage pylons beneath the intakes for conventional bomb carriage and an additional pylon under each wing, for a total of nine. Early Starfighters were also capable of carrying and launching a single MB-1 (AIR-2A Genie) rocket-powered nuclear missile using an extending trapeze launcher. This configuration
9434-416: The system is level and aligned. This is visible for the pilot because the green Nav light flashes. The system is now ready for use and the pilot selects " Nav " on the IN Control Panel, and all circuitry that was involved in the various alignment phases is switched to the navigate mode . Other possible modes are Compass only which may be selected after a LN3 in-flight failure, and Alert Align to shorten
9540-590: The two-seat F-104B and D), improved blown flaps with a mode for improved maneuverability, electric de-icing equipment for the air intake inlets, and a larger drag chute. Avionics were improved as well, primarily with the Autonetics F15A NASARR (North American Search and Range Radar) multi-mode radar and the LN-3 inertial navigation system by Litton Industries , the first such system to be placed into operational service. Altogether, these changes increased
9646-505: The type, in September 1958. Commencing with Operation Rolling Thunder , the Starfighter was used both in the air-superiority and air-support roles. On 19 April 1965 the 476th Tactical Fighter Squadron (TFS) of the 479th TFW arrived at Da Nang AB to help protect US F-105 Thunderchief fighter-bombers against MiG-17s and especially MiG-21s that were beginning to be flown by the Vietnamese People's Air Force (VPAF). The F-104
9752-402: The wingtip stations, which could also be used for fuel tanks. The F-104C and later models added a centerline pylon and two underwing pylons for bombs, rocket pods, or fuel tanks; the centerline pylon could carry a nuclear weapon . A "catamaran" launcher for two additional Sidewinders could be fitted under the forward fuselage, although the installation had minimal ground clearance and so rendered
9858-464: The −9 version of the LN-3-2A came into service (~1963) results were outside these limits by a fair margin, but since then it has been greatly exceeded in a number of groups of flights. During manufacturer's development flying at Palmdale, some 1167 flights were made up to October 1961, and the c.e.p. of the LN-3 and PHI-4 combined was a mile or so outside specification. From October 1961 to January 1962
9964-562: Was activated by the USAF. Just a few months later, it was pressed into action during the Second Taiwan Strait Crisis , when it was deployed as a deterrent to Chinese MiG-15 and MiG-17 fighters. Problems with the General Electric J79 engine and a preference for fighters with longer ranges and heavier payloads meant its service with the USAF was short-lived, though it was reactivated for service during
10070-561: Was also deployed extensively as a barrier combat air patrol (BARCAP) protector for the EC-121 D Warning Star airborne early warning aircraft patrolling off the North Vietnamese coast. The F-104s were successful in deterring MiG interceptors and performed well as close support aircraft, though they were largely uninvolved in aerial combat and recorded no air-to-air kills during the conflict. The North Vietnamese were well aware of
10176-414: Was approximately two and a half times as long as the airplane's wingspan. The wings were centered on the horizontal reference plane, or along the longitudinal centerline of the fuselage , and were located substantially farther aft on the fuselage than most contemporary designs. The aft fuselage was elevated from the horizontal reference plane, resulting a "lifted" tail, and the nose was "drooped". This caused
10282-407: Was completed at Lockheed's Burbank facility by early 1954 and first flew on 4 March at Edwards AFB . The total time from contract to first flight was less than one year. Though development of the F-104 was never a secret, only a vague description of the aircraft was given when the USAF first revealed its existence. No photographs of the aircraft were released to the public until 1956, even though
10388-717: Was designed as an air-superiority fighter, the United States Air Force's immediate need at the time was for a supersonic interceptor . In the late 1950s, the United States government believed it was significantly behind the USSR in terms of the size of its jet-powered bomber fleet . In response, the USAF had ordered two interceptors from Convair, the F-102 Delta Dagger and the F-106 Delta Dart , but both aircraft were experiencing long development delays. The Starfighter's speed and rate-of-climb performance intrigued
10494-429: Was destroyed several weeks later during gun-firing trials when the hatch to the ejector seat blew out, depressurizing the cockpit and causing the pilot to eject in the mistaken belief that a cannon mishap had crippled the aircraft. Nevertheless, on 1 November 1955 the remaining XF-104 was accepted by the USAF. Based on the testing and evaluation of the XF-104, the next variant, the YF-104A, was lengthened and fitted with
10600-410: Was extremely thin, with a thickness-to- chord ratio of only 3.36% and an aspect ratio of 2.45. The wing's leading edges were so thin (.016 in; 0.41 mm) that they were a hazard to ground crews. Hence, protective guards were installed on them during maintenance. The thinness of the wings required fuel tanks and landing gear to be placed in the fuselage, and the hydraulic cylinders driving
10706-472: Was permitted to engage in other aircraft avionics such as pitch, roll, and yaw indicators. Singleton proposed to provide a system that would provide highly accurate pitch, roll, and yaw indicators. The system would be a north seeking stable platform controlled by gyroscopes and accelerometers. Such a system would automatically provide velocities in the east–west and north–south direction. And later, by providing integrators for these two axes, one would then have
10812-399: Was possible since none of Shapiro's people were involved in the data taking. So the two extra integrators were installed and the system was ready for test by early 1959. By 1959 things had gone well enough that Shapiro was able to obtain three successive flights in which the accuracies were substantially better than one mile an hour. On the basis of these results, Litton Industries was awarded
10918-463: Was replaced by the Lockheed C-2 upward-firing seat, which was capable of clearing the tail, but still had a minimum speed limitation of 90 kn (104 mph; 167 km/h). Many export Starfighters were later retrofitted with Martin-Baker Mk.7 "zero-zero" (zero altitude and zero airspeed) ejection seats. The Starfighter was designed for production rates of up to 20 airplanes per day from
11024-436: Was tested on a single aircraft but was not adopted for service use; however, NASA later used it for launching test rockets. The initial USAF Starfighters had a basic RCA AN/ASG-14T1 ranging radar, tactical air navigation system (TACAN), and an AN/ARC-34 UHF radio. The AN/ASG-14 fire control system used a 24-inch (610 mm) pencil-beam radar antenna with two independent sights: one optical and one infrared. Early versions of
11130-526: Was the first inertial navigation system small and light and accurate enough to be fitted in a high performance fighter. The early F-104's, model A through F, did not have an Inertial Navigator. It was the development of the F-104G, around 1959, for the European Air Forces with tactical bomber/strike capabilities, that brought the LN-3 into the aircraft. The LN-3 gave the F-104G the capability to navigate at low level in adverse weather and to drop
11236-496: Was the first time that air transport was used to move fighter aircraft long distances. Within 30 hours of arriving, First Lieutenant Crosley J. Fitton had the first of the 83rd's airplanes in the air, and by 19 September the entire unit was ready for day or night alert status. The F-104 flew a number of supersonic runs between Taiwan and mainland China at speeds up to Mach 2 as an air-superiority demonstration, and though there were no direct enemy engagements prior to withdrawal after
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