During the service of the F-104B, the
Lockheed C-1 downward-firing ejection seats were replaced
with the C-2 upward-firing ejection seats. Since the
ejection was originally downward, the cockpit canopy of the
F-104B had not been designed to be blown off the plane
during the ejection. The canopy had to be extensively
redesigned so that this could be done. Among the
changes was the addition of a stationary, fixed transparent
central section separating the two individual jettisonable
canopies to ensure clean canopy separation during ejection.
In every case the old-style canopy, you will see the early
downward-firing ejection seat without upward guide rails.
In every case of the new canopy, you will see the structure
for the upward ejection seat rails. Also, the
middle section of the new style canopy had a clear separator
that formed a windshield for the aft cockpit if the forward
canopy section was lost in flight or damaged by a bird
Along with the F-104A, ADC F-104Bs were
transferred to the Air National Guard in 1960. ANG
squadrons operating the F-104A/B were called up to active
duty during the Berlin crisis of 1961 and deployed to
Europe. When the ANG squadrons reverted to state
control in 1962, their F-104A/Bs were retained by the USAF
and turned back over to the ADC. The last F-104B left
ADC service in 1969.
In 1960, the Pakistan Air Force received two ex-USAF
F-104Bs along with ten F-104As to equip one squadron.
These aircraft took part in both the August 1965 and
December 1971 wars with India. At least two F-104Bs
were delivered to the Republic of China Air Force on Taiwan.
In the spring of 1967, three F-104Bs were turned over to the
Royal Jordanian Air Force along with two seat F-104As.
At least two are on display in museums. F-104B 53-1303
was handed over to NASA as 819 in December of 1959.
Others ended up in the boneyards at Davis-Monthan AFB.