dd 11jan63 as "61-2603", 479th TFW (jan63-sep63), 4443rd CCTS (sep63-oct63) w/o 30oct63

Note: It is remarkable that this aircraft was delivered to the TAC 479th TFW after having spend 2 extra days at AF Plant 14 (possible extra modifications?).

Accident Reports:

30 October 1963 (F-104G)

It crashed while being used at George AFB for training (NATO/MAP). Pilot Major H.W. Arendsen from the Dutch Air Force ejected safely.

Accident report revealed:
Report revealed: On 30 October 1963, Major Henricus W. Arendsen was flying F-104G 61-2603 (of the 4443rd CCTS) on Transition Mission #8.  This is the second solo F-104G mission of the course. The training syllabus does not require a chase pilot for this mission but local policy provides for an observer pilot. Weather in the flying area at the time of the accident was clear, visibility 10 Miles, wind WNW at 18knots.
The flight was thoroughly planned by Captain John P. Gee, the observer instructor pilot.
Major Morton C Mumma, III, USAF student instructor pilot flew Captain Gee's wing. The briefing commenced at 11:15 Local, which was an hour and a half prior to takeoff.
Captain Gee used the briefing guide and followed in to the letter. Major Arendsen was the number 1 aircraft of the three. He was briefed to line up on the runway, perform his pre-takeoff checks and takeoff as a single aircraft. Immediately after takeoff Major Arendsen noted an unsafe gear indication. This difficulty was remedied by recycling the gear. (Any delay on gear retraction on takeoff usually results in the gear doors not locking closed due to the rapid build up of air loads associated with the very raped acceleration of the aircraft. Although briefed on this possibility, students in the transition phase experience this condition occasionally.)  Captain Gee and Major Mumma took off as an element and flew as observers for Major Arendsen in the local transition area. While proceeding to the local transition area Major Mumma flew in trail on Captain Gee to gain experience with the F-104G radar.
At 22.000 feet and in the local transition area Major Arendsen performed steep turns and other aerobatic maneuvers which included loops, barrel rolls and lazy eights. While doing the previous mentioned maneuvers some altitude was lost and climb was made with afterburner in an attempt to position the aircraft for another loop. At this time he arrived at an altitude of approximately 23,000 feet, 160 knots, on a heading of about 330 degrees. From this point a diving turn was initiated to the right in an attempt to set up the conditions for another loop. Major Arendsen established a 60-70 degree dive angle at this time. The aircraft configuration was takeoff flaps down and the throttle at full military. During the course of the dive, although the pilot could not recall the sequence, he applied back pressure to the stick, retracted the takeoff flaps and experienced kicker three times.
Between the second and third kicker he extended the speed brakes and retarded the throttle to IDLE and after the third kicker he ejected. Although the pilot has no recollection of the altitude at which he ejected, for the available evidence it is estimated that ejection occurred at between 2000 and 5000 feet above the terrain. The aircraft struck the ground at the estimated dive angle of 50 to 80 degrees and exploded on impact. The pilot sustained two broken legs. Major Mumma and Captain Gee remained in the vicinity of the crash long enough to alert a rescue helicopter from Fort Irwin. They then returned to George Air Force Base and landed.
Lateron Major Arendsen revealed: "After I had done some aerobatics. I set myself up for a loop and then I realized that I wasn't on the flatter part of the country but that I was over the hills. Then I saw that I couldn't make the pull out and got the kicker three times. After the third time I decided to bail out."

INVESTIGATION & ANALYSIS:
The aircraft hit the ground on the easterly heading at a steep dive angle. Most of the wreckage was found within a 1000 foot area east of the impact area. The wing flap actuators showed the flaps had been in the UP position. The tachometer showed the RPM to be 70% (IDLE). There was no evidence to indicate flight control positions at impact. Since the pilot testified that he was satisfied nothing mechanical was wrong with the aircraft.