dd 18sep62 as "61-2606", 479th TFW - 434th TFS (oct62-sep63), 4443rd CCTS (sep63-dec63) w/o 04dec63

Note:
It is strange why this aircraft was delivered to the 479th TFW at George AFB and used for 1 year. It was delivered to the 479th TFW on October 9th, 1962 and transferred to the MAP trainingsquadron 4443rd CCTS at George AFB on September 3rd, 1963.
Thom Delashaw: "I don't know the particulars of the accident in question, but the original CCTS (Combat Crew Training Squadron) for the Germans started at George, it was formed from 434th Sqd. (Red Devils), and they got the first few F-104Gs which they flew at George AFB. Dave Brown was one of the original instructors in the CCTS”.

Accident Reports:

4 December 1963 (F-104G)

It crashed after a flame-out while being used at George AFB for training (NATO/MAP). The crash of an F-104G on 4 December 1963 was listed on a Police report.  According to the report, an F-104G from George AFB crashed near Littlerock, California.  Capt. David Brown ejected safely.
USAF Accidentreport: On 4 December 1963, the 4443rd Combat Crew Training Squadron had scheduled a flight of four F-104Gs for a practice formation flight in preparation for a fly-by on 7 December 1963 at George AFB, California. The flight was filed on a local VFR clearance. The weather forcast for the flight was clear with thirty miles visibility. The line up was BlackBart1 Maj. William B. Gunn, BlackBart2 Capt. David R. Brown, BlackBart3 Capt. John P.Gee, BlackBart4 Capt. Robert E. Kelley, all were Instructor Pilots in the 4443rd CCTS.
The Flight Leader, Major Gunn, the 4443rd CCTS Operations Officer, started the flight briefing at 0734 PST. The briefing was thorough and the appropriate guide was followed in detail. Emphasis was placed on emergency procedures and close formation techniques and procedures. The briefing was concluded at 0815 PST.
Start engine time of 0845 was met by all flight members. Start, taxy and engine runup were uneventful. The aircraft were marshaled in left echelon on the runway and began their element formation takeoff at 0900 hours as scheduled. A right turn out of traffic was initiated, the number two men was crossed to the right wing and the second element joined in close formation. The after takeoff check was accomplished and verbally acknowledged by each flight member.
As the joinup was being accomplished, the leader held 350 knots and 92% engine RPM. After joinup, the leader started a climbing turn to the south-east and called from an increase of power. (At this point the flight was twenty-five miles west of George AFB and fifteen miles east of Palmdale Airport at 9000 feet MSL)
Immediately after the flight increased power, the number four man noticed black smoke come from the tailpipe of the number two aircraft and at the same time the number two man experienced a mild explosion and a power loss. At this point the number two man, Capt. Brown, called the leader and said, “I have a flameout”.  Shortly afterwards number four asked if he could obtain an airstart. Capt. Brown said “no” and that it “possibly was a compressor stall”. Capt. Brown then stated, “My nozzle is wide open” and that he would try to obtain an afterburner light and proceed to Palmdale Airport, the nearest suitable runway.
The leader advised the second element to climb and advise Palmdale on guard channel of the emergency and of the number two aircraft’s intentions.
At this point, number two was attempting an airstart but received no response from the engine. After passing over a building area, he jettisoned the tip tanks. The airspeed was now down to 230-240 knots and the aircraft was in a high rate of descent. Capt. Brown attempted to raise the nose and zoom for altitude, however, this was unsuccessful and the automatic pitch control (APC) actuated twice. At this time, Capt. Brown started the bailout sequence. The ejection was successful and the pilot landed just off the side of a dirt road and 15-20 feet from the ejection seat.  The survival kit malfunctioned when the actuator handle was pulled by Capt. Brown during the descent. The kit fell completely free and did not remain attached to the parachute harnass by a lanyard as designed. Capt. Brown stood up after removing the parachute harnass and waved to the flight leader as the helicopter from Palmdale Airport was directed to the scene. The helicopter pick-up was made and Capt. Brown was delivered to George AFB.
The aircraft impacted one mile west of the pilot and seat in a seventy degree nose down and one hundred thirty degree left wing down (inverted) attitude. The aircraft exploded on impact and parts were scattered over an area on hundred thirty degrees by 350 yards. A crater then feet deep and thirty feet across resulted. However a major portion of the engine and fifty percent of the tail section were left damaged but intact at the side of the crater.
The tip tanks and aircraft both fell in uninhabited areas of the desert. The ejection was witnessed by only a few civilian personnel working at an asphalt mixing plant close to the scene. The ejection took place eight minutes after takeoff  at 0908 local.
The remaining three flight members continued the briefed mission and landed at 1015 PST.