Collecting tags made from aircraft fuselage skins has recently exploded in popularity. The practice of repurposing scrapped aircraft parts however, also has started to raise several questions among collectors’ communities. Unfortunately, many of the comments on this topic lack concrete information, leading to misunderstandings. To clear up the confusion, I decided to provide a detailed explanation of the aircraft scrapping practices in Turkey, where FIGHTERTAGS does most of its operation. This article focuses on the scrapping procedures of fighter jets in Turkey, with particular emphasis on the discovery of ex-German Air Force F-104G Starfighter “20+71” that was used in the production of our F-104G tags.
F-104s at a scrapyard in Izmir-Turkey in mid 1990s.
Developed for the USAF by Kelly Johnson within Lockheed’s secretive “Skunk Works” division, the F-104 Starfighter was an iconic interceptor known for its supersonic speed and exceptional climb performance. It was an early attempt to counter the trend of producing increasingly complex, heavy, and expensive fighter aircraft. Johnson’s concept, which he successfully convinced Lockheed to embrace, aimed to create a light air-superiority fighter capable of maintaining a speed exceeding Mach 2 over a sustained period.
Johnson’s design concept was successfully translated into reality, and the F-104 Starfighter became the first production aircraft in history to achieve Mach 2 in level flight. Its distinctive yet radical design was verified when it set a series of world records in 1958 for airspeed, altitude, and time-to-climb, becoming the first aircraft to hold all three records simultaneously.
Just a few months after entering USAF service, the F-104s were quickly pressed into action when 12 F-104As -all armed with the new AIM-9 Sidewinder – of the 83rd FIS were deployed to Taiwan to counter Chinese MiG-15s and MiG-17s during the 1958 Quemoy Crisis. Though there were no direct enemy engagements, the Starfighters provided a significant deterrent effect when they flew several supersonic runs between Taiwan and mainland China at speeds up to Mach 2 as a demonstration of air-superiority.
While USAF kept on equipping additional interceptor units with F-104s with the more advanced F-104C, persistent issues with T-tail and General Electric J79 engine remained unresolved. Adding the USAF’s shift in strategy towards fighters with longer ranges and the capability to operate from shorter runways spelled the end for the F-104 with USAF in mid 1960s.
Starfighters for NATO
Despite these challenges, Lockheed’s ongoing improvements and the F-104’s proven impressive performance led many NATO countries to choose the aircraft for modernizing their air combat capabilities. They were intensively looking for a multi-role combat aircraft with supersonic capability as a carrier system for delivering American tactical nuclear weapons. The Luftwaffe of West Germany became the first country when it designated the F-104 as its primary fighter in October 1958. This choice opened a new phase in the history of F-104 and led the development of the advanced all-weather version, the F-104G Super Starfighter. The F-104G (G for Germany) would have all-weather capability, strengthened fuselage, empennage and wings, and an increased payload capacity of 4,000 lbs. The aircraft was adapted to the requirements of low-level missions, with a new multi-role radar and a greater internal fuel capacity.
In February 1959, Germany officially announced to procure the F-104G in its own factories and the licensing agreement was signed in March 1959. The agreement allowed for the production of 210 F-104G airframes in Germany. Following Germany’s lead, other NATO nations also decided to procure the F-104. Canada was the second country to acquire the aircraft, followed by the Netherlands, Belgium, Italy, and Norway.
Lockheed immediately converted two F-104As into F-104G prototypes and the first modified F-104G took to the skies on 6 December 1959, marking a significant milestone in the development of this variant. After a series of tests and evaluations, the testing phase was completed on 31 July 1961.
“This international collaborative effort marked another milestone to the history of F-104G Starfighter as it was the first time multiple countries -which were in war 15 years ago- came together to manufacture a military aircraft under license”
Though the production of F-104G initially began in Lockheed facilities in USA, Germany and other European countries embarked on a large-scale licensing program resulted in the production of 1,127 F-104Gs, 220 TF-104Gs and 189 RF-104Gs between 1961 and 1972. This international collaborative effort marked another milestone to the history of F-104G Starfighter as it was the first time multiple countries -which were in war 15 years ago- came together to manufacture a military aircraft under license. This same model of multinational collaboration was successfully replicated nearly two decades later with the production of the F-16 Fighting Falcon, and then the highly successful European programme, the Panavia Tornado. Furthermore, it still continues today with the F-35 Lightning II program, which involves a broad coalition of partner nations, many of which are European.
F-104G with Germany
The German Federal Republic’s armed forces were the largest operators of the F-104G Starfighter, with 916 aircraft delivered to the Luftwaffe and the Marineflieger (German Navy). Though it generated substantial political controversy and accusations of corruption at an international level in Germany, more than 2,000 German pilots received training, many of which was held in USA under the supervision of USAF instructor pilots. In the mid-1970s, five nuclear-armed Luftwaffe Fighter-Bomber wings, two Interceptor wings, two Reconnaissance Wings, and two attack wings of the Marineflieger were equipped with F-104s.
Unfortunately, the legacy of the F-104 Starfighter in Germany is often overshadowed not by its operational successes, but by the high rate of accidents and losses. Despite its significant role in the Luftwaffe and Marineflieger and its versatility in various combat and reconnaissance missions, the aircraft became notorious for its safety record. The demanding nature of the F-104, combined with its high performance and the challenging conditions under which it was often flown, led to a disproportionately high number of accidents. Among the 916 Starfighters acquired by Germany, 292 crashed and 116 pilots lost their lives. The high crash rate of the F-104 Starfighter in Germany was largely due to technical issues. Problems included engine difficulties, such as those with the J-79’s variable afterburner nozzle, and contamination of the liquid oxygen system, which occasionally caused pilots to lose consciousness. Additionally, problems with automatic pitch-up limiter system restricted the aircraft’s maneuverability and required pilots to be extra cautious during certain flight operations. As a result, nearly 30 percent of F-104s in Germany were lost to accidents. While this rate was not extraordinary—given that the Luftwaffe had experienced a 36 percent attrition rate with the Republic F-84F Thunderstreak, the Starfighter’s immediate predecessor—it did little to prevent the F-104 from earning nicknames like “Widowmaker” and “Flying Coffin.” These monikers reflect the somber legacy of the aircraft in German service.
Newly delivered F-104s at Norvenich AB in 1962. The DA+122 was one of the first Lockheed built F-104Gs.
During the 11-year production period in Europe, the F-104 Starfighter underwent continuous development, resulting in several sub-variants, including the RF (reconnaissance), JaBo (fighter-bomber), and AWX (all-weather fighter). The F-104G was discovered to be exceptionally stable at high speeds, exceeding 600 knots even at very low altitudes. This high-speed stability made it a formidable tactical nuclear strike-fighter, leading to the development of the fighter-bomber sub-variant, or Jagdbomber (JaBo), in Germany.
Starting with the 1980s, the F-104G was gradually phased out of German service, replaced by more advanced aircraft like the Tornado fort he fighter-bomber roles, and later the Eurofighter Typhoon as the all-weather fighter. From 1981, almost all remaining F-104s were handed to Turkey and Greece.
F-104s of the Turkish Air Force
In May 1963, as a partner in the Mutual Assistance Program (MAP), Turkey received its first batch of 32 F-104Gs and four TF-104G aircraft. Turkish Air Force further expanded its fleet by procuring 40 new F-104S Starfighters from Italy in 1974. Between 1980 and 1981, Turkey acquired over 400 additional F-104G, TF-104G, and CF-104 aircraft from Germany and other NATO countries as these aircraft were phased out. This made Turkey the largest operator of the F-104 Starfighter after Germany. The F-104 continued in active service with the Turkish Air Force until mid 1990s, when the last aircraft were replaced by F-16C/Ds.
Except a few airframes that were sticked on a pole as gateguards, all Turkish F-104s were sold for scrap starting from 1996. There were times retired F-104s formed large piles in scrapyards.
Vertical stab of a long retired Turkish F-104G with its original Luftwaffe markings.
Aircraft Scrapping Procedures in Turkey
Retired military aircraft of the Turkish Air Force undergoes a period of storage at an airbase before its final disposition. While some find new roles as gate guardians or are donated to universities for research purposes, many are transferred to the Mechanical and Chemical Industry Corporation (MCIC), a government agency tasked with overseeing the scrapping process in accordance with a 1971 decision of the Council of Ministers.
Same decision also rules the MCIC to manage the sorting and sale of these aircraft materials through a tender system. Only companies with valid scrapping licenses are allowed to participate in these tenders and are responsible for dismantling and processing the aircraft. Once a private scrapping company secures a tender, they are required to promptly melt down most of the aircraft’s components, with only small parts allowed for individual sale. Nevertheless, before the tender process begins, individuals or small companies have the chance to purchase limited quantities of materials from the MCIC boneyards. This policy enables enthusiasts and collectors to acquire aircraft parts legally and responsibly, provided they comply with the regulations governing these transactions.
Our Discovery of 20+71
In early 2023, I heard that a group of F-4 Phantoms was located at an MCIC boneyard about 350 miles from my home. Eager to see them, I packed my gear, arranged for a cat sitter, rented a car, and set off. Whenever you visit a scrapyard, there’s always an element of surprise. I was ready for the F-4s, but I wasn’t expecting anything beyond that. When I saw the sleek nose resting next to an RF-4 airframe, I barely recognized it. Even my friend Oguz next to me said “Isn’t it an F-104 cockpit?”, I was still not there! Despite having seen F-104s in scrapyards dozens of times in the past, I hadn’t come across one in the last 25 years!It was indeed an F-104, and I couldn’t believe how it had managed to survive until that day and ended up in that scrapyard.
The nose section of 20+71 on the day we discovered it in a scrapyard.
Once I composed myself, I checked the manufacturer’s dataplate to find its construction number: 683-2083, which turned out to be the former German Air Force “20+71”.
While the cockpit was in relatively good shape—with only the canopy and windshield damaged and the interior almost empty—I faced an unexpected obstacle: the MCIC officials prohibited me from cutting any skins from the cockpit for reasons that remain unclear. For decades, I had known that it’s impossible to change a government official’s decision with logical reasoning. Therefore, I focused on removing parts from the 20+71’s cockpit, many of which were later used in F-104 cockpit restorations in Europe.
“Despite having seen F-104s in scrapyards dozens of times in the past, I hadn’t come across one in the last 25 years!”
On my third—and ultimately final—visit, the MCIC headquarters unexpectedly canceled all tenders and banned the sale of any parts. Luckily, since I was already on-site, the local staff allowed me to take whatever I could until the end of the day. However, with my cutter’s battery nearly depleted, I could only salvage a few pieces of skin. As I was leaving, the staff informed me that the aircraft would be scrapped at their facility, and no further visits would be permitted.
I called the boneyard a week later to see if there had been any changes to HQ’s decision. I was told that while some aircraft, including the F-104 nose, had been scrapped, the process was later halted. When new Google Earth images of the boneyard were released in July 2023, I noticed that the F-4s were still there, there was no sign of the F-104 nose, suggesting it was indeed scrapped.There was a large pile of scrapped aircraft parts and wings and some of these were likely the remains of the 20+71.
From Mach 2.2 to Scrapyard
Collecting tags made from aircraft fuselage skins has recently exploded in popularity. The practice of repurposing scrapped aircraft parts however, also has started to raise several questions among collectors’ communities. Unfortunately, many of the comments on this topic lack concrete information, leading to misunderstandings. To clear up the confusion, I decided to provide a detailed explanation of the aircraft scrapping practices in Turkey, where FIGHTERTAGS does most of its operation. This article focuses on the scrapping procedures of fighter jets in Turkey, with particular emphasis on the discovery of ex-German Air Force F-104G Starfighter “20+71” that was used in the production of our F-104G tags.
Developed for the USAF by Kelly Johnson within Lockheed’s secretive “Skunk Works” division, the F-104 Starfighter was an iconic interceptor known for its supersonic speed and exceptional climb performance. It was an early attempt to counter the trend of producing increasingly complex, heavy, and expensive fighter aircraft. Johnson’s concept, which he successfully convinced Lockheed to embrace, aimed to create a light air-superiority fighter capable of maintaining a speed exceeding Mach 2 over a sustained period.
Johnson’s design concept was successfully translated into reality, and the F-104 Starfighter became the first production aircraft in history to achieve Mach 2 in level flight. Its distinctive yet radical design was verified when it set a series of world records in 1958 for airspeed, altitude, and time-to-climb, becoming the first aircraft to hold all three records simultaneously.
Just a few months after entering USAF service, the F-104s were quickly pressed into action when 12 F-104As -all armed with the new AIM-9 Sidewinder – of the 83rd FIS were deployed to Taiwan to counter Chinese MiG-15s and MiG-17s during the 1958 Quemoy Crisis. Though there were no direct enemy engagements, the Starfighters provided a significant deterrent effect when they flew several supersonic runs between Taiwan and mainland China at speeds up to Mach 2 as a demonstration of air-superiority.
While USAF kept on equipping additional interceptor units with F-104s with the more advanced F-104C, persistent issues with T-tail and General Electric J79 engine remained unresolved. Adding the USAF’s shift in strategy towards fighters with longer ranges and the capability to operate from shorter runways spelled the end for the F-104 with USAF in mid 1960s.
In February 1959, Germany officially announced to procure the F-104G in its own factories and the licensing agreement was signed in March 1959. The agreement allowed for the production of 210 F-104G airframes in Germany. Following Germany’s lead, other NATO nations also decided to procure the F-104. Canada was the second country to acquire the aircraft, followed by the Netherlands, Belgium, Italy, and Norway.
Lockheed immediately converted two F-104As into F-104G prototypes and the first modified F-104G took to the skies on 6 December 1959, marking a significant milestone in the development of this variant. After a series of tests and evaluations, the testing phase was completed on 31 July 1961.
Though the production of F-104G initially began in Lockheed facilities in USA, Germany and other European countries embarked on a large-scale licensing program resulted in the production of 1,127 F-104Gs, 220 TF-104Gs and 189 RF-104Gs between 1961 and 1972. This international collaborative effort marked another milestone to the history of F-104G Starfighter as it was the first time multiple countries -which were in war 15 years ago- came together to manufacture a military aircraft under license. This same model of multinational collaboration was successfully replicated nearly two decades later with the production of the F-16 Fighting Falcon, and then the highly successful European programme, the Panavia Tornado. Furthermore, it still continues today with the F-35 Lightning II program, which involves a broad coalition of partner nations, many of which are European.
The German Federal Republic’s armed forces were the largest operators of the F-104G Starfighter, with 916 aircraft delivered to the Luftwaffe and the Marineflieger (German Navy). Though it generated substantial political controversy and accusations of corruption at an international level in Germany, more than 2,000 German pilots received training, many of which was held in USA under the supervision of USAF instructor pilots. In the mid-1970s, five nuclear-armed Luftwaffe Fighter-Bomber wings, two Interceptor wings, two Reconnaissance Wings, and two attack wings of the Marineflieger were equipped with F-104s.
Unfortunately, the legacy of the F-104 Starfighter in Germany is often overshadowed not by its operational successes, but by the high rate of accidents and losses. Despite its significant role in the Luftwaffe and Marineflieger and its versatility in various combat and reconnaissance missions, the aircraft became notorious for its safety record. The demanding nature of the F-104, combined with its high performance and the challenging conditions under which it was often flown, led to a disproportionately high number of accidents. Among the 916 Starfighters acquired by Germany, 292 crashed and 116 pilots lost their lives. The high crash rate of the F-104 Starfighter in Germany was largely due to technical issues. Problems included engine difficulties, such as those with the J-79’s variable afterburner nozzle, and contamination of the liquid oxygen system, which occasionally caused pilots to lose consciousness. Additionally, problems with automatic pitch-up limiter system restricted the aircraft’s maneuverability and required pilots to be extra cautious during certain flight operations. As a result, nearly 30 percent of F-104s in Germany were lost to accidents. While this rate was not extraordinary—given that the Luftwaffe had experienced a 36 percent attrition rate with the Republic F-84F Thunderstreak, the Starfighter’s immediate predecessor—it did little to prevent the F-104 from earning nicknames like “Widowmaker” and “Flying Coffin.” These monikers reflect the somber legacy of the aircraft in German service.
During the 11-year production period in Europe, the F-104 Starfighter underwent continuous development, resulting in several sub-variants, including the RF (reconnaissance), JaBo (fighter-bomber), and AWX (all-weather fighter). The F-104G was discovered to be exceptionally stable at high speeds, exceeding 600 knots even at very low altitudes. This high-speed stability made it a formidable tactical nuclear strike-fighter, leading to the development of the fighter-bomber sub-variant, or Jagdbomber (JaBo), in Germany.
Starting with the 1980s, the F-104G was gradually phased out of German service, replaced by more advanced aircraft like the Tornado fort he fighter-bomber roles, and later the Eurofighter Typhoon as the all-weather fighter. From 1981, almost all remaining F-104s were handed to Turkey and Greece.
In May 1963, as a partner in the Mutual Assistance Program (MAP), Turkey received its first batch of 32 F-104Gs and four TF-104G aircraft. Turkish Air Force further expanded its fleet by procuring 40 new F-104S Starfighters from Italy in 1974. Between 1980 and 1981, Turkey acquired over 400 additional F-104G, TF-104G, and CF-104 aircraft from Germany and other NATO countries as these aircraft were phased out. This made Turkey the largest operator of the F-104 Starfighter after Germany. The F-104 continued in active service with the Turkish Air Force until mid 1990s, when the last aircraft were replaced by F-16C/Ds.
Except a few airframes that were sticked on a pole as gateguards, all Turkish F-104s were sold for scrap starting from 1996. There were times retired F-104s formed large piles in scrapyards.
Aircraft Scrapping Procedures in Turkey
Same decision also rules the MCIC to manage the sorting and sale of these aircraft materials through a tender system. Only companies with valid scrapping licenses are allowed to participate in these tenders and are responsible for dismantling and processing the aircraft. Once a private scrapping company secures a tender, they are required to promptly melt down most of the aircraft’s components, with only small parts allowed for individual sale. Nevertheless, before the tender process begins, individuals or small companies have the chance to purchase limited quantities of materials from the MCIC boneyards. This policy enables enthusiasts and collectors to acquire aircraft parts legally and responsibly, provided they comply with the regulations governing these transactions.
In early 2023, I heard that a group of F-4 Phantoms was located at an MCIC boneyard about 350 miles from my home. Eager to see them, I packed my gear, arranged for a cat sitter, rented a car, and set off. Whenever you visit a scrapyard, there’s always an element of surprise. I was ready for the F-4s, but I wasn’t expecting anything beyond that. When I saw the sleek nose resting next to an RF-4 airframe, I barely recognized it. Even my friend Oguz next to me said “Isn’t it an F-104 cockpit?”, I was still not there! Despite having seen F-104s in scrapyards dozens of times in the past, I hadn’t come across one in the last 25 years! It was indeed an F-104, and I couldn’t believe how it had managed to survive until that day and ended up in that scrapyard.
Once I composed myself, I checked the manufacturer’s dataplate to find its construction number: 683-2083, which turned out to be the former German Air Force “20+71”.
While the cockpit was in relatively good shape—with only the canopy and windshield damaged and the interior almost empty—I faced an unexpected obstacle: the MCIC officials prohibited me from cutting any skins from the cockpit for reasons that remain unclear. For decades, I had known that it’s impossible to change a government official’s decision with logical reasoning. Therefore, I focused on removing parts from the 20+71’s cockpit, many of which were later used in F-104 cockpit restorations in Europe.
On my third—and ultimately final—visit, the MCIC headquarters unexpectedly canceled all tenders and banned the sale of any parts. Luckily, since I was already on-site, the local staff allowed me to take whatever I could until the end of the day. However, with my cutter’s battery nearly depleted, I could only salvage a few pieces of skin. As I was leaving, the staff informed me that the aircraft would be scrapped at their facility, and no further visits would be permitted.
I called the boneyard a week later to see if there had been any changes to HQ’s decision. I was told that while some aircraft, including the F-104 nose, had been scrapped, the process was later halted. When new Google Earth images of the boneyard were released in July 2023, I noticed that the F-4s were still there, there was no sign of the F-104 nose, suggesting it was indeed scrapped. There was a large pile of scrapped aircraft parts and wings and some of these were likely the remains of the 20+71.