2008年4月22日 星期二

王惕吾、王永濤與《民族報》崛起的相關考證

作者:習 賢 德
聯合報系能有今日的規模,一般人都會推崇:這是王惕吾先生睿智和魄力的心血結晶。但是,若要論及《聯合報》前身《全民日報、民族報、經濟時報聯合版》之前《民族報》時代的創業故事,早年真正令惕老感恩戴德,而視為至友的王永濤先生,才是全力扶植當年《民族報》逐步茁壯的重要幕後金主兼重要推手;如果沒有王永濤的適時配合挹注,很可能就不會有今天的《聯合報》。
《民族報》創刊於民國三十八年五月四日,內政部登記證為穗警臺字第一九三號,王永濤為創辦人,賀楚強為監事長兼總主筆,李漢儀為常務董事,周之鳴擔任發行人、何敢擔任社長,王永清任副社長。民國三十九年元月,發行人、社長均請辭,由王惕吾自同年二月一日起擔任發行人兼社長;《民族報》創刊時採用之橫式報頭,未久即改為與一般報社相同的直式報頭。
至於《民族晚報》原係《民族報》為因應民國三十九年六月廿五日韓戰爆發後的國際形勢,自是年七月五日起每日下午三時發行,並專差免費贈閱訂戶的第二次版。後為遵守法令,乃另行登記報社名稱,於民國三十九年十二月一日正式創刊,由王惕吾、王永濤、李漢儀為創辦人,王惕吾兼發行人,李漢儀任社長,王永清兼任副社長,呂季陶任總經理。直至民國四十九年八月,王永濤以少將階自軍中退役並主動向王惕吾提出要求後,《民族晚報》發行人職務始於民國五十年六月一日起「歸返」當年創業有功的恩人。
民國三十八年十月中旬,王惕吾參加中國國民黨革命實踐研究院第一期講習在其「自述」中寫道:民國三十八年春,與「慷慨有志,重義厚情,與人交無不誠摯出自肺腑,其任事盡忠負責,毫不苟且」之至友王翊群,以及何敢、周之鳴、李漢儀、呂季陶、陳桐英,何功揚、賀楚強、周大謀等九位袍澤共同發起創辦《民族報》。
王惕吾筆下的「至友王翊群」,就是民國三十九年七月十一日報到,參加革實院第七期受訓的聯勤總部軍需署軍需監組長、湖北省咸寧縣的王逸芬。「翊群」是王逸芬的別號,因王逸芬其後改名為王永濤,故一般人只知道有王永濤其人,而不知王逸芬、王翊群、王永濤其實是同一人;而且還是幫助王惕吾在報界奠基起步的大恩人。
民國三十八年一月廿一日蔣中正總統宣布下野前,特別將王逸芬由國民政府警備師司令部軍需處長,調往臺灣,擔任聯勤總司令部臺灣收支處主任,且王逸芬的繼配王愛筠亦為浙江奉化人,故在此危疑震撼的關鍵時刻,受到層峰高度信賴,成為協同看管奉國民黨蔣總裁指示:自上海中央銀行搶運來臺的二百六十萬兩黃金及白銀、外匯美鈔等國有財資的重要角色。
這二百六十萬兩黃金、白銀和外匯美鈔,其後成了民國三十九年三月蔣公在能以國民黨總裁身分繼續有效掌控黨政軍人事,繼而復行視事撐起中華民國法統於不墜的重要資本;而這批央行黃金極小的比例,在反共復國形勢空前急迫的催促下,成為堅定支持蔣公復職的《民族報》由創刊而逐步崛起的重要支柱。
民國三十八年十月十六日中央軍校第八期步科畢業的王惕吾,奉派以原名王瑞鍾參加革命實踐研究院第一期受訓時,職務為:陸軍第六軍駐宜蘭三六三師上校副師長,第六軍駐地在臺北圓山;家庭住址:臺中市雙十路三十號,永久通訊處為:浙江東陽王村光。入黨日期為:民國十九年二月一日,地點為:湖北武昌,黨證字號為:軍光字第00634號。在此之前,王惕吾在部隊服務時的歷年長官包括:石祖德、韓文煥、樓秉國、任世桂、陳誠、何俊、戴樸。
王瑞鍾在研究員自撰之「自述」中,曾解釋新報紙定名為《民族報》,是「遵奉總裁訓示:吾人以復興民族為己任之旨」。至於決心與友人合夥辦報的股本資金,顯然彼時王瑞鍾所能具體貢獻的,尚非可供充裕調度的現金,而係「各盡所能,有力出力」。因為,惕老自承當時經濟狀況為:「余秉儉以養廉之古訓,克勤克儉,省吃儉用,量入為出,收支勉可平衡。惟來日兒女成人,教育費用似不勝負擔」。如果發起人之一的財力是連子女教育費用都要憂心的話,那麼,籌辦新報必賴的重大資金一定另有出處了。
不僅《民族報》在起步時財務捉襟見肘,即便在三報共同發行《全民日報、民族報、經濟時報聯合版》時,已任《民族報》發行人兼社長的愓老,還曾因採訪組副主任王彥彭未經核可即先為記者添購十三個襯有綠絨布的玻璃墊,自行墊付新臺幣一百五十六元而愁煩達半年之久。
《聯合報》合夥人之一的范鶴言早年亦曾社方積欠薪資太多,而主動拿出自己的西裝料贈送員工,以稍稍安撫基層不滿的情緒。很難想像:以今日聯合報系之壯大規模,當年草創時竟曾如此窘迫!
《全民日報、民族報、經濟時報聯合版》於民國四十年九月十六日採合夥制經營發刊,社務由王惕吾、范鶴言負責,林頂立擔任總管理處主任委員,關潔民任總編輯兼總主筆,劉昌平、李一丹任副總編輯,馬克任為採訪主任,應人為發行主任。
民國四十二年九月十六日改稱《全民日報、民族報、經濟時報聯合報》,王惕吾任董事長,林頂立任發行人,范鶴言任社長。
民國四十三年六月林氏獲國民黨提名蟬聯副議長,並於次年出任開放民營的「四大公司」之一農林公司董事長,聲望如日中天;但民國四十五年六月,林頂立即因違反「糧食管理條例」遭判處徒刑八年半;為此,《全民日報、民族報、經濟時報聯合報》監察人一職,改由林楊瑞華擔任。
四年後林頂立獲得假釋,次年與蔡萬春等組國泰產物保險公司;民國六十九年十一月十九日去世。知情者皆知:林頂立當年獲罪並非檯面上的理由,而係民國四十二年十二月違反黨紀爭取省議會副議長寶座,硬是將層峰為勉力維持朝野黨政關係和諧,而規劃禮遇的青年黨對手李萬居擠掉所埋下的導火線。
林頂立為臺灣省雲林縣莿桐鄉埔子村人,生於民國前四年六月十五日,福建漳州省立第三高中畢業後,東渡日本肄業於陸軍經理學校,再轉學日本明治大學政治經濟學系畢業。返國後擔任軍警工作,抗戰期間馳命於安南、汕頭、厦門等地,從事敵後工作;臺灣光復後返鄉,擔任保密局臺灣站站長、臺灣省警備司令部別動隊司令及政治經濟研究室主任。
民國三十六年七月七日,林氏結合本省籍地方菁英人士包括:游彌堅(時任臺北市長)、謝東閔(時任臺灣省政府教育廳副廳長)、王成章(時任臺灣省政府山地行政處長)、劉啟光(曾任新竹縣長,時任華南銀行董事長)、林子畏、劉明、劉傳能等共同籌辦《全民日報》,公推王成章為發行人,林頂立為社長。創刊初期總主筆及總編輯一職,先後由該報原駐京滬分社主任黃公偉來臺後擔任。
王成章是江西省萬載縣人,民國前四年三月八日生,中央軍校六期砲科、日本東京日本大學社會科、日本內務省警察講習所畢業;抗戰期間在福建省擔任警備、情報及保安等工作,民國卅四年九月來臺後,歷任:臺灣省警備司令部高參、陸軍總部臺灣區日僑遣送處處長、陸軍總部臺灣區日俘管理處處長、臺灣省政府山地行政處處長、臺灣省警務處處長、省民防司令部副司令、省保安司令部高參、行政院設計委員等職,與軍統出身的林頂立背景極為近似,屬官方「知日派」,熟知閩臺民情且與各階層人士情誼厚。
桃園縣長徐崇德於民國四十年五月就任縣長前,曾兼任《全民日報》桃園分社主任近四年之久,顯見該報扎根地方的力道,和林頂立欲藉辦報擴大個人資望與影響力,進而進軍政壇的強烈意願。
林頂立於民國四十二年三月至革實院參加第廿五期講習,學號25244,個人檔案資料可能被有關方面抽取調閱而佚失,革實院研究員結業成績總登記冊中尚可查得其結業總評語為:「認識正確,思考銳敏,喜交遊,樂助人,尚俠好義,有組織領導才能,雖國學稍遜,惟識見尚優。」適任工作為:黨務與防。結訓前的「實踐諾言」有三:「一、不敷衍。二、願作政府與民眾之橋樑。三、願以能力之所及為反攻大陸而效勞。」但林頂立後因判刑確定,而遭革實院開除學籍。
民國三十七年七月畢業於國立復旦大學新聞學系,其後深獲王惕吾倚重提攜的劉昌平,於三十七年十月來臺時,即係應聘擔任《全民日報》記者工作;三十八年五月劉昌平辭《全民日報》內勤編輯職,轉往五月四日創刊的《民族報》再度擔任記者;同年八月,劉昌平即升任採訪主任。
王惕吾於民國三十九年二月一日起,獨資接掌《民族報》當天,該報報頭掛名的實際負責人,即由一月卅一日最後一次見報的發行人周之鳴,改為發行人兼社長王惕吾。第二版並刊出一則小啟:標題是「王惕吾繼任本報發行人」,內文是:「本報發行人周之鳴,因事不克兼顧,由本報董事會推定王惕吾為發行人兼社長,已奉准自卅九年二月一日更改。」
劉昌平先於同年四月調編輯主任,八個月後晉升副總編輯,次年三月即升任總編輯,年僅廿六歲,此為臺灣新聞界出任總編輯者最年輕的紀錄。民國四十年九月三報發行聯合版初期,劉昌平暫調副總編輯;民國四十二年十二月一日再度攻頂升任《聯合報》總編輯時,亦僅廿九歲。
劉昌平曾兩次赴革實院受訓,在其填寫的九次職務調動中,長官姓名一欄:林頂立出現四次居首,王惕吾出現三次居次,何敢出現兩次居末;但林頂立、何敢二人姓名,劉昌平「自述」中隻字未提,對王惕吾的看法則是:「直屬長官中,我很欽佩《民族報》社長王惕吾(瑞鍾)同志,彼原係軍人,至本院研究後轉業新聞界,而其處事之精細入微及耐勞之精神,均與久業新聞界之人相若,而其富於創造之精神,尤為難能。」
民國四十六年六月廿日,《全民日報、民族報、經濟時報聯合報》再省略合夥三報名銜,定名為《聯合報》,由王惕吾任發行人,范鶴言任社長,林頂立任監察人,將三報登記證繳還內政部。
民國六十一年十月三十日,社長范鶴言、監察人林頂立為專心主持所經營的其他事業,將持有之股權讓與臺塑董事長王永慶。民國六十二年五月十一日王永慶退出全部股權,《聯合報》正式改為公司組織,結束合夥經營型態。王惕吾終於成為《聯合報》掌握全權的唯一老闆。
如果從客觀條件評量,王惕吾當年入主《民族報》是「時勢造英雄」的比重約略大過「英雄造時勢」的。當然,王惕吾對投身報業是相當主動的,且一旦投入即與科班出身的報人相較亦不遑多讓;但若再採集若干旁證進一步分析,則又似乎被動和不得已的成份,可能更高一些。
依照葉邦宗先生所著《蔣介石秘史:我在官邸的日子與一段遭到留白的歷史》一書所述,民國三十六年底,彭孟緝於平定「二二八事件」之後向中央建議:臺灣需要派駐一支部隊並規劃人選;軍務局長俞濟時乃向蔣中正總統進言,由於大陸情勢惡化,臺灣是最後的落腳地,必須以精銳的親兵屯駐,於是擱置彭孟緝自行預為規劃的建議人選名冊,官佐全部都由總統府警衛總隊派任,主要幹部名單為:警衛總隊副總隊長任世桂少將為旅長,俞濟時的機要劉鐵君上校為參謀長,總隊附王瑞鍾上校為第二團團長,童承啟為副團長,第一營營長應人(其後亦為《聯合報》重要幹部)、第三營營長何銓,連長、排長、班長全由官邸派出,浩浩蕩蕩於三十七年二月來臺成軍。
葉邦宗是王瑞鍾團長麾下第八連連長,與王幾乎無話不談,交誼至深,故能於多年後,道出王惕吾被迫轉業的辛酸和秘辛。
民國三十八年五月一日,陳誠兼任臺灣省黨部主任委員。五月二日,居正、閻錫山、李文範、白崇禧等飛赴桂林,邀請李宗仁代總統蒞穗主持政務。五月三日,李宗仁至函蔣總裁,談人事、軍權、財政等條件,並要求蔣總裁早日出國。五月十日,立法院在廣州集會,行政院長何應欽報告和談破裂經過及當前施政方針。五月十六日,中央政治會議議決:請國民政府通令朝野,如再有倡議和平,中途妥協,或妄發求和言論者,應視同叛逆,予以黨紀國法處分;同日,共匪發動四十萬人圍攻上海;五月十七日,蔣總裁飛抵馬公。五月十九日,臺灣省政府及臺灣警備總司令部宣布自五月廿日零時起全省戒嚴。五月廿六日,蔣總裁自馬公飛岡山轉高雄壽山西子灣。五月廿七日,國軍經激烈戰鬥後撤出上海。六月五日,新任行政院長閻錫山由臺抵穗。六月廿二日,陳誠主席兼警備總司令。六月十五日,臺省幣制改革,發行新臺幣,舊幣四萬元折新幣一元,新臺幣五元折合美元一元,發行總額定為二億元。六月廿四日,蔣總裁遷至臺北草山,並決定設置總裁辦公室。八月一日,國民黨總裁辦公室在草山成立。八月五日,美國國務院為辯護其對華靜觀政策,發表「中美關係白皮書」。十月一日,中華人民共和國在北平宣布成立。十月三日,美國國務院聲明繼續承認中華民國政府為中國唯一合法政府。十月十六日,革命實踐研究院第一期學員於陽明山莊開訓。
這一連串大事紀,記載的不僅是敵我形勢逆轉的關鍵時刻,也是彼時部份黨國要員游移者觀望中外政治風向,忠貞者苦撐待變的微妙時刻。
葉邦宗於其回憶錄中指出,由於王瑞鍾能力很強,第二團訓練精良,彭孟緝十分瞭解這支先頭部隊大有來頭,因此一直伺機報復俞濟時換掉彭系人馬的仇,於是向東南軍政長官公署陳誠報告臺灣警備旅成立的經過,且明言:這支勁旅是蔣介石來臺後保命的本錢,不會為陳所用。陳誠竟中了彭孟緝此一公報私仇之計,突於民國三十八年五月十六日下令:將王瑞鍾上校調為臺灣省警備總司令部高參,改派追隨陳誠多年的汪奉曾上校接任。
但官邸人馬除了蔣總裁、俞濟時,一向無人能下令替換,此舉立即引起第二團全團官兵大譁,幾乎演成兵變。結果,汪上校沒有到差,原團長王瑞鍾抗命不交,人就躲在臺北市杭州南路前聯勤總部由該團第八連看管的黃金倉庫裡頭,這個倉庫的門須要三道鑰匙會合才能開啟進入內部,致彭孟緝雖派了很多情治人員四處捉拿失蹤的王團長,但毫無下落。
所幸,陳誠這道干犯官邸人事大忌的調職令發布第二天,蔣總裁即飛抵澎湖馬公,俞濟時面告緊急求見申訴的王瑞鍾:「再忍耐,先生很清楚。」同年六月十六日,王瑞鍾調任高參的命令只發布了一個月,即又改為:升任臺灣省警備旅上校參謀長,表面上,似乎結束了一場卡位的明爭暗鬥大戲,但亦赤裸裸地預告了王惕吾在軍中求取發展的末路。
王惕吾於民國三十八年十一月七日自革實院第一期結業,理論上該當有加官晉爵希望,最起碼也該晉升少將師長。偏巧結訓前一週,蔣總裁已先將革實院院長職務暫交陳誠代理,且於第一期結訓後一週即飛往重慶,為大陸西南危局作最後的努力,至十二月十日始自重慶飛返臺北,絕無可能再為王惕吾個人出處煩心;再加上國軍部隊正執行大幅整編,管轄王惕吾第三六三師的第六軍軍長戴樸,又屬陳誠的嫡系人馬,如此一來,半年前將王調任高參的抗命風波舊恨未消,更遑論予以青睞拔擢了。據說,王惕吾亦曾一度考慮再回總統官邸服務,亦毫無門路,頓時陷入進退維谷的空前窘境。
按葉邦宗的說法,王惕吾民國三十八年底、卅九年初脫下軍服之日,葉與何銓二人恭送老長官到苗栗後龍火車站搭車,臨別依依之際,王惕吾兩眼含著淚水贈言:「只要我王瑞鍾有一口飯吃,一定分給你倆半口。」但其後老長官在新聞界立穩腳跟之後,儘管的確提拔過不少昔日軍中袍澤,但就是忘了第二團這些當年曾經豁出性命來幫助他逃過陳誠、彭孟緝追捕的部下,按葉的說法是:「我們幾乎從來沒有連絡過」。
據了解內情者指出,王惕吾決定退役投身新聞事業之際,《民族報》亦正陷於社論文字肇禍而停刊的低潮。引起當局不滿的原因,是一篇呼籲軍公教人員應該調薪,標題為「非不能也,是不為也!」的社論,撰稿人是《民族報》主筆殷海光。據了解,殷海光其後之所以會與國民黨當局漸行漸遠,終至反目成仇,這篇措詞平實卻造成停刊的社論,正是賓主關係決裂的起點,但是,殷海光終其一生都避談此事。
《民族報》登載這篇看似無奇的社論當天清晨,偏巧被即將登機飛往大陸巡視的蔣總裁看到,總裁大為光火,立即用紅筆在報紙上批示:「如此社論!如此荒謬!」並且交代陳誠必須停刊懲處。
據了解內情者指出,當時蔣公倖倖然表示:「如果那是別人辦的報紙,我可能沒辦法處理,但是《民族報》是我自己出錢辦的報紙,我就用家法處理!」於是創刊僅三個月的《民族報》於同年八月廿三日宣告停刊。
此一停刊事件,在民國卅九年五月四日「民族報創刊一週年紀念」特刊中,王惕吾並未提及停刊一事,可能是遭到處分時尚未當家之故,但亦以「為民族前途奮鬥」為題,娓娓寫道:
「因為我們所處的時代,是善惡同存,好壞交錯的時代,天堂地獄,光明黑暗,其間不容髮,使人極易走上乖誤的迷途,而忘了智慧的抉擇,所以在去年春間,當舉國陷於和談幻夢,迷惘不覺的時候,我們開始著手籌辦這個報紙,圖以報紙發行的力量,隨時提供我們對於時代的警覺,喚起我們民族的精魂,去完成一個好的時代的使命。……創辦報紙是一件苦差事,也是一件樂事,正像這一時代一樣,可以是最好的,也可能是最壞的,衹要我們努力不懈,還是能夠從黑暗轉向光明。……本報同仁都是一群年青的人,大家都有一股傻勁,從沒有因為生活艱苦而發出怨言,衹知道一心一德的為民族前途而奮鬥,但望讀者諸君給予我更多的協助,共同戮力,造成一個最好的時代。」
《民族報》擔任發行經理業務的同仁萬伯恆以「一年來發行的感想」為題,於同版特刊中扼要追述了停刊造成的影響和苦痛,他寫道:
「以一個後起的報紙,在人力物力兩相困難的情形下,欲與歷史悠久聲譽素著的同業一爭長短,並不是容易的事,尤其在發行這一方面,更是困難重重。就銷數來講,如無幾年的歷史,欲日銷幾萬份,更是可望不可及的。……本報創刊三個月後,經大家精誠合作,基本訂戶日有激增,頗有突飛猛進之勢,同仁們皆津津自喜。不幸於去年八月廿三日一度停刊,竟達一月之久,所有讀者皆改閱他報。在九月廿三日復刊後,發行工作,簡直是從頭做起;我們曾竭智力所及,擬定很多辦法,使得本報能夠和讀者多見面多接觸,務期能達到人手一份的理想,我們大家都是朝著這個方向努力做去。」
何以蔣總裁看了社論後竟會脫口表示:《民族報》是他自己出錢辦的呢?原因即在該報籌備時的主要資金,部份來自當時姓名還是王逸芬的王永濤負責看管的央行存金,數目是一百根金條。
據說,《民族報》籌備處正、副主任李漢儀、何功揚與楊念祖等人就靠這筆專款,先從上海運來一組印報用的印刷機,復以王永濤撥交的金條變現買下《民族報》初期在昆明街、康定路、成都路、西寧南路等處早期使用的辦公房舍和員工宿舍,而這些開辦費的帳冊都在總統府核銷,另再加上彼時重要的籌備人員和幹部多與官邸淵源甚深,因此,蔣公當年之怒確有所本,並非虛言。因此知悉內情者認為,如果說《民族報》幾乎就是老總統侍從室規劃的,或是由總統府鼎力出資辦成的一份全新報紙,亦並不為過。
《民族報》被迫停刊將近滿月時,社內幹部包括王逸芬、呂季陶及何敢、何功揚兄弟等在內的湖北同鄉,央請同為鄂省鄉親的軍委會侍從室文膽出身的陶希聖先生出面向蔣公請示:該報停刊快一個月了,是否可以准許復刊?蔣公盱衡主客觀條件後順勢同意,指示陶希聖可將此事與俞濟時進一步洽談細節。
俞濟時是浙江省奉化縣人,民國前八年農曆五月一日生,民國十三年十二月自黃埔軍校第一期畢業,參加東征、北伐諸役;民國十七年十二月奉調國民政府警衛團少將團長;次年十二月奉令兼代中央憲兵司令。民國三十一年十一月擔任第十集團軍副總司令時,奉調軍事委員會侍衛長,侍衛長室分三組辦公,另轄建制為兩個團的警衛旅,其團長石祖德、旅長樓秉國,即為本名王瑞鍾的王惕吾擔任軍委會警衛旅中校營長、上校副團長和上校總隊附時的直屬長官。
王惕吾接掌《民族報》的時機,即出現在老蔣先生同意復刊之後。俞濟時奉蔣公指示著手調處復刊問題時,即召集王逸芬、李漢儀、何敢、何功揚等重要幹部面商大計。俞濟時愷切地建議彼時進退維谷而對辦報又頗有興趣的王惕吾,即使沒有什麼可供大用的退伍金,亦無實際辦報的經驗,但為另闢生涯出路,無妨考慮接下正待復刊改組《民族報》。
王惕吾考慮後便同意了,但亦向俞濟時坦率表示:「我總不能空著兩隻手去接啊!」於是,俞濟時指示王逸芬第二次動用了央行緊急轉運來臺的資金。據說,這回共撥交了兩百根金條另加一筆美金給王惕吾,讓其風風光光的能以獨資的方式,力取經營實權,躍居《民族報》重新出發的發行人兼社長。
但是王惕吾認為,以當時臺灣社會的政治和經濟發展的程度,尚不足以讓一家新報在短期內單靠辦報創創造收奇蹟,乃萌生另作投資以創造其他獲利,再憑業外收益,回頭挹注於報社長期營運所需的彈性想法。
據知悉臺灣早年報業經營環境者表示,政府遷臺初期,不但總社和地方記者幾乎都設法兼職兼差,總社人員在臺北新聞同業間利用時差兼差貼補家計更是普遍。本事高、腦筋好、膽子大、資本夠而又眼光準的,還會相邀合夥做點小生意。於是,有人到學校兼幾堂課,有人開書店、開飯館,亦有人開翻譯社、雜誌社、照相館,連自己外行的皮鞋店也都有人嘗試投資。這種迫於生活不得不期待有點業外收入的現象,彼時在老闆階層亦不例外。
王惕吾決心接辦《民族報》時,幾乎是各方束手的困難時刻,因此的確很想有番作為,一方面為免重蹈有限資金因辦報賠累而坐吃山空的覆轍,一方面更為了試圖達成「以投資其他企業來養報」的目標,乃先後做了三項實驗性投資:一是在基隆火車站附近開了一家酒吧,二是在北投開了一家招待所形式的旅館,三是在臺北市南昌街開了一家賽璐璐化學工廠。其後,基隆的酒吧因不善經營被別人吃掉了,北投的旅館雖然努力經營了一段時間,但最後也告歇業;至於賽璐璐化學工廠則不幸慘遭回祿之災,工廠夷為平地後轉售,原址其後被改建成一家電影院。
無論今人對前述紀錄用何種角度來評斷,唯一不容否定的則是:惕老接掌《民族報》後,的確十分用心投入編採業務,而且幹勁十足,令員工印象深刻。以下兩例是惕老親自出馬捕捉重大新聞線索,並協助記者達成任務的側記。
蔣總統在臺北復職,是攸關復興基地其後政治走向的第一等大事。當蔣公決定俯順輿情,繼續領導戡亂建國大業,鄭重宣布自民國三十九年三月一日復職視事的前一天下午一時四十分,臺北賓館出現了一般記者事前無法察覺,即便察覺卻又不得其門而入的歷史性集會:蔣公極機密而倉促的偕同張群、閻錫山、吳鐵城及洪蘭友抵達,向奉召與應邀前往的國民黨中央常務委員、中央監察委員、中央政治委員及國民黨最高決策的非常委員與黨國元老等五十餘人徵詢意見,蔣公針對是否接受黨內決議及各級民意擁護其復職視事一節,認為「對國家、對人民有利有弊,還希望各位同志慎重考慮」。經熱烈討論建言後,此一富有歷史意義的會議至三時半才告結束。次日,蔣公即在總統府舉行簡單隆重的復職儀式並發表文告。
惕老於二月廿八日中午左右,精確掌握到前述重大新聞線索後,親自開著吉普車將要聞記者從床上拉起來,一同趕赴採訪。臺北賓館雖戒備森嚴,滴水不漏,但層層把關者無人不識惕老,於是《民族報》老闆親自己駕駛的吉普車就一路綠燈地直接駛進臺北賓館。會後,惕老又火速駛回編輯部,督導趕印政府遷臺後新聞界印發的第一份,也是《民族報》創刊後「第一號」的號外新聞兩萬份。當天,由於適值臺北市首次舉行情境逼真的日、夜連續兩次防空演習,故延至五時半警報解除之後,《民族報》號外才開始在衡陽街、博愛路及各主要街道免費贈閱。
《民族報》次日報導說:號外在市區散發後,「一時萬姓歡騰,鞕炮齊鳴,普天同慶。」同日晚間七時四十分,則因再次發出空襲警報,「全市燈火盡息,一片漆黑,交通停頓,一若死城,至九時一刻始解除警報。」
王惕吾對新聞工作具有狂熱的第二個實例,是韓戰打得火熱的時刻,麥克阿瑟元帥毫無預告地率領第七艦隊司令史樞波將軍及其高級將領,自東京搭乘「巴丹號」專機於民國三十九年七月三十一日下午一時,飛抵臺北松山機場。王惕吾得悉線索,又立即開著吉普車親自將旗下記者,長驅直入地送達松山停機坪,採訪轟動各方的消息。
當天只有民營的《民族報》、公營的《新生報》和黨營的中央通訊社三家新聞機構有記者在場,仰首目睹麥帥取下嘴角烟斗,在門邊敲敲清掉灰渣再順手把烟斗插進褲子後口袋,才帥氣十足地大步跨下專機,與欣然迎候的蔣中正總統熱情的握手致意。
奈何,即便有總統府方面第二次的資金挹注,和王惕吾以報社社長兼發行人之尊帶著第一線記者奮戰衝刺,《民族報》營運仍無起色,上上下下苦不堪言,連月薪都是三個月才發一次;但惕老對特別器重的子弟兵,還是會私下傳喚到社長室另賞小紅包。由馬星野先生介绍進入《民族報》服務的李子弋就是惕老的愛將之一,但李子弋其後卻為採訪組記者基本福利被忽視的風波而辭離。
李子弋為江蘇省武進縣人,民國十四年十月一日生,大夏大學中國文學系畢業、中訓團戡建班一期及革實院「臺灣省建設問題研究會」第二期結業;歷任:《西京文化日報》駐貴陽記者、西京正新館戰地特派員、南京《新中華日報》上海特派員、上海《新夜報》採訪主任、上海《益世報》採訪副主任、臺灣新聞通訊社採訪主任、臺灣華北新聞社採訪主任;民國四十年一月辭離《民族報》,轉任《自立晚報》採訪主任、副總編輯等職,彼時《自立晚報》發行人即為其尊翁李玉階先生。李子弋的大弟及三弟子堅、子繼均從事新聞工作─;二弟子達則為著名電影導演李行。
李子弋回憶說,某天晚上幾位記者同仁先後回社發稿,但一直未見通知何時開飯,於是,他代表大夥兒去找管總務的趙科長了解狀況,方知因為社方當天沒給錢所以無法準備晚飯;李子弋告訴趙科長:還有幾位記者同仁沒吃飯,拜託想想辦法,至少弄個蛋炒飯吧,趙科長連聲答應想辦法。豈料,過了兩個鐘頭依舊毫無動靜,李子弋憤然表示:「兩個小時都過了,雞要生蛋的話,蛋也要生出來了!」趙科長這才說了實話:那天真的連買雞蛋的現金都沒有。
這下子把大家搞火了。於是,由李子弋帶著羅璜、蕭菁等八個記者立刻罷工拒絕發稿,並要求社方之刻發給積欠四個月的薪水,隨即結伴外出吃晚飯去了。當時王惕吾臥病在家,得悉記者為晚飯無著而罷工後,亦立即回應:「欠的錢明天照數發給,但參與罷工的人必須一起寫悔過書!」有此承諾後,自掏腰包出去吃晚飯的八個人,才回到報社繼續發稿。
為一頓晚飯而帶頭抗議的李子弋,次日即繳還採訪證件,留下辭呈走人;惕老親至其住處挽留未果,又慷慨地致送三個月薪水,以致事隔多年後,李子弋還曾向馬克任、劉昌平等《聯合報》老臣表示:他一直覺得對惕老有份虧欠。
李子弋亦曾至革實院受訓,進《民族報》前曾任上海《新夜報》及「華北新聞社」採訪主任等職,可見《民族報》十分注重優秀人才的吸納。結業總評語為:「坦率熱情,爽朗豪邁,喜交遊,好活動,從事新聞工作習於散漫,不拘小節,言論激昂,鋒芒特著,精幹與粗放兼而有之。」以此對照當年《民族報》編輯部爆發的「為晚飯罷工事件」場景,應屬頗為中肯的措詞。
惕老對人厚道、慷慨,處理事情必有原則而又不失明快的作風,在報界一向為人稱道。每逢旗下好手取得重大獨家新聞後,偶爾還會先約晤立功者徵詢該怎麼給獎才合適;即便有少數部屬見解不同或一時情緒失控,出言當面反駁頂撞,惕老亦極有雅量的隱忍,待風波淡化後再議。惕老對部屬的關愛、體恤和照顧,更可從善待劉昌平的個案印證。
知情者回憶,當年劉昌平是晚上在編輯部看版面大樣時忽然吐了一堆血,把大樣都染紅了。由於劉昌平還未婚,惕老就一直讓生病的愛將留在自己家裡慢慢療養,直到痊癒為止。《聯合報》老幹部談起這段佳話,忍不住拍案激動的表示:「憑良心講,這種事情只有王惕吾做得到,如果換成別人當《聯合報》的老闆,不但早就撤掉劉昌平的總編輯職務,恐怕連十個劉昌平死了,都會毫無不足惜,那裡還會有康復後,照樣當家做主的劉昌平!」
至於劉昌平本人則極少主動重提這段老闆親侍湯藥的往事,但總是殷切地勉勵新進員工要抱持「從一而終」的專業志向,用心投入編採工作。劉昌平於民國四十五年三月第二次參加革實院講習,在「聯戰班」第七期所撰「自述」亦未明言曾住在惕老家長期療養。
在說明「離院後之生活狀況」時,劉昌平扼要交代了從民國四十二年九月病倒,至民國四十四年十月始恢復正常工作的經過。他寫道:
「四十二年九月起,感體力漸形不支,乃週詳檢查身體,當發現肺部結核病狀甚重,心理頗受打擊,益感不支而臥床,終至連連咯血,陷九死一生之境,遵醫囑不得輾轉反側者,凡四月餘,其嚴重之情況,可以想見;幸獲親友之照料慰藉,受醫學昌明之賜,度過險境後,症狀乃日漸減輕,臥床年餘,方可略作走動。
至四十四年初,感於工作不可久煩他人替代,乃於不作體力過於勞動之情況下,力疾從公;此期,亦不過就重要業務略加指點而已。此後體力復元至速,是年十月間,乃無復需醫藥治療,病狀終獲小瘥。然此患病兩年間,不僅時光虛擲,且療治所費,就個人言,亦屬不貲,立業成家,兩皆難矣。」
同篇「自述」亦曾約略提及《聯合報》早年業務運作及其個人抱負:
「《聯合報》乃《全民日報》、《民族報》、《經濟時報》等三報鑒於經營之維艱,而聯合出版者,在我國報業史上,合數報而經營,實乏先例,故制度規章均無所依循,人事亦因係三報之合併較為複雜,乃特感『根本的著手之點,還是著重於建立制度』為不易之理,其間由草擬、磋商而付諸實施,更於執行期間,時時研究檢討其欠完備之處,至今乃粗具規範。制度得於焉漸次建立,聯合之業務亦隨之而獲得進步。個人於此能稍盡棉薄之力,厥惟 院長之昭示有以致之。……
至於我所服務的機關《聯合報》所有人員中,僅有四位同志曾來本院受訓;我們在實踐方面,總算竭力在做,社中設備簡陋,人員經費俱見短絀,然數年來無不在以人力克服物質上的困難,亦非如此而不足以自立使然也。」
劉昌平在「今後之志願」中寫道:「我是學習並始終從事新聞工作者,若言學以致用,當仍一本初衷,戮力於此一工作。處此準備反攻時期,當盡革命黨員一分子的責任,藉新聞報導以宣揚國策、主義,激勵人心,轉移社會風氣,對於腐蝕反共力量之人與事,尤當予以揭發,以達成清血的作用。一旦反攻戰役開始,我願意至任何戰地作新聞報導工作,將三軍英勇蹟予以傳揚記錄,以激勵旺盛之士氣,或服務戰地黨政軍組織,盡一己之力,作『再教育』工作,以安定地方秩序。迨反攻戰事全盤勝利成功,若黨國無其他工作之徵召,則將仍從事於新聞工作。」
據知悉內情者透露,王永濤在俞濟時指示下,至少兩度金援過籌備中的《民族報》和復刊後由王惕入主的《民族報》;至於他自軍中退役,於民國五十年六月一日接任《民族晚報》發行人時,據聞,又曾在道義上第三度金援過王惕吾。
早年備受王惕吾敬重的王永濤,以原名王逸芬於民國三十九年七月首度赴革實院受訓時,年僅四十三歲,他在第七期研究員登記表填寫的個人資料如下:
別號:翊群,生日:民國前四年十月七日,籍貫:湖北省咸寧縣馬橋鄉。服務機關:聯勤總部軍需署,級職:軍需監組長;駐地:臺北市上海路二段四號;現在通訊處:臺北市成都路廿七巷十二號,永久通訊處:湖北咸寧馬橋郵局轉。入黨地點:江西南昌,入黨年月:民國十五年十月一日,黨證字號:軍餘6300號。宗教信仰:空白未填,教願:文化工作。
學歷包括:咸寧縣立國民小學,校長錢方平(民國五年一月廿日至民國八年十二月廿日);武昌勺庭中學,校長曹林(民國九年二月一日至民國十五年一月三十日);重慶軍需學校計政班第三期,校長蔣中正(民國廿九年六月一日至同年九月十五日);重慶中央訓練團黨政班第三十一期(民國三十三年五月一日至同年五月廿八日);南京中央訓練團新制班第三期(民國三十六年十一月三十日至同年十二月十日)。
王永濤自填的經歷包括:(1)總司令部警衛團特務長,官等:准尉,長官:俞濟時(民國十五年五月一日至民國十六年二月廿八日)。(2)總司令衛士大隊軍需,官等:少尉、中尉(民國十六年三月一日至民國十八年一月三十一日)。(3)武漢要塞步一團軍需,官等:上尉,長官:錢大鈞(民國十八年二月一日至民國廿二年十二月三十一日)。(4)軍事委員會特務團軍需,官等:上尉,長官:石祖德(民國廿三年一月一日至民國廿六年十月十五日)。(5)軍事委員會特務旅軍需,官等:上尉,長官:石祖德(民國廿六年十月十六日至民國廿九年九月十九日)。(6)十六補訓處三團軍需主任,官等:三等正,長官:石祖德(民國廿九年九月廿日至民國三十年一月廿四日)。(7)軍事委員會警衛團軍需主任,官等:二等正,長官:石祖德(民國三十年一月廿五日至民國三十三年十月三十一日)。(8)軍事委員會警衛旅軍需主任,官等:一等正,長官:樓秉國(民國三十三年十一月一日至民國三十四年十一月三日)。(9)兼任第三十六集團軍總部軍需主任,官等:一等正,長官:俞濟時(民國三十四年三月三十一日至民國三十四年十二月一日)。(10)國民政府警衛旅軍需主任,官等:一等正,長官:樓秉國(民國三十四年十二月一日至民國三十五年四月三十日)。(11)國民政府警衛總隊軍需主任,官等:一等正,長官:石祖德(民國三十五年五月一日至民國三十七年三月三十一日)。(12)警備師司令部軍需處長,官等:一等正,長官:石祖德(民國三十七年四月一日至民國三十七年七月三十日)。(13)聯勤總部臺灣收支處主任,官等:一等正,長官:吳嵩慶(民國三十七年八月一日至民國三十八年四月三十日)。(14)聯合勤務十二財務處處長,官等:一等正,長官:吳嵩慶(民國三十八年五月一日至民國三十八年八月三十一日)。(15)國防部預財署專門委員,官等:一等正,長官:吳嵩慶(民國三十八年九月一日至民國三十九年一月三十一日)。(16)國防部經理署副司長,官等:軍需監,長官:張乃恆(民國三十九年二月一日至三十九年四月六日)。
(17)國防部軍需署預算財務組組長,官等:軍需監,長官:吳嵩慶(民國三十九年四月七日起)。
另根據王永濤於民國四十四年四月四日至同年八月八日,第二次奉派參加革實院「黨政軍幹部聯合作戰研究班第五期」講習所填報之研究員登記表資料,王逸芬於民國四十年十二月一日至民國四十一年八月三十一日,調任聯勤總部軍需署財務組少將組長,長官:吳嵩慶;民國四十一年九月一日至四十三年八月一日調任國防部少將參議;民國四十三年八月二日起,調任聯勤總部財務署研究室少將主任。
王永濤自填之勛賞紀錄為:民國三十五年一月一日獲頒勝利勛章(事由:抗戰八年成績卓著);民國三十六年四月一日獲頒四等景星勛章(事由:成績特優勛勞卓著)。獎勵紀錄包括:民國三十六年七月九日記功一次(事由:主席校閱成績優良);民國三十六年十二月十三日記功一次(事由:勛績卓著)。
家庭狀況:祖父:王璞玉(歿)、祖母:王康氏(歿);父親:王邦彬(歿)、母親王鎮氏(歿);岳父:王祖凱(歿)、岳母:王周氏(歿);妻:王愛筠(三十一歲);長子:王正墉(十七歲,學生);長女:王小珠(七歲,學生);次女:王小原(五歲,學生);三女:王小格(三歲);四女:王小囝(一歲)。
有趣的是,王永濤五年後再參加「黨政軍幹部聯合作戰研究班第五期」講習時填報之家庭成員資料,一半以上都改了名字,由長至幼的變化分別是:岳父王祖凱為六十七歲,岳母改為唐氏,未再註明年紀或存歿;子女包括:長子:王正墉(廿二歲,淡江英專學生);次子:王正果(五歲,幼稚園);三子:王正棠(二歲);長女:王正華(十一歲,小學);次女:王仲華(十歲,小學);三女:王淑華(八歲,小學);四女:王季華(六歲,小學)。
家庭經濟狀況方面,收入狀況所填報之資料為:不動產:空白未填;動產約值一萬元,平均月入息:一千二百元;每月收入:薪餉一百二十六元、加給九十元。支出狀況包括:自己直接負擔九人生活,生活費:一千三百元,教育費:二百元;共月需:一千五百元;負:八十四元。不足之數如何籌補:「量入為出,裁長補短」。
五年後,王永濤在革實院填報的經濟狀況以乎仍並無太大變化,每月收支不足之數,比五年前更高。
王永濤第二次填報之收入狀況為:不動產增加房屋一棟,自住無收益;動產約值:二萬元;平均月入息:八百元;每月薪津收入總數:一千一百二十元;共計每月收入:一千九百二十元。支出狀況:自己直接負擔家庭八人生活;生活費:一千八百元;教育費:四百元;共月需:二千二百元;負:二百八十元。不足之數如何籌補:「截長補短,勉可平衡」。
如果按王永濤兩次自填之家庭收支情況觀察,五年來,如其收支確屬負數的情況,顯然當年他所能幫助王惕吾解決《民族報》資金調度需求的範圍與能耐,絕非出自其私人的財力挹注。
根據王永濤於革實院第七期受訓繳交的「自述」,提及彼時他「近年來晚間常兼一部份報社編輯撰稿工作,身體感到有些疲乏」;亦提及「最敬愛的朋友是賀楚強先生,他是北大畢業,是一個模範黨員,從政最早,官職也多;現在是總統府參事,兼《民族報》總主筆」。這充份顯示:王逸芬雖具軍職,但彼時已是臺灣新聞界的中堅份子了。他在「自述」中寫道:
「我的家鄉,在湖北省咸寧縣梅花山,距縣城十五公里,土地肥沃,物產豐富,每年茶蔴花生,多係外銷,地方經濟充裕,我們係小康之家。先祖璞玉公,半耕半讀,教育兒孫亦多以耕讀為本。我幼時沉靜寡言,不好外鶩,三歲失怙,慈母見背;祖母鍾愛異常,由祖母撫育成人。
十五年投筆從戎,志在創造自立!十六年共匪荼毒湘鄂,組織農民協會,清算鬥爭,先祖父首遭共匪殺害,為了復仇,為了雪恥,二十餘年來,堅強我反共意志!鍛鍊了我革命身心!
十八年娶妻錢氏(本縣人),生子正鏞,現年十七歲,是一個反共抗俄小英雄,他做夢也在莫斯科投彈,他立志為先祖列宗報仇!三十一年錢氏亡故,續娶奉化王氏愛荺,這是一個家務女子,生女四人,玲瓏可愛,她們年紀雖小,也懂得殺共匪!
我的家世很平淡,我的革命意志很堅強,我的家庭是很和樂。讀了兩年私塾,四年國民小學,六年舊制中學的我,這學歷是很普通而平常,自己也就不斷在求進步,讀書看報,已為我日常必修課。抗戰以前,我每月至少買書十五元,我個人也有一小型圖書室。
十五年到黃埔,先充一名司書,到南昌已升為特務長。由連特務長,而營,而團,而旅,而師軍需處長,而總司令部辦事處長,而中央機關財務處長、副司長、組長,全憑自己勞績而按級升調。
廿九年實施軍需獨立,我奉委員長手令派充警衛部隊軍需主任,由警衛團、警衛旅、警備師,以獨立精神,實施軍需補給。抗戰期間,因物資缺乏,我努力節約生產,整理補充,勞動創造,解決了不少問題,服務期間,為期八年,因成績特優,迭蒙授勛嘉獎,奉命外調,派充臺灣收支處長。
三十七年八月到臺灣,成立收支處,旋改為十二財務處,實施新制,掌管三年經費,補給三百餘單位,綜核名實,聊盡節約之責。東南區成立,調財務署專門委員,恢復聯勤總部,成立軍需署,調充軍需監組長。
經費自動補給制度,我也是起草人之一,我是負執行這制度之人。奉命至革命實踐研究院研究,主任宣示,七期為研究建立制度,逢此機會,實施之前,得縝密研究,內心至感快慰。回想實施軍需獨立,我是第一個執行人,實施新制度我也是一個地區負責人;建立經理制度,我又是計畫執行人。我以過去之經驗,自我奮鬥之決心,將克服一切困難,為革命軍需而努力!
每天早上七點鐘,看完了各種報紙,這是我生活第一課。這習慣至少有廿年了。辦公時間,每天至少在十二小時以上,事情不做完,我是不休息的。我最喜歡在夜間辦公,星期天辨公,因為這時間比較清靜,精神容易貫注。我起床最早,睡眠最遲,近年來晚間常兼一部份報社編輯撰稿工作,身體感到有些疲乏。我喜歡在工作非常疲睏的時候,抽點時間去聽平劇。
我不喜歡辦公文,我最喜歡以電話或親自去面洽一切公事。因為這樣可以節省不少時間,官氣足的人,最怕我這一套;同時我把原案都常放在皮包裡,使他們推無可推,拖無可拖。問題不解決,我是不肯放過他們的。上官批評我,常說我熱心負責,我自己也承認我是熱心而不敷衍。
我第一個上官是俞濟時先生,他的精神,他的人格示範,成就了我們作事基礎。老師陳良先生說,軍需官要有冰清玉潔的操守,有民胞物與的熱忱,成功成仁的決心。我的好朋友很多,我最敬愛的朋友是賀楚強先生,他是北大畢業,是一個模範黨員,從政最早,官職也多;現在是總統府參事,兼《民族報》總主筆。清廉、愛國、忠黨,他是一個模範國民。我的部屬都是吃苦耐勞的多。
缺點人人都有,我不能例外。我做事勇敢果決,尚欠考慮週到,但無私念。我對人太誠,在這虛偽的社會,雖則至誠可以感人,管理金錢的人,過於誠也不免麻煩多!我受得苦,耐得勞,但受不得氣!我為人做事,雖則性急,雖則不能受氣,而頭腦很冷靜。
同事、朋友都批評我為人作事,絕對成功,但我自己批評,我唯一的特點,是精誠坦白,不自欺欺人,不好大喜功,不急於名利,我很知足。我立志大事,矢志做無名英雄,現在只能說是立業之始,我準備到五十歲時,為自己作無名英雄傳。這英雄事蹟,從去年五月四日起已開始。光明在望,今後七年,是我事業造的里程,從今日起,反省、研究、實行。」
前述「這英雄事蹟,從去年五月四日起已開始」,指的便是《民族報》的發刊。王永濤另在革實院「聯戰班」五期的「自述」中寫道:
「一、離院後之工作情況:從三十九年四月份起,我擔任聯勤軍需署預算財務組少將組長,主管業務為聯勤預算分配、中央軍費收支。七月間到本院七期受訓,八月間離院;結業回署後,仍然主管預算財務業務。
院長訓示:建立制度,從八月份起主持建立新財務制度,推行『補給到團』,於各部隊;四十年一月份起,推行『補給到團』於各機關學校;四十一年七月,試行『直接發餉』於官兵個人,均能順利達成任務。四十一年九月,因僱用人員,手續不合,將我調充國防部少將參議,調職以後,仍然為制度而努力,隨時提供改進意見。
四十三年六月軍需署改組,財務署成立,業務臻於專門化,原財務署研究室主任盛漢恢調充財務學校校長,吳署長調我充研究室少將主任。到職以後,七個月中,每月工作競賽、克難競賽,本室得克難模範錦旗三次,匪情研究呈報總司令部列為優等;又奉命研究美國管制長制度、軍需工廠預算財務制度、各部隊財勤隊作戰時隸屬問題,均已如期呈報國防部。又已辨理比較主要工作,如整理財務法令、編訂財務手冊、翻印美軍制度參考書籍十九種,均已完成。目前工作,對於個人志趣,甚為合適,所以績效著,而感覺勝任愉快。
二、離院後之生活狀況:生活較有規律。因為住在陽明山鄉下,每日乘公共汽車上班,由汽車站至辦公室步行一段,以當運動,辦公時間以外,每天打羽球一小時,看看報,至少有兩小時以上。打球時間不長,是讀張主任談修養中,養身之道的一個小實踐,看書看報習慣已有三十年以上了。可惜記憶力很差,進步不大。
住的是自己的房子,因三十七年到臺灣,那時物價很便宜,住的沒有問題;惟子女七人,小學、中學、大學,均相繼而來,升學問題、教育費問題,負擔較重。長子正墉係省立一中畢業,英文比賽每列第一;畢業後考入淡江英專,又承于斌總主教在美國新澤西州塞頓哈爾大學辦了一名全部免費獎學金,參加教育部四十三年秋季獎學金考試,已被錄取;參加鳳山軍訓四月,一般成績尚佳,為本黨吸收為黨員。此兒思想純潔,富有愛國心,一切手續已妥,因旅費張羅未緒,待期成行。此家庭一般狀況與生活情形。」
此外,王永濤對彼時朝野「厲行戰時生活」的看法是:「戰時生活在軍中又有一個新的表現,帶便當上班,高級長官都以身作則,步行、坐公共汽車,不用公家車子,研究風氣、讀書風氣均已普遍認真實行,可惜這些新氣象,還是在軍事單位這一方面。戰時生活在政府機關又是一次大的考驗,如果政府首長不能率先倡導,以身作則,則其成效不必甚微渺!這又是一個知行的問題,如果大家不能致良知,則戰時生活必無成效!我為戰時生活應該自覺自動,人人自我做起,自必風氣丕變。」
針對臺灣發展經貿的國家政策,主管國軍財務經理事務多年的王永濤頗有個人的見解。在「聯戰班」五期個人作業中,復以「改進現行外匯政策及管理方法」為題,提出四個基本政策:一、以國家利益為第一,力求外匯收支之平衡;二、以獎勵出口為前提,力求民間浪費之減少;三、以發展貿易為目的,力求外匯管理之簡當;四、以公營不貼補民營為原則,力求不當利得之消滅。
在改進辦法方面,他提出幾項建議:一、簡化貿易外匯管理條例;二、出口外匯公營與民營切實劃分,以公營公用,民營民用為原則;三、實行真正結匯證制度;四、消除貿易商不當利得。
王永濤並以四項建議做為結論:一、取貿易商之不當利得歸之國庫:與之不知恩,取之不傷仁!二、由政府掌控物資,因以平抑物價,不求諸人而求諸己。三、簡化法令,簡化機構,減少可以中飽之人,杜絕可以舞弊之機;四、歸併貿易商,限定其資本:充實力量,消滅剝削。目前外匯政策實已陷入貿易商包圍之中,如不能大刀闊斧,衝出重圍,明朗揭出以國家利益為第一之目標,斷然採取消滅貿易商不當利得之政策,外匯問題將且愈演愈為紛擾,國家財政前途勢必不可收拾;當茲反攻前夕,姑息即所以誤國,利私即所以賣國,懍於亂世重典之義,政策之頒布,應以刑罰隨之。
王永濤對當時貿易商不當利得的問題,頗能以具體數據加以分析,並提出看法,雖然多數見解因大環境轉變而早已不合時宜,但仍能局部反映出彼時國際貿易的棘手困境:「臺灣貿易商之多,真是驚人,以前有二千二百餘家,整理以後現在還有一千六百餘家。每年進出口總額不到美金二億元(軍事部份除外),進口總額僅美金一億一千萬美元,由進口商進口部份約七千萬美元,卻有一千六百餘家貿易商。日本每年貿易總額二十億美元,全國貿易商亦不過九百家左右,日本政府尚嫌貿易商太多,要予以淘汰。臺灣全年民營進口總額僅七千萬美元,如以一千六百家貿易商平均分配,每一貿易商全年祇不過分配到四千美元之譜,依外匯分配二個月一期計算,二個月只有六百餘美元,外匯配額如此之少,真正從事國際貿易的商人,除被迫向領有牌照的零售商頂讓申請權之外,其營業收入勢必不能維持開支。我們的主張:歸併貿易商實為當務之急!現有貿易商一千六百餘家應歸併為四百家(以四家併一家)以後尚須設法淘汰。
臺灣要減少貿易數目,採取管理貿易商資金,實是一項公道有效的辦法,如此可以澄清排除貿易商中的不良份子,漸漸的促使國際貿易走上軌道,政府應取下列方法切實整理貿易商,政府可在短期內收回大批通貨:
(1)貿易商必須增資,資本額至少新臺幣一百萬元,可以經營二類物資。(2)貿易商資本必須依照規定存入臺灣銀行,半數得作為流動資金自由動用,半數為凍結,除進口結匯或經營出口需要時,經核准後得如數動用凍結金外,概不得隨意動用;其資本存儲時期,由臺銀依照優利存款最高利率給予利息。(3)政府依照貿易商資本額比率平均分配進口外匯,貿易商貨物進口後必須在一期內(二個月)將貨物銷出,資金回籠;除貨物無法售完,經核准延長銷貨時間外,否則取銷其下期外匯分配權利。(4)貿易商銷售進口貨,價格須遵照政府規定,若有抬高售價超過合法利潤程度時,由政府吊銷其貿易商牌照。(5)領有牌照之貿易商行之經理與業務人員,須經政府商業甄別合格者,始得經營出口業務。其經理重要國外業務聯絡人員,於二年內不得脫離,貿易商更換經理與業務人員時,亦須經甄別合格始有分配外匯之權利。(6)貿易商經營業務,須接受政府之指示與監督,並經常接受主管機關之時檢查,如有違反其他規定者,政府得視情節輕重予以處罰或吊銷其牌照之處分。」
王永濤首次參加革實院第七期受訓結業成績為:學業成績七十五分、生活素養八十三點六零分,平均七十九點三分。此項成績於民國四十六年五月校印之「革命實踐研究院第一階段教育湖北省研究員結業成績總登記冊」中,位居「聯勤類」第三名,前兩名研究員為丁挽瀾、張孔容。
分項評語共計八項,分別為:(一)思想:信仰堅定;(二)學識:好讀書、喜研究;(三)品行:端正;(四)個性:個性稍強,氣度偏狹膽小;(五)生活:生活優裕,尚能刻苦耐勞;(六)指揮領導能力:能與僚屬接近及合作,有領導能力;(七)文字語言:行文流暢生動,語言清楚;(八)經驗專長:軍需。總評語為:「當司書特務長出身,歷任軍需廿四年,有經驗,有領導能力,做事能埋頭苦幹,氣度尚待恢宏。」
另在同期「研究員相互認識表」中,較有代表性的兩筆綜合評語分別是:「信念堅定,品性純謹,學識經驗均優,精幹努力,膽氣不足,參觀爆破演習時,砲聲一響,即掩耳俯身,狀至窘悸。」;「善于應付環境,好于交結朋友,樂天知命,且常抱助人為樂之心,亦良友也。」
王永濤再次以王逸芬之名於「聯戰班」第五期結訓的成績為:思想八十點五分、品德七十七點四五分、能力七十九點九五分、學識七十七點九五分、研究成績七十八點五二分;總平均七十九分;總名次為同期「經濟組」十二人中的第四名。評語:「思慮精密,刻苦幹練,熱忱負責,勤奮有恆,惟稍嫌拘謹,不甚開展。」
在第七期同期研究員中名氣較大者包括:蕭政之、李連墀、鄭為元、李懷民、章斗航、馮啟聰、陳桂華、周一塵、張國疆、劉玉章、黎玉璽、高品芳、朱致一、陳聲簧、羅揚鞭。
「聯戰班」五期研究員名氣較大者包括:關大成、溫士源、江國棟、陳建中、羅萬類、連震東、袁晴暉、王冠吾、洪同、張芳爕、黃啟瑞、唐際清、程維賢、孫宕越、趙金鏞、程時敦、薛毓麒、張國英、汪敬煦、崔之道、于豪章、何恩廷、雷開瑄、劉廉一、羅友倫、易國瑞、蔣緯國、麻清江、劉廣凱、徐康良、陳嘉尚、吳順明、魏崇良、曹仲周、王永樹、鄧定遠、劉安祺、胡璉、石覺。
王永濤的長子王正墉於民國五十九年三月,自美返國接任《民族晚報》發行人。民國六十五年九月,王正墉參加革實院「國家建設研究班」(簡稱「國建班」)第三期講習,在「自述」談到家世及奉命返國接掌《民族晚報》的經過是:
「我的故鄉湖北咸寧,位於漢江之南,東西廣約八十里,南北約六十里;東北至武昌二百四十里,西南至崇陽約一百二十公里,西北至嘉魚一百四十里,水路至首都南京約二千零三十里,粵漢鐵路自南至北橫貫縣境,省道縣道公路縱橫密布,交通頗稱便利。
故居為咸寧梅花山,周圍數十里,峰巒起伏,狀似梅花。其間茂林修竹,凡數十公頃,均為先曾祖父產業,綠竹成蔭,有如世外桃源,家道尚稱小康。幼時隨先母在鄉下住,依稀尚能記憶故居有兩座高樓磚造大屋,亦為先曾祖璞玉公所創基業,每座門楣上各有『忠孝傳家』和『槐庭種竹』四個大字,懸為後代兒孫共同遵守的家訓。
家父弱冠投筆從戎,十五年三月進入黃埔軍校特務營起扈衛領袖,參加七月九日誓師北伐,由粵而湘而贛,以至南京。抗戰軍興,隨先母經湘到貴陽轉渝,住南岸汪山,時家父任職軍委會警衛旅處長。不數年慈母見背,家父為撐持門戶,績娶奉化王氏夫人,時余年八歲,繼母撫育我如同己出。家父三十七年奉派來臺,迄至四十九年八月少將退除役。
我出生於民國廿二年五月十日,已與留學西班牙臺籍舞蹈家賴秀峰女士結婚,現有二女天侖與天儀。大姐早夭折,我居長,家中現有中弟妹九人,弟妹都已成人,學新聞者三人,藝術、工、商、文科各一人;留學美國、西班牙、比利時各一人。四十三年得美國俄列岡大學獎學金,同時承于斌總主教厚愛,亦給予美國大學全部獎學金,同年通過教育部舉辦留學獎學金考試及格,入鳳山陸軍官校留訓隊第三期軍訓四月,受訓成績尚佳,被吸收為本黨黨員。四十四年赴美留學。……六年前因家父的函召,放棄了多年的工作崗位,返國辦理《民族晚報》。我對家父這一決定,衷心極為贊同。第一,我可以滿足多年來報的心願;第二,可以在日常生活中,隨時侍養年事日高的雙親;第三,能兼顧到部份尚未成年的弟妹們的教養;第四,實現我出國時家父訓示我『必要時應回國服務』的諾言。」
王正墉參加「國建班」第三期講習之學號為03005,下一位研究員03006即為蔣孝武,或可顯示當局對其頗為器重。該期廿八位研究員依學號順序包括:林清江、石永貴、鍾湖濱、朱育英、王正墉、蔣孝武、張豫生、趙金祁、王人傑、洪文湘、朱堅章、張崑雄、毛連溫、葛錦昭、謝孟雄、楊寶發、高宗仁、林保仁、李鳳鳴、吳挽瀾、繆全吉、胡良珍、陳聽安、郭金棟、唐盼盼、潘健行、王曉祥、沈岳。
究竟當年三報決定發行聯合版的起源為何?誰才是三報採合夥制發行,以克服經營困境的原始提議者?按《經濟時報》發行人范鶴言於民國四十八年一月在革實院「臺灣省建設問題研究會」第三期受訓所撰「自述」,此舉係范氏主動提出的建議:「三報聯合發行之舉,乃由余所建議,原則經三報負責人同意後,由余擬具合併計畫,付之實施,兢兢業業,無日不在奮鬥中,今日雖略有基礎,然距成功之目標尚遠。」
臺灣報業先進李玉階先生八十華誕文集《天聲人語》收錄之范鶴言撰〈為民營報業奠基之李玉老壽〉一文,亦提及三報聯合的大致經過:
「二十年前余棄獻身半生之銀行業,而從事新聞事業創辦《經濟時報》,友人譏我敝屣金飯碗不智。初創時艱苦備嘗,閱一年又六個月,適同業集會,我民營各報頻受欺壓,力不能抗,余臨時靈機一動,認為非集合民營報之人力物力,聯合出版一張較有規模之報紙,真正為民喉舌,民營報殊無前途。故在會場內即寫一便條,徵詢座位毗近之《民族報》」負責人王惕吾及《全民日報》代表人鄭拯人兄之意見,得其初步同意,余即在會後一星期草擬一聯合出版之計畫,逐步洽商實施,此乃我部份民營報合作之嚆矢。
《聯合報》創刊後一年,又鑒於環境惡劣,打擊頻重,復發起組織民營報 聯誼會,合力爭取共同利益,各自奮發,至此,我民營報大團結,始告完成。此時主張最力,設想最多,計畫最密者願推李玉階先生,同業皆尊稱為玉老。……民營報聯誼會組成後,同人每月聚餐一次,某夕,玉老預言五年內我民營報必出人頭地,民營報之發行總額,必將佔全臺灣報紙之發行總額的最大百分比。果然,五年後之民營報業無論日報晚報,皆日益強大,發行數逐年上升,在讀者心目中所佔之份量,亦逐漸增加……。」
至於林頂立在三報聯合關鍵時期所囑託的《全民日報》代表人鄭拯人,別號振瀛,福建省福州市人,民國四年七月廿二日生,民國四十年五月革實院第十二期結業;學歷為:民國廿四年三月日本東京第一高等學校畢業、民國廿四年四月至廿六年六月明治大學經濟科肄業。民國廿七年加入閩省安處長黃珍吾領導之《南方日報》工作,歷任採訪主任、總編輯、社長;抗戰期間曾任戰地記者,並組游擊隊與敵周旋。勝利後因通曉日語,適合來臺工作,乃東渡應聘為《全民日報》總編輯。
民國五十三年接辦《公論報》,五十六年四月再轉任《經濟日報》社長的閻奉璋,亦在《天聲人語》收錄之〈自強不息的玉老〉一文毫無保留的直陳:「當時的《自立晚報》,算是公民營報中最困難的一家,的確有朝不保暮之感,不只錢的週轉成問題,甚而今天出了報,明天印報的紙在那裡,還得動動腦筋,在這一苦況下,假如不是玉老的意志堅強,早就精神癱瘓了。」
民國六十九年五月初出版的《天聲人語》亦收錄王惕吾所撰〈奮鬥的夥伴〉一文,記述臺灣民營報艱苦奮鬥的關鍵歲月,並為三報聯合經過提供了更多足與范鶴言前述記憶互有異同的相關細節:
「民營報業在臺灣,有過極其艱苦的歲月,也有一段團結奮鬥、共求生存的歷程。每逢想到這些往事,最使我感念難忘的是李玉階先生。玉階先生曾任《自立晚報》發行人、董事長,是民營報主持人之一,也是倡導並促成民營報團結進步的同業先進之一。如今他雖已退出報界,他對民營報業的貢獻卻是歷久彌新,永遠具有重要意義。
大陸淪陷,政府播遷臺灣初期,由於工商業不景氣,客觀環境不足以培育報業發展,所以除了極少數基礎優厚的黨公營報紙之外,民營報的情況一直很艱難。到民國三十九、四十年間,即有相當聲勢及財力的民營,也都陷入賠累不堪的境地。
當時我辦的《民族報》和《民族晚報》,深感各民營報的個別條件不足,非團結合作無以圖存,乃開始與同業先進李萬居、范鶴言、林頂立諸先生商討合作之道。民國四十年夏秋之交,我們的商談有了兩點結論:第一、個別的林頂立先生主持的《全民日報》、范鶴言先生主持的《經濟時報》,和我主持的《民族報》出聯合版,集中人力物力,擴大經營其礎。第二、整體的各民營報成立聯誼及廣告聯營機構,一致攜手,互相支援,共謀業務發展。
三報聯合版於民國四十年九月十六日創刊,各民營報聯誼機構的籌組進度則相當緩慢,原因是:在那一時期,民營報有十來家,聯誼範圍如何決定?合作項目如何安排?各報立場不同,意見不一,不易取得定論。而當時在民營報界及臺省議壇負有盛望的李萬居先生公務繁忙,沒有太多的時間商量來推動設立民營報聯誼機構。因此,直到李玉階先生加入民營報業,這一方面的工作才有了有效的進展。
玉階先生自民國四十年九月廿日開始接辦《自立晚報》,幾乎同時參與了民營報業團結合作的研商與擘劃。……翌年(四十一年)元月十一日,一個對臺灣民營報業具有歷史意義的機構——臺北市民營報業聯誼會,正式宣告成立。當時參加這個組織的民營報共有九家,除「聯合版」屬下的三報之外,另有《公論報》、《國語日報》、《華報》、和《大華》、《民族》、《自立》等三家晚報,《徵信新聞》亦於同年三月十日申請參加。
依照聯誼會的組識章程,各報負責人均為聯誼會的幹事,再由幹事中選出常務幹事三人,經常推動會務。第一屆常務幹事由李萬居先生、范鶴言先生和我擔任;但李萬居先生在當時的參議會中負有重任,沒時間經常處理聯誼會的事務;而李玉階先生最初雖未居常務幹事之名,卻由同業推戴,成為聯誼會中為同業服務的中心人物。
這個聯誼會成立後,具體任務什麼呢?前面說過,當時各民營報都賠累不堪,財務上的困難甚大,非拓展業務,無法生存。報社拓展業務,一為擴大發行,二為增加廣告;發行的進展,須有時間培養,非咄嗟立辦;而且即使發行上的進展順利,反應到廣告上的效果仍然要慢一個時期。例如,三報聯合版問世,發行數增加之數,相當驚人,但適量的廣告並未隨發行之增加以來。正因如此,民營報聯誼會的首要任務,是如何使會員報在廣告上打開一條出路。
民四十一年間,臺灣的工商事業規模小,商業廣告較少,在廣告市場上,政府機關公告所佔的比例反而很大。但是當時各機關刊登公告有一個慣例:只登《新生》、《中央》兩報,民營報紙向來沒有份。政府機關不在民營報上登公告,有兩點說法:(一)每一家民營報的發行數,都比黨公營報少,傳播力量弱;(二)如果選擇一兩家發行較多的民營報刊公告,其他民營報都去爭取,各機關無足夠的預算支付。這兩點,言之成理,民營報在『各自為政』時期,實在提不出足夠的理由說服委刊公告的機關。可是,聯誼會成立後,情況不同了,因為:(一)儘管民營報紙個別發行量較少,九家民營報聯合刊登,則影響力甚大。(二)各機關的公告交給民營報聯誼會統籌安排,會員不再個別向各機關接洽廣告,不會增加各機關的開支,更不會增加麻煩。於是,聯誼會成立了民營報廣告聯營處,向各機關交涉,其後委刊公告,凡是發給黨公營報紙的,也請給民營報聯誼會一份;黨公營報登一份廣告,收一份錢,民營報聯誼會則將同一廣告發交所有的會員刊登,也只收一份錢。這種『買一送八』的方式,現在說來幾乎可笑,但當時的民營報艱苦萬端,還是費了九牛二虎之力才爭取到手。
民營各報有了些公告費的收入,財務情況寬鬆不少,但欲謀更新設備以求發展,依然困難重重。同時,從聯誼會成立,到公告費的交涉完成,經過了好幾個月,轉瞬間,四十一年的新舊曆兩個年關,迫人而來。每家民營報都有一大批員工,日常開支浩繁,再要籌措年終獎金之類,實在是難上加難。可行的辦法之一是向銀行貸款,但毋庸諱言,當時由於境況艱困,民營報的債信尚未建立,談貸款絕非易事。所幸聯誼會又商量出一個辦法來,由各民營報相互保證,提出經營計畫及部份擔保品,擴大債信基礎以強化償債能力,聯合申請貸款。這個辦法的主要推動人和負起向省府及銀行交涉的重任,當時都由玉階先生承擔起來。
聯誼會的幾位負責人為了交涉公告及貸款,有好幾個月的時間,幾乎天天開會,時時奔波;開會時多半由玉階先生和我輪流主持,交涉事項照例是玉階先生任其勞。當時聯誼會的會址狹隘簡陋,是在中華路蓮園遊樂場旁邊(國軍活動中心現址)租的兩間棚屋,只要開會的人稍多,就無法容納,我們必須臨時搬到康定路李萬居先生的住宅去打擾。至於交涉中常碰壁,更不必說了。另外,聯誼會的辦事人員都由各報借調,不另支薪;過了好一段時間,才津貼每人每日五塊錢的午餐費。民國四十一年間,雖然物價很低,五塊錢也不能吃一份像樣的客飯;同仁們多半在中華路的攤棚裡草草充飢。
公告費和貸款先後交涉成功,各民營報都添置了一些必要的設備,已粗具進取根基。可是,盡人皆知:辦報,如果沒有財力和設備,當然不行;假使僅有物質條件而無正確的經營方針和人才,縱使資金鉅萬,亦無濟於事。做為一個民間報紙的主持人,反映輿論,發揚民意,督促政府厲行民主法治以造福全民,是神聖的天職;民營報紙亦唯有盡此天職,才能取得各界讀者的信任與擁護。
在這一方面,我尤其佩服李玉階先生的識見與作風,他主持《自立晚報》期間,曾與民營報同業共同發表聯合社論,為爭取新聞自由而盡言責;他在行政院頒布『九項新聞禁例』及修訂出版法時期所表現的懍懍風骨,不愧是一位報人。」
唯令人好奇的是:中央銀行老秘書處出身的范鶴言,究竟在民營各報困窘及為行庫貸款奔走的長期奮戰糾葛中,是否曾經善用自身人脈以解燃眉的故事,依舊是臺灣新聞事業發展史待考的一頁。唯據稍知狀況者表示,由於范氏很早就脫離了央行和財金界的核心幕僚位置,故在辦報時無從發揮具體作用。
范氏在革實院研究員登記表填報的生日是民國前九年十二月十八日,職務為聯合報社長;入黨地點為重慶,日期:民國廿八年,黨證字號:組登字第13831號。宗教信仰:基督教;志願:新聞企業、金融事業;嗜好:旅行、書畫。通訊處:臺北市延平南路八十三號。
按臺北「國家圖書館」編「臺灣光復初期(一九四五年至一九四九年)出版品書目」所載,《經濟時報》創刊於民國卅八年十二月八日。
范鶴言在「自述」指定撰寫之「今後抱負與志願」中表示:他有三個心願尚待實現;如以今日環境評量,當年范公期待的願景,無一不是開放多元社會理當實現的目標,但卻是當年井蛙般格局者無從想像的。他寫道:
「第一,想辦一張獨立自由為大眾喉舌而為大眾所愛讀的報紙,對黨以民營報姿態反應黨的政策,對政府是諍友,對社會是文化思想的導師。
第二,想辦一家銀行,這個理想中的銀行,是與民眾生活打成一片,俾每一個人、每一個家庭,所有大宗的收支,都透過銀行,即由銀行代理大宗收付。同時稅捐機關及公用事業機關,如電力、電話、自來水等均可委託該銀行代收各種費用。工業產品亦可委託銷售,遍及銀行客戶。
第三、我願協助政府在臺灣建立一個健全的銀行系統,因為目前雜亂無章的金融組織,是經濟發展的障礙,必須予以改善。」
范公介紹其家世時寫道:「鶴言浙江鄞縣天一閣范氏後裔,祖父贈雲公幼承庭訓,好學不倦,少有文名,惜早卒;祖母鄭氏,遺腹生吾父斐卿公,公曾服務浙海關,家道平平;吾母張氏世芳,為邑紳張讓三先生之長女,民初鄞縣風氣閉塞,吾母創辦女學,提倡女權,不遺餘力,尤熱心於濟貧扶弱,排難解紛,為鄉里所欽敬。余為獨子,姐一,適陳。
鶴言畢業於寧波星蔭小學校後,即考入寧波商業學校,夜間並補習英文,蓋以家境平平,吾父母擬於商校畢業後,即令就業,故未能入大學深造,但當時中學,相等於今日大學程度,乃為事實。
畢業後歷任上海美華利鐘表總行會計、香港華商證券交易所會計、青島明華銀行文書主任,迨我國革命軍克復武漢,財長宋子文令陳行先生籌備漢口中央銀行,余經表兄李孤帆之介,充文書主任,時年廿四歲;自審學驗不足,因而奮發自學,充實能力,勉膺重任。
民國十七年國民革命軍奠都南京,共匪在武漢另組政府,鶴言即辭職東下,參加上海中央銀行之籌備工作,任籌備處文書部主任。中央銀行於十七年十一月成立,草創伊始,規章擬訂,多出于余手。廿六年抗日軍興,隨行西遷武漢,再轉重慶。抗戰八年,鶴言任秘書處副處長,曾先後庖代處長三次,為時約三年,在敵機疲勞轟炸時,處理行務,奔走城郊,從無貽誤,並為設計疏散工作任勞任怨,幸一生清廉自矢,腳踏實地,故能不為小人所乘。
三十四年八月抗戰勝利,九月奉派為京滬區財政金融特派員辦公處主任秘書,隨陳行先生自芷江飛京,轉滬成立辦事處;勝利後京滬區之財政金融業務,視任何區域為重要,且一切無前規可循,鶴言除與同僚以潔己奉公相勉外,並規劃接收工作,應付臨時發生之財金業務,數月以來,未嘗因無前規與法令可循,而致延擱或停頓,此乃有案可稽,未敢自誇。
三十八年共匪作亂,鶴言於一月即遷家來臺。返滬後,劉攻芸總裁調余充經濟研究處處長;三十八年六月徐堪先生接任總裁,調余為秘書處處長,鶴言自臺赴粵,曾攜同八個改革財政金融方案供徐堪先生參考。六月至十月間,鶴言處理行務,批閱公文,輒至深夜,清晨即起,參加行務會報,連續數月,缺乏睡眠,辛勞過度,迨十月中旬關吉玉總裁接任,辭去秘書處處長職務返臺,發現心臟擴大,脈搏間歇症狀,遵醫囑戒酒、戒過勞,脈博間歇情狀始止。三十八年十二月創辦《經濟時報》,艱困備嘗。」
鶴言任中央銀行顧問自三十八年十月迄今,初曾月支車馬費,自三十九年六月起,辭領車馬費,不支分文,但每星期舉行行務會議時,仍照常出席,貢獻意見。鶴言於廿八年入黨,以前從未參加任何政治團體,入黨後亦未參加任何派系。余深信三民主義為革命建國之最高原則。苟力行不輟,必能達成復國建國之使命。三十五年至三十七年余曾任上海市黨部委員。
鶴言生性亢直,宅心忠厚,在任何惡劣環境中,不抱悲觀,夙信人性本善,故無論識與不識,除無顯著惡劣行為外,均以好人目之。有人乞助於我,不論其理由為何,余必盡余所能以助之。一生經過平順,無重大拂逆,縱有挫折,從不介意;間有危難,亦處之泰然,卒能化險為夷。惟有一缺點,遇屬員做錯事,輒疾言厲色,公餘則不分階級,相與談笑,往往因此不為同事所滿,而致引起反感。一生不善居積,亦不取不義之財,不假公濟私,故從無蓄積。」
范鶴言結訓時的總評語是:「能文章,富幹才,有衝勁,做事負責,有條理,有領導能力,且富有社會經驗。」
范氏為央行老人,對於當年上海黃金如何運臺等內情,料亦知之頗詳,故由其主動邀請王惕吾主持之《民族報》合夥經營聯合版,自然是水到渠成之事。
三報發行聯合版之所以能夠成功,除了人才、資金、魄力的適度組合,最重要的成份則是:《全民日報》正是軍統局臺北站站長出身的林頂立,所代表的臺灣在地的地方關係;王惕吾的《民族報》則代表了與黨國中央高層的關係;至於范鶴言的《經濟時報》則代表了某種特定的,特別是官場中如曾任財政部長、央行總裁及行政院長的俞鴻鈞等高官所貫通的人脈,而使三報聯合有了互補之功,亦有了效益相乘加倍的意義。
重視專業人才的引進更是《聯合報》能繼前述三合一上層組合後,得以逐步壯大的主因。三報聯合後依次重用的劉昌平、馬克任,代表決策層能將編務付託於復旦大學新聞系科班俊秀,賓主初由禮聘合作,漸次倚重分權,進而鞏固了專業掛帥的編採陣容。再如,王繼樸所代表的燕京大學新聞系菁英,曾先為中央通訊社、《臺灣新生報》所用,最終被吸納為《民族報》、聯合版、《聯合報》中堅骨幹,亦使他對手報不斷流失熟手幹才。其後,以政治大學新聞系與政工幹校畢業校友為主力的編採新血,又逐年躍居報系權力核心,取代了早年由復旦與燕京領軍的位階,奠立王惕吾不斷擴充事業的雄厚資本。
長期以來《聯合報》以高薪吸納人才與注重員工福利獎助等政策,逐步拉大與同業的各項差距,終能自三家民營小報聯合版,朝世界球著名的中文報系邁步發展,揮別不堪回首的谷底,離開北市萬華、西門,而將總社新址和新厦移往東區發展。王惕吾以「進步再進步,投資再投資」的營運政策,一舉奠定中文報業空前的基業,進而開創臺灣報業嶄新的篇章。
曾經在革實院留下受訓檔案的《民族報》創報元老,除了王惕吾、王永濤之外,還包括:何敢、李漢儀、周之鳴、葉楚英、賀楚強等五位。茲分別摘錄各自檔案重點如下:
(一)何敢的檔案資料:
何敢別號志堅,湖北省咸寧縣人,生於民國六年十二月三十一日,民國四十二年二月革實院第廿三期結業,受訓前半年才加入國民黨,黨證為臺徵字第八七九一〇號;民國三十一年七月畢業於國立西南聯合大學經濟學系。歷任:西南聯大助教、軍需學校教官、精益會計專科學校講師、漢口市商業專科學校教授。民國三十八年四月九日自漢口抵廣州,四月十八日應即將發刊之《民族報》聘請,攜家眷由廣州搭乘輪船抵臺。
何敢與何功揚是親兄弟,與王永濤同為為湖北咸寧同鄉。何功揚為民國三十七年六月國立東北大學法律學系畢業,其後獲外派擔任《民族報》駐日本東京特派員,通訊處為東京市杉並區西荻窪三之五番地。
與何功揚共同負責主要籌備事務的楊念組亦為東北大學校友,江蘇省松江縣人,民國三十五年六月東北大學工商理學系畢業,其後曾擔任高雄市《中國晚報》發行人。
何敢自述其尊翁何建策「弱冠從商,操奇計贏,似有天賦」,但未明言究竟是從何一行業;據熟知其家世背景者表示,何父係經營當鋪業起家,相當富有,但民國十八年即因時疫不起。由於何建策生前十分照顧同鄉王永濤家族,因此,何氏兄弟來臺後才有機緣與王永濤方面的軍方人脈互補合作,共同以發起人身分籌辦版面新穎、內容充實、言論前瞻、品味出眾的新報《民族報》。
民國三十八年五月一日至民同年十二月廿日,何敢擔任臺北《民族報》社長;民國三十八年十二月廿日至民四十年一月三十一日擔任《民族報》主筆;民國四十年二月一日專任私立淡江英專副教授;民國四十一年六月一日又受聘兼任《全民日報、民族報、經濟時報聯合版》主筆。
按何敢於民國四十二年一月參加革實院第廿三期受訓填寫之「自述」所言:「抵臺後,初任《民族報》社長,凡七閱月,隨後以該報經費困難,籌款非所素習,乃請調為主筆。」《民族報》創刊初期財務調度困窘,除了造成其交出社長職務,更攸關王惕吾決定自軍中退伍接辦《民族報》的重大轉折。
何敢「自述」提及的《民族報》員工,包括:總主筆賀楚強、副社長王謙明、副總編輯葉楚英。據知悉內情者指出,王謙明為王永濤的堂弟,正是當年央行第一批黃金啟運來臺時奉派隨行的押運員,王謙明茶餘飯後最津津樂道的,就是大談當年他躺在央行金條上到臺灣來的故事,來臺後每天例行工作就是看管那些金條,在倉庫裡愛怎麼把玩欣賞都行。
據大陸方面若干文獻記載,第一批運離上海的國庫黃金、白銀,是在民國卅七年十二月一日午夜自上海外灘碼頭啟運,直接駛往基隆港;另據已故的海關總稅務司王樹德及緝私艦「海星號」候補三副范元健的個人回憶,執行此項特殊任務的船艦是最高航速約十節,噸位為七、八百噸的海關緝私艦「海星號」。
(二)李漢儀的檔案資料:
李漢儀為民國四十八年二月革實院「臺灣省建設問題研究會」第三期結業,廣東省高要縣人,生於民國前三年二月一日,民國廿一年七月畢業於國立中山大學政治學系。在《民族報》創刊前的經歷包括:《流星雜誌》主編、安徽省來安縣政府秘書兼第一區長、安徽省桐城縣立中學國文教員、甘肅省政府視察、甘肅省民眾抗敵後援會主任秘書、《抗敵報》副社長兼總編輯、甘肅省政府駐六區禁烟保甲督導委員、新疆省保安司令部秘書、新疆師管區司令部秘書、新疆師管區司令部政工室主任等職。
民國三十七年十二月至三十八年五月,李漢儀擔任《民族報》籌備主任;民國三十八年五月四日《民族報》創刊後擔任董事;民國三十九年十二月起擔任《民族晚報》社長。
李氏於「自述」中交代了《民族報》創刊的背景及《民族晚報》誕生的經過。文中指出:「抗戰軍興,余嚮往青年應到邊疆去之號召,又蒙梁均默先生推介至西北之朱一民先生,擔任甘肅省政府視察。廿七年春,復奉命兼任抗敵後援會主任秘書,夏,又兼《抗敵報》副社長兼總編輯。是年之年終考績,以組訓民眾,支援前線,記大功一次,獎金一百元。……惟余於抗戰期間,隻身於役西北,家室未曾偕往,因是乞假南返團敘,是時國家不幸,又逢共匪叛亂,遂偕妻孥來臺焉。
當此時際,所謂民主人士,正高唱國共合作,凡我輿論,且無敢指責共匪者,尤其是我最高領袖引退以還,國事日非!余等乃集同志數人,各盡棉薄,籌組《民族報》,忝負籌備之責,並推周之鳴同志任發行人,於三十八年五月四日創刊,展開對共匪文化戰,兼邀任卓宣、張鐵君等同志參加筆政。
《民族報》第一期言論重點,首在呼籲總統復職,以冀建立反共抗俄之領導中心;三十九年夏,韓戰爆發,《民族報》增加第二次版之發行,以期適應需要,加強宣傳。第以格於政府法令,是年十二月一日將第二次版正式登記為《民族晚報》而發刊,余則擔任社長,迄今已逾八載矣。」。
李漢儀結業成績的總評語是:「剛強梗直,刻苦耐勞,習政治學,來臺後,致力於《民族報》,對於文化作戰頗有貢獻;做事認真,嫉惡如仇,惟有時稍嫌偏頗。」
(三)周之鳴的檔案資料:
周之鳴亦為民國四十八年二月革實院「臺灣省建設問題研究會」第三期結業,與王惕吾同為浙江省東陽縣人,生於民國元年七月廿九日,較惕老年長一歲。民國廿二年七月,畢業於朝陽大學政經系;民國廿六年六月,廬山暑期訓練團政訓組二期結業;民國三十三年十二月,中央訓練團黨政班廿九期結業。
在《民族報》創刊前的經歷包括:《北方日報》編輯、《華北日報》編輯、南昌行營調查科編譯、第六十五師政訓處科長、戰幹一團政治教官、中央團部宣傳處處員、中央調查統計局編纂、中央組織部編纂兼組長、中央警校高級教官、警察總署督導、臺灣警務處主任秘書等職。
周之鳴與《民族報》有關的資歷是民國三十八年五月至民國三十九年七月,擔任《民族報》發行人,十分重要而有趣的,是其卸職原因只有一個字:「讓」。
這間接說明了王惕吾接辦《民族報》時,與原經營團隊間承接的法律定位。
交出《民族報》發行人職務後,周之鳴先後擔任政工幹校教授、國防研究院革命方法小組組員、教育部計畫委員、私立蘇俄問題研究所副主任等職。
周之鳴在「自述」中亦對《民族報》創刊背景略有記述:「民國三十五年奉命轉業警政總署,翌年來臺任省警務處主任秘書,旋即辭職從事寫作。徐州會戰受挫,京滬動搖,是時吾黨輿論或觀望,或中立,或媚匪,少有表示忠貞者,甚至如吾黨主持之《新聞報》等亦竟不敢再作社論矣。余與王逸芬、李漢儀等同志,憤慨之餘,為挽救民族,保衛祖國,盡其言責,特籌資創辦側重對匪作戰之新型報紙,由余任發行人,並聘任公卓宣、張公鐵君等同志為社論委員,首要工作即為呼籲 總統復職,繼續領導反共抗俄之偉業。此即民國三十八年五月四日在臺發刊,頗為中外注目之《民族報》。」
(四)葉楚英的檔案資料:
葉楚英於民國四十六年十月參加革實院「聯戰班」第八期受訓時職務是《青年戰士報》總編輯,檔案所載籍貫為湖北省漢陽縣,民國六年二月十一日生,學歷為:四川省立重慶大學工商管理學系肄業、國立西南聯合大學英語學系肄業,民國三十四年成都燕京大學新聞學系畢業。來臺前經歷包括:成都《新新新聞》記者、國立四川大學先修班講師、重慶《國民公報》資料員兼編輯、漢口《和平日報》編輯主任兼主筆。
葉楚英「自述」中寫道:「吾家固貧寒,故求學時代是一直在艱困中討生活。初中僅讀一年,即跳班考入高中」;自漢口江漢中學畢業,未順利升學,隔年適逢七七事變,先考入重慶大學商學院,一年後轉至昆明西南聯大英語系求學;因武漢陷落,家庭音訊斷絕,經濟無援,乃被迫兼職,致貽誤功課太多,大三上學期被勒令退學;後轉往在成都復校之燕京大學新聞系,兩年後畢業。
來臺工作,是因「適有同學何敢君,應其親戚邀,來臺主持《民族報》,因之邀余同來」,民國三十八年三月至次年五月,擔任臺北《民族報》代總編輯兼主筆,「一年後因社長更迭,余亦辭職」。三十九年六月至九月,擔任蕭贊育接辦之臺北《掃蕩報》副總編輯;三十九年十月至四十一年九月,應臺北軍聞總社社長孔秋泉之邀擔任編輯主任;四十一年十月至四十二年,擔任《自立晚報》總編輯;民國四十一年十月一日《青年戰士報》創刊,發行人兼社長蕭濤英邀其出任總編輯;另自四十三年八月起兼任政工幹部學校副教授。
(五)賀楚強的檔案資料:
根據賀楚強民國四十二年六月參加革實院「建黨問題研究會」研究員考核成績檔案,籍貫為湖南省溆浦縣,民國前八年生,學歷為國立北京大學政治學系畢業、中訓團黨政高級班第一期結業。經歷為:北平、漢口、湖南等省市黨部委員,中央黨部設計委員、國大代表、省參議員、國民參政員、國民政府秘書等職。民國三十七年五月廿日第一任總統就職後,國民政府改制為侍衛室,石祖德為侍衛長,柳元麟為副侍衛長,俞濟時仍任軍務局長,賀楚強與毛景彪分任副局長;俞濟時任總統府第二局局長時,賀楚強與傅亞夫又出任副局長職。賀氏本人完全未提兼任《民族報》主筆之事。
受訓時賀公職務為總統府簡任一級參事。總評「生活素養」項下評語是:「拳拳服膺主義,造次不違,剛正誠厚,出言不阿,能負責任,見解平實。」
民國卅九年十二月一日《民族晚報》創刊時,王惕吾為發行人,李漢儀為社長,王永濤副社長,賀楚強任監察人;民國五十六年六月一日起,該報由王永濤擔任董事長,獨立經營;民國五十九年三月由王正墉繼任發行人後,改聘賀楚強為社長。

坊間諸多報人傳記與各報自行出版的資料,幾乎都諱言其早歲草創時的一窮二白;即令學界有關報業鉅子的事蹟,亦僅止於引述或彰顯功成名就後的風光理念與快意吐囑,令後之來者,無從全盤了解臺灣報業發展的全貌。
筆者偶因研究報業史料,得於數位高壽耄耋者寓所恭聆往事,並取得同步見證錄音。今審慎轉錄重點,附加必要之考據,意在局部保留臺灣光復至國民政府遷臺初期,吾國新聞事業艱辛奮鬥的實況。
本文看似較為敏感的敘述,初聞之難免立即被解讀為「意在貶損」,但筆者寧可相信:對日益多元而理性成熟的社會環境而言,當年各行各業遭逢諸多「不得已」的情境,和必須權宜採行的「不得不然」的非常舉措,如今,已無一不可被公開,無一不可被理解,更無一不可被包容了。此亦拙作雖承數位寬厚長者審視且力勸應有所刪削後,筆者歉未遵從的原因。
讓真相出土,讓真相說話,是新聞事業最崇高的終極價值,報業史亦然,謹願讀者鑒察。

2008年4月14日 星期一

"FREE" Welcome to explore BCC

英國的BBC公共電臺擁有質好量多的影片﹐同時也製作完善的網路﹐將其維持不變的傳統理念﹕確實做到社會普及教育的功能﹐達到公共文化的有效且適當的傳播。如果我們從社教的角度來閱讀BBC網頁﹐不難發現他們有幾項特點﹕(1) 提供多樣性的知識﹐是一座虛擬百科圖書館。(2) 將全球各地發生的新聞﹐系統性地以深入淺出的方式報導。(3) 對於全球各地國家﹐提供清楚簡明的介紹。(4)有世界幾個重要語言的網路新聞﹐例如﹕中文﹐俄文﹐阿拉伯文等。(5)提供免費學習英文的專屬網頁。(6) BBC radio臺包涵了3種不同族群的藝術文化﹐從古典的﹐知識的﹐到流行音樂﹐除了可以欣賞文化之餘﹐還可以閱讀相關的資訊與知識﹐是真的做到了閱聽服務。
除了網路影片必須是從英國本土的網站上網之外﹐其餘的相關閱聽資訊是免費的。
英國雖然也是重商主義國家﹐不過跟美國風格非常不同。長期以來﹐英國的一些貴族﹐企業家﹐以及二戰後具備社會意識的知識份子(例如﹐以文化研究為代表的知識份子)﹐紛紛投入文化教育的工作﹐他們形成另一股特殊的文化氛圍﹐這種團體以及營造出的氛圍﹐我認為是作為一種文化監督的機制。有意思的是﹕這種商業自由主義以及社會運動知識份子衝擊與共存的英國﹐產生了多樣思維的文化﹐以及高品質的公共電視節目。
我會推薦各位可以多利用BBC 網頁所提供的各樣文化訊息。我自己將BBC 網頁當作是百科全書在使用。依據我個人的經驗﹐BBC + wikipedia﹐會比大英百科全書更好用。當然﹐你或許會認為﹐大英畢竟也是有其優點﹐不過﹐如果真的要深入了解知識﹐那麼還是要閱讀相關領域的專門論著。這點﹐就在圖書館裡找嘍。
建議﹕
如果各位覺得自己的英文閱讀能力還待加強﹐那麼不妨從BBC中文新聞網頁開始閱讀起。如果英文能力不錯的人﹐可以直接看英文網。可以注意新聞網頁下面有專題報導與分析。各地新聞圖片專輯也是了解<新聞>的好方法。
如果你更想深入了解兩種語言所呈現以及關注的新聞面貌﹐那麼﹐不妨比較一下中文網頁與英文網頁的特色!! 這是很有趣的娛樂﹐可以發現不同文化的關注點﹐也順便了解一下﹐華文人士對於世界各地發生的事情興趣何在﹐與英國有何不同﹐同時﹐兩種語言所代表背後的文化又是如何﹖
這就讓給各位自己品嘗嘍。

BBC 中文網﹕http://news.bbc.co.uk/chinese/trad/hi/default.stm
BBC英文網﹕http://news.bbc.co.uk/
BBC 主頁: http://www.bbc.co.uk/

2008年3月30日 星期日

2008年3月27日 星期四

F-104星式戰機全球服役史-1

LockheedF-104 Starfighter
XF-104 prototype
The Lockheed F-104 Starfighter was the result of an attempt to reverse the trend towards ever-increasing weight and complexity in fighter aircraft. When it first appeared in the mid-1950s, it had a futuristic look about it, and its small wing area and needle-nose earned it the appelation of "missile with a man in it". The F-104 was the first operational interceptor capable of sustained speeds above Mach 2 and was the first aircraft ever to hold the World Speed and Altitude records simultaneously.
The Starfighter was destined to serve only briefly and in relatively small numbers with the air force of its country of origin. It was to be in the service with the air forces of other nations that the Starfighter was to achieve its reputation. The Starfighter won a large contract for NATO's next-generation multi-role fighter capable of delivering nuclear weapons, and was built in large numbers by a European consortium of aircraft manufacturers from Germany, Italy, Belgium, and the Netherlands, and Canada as well as the USA. The Starfighter became an important part of NATO's nuclear deterrent during the 1960s and 1970s, and served with the air forces of Denmark, the Netherlands, West Germany, Italy, Belgium, Greece, Turkey, Canada, Spain, and Norway. It was also built under license in Japan. The Starfighter also served with the air forces of Jordan, Taiwan, and Pakistan. Although the Starfighter has been superceded by later types in most of the air forces with which it was originally associated, the Starfighter still serves in fairly large numbers with the air forces of Greece, Taiwan, and Italy,
A total of 2580 of all Starfighter types were produced, making the aircraft one of the most important Western postwar military aircraft. However, in the mid-1960s when the Starfighter first entered service in significant numbers, the aircraft was involved in a large number of accidents. Because of the high accident rate, the Starfighter became a controversial aircraft and there were charges that the aircraft was an intrinsically flawed and dangerous design. However, in retrospect, the Starfighter was not intrinsically any more dangerous to fly than lots of other military aircraft of the day, and the high accident rate can be blamed more on inadequate and insufficient crew training rather than on any flaw with the basic design.
The Starfighter had its origin in a November 1952 unsolicited proposal by Lockheed's Clarence L. "Kelly" Johnson for a lightweight and relatively unsophisticated air-superiority fighter. Weight and complexity would be minimized in the pursuit of unmatched speed, altitude, and maneuverability. Johnson had visited Korea in December of 1951, and while there he had talked to fighter pilots then flying in combat over North Korea. He asked them what kind of fighter plane would be ideal. Their general consensus was that the trend toward ever-increasing weight and complexity had gotten completely out of hand, and they would gladly trade in their existing fighters for a lighter, less costly fighter with clearly superior speed, ceiling, climb rate, and maneuverability. Following his return to the USA, Johnson tried to convince Lockheed management that they should design a new type of fighter plane, one that was uncomplicated, lightweight, and inexpensive but one that would be able to outperform any other fighter in the world.
Even though the Air Force had no official requirement for such a fighter, Johnson was nevertheless authorized by Lockheed management to proceed with an initial private venture design. In March of 1952, Johnson assembled a team of first-rate engineers at the famous Skunk Works at Burbank, California to work on the new fighter. The team started with the low-winged Project 227-0-6, which had a MiG-21 type center nose cone intake. This was followed by the mid-mounted delta-winged 227-0-11 with lateral intakes, a flush cockpit in a conical nose, and a high-set tail on top of a sharply-swept vertical fin. The 227-8-1 which appeared a month later reverted to a conventional low/mid-wing layout but weighed about 30,000 pounds. The Model 227-16-2 of a few weeks later was similarly configured but had a chin intake and weighed only 8000 pounds. It featured an ultrathin straight wing. This design was later scaled way up into the Project 227-13-1, which weighed about 50,000 pounds. At the same time, the team looked at the 227-15-3, which was a rocket-propelled aircraft looking a lot like a stretched Bell X-1. The 227-20-1 of October 1952 completed the Project 227 studies--it stretched the 227-13-1 concept even further but at only half the weight.
In November of 1952 the team started a new series of studies known as Project 242. This time the emphasis was to be on a substantially smaller fighter. The 242-19-1 proposal had a miniscule mid-mounted wing with a vee-shaped windshield and a fuselage-mounted tailplane. Its estimated weight was only 9000 pounds empty. Apart from its tiny dimensions, it had the basic shape and layout of the design which was eventually to emerge as the F-104. The 242-23-1 which appeared at the end of 1952 was a scaled-up version of the earlier proposal and had a stabilator mounted low on an extended-chord vertical fin. The slightly-smaller 242-27-1 of February 1953 had the stabilator moved to the top of the vertical fin. This tail arrangement and the 242-27-1's unraked cheek intakes were then combined with the more elongated Project 246-1-1 which had evolved in the previous few weeks. This was finalized in the spring of 1953 as the Lockheed L-246 or Model 83, which had an empty weight of 12,000 pounds. The maximum takeoff weight weight was only 15,700 pounds, less than half the weight of some of the "Century Series" of fighters that were appearing at the time.
The L-246 design was based on an ultra-thin low-aspect ratio, symmetrical section trapezoidal wing with a thickness/chord ratio of only 3.36 percent and a quarter-chord sweepback of only 18 degrees. The thin, straight wing had the advantage of providing a high lift potential at low angles of attack and high speeds, but with a penalty of a high induced drag at large angles of attack and in high-g conditions. The leading edge radius was only 0.016 inches, sharp enough to require a felt covering strip during maintenance to protect ground personnel from injury. The wing had 10 degrees of negative dihedral in order to improve roll control during high-G maneuvers and to enhance stability at high speeds and high altitudes. Since the vertical fin was only slightly shorter than each wing mainplane, the anhedral was thought necessary to counter a marked roll tendency from rudder application.
The potential flutter problems that might arise from possible aeroelasticity in the thin wings were minimized by the short span, which gained some endplate and damping effects from the mounting of long jettisonable 170-US gallon tip tanks. The aircraft was supposed to be capable of supersonic performance even when these tanks were mounted. It was proposed that the wingtip tanks could be replaced by mounting rails for a Philco Sidewinder GAR-8 AAM.
This wing design was based on earlier Lockheed experience with the X-7 ramjet test vehicle as well as on the results with high-speed rocket flights over the western desert with various wing profiles. Test flights of the Douglas X-3 Stiletto experimental aircraft also played a role in the design of the wing. In order to recoup its losses on the X-3 program, the Air Force had insisted that Douglas deliver the aircraft plans to Lockheed.
Since the wing was so small, special techniques had to be devised to keep the landing speed at an acceptably low level. The Lockheed team employed boundary layer control to increase the amount of lift available at low speeds, thus decreasing the landing speed. This system operated by blowing compressed air from the engine over the trailing edge flaps, reducing turbulence in the boundary layer due to flow separation thus reducing the stalling speed. Full-span leading edge flaps were also fitted, which drooped in coordination with the trailing edge flaps during take-off, landing, and low-speed maneuvering.
The powered, all-flying horizontal tailplane was mounted atop the vertical fin. It moved as a unit and had no elevator. The tailplane was situated on top of the vertical fin in order to get it out of the turbulent air flowing over the wings and fuselage. It was hoped that this would help to improve lateral stability at high speeds.
The rocket-like fuselage was of a high fineness ratio (i.e., highly tapered toward the nose). All of the internal fuel was housed inside the fuselage, there being no room for fuel inside the thin wings. There was no space in the wings for the retracted landing gear either, so they had to be accommodated entirely inside the fuselage. The main oleos were mounted on skewed pivots that twisted during forward retraction so that the wheels lay flat in the lower belly.
The engine was to be the General Electric J79 engine, which was currently under development. It was an outgrowth of the J73 and was known at that time only as the J73-GE-X24A. The proposed J79 was to be capable of producing 9000 lb.s.t. dry and 15,000 lb.s.t. with afterburning. It was designed to be capable of Mach 2 performance. Since the advanced J79 would not be available for several years, the afterburning Wright J65-W-7 was selected as an interim propulsion system for the first few examples.
The engine was to be fed by a set of lateral air intakes, one on each side of the fuselage just ahead of the wing leading edge. Fixed half-cones were to be incorporated in the lateral air intakes to reduce the speed of the air entering the engine. These half-cones were supposed to reduce Mach 2 airflow to about Mach 0.7 at the engine's face.
A downward-firing ejection seat system was selected, since it was feared that conventional upward ejection would be highly dangerous if not impossible at the high speeds at which the CL-246 would be operating.
On October 31, 1952, Johnson presented the CL-246 proposal to Lockheed management. They were enthusiastic, and gave him the go-ahead to present it to the Air Force. Even though the USAF did not have a standing requirement for such a fighter, the USAF thought sufficiently highly of the general idea that they issued a General Operational Requirement on December 12, 1952 for a lightweight air-superiority fighter to replace the North American F-100 in the Tactical Air Command beginning in 1956. However, in order to be completely fair, the USAF had to request competitive bids for the project from the aviation industry.
In response to the request for proposals, Republic submitted its Model AP-55, based on its XF-91 Thunderceptor, but with a solid rounded nose and NASA-developed flush-type engine air intakes. North American submitted its Model NA-212, which was an advanced version of the Super Sabre which eventually emerged as the F-107. Northrop submitted its Model N-102 Fang, a proposal for a J79-powered aircraft fed by a ventral, bifurcated air intake.
Lockheed's head start was just too much for the competitors to overcome, and in January of 1953, Lockheed's proposal was selected. On March 12, 1953 a letter contract for two prototypes was issued under Weapon System 303A (WS-303A). The designation XF-104 was assigned. Lockheed assigned the aircraft the company designation of Model 083-92-01.
Under the guidance of Clarence R. "Kelly" Johnson and project engineer Bill Ralston, the project rapidly moved ahead. The mockup was inspected on April 30, 1953, and at that time it was decided to substitute a single General Electric Vulcan Gatling-type cannon (then under development and known as the T-171) in place of the two 30-mm cannon originally proposed. The T-171 (later to be designated M61) cannon was to be mounted on the left side of the fuselage and was projected to be capable of firing up to 6000 rounds per minute. The cannon was 72 inches long and weighed about 300 pounds. It was to be fed by a 725-round drum of ammunition. The cannon was to be integrated with a Type K-19 fire-control system and incorporated an AN/APG-34 radar and a computing gunsight.
The first prototypes were to be powered by a non-afterburning Wright J65 turbojet (license-built Armstrong Siddeley Sapphire), but production aircraft were to be powered by a single afterburning Wright J65. The J65 would serve as the interim powerplant until the more advanced J79 could be ready.
Construction of the first prototype XF-104 (53-7786) began in the summer of 1953 at Lockheed's Burbank, California factory. This aircraft initially was powered by a non-afterburning Buick-built Wright J65-B-3 turbojet. Construction of the second prototype (53-7787)--the armament test bed--began in the autumn of 1953, but work on this aircraft proceeded at a slower pace in case revisions were needed. The air intakes of the two XF-104s were of fixed geometry without presence of half-cones, since the J65-powered aircraft was incapable of Mach-2 performance. The air intakes were similar to those of the F-94C, being mounted slightly proud of the fuselage, with an inner splitter plate for the boundary layer bleed.
The first XF-104 (53-7786) was ready in early 1954, and was trucked out to Edwards AFB in high secrecy during the night of February 24-25. Veteran Lockheed test pilot A. W. "Tony" LeVier was to do the initial testing. Taxiing runs began on February 27, 1954. On February 28, 1954, the XF-104 made an scheduled short hop of about five feet off the ground during a high speed taxiing run. Its first official flight took place on March 4, 1954. During that flight, the landing gear would not retract. After a low-speed flight of about 20 minutes, Tony LeVier landed. Some adjustments were made, and LeVier took off again, but the landing gear still would not retract. The problem turned out to be low pressure in the hydraulic system, which was fairly easy to correct. However, inclement weather kept the XF-104 on the ground until March 26, when flights three and four were carried out with the landing gear retracting adequately.
The XF-104's original yaw damper was ineffective, allowing the nose to wander left and right. This problem was corrected by revising the rudder-centering device.
The XF-104 could not exceed the speed of sound in level flight when powered by the nonafterburning J65-B-3 turbojet. However, Mach 1 could be easily exceeded during a slight descent, and the transition to supersonic speed was quite smooth.
In July of 1954, the J65-B-3 non-afterburning engine was replaced by the long-awaited afterburning J65-W-7 turbojet rated at 7800 lb.s.t. dry and 10,200 lb.s.t. with afterburner. In that same month, 17 more service test aircraft were ordered. They were also to be powered by the J65-W-7.
With the afterburning engine installed, the performance of the XF-104 was markedly improved. Maximum level speed was Mach 1.49 at 41,000 feet, and an altitude of 55,000 feet could be attained in a zoom climb. Mach 1.6 could be attained in a dive.
The second prototype (53-7787) flew on October 5, 1954. It was fitted with the afterburning J65 from the start. Since it was to be the armament test bed, it was fitted with the 20-mm Vulcan cannon and was equipped with an AN/ASG-14T-1 fire control system. Initial aerial firing tests with the Vulcan cannon were successful, but on December 17, there was an explosion during a firing burst, and the J65 engine started to run rough. Test pilot Tony LeVier immediately shut down his engine and glided back to make a successful dead-stick landing at Rogers Dry Lake. An investigation later showed that one of the 20-mm cannon rounds had exploded in the breech, blowing the bolt out the rear of the gun and into the forward fuselage fuel cell. Jet fuel gushed into the gun bay, and leaked out of the gun bay door joints and into the left engine air intake. The engine immediately flooded with fuel, choking it to death. Tony LeVier was lucky to be alive.
XF-104 number one achieved a top speed of Mach 1.79 at 60,000 feet on March 15, 1955. Lockheed test pilot J. Ray Goudey was at the controls. This was the highest speed achieved by either of the XF-104 prototypes.
The second prototype (53-7787) was lost on April 14, 1955 when test pilot Herman R. "Fish" Salmon was forced to eject during gun-firing trials at 50,000 feet. The gun malfunctioned during a test firing, and severe vibrations began to build up which knocked loose the ejection hatch on the belly of the plane. Cabin pressure was immediately lost, and Salmon's pressure suit pumped up and covered his face so that he could not see. Recalling Tony LeVier's harrowing experience with the exploding cannon shell the previous December, Salmon believed that the same thing had happened to him and that he had no option but to eject. This he did. He later found out that he could have saved 53-7787 by simply bringing it down to a lower altitude and waiting for his pressure suit to deflate.
With the loss of the armament testbed, Lockheed engineers were forced to find an alternative. Armament trials were continued on a modified Lockheed F-94C Starfire.
The first XF-104 was accepted by the USAF in November of 1955. XF-104 number 1 was lost in a crash on July 11, 1957, when it developed an uncontrollable tail flutter while flying chase for F-104A flight tests. The entire tail group was ripped from the airframe, and Lockheed test pilot Bill Park was forced to eject.
Consequently, no XF-104 prototype survives today. 53-7786/7787 Lockheed XF-104 Starfighter c/n 083-1001/1002

F-104星式戰機全球服役史-2

YF-104A service test aircraft
In July of 1954, the USAF decided to purchase 17 service test aircraft under the designation YF-104A. This was done under a "fly-before-you-buy" philosophy, under which these aircraft would participate in development tests before any commitment to large-scale production was made. If large-scale production was actually undertaken, these YF-104As could later be brought up to full production standard and delivered to operational units.
Fearing that the General Electric J79 turbojet might not be ready in time, the first service test Starfighters were to be powered by the afterburning J65 turbojet. However, the J79 engine was flight tested by the Navy in a borrowed Navy XF4D in December of 1955, and it was concluded that early versions of the General Electric J79 engine should be available by the time that the YF-104A was ready, and the service test aircraft were built with the General Electric engine in mind.
The seventeen YF-104A service test aircraft (serials 55-2955/2971) were powered by early experimental versions of the General Electric J79 engine instead of the J65 engine which powered the XF-104s. The YF-104A aircraft were initially fitted with the General Electric XJ79-JE-3 turbojet, rated at 9300 lb.s.t. dry and 14,800 lb.s.t. with afterburning. The YF-104A differed from the XF-104 in having a 5 feet 6 inch extension in the length of the fuselage to accommodate the new J79 engine. The vertical fin was slightly taller, raising the overall height from 12.7 feet to 13.49 feet. A forward-retracting nosewheel replaced the rearward-retracting unit of the XF-104, in order to provide improved ejection seat clearance out of the bottom of the aircraft. A narrow dorsal spine was added to the upper fuselage. Two additional fuel cells were installed in the fuselage. The air intakes were modified in shape and were fitted with half-cone center bodies which had been omitted from the two XF-104s. The fixed-geometry central intake shock cone had an internal bleed slot which exhausted some intake air through the fuselage for afterburner cooling and helped to reduce the aircraft's base drag. An AN/ASG-14T1 fire control system was fitted, plus AN/ARN-56 TACAN. There were provisions for four underwing and one under-fuselage stores pylon.
With an empty weight increased only slightly to 12,561 pounds, the YF-104A maximum takeoff weight (clean) rose to 15,700 pounds for the XF-104 to 18,881 pounds. With provision for four underwing and one fuselage stores pylon, the maximum takeoff weight was 24,584 pounds.
The first YF-104A (55-2955) was completed in February of 1956, and was trucked out in high secrecy to Edwards AFB. It made its first flight there on February 17, 1956, with Lockheed test pilot Herman "Fish" Salmon at the controls.
On February 16, 1956, the second YF-104A (55-2956) was used for a media-covered official rollout ceremony at Lockheed's Burbank factory. This was the first display of the Starfighter to the public. Before that, there had been only rumors in the aviation press about the existence of a truly revolutionary new fighter aircraft, plus a few speculative drawings. The engine air intakes were covered with temporary fairings, since the Air Force didn't want people to see the half-cones in the air intakes.
The first Starfighter photographs were released in the spring of 1956. These were limited to air-to-air shots of the prototype and ground photos of YF-104A 55-2956 with the intake fairings still fitted. It was not until mid-1956 that the J79-engined F-104 lateral intakes were finally revealed to the public.
The J79 engine provided a spectacular improvement in performance. 55-2955 reached Mach 2 on February 28, 1956, becoming the first fighter aircraft capable of double-sonic speed in level flight.
An initial order for production F-104As was issued on October 14, 1956.
Together with the first 35 production F-104As, all seventeen YF-104As were used for flight-test and to evaluate early versions of the J79 (the -3, -3A, and -3B) engine, the Vulcan cannon, the AIM-9 (formerly GAR-8) Sidewinder air-to-air missile and the wingtip-mounted fuel tanks. Airframe strengthening and local redesign were progressively introduced. Various forms of flap blowing were tested, and a ventral fin was introduced to improve directional stability at supersonic speed. Some YF-104As were also used to test wingtip racks for either 170 US-gallon drop tanks or Sidewinder infrared-homing air-to-air missiles.
On May 7, 1958, Major Howard C. Johnson reached an altitude of 91,249 feet in a zoom climb at Edwards AFB in California, setting a new altitude record. On May 16, 1958, Captain Walter W. Irwin flying a YF-104A set a new world's air speed record of 1404.19 mph flying over a 15/25 kilometer course at Edwards AFB. For the first time in history, the same aircraft type held both the world speed and altitude records at the same time.
A large percentage of the seventeen YF-104As were lost in crashes during the test program. At the end of this program, the surviving YF-104As were brought up to F-104A production status and were turned over to USAF squadrons for duty. Following the withdrawal of the F-104A from active service in 1960, at least four of the ex-YF-104As (55-2956, 2957, 2969, 2971) were converted into unmanned QF-104A target drones. They were all most likely shot down during tests.
Of the seventeen YF-104As built, only two are known to survive today. The first survivor is the seventh YF-104A (55-2961). This aircraft was transferred to the National Advisory Committee for Aeronautics (NACA) in August of 1956. It was initially numbered 018, which was later changed to a civilian registration of N818NA. In 1958, NACA was reorganized as NASA, and the YF-104A remained with NASA until November of 1975. This aircraft is now hanging in the National Air and Space Museum in Washington. I saw it there in October of 1993. The other survivor is the thirteenth YF-104A (55-2967). It is now on display at the Air Force Academy in Colorado Springs, Colorado. I remember seeing it sitting outside the Chapel when I visited the Air Force Academy in 1971. 55-2955/2971 Lockheed YF-104A Starfighter c/n 183-1001/1017
F-104A, first production version
The F-104A (company designation Model 183-92-02) was the initial production version of the Starfighter. In a contract approved on March 2, 1956, the USAF ordered 146 production F-104As. This brought the total F-104A procurement to 170 aircraft, including the service test YF-104As.
As compared to the service-test YF-104As, production F-104As featured a strengthened airframe that was stressed for 7.33-G maneuvers. An aft-mounted ventral fin was fitted on the centerline to improve directional stability at high speeds and high altitudes. Various flap-blowing boundary layer control systems were fitted. The interim AN/ASG-14T-1 radar fire control system was installed, which was later replaced by the more capable AN/ASG-14T-2 fire control system.
Because of its boundary layer control system, the landing speed of the F-104A was only five percent higher than that of earlier fighters. The boundary layer system operated in connection with the wing flaps. When the flaps passed the fifteen-degree mark during extension, the bleed air valves began to open and reached the fully open position when the flaps are all the way down at 45 degrees. The highly-compressed air needed to operate the system was taken from the 17th compressor stage of the engine and ducted into the wing and out over the upper flap surfaces via a set of slots lined up along the trailing edge flap hinge line. This air flow reduced air turbulence in the boundary layer due to flow separation, thus decreasing the stalling speed and making lower landing speeds possible.
Full-span leading-edge flaps operated in conjunction with the trailing edge flaps for takeoff, landing, and low-speed maneuvering. The aileron system was interconnected with the flap system in such a way that when the flaps were fully up, aileron travel was limited to 65 percent. The entire horizontal stabilizer was pivoted aft of the fin mid-chord line and moved as a single unit. There was no elevator. A speed brakes was located on each side of the aft fuselage.
An automatic pitch control system provided advance warning of an impending stall. As the stall approached, the system energized a stick shaker to warn the pilot. Should the pilot ignore the warning and persist in maintaining the same attitude, the system would automatically apply a forward stick force.
The first 35 F-104As delivered to the USAF were involved in a protracted series of flight tests during which changes and improvements were progressively introduced on successive batches coming off the production line.
The F-104A had originally been scheduled to replace the F-100 Super Sabres of the TAC beginning in 1956. However, by the time that the F-104A was finally ready for delivery, Air Force requirements had changed. The Starfighter's relatively low endurance and its lack of ability to carry a significant offensive weapons load made it no longer suitable for the TAC. Consequently the TAC lost all interest in the F-104A even before it was scheduled to enter service. This might ordinarily have been the end of the line for the F-104A. However, delays in the delivery of the Convair F-106 Delta Dart Mach 2+ interceptor to the Air Defense Command had at that time become worrisome, and the USAF decided to go ahead and accept the F-104As originally destined for the TAC and assign them to the ADC as a stopgap measure. The selection of the F-104A for the ADC was sort of curious, since it had not been originally designed as an interceptor and it lacked an adequate endurance and had no all-weather capability. However, its high climb rate made it attractive to the ADC and it was hoped that the Starfighter could fill in until the F-106 became available.
First to get the F-104A was the 83rd Fighter Interceptor Squadron at Hamilton AFB in California, which became operational with the type on February 20, 1958. Next to acquire the F-104A were the 56th FIS at Wright-Patterson AFB in Ohio, the 337th FIS at Westover AFB in Massachusetts, and the 538th FIS at Larson AFB in Washington.
The F-104A was initially powered by the J79-GE-3 or -3A turbojet. These engines proved to be quite unreliable in service and were responsible for several crashes and inflight emergencies during testing. Among the engine problems were flameouts, oil depletions, roughness, backfires, and ignition failures. These engine problems resulted in the grounding of all F-104As in April of 1958 after only a few months of service. Most of the failures were traced to problems with the J79's variable afterburner nozzle. When the afterburner was turned on, it would often get stuck in the open position after it was turned off, which restricted engine power to not much above idle thrust, which was insufficient to maintain level flight, forcing the pilot to make a hasty exit from the aircraft. The early F-104As also lacked modulated afterburning, which meant that they could only be operated full on or full off, which effectively meant a level speed choice of either Mach 1 or Mach 2.2.
A more reliable version of the J79, the -3B rated at 9600 lb.s.t. dry and 14,800 lb.s.t. with afterburning, was developed and retrofitted into existing F-104As beginning in April of 1958. The F-104As were returned to flight status in July of 1958. However, the safety record of the F-104A continued to compare unfavorably with other "Century Series" fighters, and crashes remained fairly frequent.
In June of 1958, English Electric test pilot Roland Beaumont test flew an F-104A. He was quite critical of the Starfighter. He found the aircraft to have inadequate directional damping, evidenced by a persistent low-amplitude short-period oscillation throughout most of the flight regime. The use of a thin, highly-loaded wing had a severe adverse effect on the turning maneuverability. There were excessive break-out forces of the power-controlled ailerons. At high angles of attack, the high-set stabilator would tend to stall in the wing downwash, and a departure into a flat spin was often the result. Recovery from such a flat spin was usually possible only if there was sufficient height so that increased engine power could be applied to accelerate the aircraft back into controlled flight. Beaumont found that subsonic handling properties were unpleasant and particularly dangerous in take-off and landing configuration and were not compatible with bad weather operation. He predicted that the F-104 was likely to suffer a high accident rate in operation.
The M61 Vulcan cannon initially fitted to the YF-104A suffered from excessive vibration during firing and from occasional premature detonation of its 20-mm shells. The cannon had a problem with handling high-G stresses during its early development stages. Things got so bad that on November 1, 1957 the Air Force decided that these cannon should not be installed in any more production F-104As and should be removed from existing F-104As until the problems could be fixed. Consequently, for a long time USAF Starfighters served without any cannon armament being installed, relying on the wingtip-mounted Sidewinders as their sole armament. In 1964, after the improved and vastly more reliable M61A1 was made available, the F-104As finally got their full armament.
The first F-104As were fitted with Lockheed-designed downward-firing ejector seats. Lockheed engineers had feared that upward-firing ejections would not be safe at the speeds at which the F-104 would be flying, the seat supposedly being unable to clear the tall vertical tail at such high speeds. Consequently, they opted for a downward-firing ejection system. The system was the first fully-automatic downward-firing ejection system ever employed in a production fighter. When the pilot initiated the ejection sequence by pulling the ejection ring, an automatic sequence of events was initiated. First, the cockpit depressurized and the flight control stick retracted. The parachute shoulder harness then tightened and the pilot's feet were pulled together and clamped into place. The escape hatch was then blown off the bottom of the aircraft and the seat fired, ejecting the pilot out the bottom of the airplane. This system proved to be unsafe in service, since it was useless for emergencies that occurred during landings, takeoffs, or anywhere near the ground. In order to eject safely at low altitudes, the pilot would first have to roll his aircraft inverted and then eject upward out of the bottom of the plane. This was of course not always feasible, and the famous test pilot Iven C. Kincheloe was among 21 F-104 aircrew to be killed by the deficiencies in this escape system. Consequently, the downward ejection system was quite unpopular with F-104A pilots and was replaced in the field by the more conventional Lockheed C-2 upward-firing ejector seat.
A total of 153 F-104As were built in seven production blocks-- F-104A-1-LO to F-104A-30-LO. The last F-104A was delivered in December of 1958. The number built was far less than originally planned. Only 170 F-104As and YF-104As were ultimately acquired out of the 722 originally planned. Shortages of funds due to the needs of other programs accounted for some of the reduction, whereas the decision by TAC not to acquire the F-104A accounted for the rest of the shortfall.
The YF-104A had already set the world altitude and speed records. In December of 1958, an F-104A flown alternately by Lt William T. Smith and Einar K. Enevoldson over a two-day period at NAS Point Mugu, California set several time-to-climb records: 3000 meters (9842 feet) in 41.35 seconds, 6000 meters in 51.41 seconds, 9000 meters in 81.14 seconds, 15,000 meters (49,212 feet) in 131.1 seconds, 20,000 meeters in 222.99 seconds, and 25,000 meters (82,020 feet) in 266.03 seconds.
In October 1958, twelve F-104As of the 83rd FIS at Hamilton AFB were crated and airlifted by C-124 transport to Taiwan, where they served temporarily with the Republic of China Air Force during the Quemoy crisis. The crisis was peacefully resolved, and the aircraft were returned to the USA.
As one might have expected, the F-104A was not very well suited for service as an interceptor. Its low range was a problem for North American air defense, and its lack of all-weather capability made it incapable of operating in conjunction with the SAGE (Semi-Automatic Ground Environment) system. Service with the ADC was consequently quite brief, and the F-104As of the ADC were replaced by the end of 1960 by more heavily-armed all-weather McDonnell F-101B Voodoos and Convair F-106A Delta Darts.
The ADC's F-104As were then transferred in 1960 to three Air National Guard squadrons, the 151st FIS of the Tennessee ANG, the 157th FIS of the North Carolina ANG, and the 197th FIS of the Arizona ANG. These three ANG F-104A squadrons were called up for active duty during the Berlin crisis of 1961 and were deployed to Europe. Following the defusing of the Berlin crisis, these squadrons all returned to the USA by June of 1962 and reverted to state control. However, their F-104As were retained by the USAF and were transferred to two other ADC units, the 319th and 331st FIS at Homestead AFB in Florida as part of the 32nd Air Division. For some odd reason, these two squadrons exchanged their all-weather F-102s and F-106s for these day-only F-104As, which would seem at first sight to make no sense.
These ADC F-104As remained in service for several years. From late 1967, 26 aircraft of the 319th FIS were retrofitted with the more powerful J79-GE-19, rated at 17,900 lb.st. with afterburner, which was the same type of engine fitted to the F-104S version developed for Italy. The last USAF squadron to operate the F-104A, the 319th FIS, was disbanded in December of 1969, marking the final end of service of the F-104A with active duty squadrons.
In 1960, after the decision to withdraw the Starfighter from ADC, twenty-four YF-104A and F-104A aircraft (exact ratio uncertain) deemed surplus to USAF requirements were modified as QF-104A radio-controlled target drones. They were painted pillar-box red overall and were operated by the 3205th Drone Squadron at Eglin AFB in Florida. These planes could be flown by onboard pilots or they could be flown by remote control from the ground or from other aircraft. Most of them were expended in missile firing tests.
The unsuitability of the F-104A for air defense duties with the USAF led to the release of some F-104As for export. The air forces of Taiwan, Pakistan, and Jordan were provided with several F-104As from surplus USAF stocks. Most of the other F-104As which had not been lost to attrition or transferred to foreign air forces went to the boneyards at Davis-Monthan AFB in Arizona.
One F-104A (serial number 56-770) was lent to the Royal Canadian Air Force as the model aircraft for the Canadian version of the Starfighter. Its Canadian serial number was 12700.
Three F-104As (serial numbers 56-756, -760, and -762) were modified as NF-104A aerospace pilot trainers. These will be described more fully in a later post.
Two F-104As (serial numbers 56-734 and 56-749) were transferred to NACA in October of 1957. They served as high-speed chase aircraft. 56-749 crashed in December of 1962. A third F-104A (56-790) was transferred to NASA in December of 1966.
Design work on an unarmed photographic reconnaissance version of the Starfighter was begun in November of 1954. The designation was RF-104A, with the company designation being Model 383-93-04. However, a contract for eighteen aircraft (56-939/956) was cancelled in January of 1957 before anything could be completed.
A proposed unarmed two-seat training version of the Starfighter, the TF-104A, was not proceeded with, since the Air Force preferred the combat-capable F-104B.
Serials of the F-104A: 56-0730/0736 Lockheed F-104A-1-LO Starfighter c/n 183-1018/1024 0732 at Rantoul Aviation Complex, IL. 0734 loaned to NASA.56-0737/0747 Lockheed F-104A-5-LO Starfighter c/n 183-1025/1035 0745 loaned to NASA for wind tunnel tests.. Later converted to JF-104A56-0748/0763 Lockheed F-104A-10-LO Starfighter c/n 183-1036/1051 0748 at Dyess AFB, TX painted as 55-6748. 0749 to NASA for high-altitude rocket launch. 0750 to Jordan in 1969 0752 to Jordan in 1969. This plane is now on display at Travis AFB museum 0754 to Jordan in 1969. Now at Wright Patterson AFB in Ohio, painted as 56-0879 0756 converted to NF-104A. Now at Air Force Flight Test Center, Edwards AFB, CA. 0759 to Jordan in 1969 0760 converted to NF-104A. Displayed on pole at Edwards AFB. Is this really 0790? 0762 converted to NF-104A. Crashed 12/12/63 near Edwards AFB. Chuck Yeager ejected with minor injuries.56-0764/0788 Lockheed F-104A-15-LO Starfighter c/n 183-1052/1076 0766 to Jordan in 1969 0770 transferred to RCAF CF-104 with s.n. 12700. 0771 to Jordan in 1969 0773 to Pakistan in 1961 0775 to Taiwan in 1960/61 as 4208 0777 to Taiwan in 1960/61 as 4213 0779 to Jordan in 1969 0782 to Jordan in 1969 0784 to Jordan in 1969 0789 at Addison, TX Museum.56-0789/0825 Lockheed F-104A-20-LO Starfighter c/n 183-1077/1113 0790 converted in 1966 to NF-104A as replacement for NASA 813. Designated NASA 820. Now on display at USAF Flight Test Center, Edwards AFB, CA. 0791 to Jordan in 1969. Now at Alexandria, LA, Rayford Ent. 0793 to Jordan in 1969 0795 to Jordan in 1969 0798 to Taiwan as 4219 in 1960/61. Later transferred to Pakistan. On display at Sargodha. 0799 to Taiwan in 1960/61 as 4221. Later transferred to Pakistan 0800/0805 to Pakistan in 1961 0801 at Air Force Flight Test Center, Edwards AFB, CA. 0807 to Pakistan in 1961. 0808 to Pakistan in 1961. 0811 to Jordan in 1969 0817 at Robins AFB, GA painted as 57-0817. 0824 to Jordan in 196956-0826/0877 Lockheed F-104A-25-LO Starfighter c/n 183-1114/1165 0829 to Taiwan in 1960/61 as 4202 0839 to Jordan in 1969 0845 to Taiwan in 1960/61 as 4204 0849 to Jordan in 1969 0868 to Pakistan in 1961. 0872 to Jordan in 1969 0875 to Pakistan in 1961. 0877 to Pakistan in 1961.56-0878/0882 Lockheed F-104A-30-LO Starfighter c/n 183-1166/1170 0879 to Pakistan in 1961.56-0939/0956 Cancelled contract for Lockheed RF-104A Starfighter
Specification of the F-104A:
One General Electric J79-GE-3A/3B turbojet, 9600 lb.s.t. dry and 14,800 lb.s.t. with afterburning.
Performance: Maximum speed 1037 mph at 50,000 feet. Stalling speed 198 mph. Initial climb rate 60,395 feet per minute. Combat ceiling 55,200 feet. Service ceiling was 64,795 feet. Normal range 730 miles. Maximum range with external drop tanks 1400 miles.
Fuel: Internal fuel capacity was 897 US gallons, and maximum fuel capacity with two wingtip tanks and two underwing tanks was 1627 US gallons.
Dimensions: Wingspan 21 feet 9 inches, length 54 feet 8 inches, height 13 feet 5 inches, wing area 196.1 square feet. Weights: 13,184 pounds empty, 17,988 pounds combat, 22,614 pounds gross, 25,840 pounds maximum takeoff.
Armament: Armament consisted of a single 20-mm M61A1 cannon in the fuselage with 725 rounds, plus a pair of wingtip-mounted AIM-9B Sidewinder infrared homing air-to-air missiles. Alternatively, these wingtip shoes could carry a 141.5 or a 166.5 Imp.gall. droptank.
F-104B two-seat combat trainer
The F-104B (company Model 283-93-03) was a two-seat, dual-control, combat trainer version of the F-104A. A second seat was provided underneath an extended canopy, with each crewmember being provided with a separate hatch which opened to the left. A full set of controls was provided for both crewmembers.
It was intended that the F-104B two seater would have the same performance and combat capability of the F-104A single seater. However, in order to provide space for the second seat, the 20-mm cannon of the single-seater had to be removed, some internal electronics had to be relocated, the internal fuel capacity had to be reduced from 897 to 752 US gallons, and the nosewheel once again had to be made to retract rearwards. However, the provision for two underwing and two wingtip drop tanks was retained, boosting total fuel capacity by 730 US gallons. The armament was limited to a pair of wingtip-mounted AIM-9B Sidewinders, although the AN/ASG-14T-1 fire control system was retained.
The first of an initial batch of six F-104Bs (serial number 56-3719) took off on its maiden flight on January 16, 1967. It had been literally built by hand out of an F-104A airframe, and the larger area vertical tail, the automatic pitch control system, and the fire control system of later F-104Bs were not installed. It was unofficially designated YF-104B, although it was later brought up to production F-104B standards. This airplane was later used to test Lockheed's downward-firing ejection seat that was initially fitted to the F-104A.
The initial batch of F-104Bs had the same vertical tail as did the F-104A single seater. However, the B did not have the ventral fin that was fitted to the A. During early flight testing, the F-104Bs exhibited an annoying tendency to snake back and forth during flight, indicating that a larger keel area was required. Twenty subsequent F-104B production versions (from FY 1957 batches) were fitted with the F-104A's ventral fin and were given considerably larger vertical fin area and a broad-chord, fully power- assisted rudder extending well beyond the end of the tail pipe. The area of the vertical fin of the F-104B was now fully 25 percent larger than that of the F-104A.
Like the F-104A, the B was initially powered by the J79-GE-3A, but this engine was later replaced by the more reliable J79-GE-3B as it became available.
Provisions were made for the possibility of removing the rear seat of the F-104B, fitting the 20-mm rotary cannon, and flying the aircraft as a single-seater if the need arose. However, I don't know if this was ever done in practice.
The first recipient of the F-104B was the 83rd FIS at Hamilton AFB in California, which took on its first aircraft in early 1958. Subsequently, all three F-104A ADC squadrons received the F-104B. The F-104B was assigned to operational units, at a rate of four aircraft per squadron. If required, they could be used for tactical operations. The last of 26 F-104B was delivered in November of 1958, against 106 originally ordered in 1957.
The performance of the F-104B was almost identical to that of the F-104A, but the lower internal fuel capacity reduced its effective range considerably.
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 single-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.
Serials of the F-104B: 56-3719/3724 Lockheed F-104B-1-LO Starfighter c/n 283-5000/500557-1294/1302 Lockheed F-104B-5-LO Starfighter c/n 283-5006/5014 1294,1296,1298/1300 sold to Taiwan 1301 at Florence, SC. Space Museum.57-1303/1311 Lockheed F-104B-10-LO Starfighter c/n 283-5015/5023 1303 to NASA in 1958 as NASA 819. 1303 sold to Jordan 1303 on display at McClellan AFB, CA 1309 to Pakistan in 196157-1312/1313 Lockheed F-104B-15-LO Starfighter c/n 283-5024/5025 1313 to Pakistan in 1961.
Specification of the F-104B:
One General Electric J79-GE-3A/3B turbojet, 9600 lb.s.t. dry and 14,800 lb.s.t. with afterburning.
Performance: Maximum speed 1145 mph at 65,000 feet. Stalling speed 198 mph. Initial climb rate 64,500 feet per minute. Service ceiling 64,795 feet. Normal range 460 miles. Maximum range with two wingtip drop tanks 1225 miles.
Fuel: Internal fuel capacity was 752 US gallons, and maximum fuel capacity with two wingtip tanks and two underwing tanks was 1482 US gallons.
Dimensions: Wingspan 21 feet 9 inches, length 54 feet 8 inches, height 13 feet 5 inches, wing area 196.1 square feet. Weights: 13,727 pounds empty, 17,812 pounds combat, 24,912 pounds maximum takeoff.
Armament: Armament consisted of a pair of wingtip-mounted AIM-9B Sidewinder infrared homing air-to-air missiles. In an emergency, the rear seat could be removed and the 20-mm M61A1 cannon of the single seat version could be fitted.
Service history of F-104A/B
PAKISTAN:
The only combat seen by the F-104A/B was in foreign hands. Ten ex-USAF F-104As and two F-104Bs were transferred to the Pakistani Air Force in 1961. They were provided to Pakistan in response to proposed Indian Air Force Mach 2 fighter acquisition, later to be fulfilled by acquisition of the Soviet MiG 21. India had actually attempted to buy 36 F-104s from the US in in September of 1961 in response to Chinese border attacks, but had been rebuffed.
The Pakistani F-104s were supplied to No 9 Squadron based at Sargodha, replacing the piston-engined Hawker Furys previously serving with this squadron. They were initially delivered without their Vulcan cannon, which were fitted later. Some reports indicate that before delivery, these aircraft were retrofitted with the more powerful and stall-free J79-GE-11A engine rated at 15,800 lb.s.t. with afterburner. In addition, a retractable hook was fitted beneath the rear fuselage to engage emergency runway arrestor wires.
By the time of the 1965 war with India, such was the fearsome reputation of the F-104 that during an early encounter between a pair of PAF Starfighters with IAF Folland Gnats, one of these dimunitive Indian fighters immediately surrendered, lowering its wheels and landing at the nearest Pakistani airfield without a shot being fired. On September 6, a PAF F-104A flying at 600 knots shot down an IAF Mystere IVA with a Sidewinder missile, and next day another IAF Mystere was shot down by the Vulcan cannon of another F-104. However, the F-104 pilot making the kill make the mistake of slowing down to dogfight with another IAF Mystere, which out-turned him and scored cannon hits on his F-104, forcing him to eject.
The F-104A was able to make at least one successful non-visual interception of a high-flying IAF Canberra, which took place on September 21.
The first encounter in history between Mach 2 fighters took place on September 11, 1965. A single PAF F-104A encountered four IAF MiG-21s from Halwara. The F-104 managed to escape by exiting the combat at tree-top height and Mach 1.1, which the MiG-21s were unable to match. No blood was drawn during this encounter.
When it found itself confronted with the Indian Air Force's dimunitive Folland Gnats, the Pakistani F-104As often found themselves outmaneuvered. This was especially true if the Starfighter pilot chose not to use his Mach 2 speed advantage and decided instead to engage in low-speed dogfights with his opponents. In addition, since most of the air-to-air fighting occurred at low altitudes, the Starfighter's Sidewinder air-to-air missiles were often unable to distinguish between target aircraft and ground clutter and a lot of missiles missed their targets. However, the Starfighter's afterburner enabled it to break off combat at will and get out of trouble in a hurry.
During the 1965 war with India, the PAF F-104s flew 246 sorties, including 42 at night and claimed four IAF aircraft destroyed for the loss of two F-104As. Two F-104As were delivered from Taiwan as attrition replacements following the 1965 war.
A US arms embargo imposed on both India and Pakistan after the 1965 war had prevented further PAF expansion, and by the early 1970s the PAF's Mach 2 fighter strength was down to only seven single-seat Starfighters with No. 9 Squadron, plus a single Mirage III unit.
War between Pakistan and India broke out again on December 7, 1971. By this time the Indian MiG force was formidable, with eight squadrons operationally ready. During the 1971 war with India, No 9 Squadron of the Royal Jordanian Air Force with about 10 F-104As was transferred to Pakistan to help out. It is not certain if the Jordanian F-104As were actually used in combat and if they were, whether they were flown by Pakistani or Jordanian pilots.
Both sides have published wildly differing figures for air victories and losses during this war, although it appears that the F-104 came off second-best in the few encounters that occurred with IAF MiG-21s--with the F-104s scoring no confirmed victories and suffering at least two losses. Indian air historians claim that five PAF Starfighters were lost in combat, and they also claim that two Jordanian Starfighters were shot down by MiG-21s on the last day (December 17) of the 1971 war. The PAF has admitted that two PAF Starfighters were lost in combat with IAF MiG-21s during the 1971 war, plus another one lost to ground fire. According to Pakistani sources, nine IAF MiG-21s were shot down on the Western front, with two of them being shot down by PAF fighters (one by an Chinese-built F-6 and another by a F-86 Sabre). The PAF has admitted that the maneuverability of the F-104 was poor during close-in combat and that the F-6 and F-86 were far better in a dogfight.
These losses would have left the PAF with only four of its original F-104As, although these may have supplemented by retention of some of the RJAF F-104As after the end of the war. No. 9 Squadron of the PAF continued to operate these F-104As until re-equipping with Mirage 5PAs in 1975. F-104A 56-0798 still sits on display at Sargodha. This was an ex-RoCAF machine.
JORDAN:
A total of 36 early-model Starfighters were promised to Jordan in April of 1966. In the spring of 1967, two F-104As and three F-104Bs were transferred to the Al Quwwat Aljawwiya Almalakiya Alurduniya, or Royal Jordanian Air Force.
The Jordanian Starfighters were quickly withdrawn to Turkey two days before the outbreak of the June 1967 Six-Day War between Israel and the Arab states of Syria, Jordan, and Egypt. Consequently, Jordanian Starfighters sat out the conflict.
In late 1968, the RJAF resumed Starfighter training in the USA, and In mid-1969, the USA resumed the supply of Starfighters to Jordan. Eighteen refurbished F-104As and four two-seat F-104Bs were delivered. In 1969, President Nixon approved the delivery of 18 additional F-104As to Jordan from Nationalist Chinese surplus stocks following their replacement by F-104Gs.
The F-104s served with No. 9 Squadron at Prince Hassan Air Base and with No 25 Squadron at Mwaffaq Salti. No 9 Squadron was transferred to Pakistan to help out in the 1971 war with India, and is believed to have suffered several combat losses, although the number of aircraft lost is uncertain.
The F-104A/B remained in service in Jordan for nearly fifteen years, being finally replaced by Dassault Mirage F1CJs in 1982-83.
NATIONALIST CHINA:
The Starfighter first operated from Formosa when the 83rd Fighter Interceptor Squadron was temporarily deployed to the Republic of China during the Quemoy crisis. It is believed that the aircraft of this unit were transferred to the Republic of China air force in 1960-61, although the exact number is uncertain. Most sources indicate that the number of ex-USAF F-104As and Bs transferred to the RoCAF were 25 and 2, respectively. RoC serials were 4210/4225 and 4101/4102. During the years 1964 through 1969, these aircraft were supplemented by deliveries of later Starfighter versions such as F-104Gs, TF-104G, and RF-104Gs. In 1969, 18 of these early-model RoCAF F-104As were transferred to Jordan.
NF-104A aerospace trainer
In 1963, three ex-USAF F-104As (56-756, -760, and -762) were taken out of storage at Davis Monthan AFB and modified as NF-104A aerospace training aircraft. All of the military equipment was removed and the original F-104A vertical fin was replaced by the larger fin that was used on the F-104G. The wingspan was increased by four feet (to 25.94 feet) and a set of hydrogen peroxide control thrusters were mounted at the nose, tail, and wingtips. A 6000 pound thrust Rocketdyne LR121/AR-2-NA-1 auxiliary rocket engine was mounted on the tail above the jet exhaust pipe. This rocket engine could be throttled from 3000 to 6000 pounds of thrust, and the burn time was about 105 seconds.
The first NF-104A was delivered on October 1, 1963, with the other two following a month later. They were operated by the Aerospace Research Pilot School at Edwards AFB, which was commanded at that time by Colonel Charles E. "Chuck" Yeager.
On December 6, 1963, the first NF-104A set an unofficial world altitude record of 118,860 feet for aircraft taking off under their own power. The official record at that time was 113,829 feet, set by the Mikoyan/Gurevich Ye-66A, an experimental version of the MiG-21 Fishbed. Later, the same NF-104A flown by Major R. W. Smith reached an altitude of 120,800 feet.
On December 10, 1963, the second NF-104A (56-762), with Chuck Yeager at the controls, went out of control at an altitude of 104,000 feet and fell in a flat spin to 11,000 feet. Yeager managed to eject successfully at that altitude, although he was badly burned on his face by the rocket motor of his ejector seat. The aircraft was destroyed in the ensuing crash. An investigation later showed that the cause of the crash was a spin that resulted from excessive angle of attack and lack of aircraft response. The excessive angle of attack was not caused by pilot input but by a gyroscopic condition set up by the J79 engine spooling after shut down for the rocket-powered zoom climb phase. So it wasn't Chuck's fault.
In June of 1971, the third NF-104A, with Capt. Howard C. Thompson at the controls, suffered an inflight explosion of its rocket motor. Although Thompson was able to land safely, the aircraft's rocket motor and half its rudder were blown away. Since the program was about to end in any case, this aircraft was retired.
The number one NF-104A is currently on display on top of aa pylon in front of the USAF Test Pilot School.
F-104C strike fighter
The F-104C (Lockheed Model 483-04-05) was the tactical strike version of the Starfighter. It was designed to meet the needs of the Tactical Air Command (TAC), which had earlier found the F-104A to be unacceptable because of its low endurance and its inability to carry significant offensive payloads.
The choice of the F-104C by the TAC after it had found the F-104A to bu unsuitable seems sort of odd, but the TAC felt that it needed a supersonic tactical strike fighter to fill the void between the forthcoming F-100C and the Mach 2-capable Republic F-105 Thunderchief. On March 2, 1956, a contract was approved for the initial procurement of 56 F-104Cs. The order was later increased to 77 when a second order for 21 more F-104Cs was approved on December 26, 1956. Planned orders for another 363 F-104Cs were later cancelled when the USAF terminated all of its Starfighter production plans.
The first F-104C, unofficially designated YF-104C, took off on its maiden flight on July 24, 1958. The F-104C was powered by a General Electric J79-GE-7 engine rated at 10,000 lb.s.t. dry and 15,800 lb.s.t. with afterburner. This thrust was almost a thousand pounds greater than the -3A/3B of the F-104A/B. This increase in power was made possible by increasing the diameter of the turbine by 3 inches.
The F-104C could also be equipped with a fixed but removable inflight refuelling probe attached to the port side of the fuselage.
The F-104C was designed mainly for delivery of Mk 12 and later US tactical nuclear weapons, which it could carry on a centerline pylon attachment which had a 2000-pound capacity. This centerline pylon could also carry a 225-US gallon droptank.
The F-104C was equipped with the improved AN/ASG-14T-2 fire control system which replaced the F-104A's AN/ASG-14T-1. It made the F-104C capable of operating in clear night as well as day conditions, although the F-104C was not truly capable of all-weather operations.
The F-104C was equipped to carry bombs or rocket pods on underwing and fuselage points. For nuclear strike, an MK-28 "special store" could be carried on a pylon underneath the fuselage. The upward-firing Lockheed C-2 rocket-boosted ejector seat was standard. The internal 20-mm rotary cannon of the F-104A was retained, as well as the ability to carry a Sidewinder air-to-air missile on each wingtip. However, the 20-mm cannon was not actually installed until 1964, when the improved M61A1 became available.
The first F-104Cs began to reach the TAC in September of 1958. It served with four squadrons (434th, 435th, 436th, and 476th) of the 479th Tactical Fighter Wing based at George AFB. It was primarily intended for nuclear strike, but it could also carry out ground attack missions with conventional weapons.
On December 14, 1959, an F-104C flown by Captain Joe B. Jordan boosted the world's altitude record to 103,389 feet. This was the first time that an aircraft taking off under its own power exceeded the 100,000-foot mark. During the flight, the aicraft also reached a speed of Mach 2.36 and established a time-to-height record to 30,000 meters (98,425 feet) of 15 minutes 4.92 seconds from brake release.
In October 1961, the F-104C was subjected to Project Grindstone, a program in which the Lockheed factory modernized the fighter. Among the changes made was the addition of hardpoints which enabled another pair of Sidewinder air-to-air missiles to be mounted underneath the fuselage. The aircraft was also given the ability to carry and deliver a larger variety of air-to-ground weapons, including 2.75-inch rockets, napalm, and gravity bombs.
During the Cuban Missile Crisis of October 1962, the 479th TFW's F-104Cs were deployed to Key West, Florida to protect against Cuban or Russian aircraft trying to attack targets in the United States. These planes would also have carried out air strikes against targets in Cuba in case an invasion proved to be necessary. Fortunately, the crisis was peacefully resolved.
The F-104C had a number of operational problems with various components. The major offender was the J79-GE-7 engine--forty serious mishaps occurred over a five-year period, destroying 24 aircraft and killing 9 pilots. This led to Project Seven Up, a General Electric modification program for the engine which began in May of 1963 and ended in June of 1964.
In April of 1965, a single squadron of the 479th TFW deployed with their F-104Cs to Da Nang Air Base in South Vietnam. Their job was to fly MiG combat air patrol (MiGCAP) missions to protect American fighter bombers against attack by North Vietnamese fighters. They flew these missions armed with their single M61A1 20-mm cannon and four AIM-9 Sidewinder air-to-air missiles. Unfortunately, the range of the F-104C was too short to make it a useful escort fighter, a fact which the North was soon to discover. All they had to do was wait for the F-104s to turn back before launching their own fighters in safety.
The 479th had a bad day on September 20, 1965, when F-104C pilot Major Philip E. Smith was shot down over Hainan Island by a pair of Chinese MiG-19s (F-6s). His navigation system had failed while he was on MiGCAP over the Gulf of Tonkin and he had gotten lost. He ejected and was taken prisoner. While the rest of the squadron was out looking for Major Smith, two other F-104s had a midair collision while returning to their base and both their pilots were killed. A week later, another F-104C was shot down by enemy AAA, and its pilot was killed.
After these four losses, the remnants of the 479th were rotated back to George AFB. However, a new contingent of F-104Cs returned to Vietnam in May of 1966. This time, all four squadrons of the 479th TFS were involved and were assigned to the Udorn base in Thailand. These F-104Cs were soon involved in airstrikes against targets in both South and North Vietnam, exchanging its role of air superiority for that of ground attack. The Starfighter took part in *Operation Bolo*, which was a successful attempt to lure North Vietnamese fighters into combat. However, the F-104s failed to engage whereas F-4 Phantoms scored heavily.
The F-104C was not very well suited for the ground attack role, having a relatively low range and being incapable of carrying an adequately large offensive load. As a result, the Air Force decided to replace these F-104Cs by more efficient McDonnell F-4D Phantoms starting in July of 1967. The 479th was then rotated back to George AFB for the last time.
I don't believe that the F-104C ever destroyed a single enemy fighter during its tour of duty in Southeast Asia. In addition to the MiG loss over Hainan, two F-104s fell to SAMs, six to AAA and six were lost to non-combat causes.
Following the withdrawal of the F-104C from Southeast Asia in 1967, surviving F-104Cs were transferred to the 198th TFS of the Puerto Rico Air National Guard. The F-104Cs replaced that unit's elderly F-86H Sabre fighter-bombers. This ANG unit operated the Starfighter until it converted to LTV A-7Ds in July of 1975.
Serials of F-104C Starfighter: 56-0883/0938 Lockheed F-104C-5-LO Starfighter c/n 383-1171/1226 0886 at Holloman AFB. 0890 at McGhee-Tyson Airport painted as 56-0880. 0891 at Phoenix Airport, AZ. 0892 at Luke AFB, AZ. 0898 at Kalamazoo, MI. Museum. 0901 at Windsor Locks, CT, Bradley INTL Airport. 0910 on display at Wings over the Rockies Aviation and Space Museum, CO 0912 at Sheppard AFB, TX. 0914 on display at WPAFB Museum, Dayton, OH. 0919 at Tyndall Air Park, FL. 0926 at North Dakota ANG, Fargo, ND. 0929 at Lackland AFB, TX. 0932 at Tinker AFB Air Park, OK. 0933 at Liberal Air Museum, Liberal, KS. 0934 at George AFB 0936 at Edward J. Peterson Space Command Museum, CO, marked as 56-0808. 0938 at Kessler AFB Air Park, MS 57-0910/0930 Lockheed F-104C-10-LO Starfighter c/n 383-1227/1247 0915 at Lackland AFB, TX. 0916 at Hampton, VA marked as "67-917" 0920 at McEntyre AFB, SC. 0929 at Puerto Rico University57-0931/1293 Cancelled contract (believed for F-104C)
Specification of the F-104C:
One General Electric J79-GE-7 turbojet, 10,000 lb.s.t. dry and 15,800 lb.s.t. with afterburning.
Performance: Maximum speed 1150 mph at 50,000 feet. Stalling speed 196 mph. Initial climb rate 54,000 feet per minute. Service ceiling 58,000 feet. Normal range 850 miles. Maximum range with four drop tanks was 1500 miles.
Fuel: Internal fuel capacity was 897 US gallons, and maximum fuel capacity with two wingtip tanks and two underwing tanks was 1627 US gallons. A 225 US gallon drop tank could be carried underneath the fuselage. A 195 US gallon drop tank could be carried on each of the underwing pylons, plus a 170 US gallon drop tank at each wingtip.
Dimensions: wingspan 21 feet 9 inches, length 54 feet 8 inches, height 13 feet 6 inches, wing area 196.1 square feet. Weights: 12,760 pounds empty, 19,470 pounds combat, 22,410 pounds gross, 27,853 pounds maximum takeoff.
Armament: One 20-mm M61A1 cannon with 725 rounds in the fuselage, plus a pair of wingtip-mounted AIM-9B Sidewinder infrared homing air-to-air missiles. Up to 2000 pounds of external ordinance (bombs, rockets, napalm, drop tanks) could be carried on underwing and underfuselage attachment points. Later, an additional pair of Sidewinder missiles could be carried underneath the fuselage.