THE MUSEUM: The museum is chartered as a non-profit educational activity with a focus on military aviation history. It owns a number of the 50+ aircraft held. Others are on loan from individuals, USN, USMC, and USAF.

Flying planes participate in air shows and fly ins. Rides are offered in Summer months in the museum's Ford Tri-Motor, painted as an Army Air Corps C-4. The aircraft, artifacts, models, illustrations, and other items are on display in 3 buildings. Two are hangers serving as flight center and restoration center. All aircraft except 6 planes are indoors. Facilities are available for banquets and meetings. Many educational programs include guided tours and programs for children. A number of simulators are on display and provide some hands-on opportunities. The Guadalcanal Memorial Museum shares the facility.

From Charlie Dosch:
I have been to this museum....... All of the inside AC are in excellent shape and they fly a lot of them. It is worth a trip to this one.

From Dick Cavicke:
I flew F8E 150904 a number of times during my second tour as a RAG Instructor/Maintenance Officer at VF-124. The last time was in October 1967.

From Tom Grant:
F-8E BN 150904 was a new bird to VF-211 Checkmates in September of 1964.
Pilots on Board VF-211 at that time;
C.O. Cdr Ed White
X.O. Lcdr Hal Marr
Lcdr. Fred Newman
Lcdr. Art Jones
Lcdr. Howard Hammonds (GAG-LSO)
Lt. Spence Thomas (LSO)
Lt. Gene Chancy
Lt. Jerry Unruh
Lt. Rich Maughlin
Lt. Dale Deweese
Lt. Cole Black
Lt.(jg) Tom Grant
Lt.(jg) Bob Hulse
Lt.(jg) Bob Geeding
Lt.(jg) Billy Booth
Lt.(jg) Wayne Veeneman
Lt.(jg) Phil Vampatella
I would guess all on board flew 150904.
I hope this info will in some way help keep the bird in the Nickel name.

From Gene Brotherton:
I was in VF-124, the F-8 RAG, from June 1971 to Oct. 1971. In checking my logbooks, I see that I flew 150904 four times in Sept. and Oct. of 1971.

Larry Durbin sent a listing of F8 parts at a company in California, 44 items per page for 476 pages. Anyone want to build an F8? Lot's of good parts available for 904. Tom Grant sent a copy of the F8E Maintenance Instruction Manual, General Information and Servicing, for the Museum. It has a lot of instructions that I need and many part numbers. It also refers to other volumes in the Maintenance Instruction Manual, the Illustrated Parts Breakdown, and the Handbook of Instructional Repair, including each of the NavWeps publication numbers. I can start checking against Larry's book.

Meanwhile, a man in NavAir at Pax River had called about accessing one of the DRMS on-line systems and we talked about F8s (although he was not an F8 pilot). I talked with him again today and gave him the volume numbers we need. He says they have several complete sets of F8 manuals which will be tossed (as in trashed, thrown away, deep sixed, and otherwise but similarly removed from circulation) within six months. I told him that I would like to have a complete set. He's also getting a corrosion control manual for us. He said in the earlier call that when they moved from Crystal City that the library was cleaned out and they even found an F4U manual. He also said that the Test Pilot School has an amazing collection of manuals. The pubs office in Philadlephia is moving to North Island and they think most of their pubs will be trashed also. Wonder if we should write our Congressmen?

Monday I took a day of leave to go to the Museum. Part of the reason was that I bought $87.50 of tools from the snap-on man then left the money later. It was stolen so I wanted to find out what the musuem could do while the full-timers were there. Their insurance company asked me to call mine first. Mine is USAA. They would cover cash losses anywhere in the world up to $1000 under homeowners. Didn't know that. However, my deductible is $200 so I'm out on that front. Thought you USAA holders might find that interesting. I'll call tomorrow or Friday to find out what the Museum insurance will do.

I found some 1000, 1500, and 2000 grit sandpaper and used it on the F-104. I found that using grit over 600 on the sander had no advantages, that I should get the deep scratches with the coarser (down to 320) paper on the sander, use the 1000-2000 by hand, and that any sandpaper was harder on the titanium than the stripper. I then talked with the mechanic who does most of the polishing. He showed me what he uses. I used it on the left speed brake and got a mirror finish. The brake has many rivets and spot welds so has no level surface but it shined up really well. Looks great. I stripped another small aluminum panel with few rivets using a light pressure to see if I can minimize the scratch depth. Also used the polisher on the titanium but couldn't tell much. I had five hours to work so didn't finish the other panel or titanium. That's for this Saturday along with trying some liquid stripper on the titanium. I at least want to see how well it works and how the metal looks afterward.

I'm glad we're finding out these things because I'll have to do a lot of stripping on the F8. My method is basically ok but more sanding was necessary than I expected.

So, it's been a good week for both planes. Forgot: NavAir man says the refueling probe tip for the F8 is the same as the A4 so chances are better that we'll find one. Tom's book shows the canopy latch mechanism in detail. I think we'll hit the ground running when 904 gets attention again. I want to strip all of the F-104 titanium, smooth out the fin corrosion flaws, get rid of the wing corrosion, and then paint. We should be finished before the ground hardens in late Summer. That's the next "window" for moving 904 but I can restart work on it whenever the 104 is finished.

put 3 of 4 removed access panels back on--concerned about relatively warm weather and birds. Left lower forward panel off right side of fin--has dried out but has many holes and delaminated edges. Contemplating putting it on with suggested silicone sealer edge repair and sealed bondo or equivalent over holes. Has over 200 screws so will take time. Alternative would be temp cover, not to look bad.

Tried opening canopy again but rear hooks are not fully freeing. Could have done it but supposed to be working on 104 so stopped for another day. Have to be careful with latch cause have to use hammer on it and bent it (then bent it back) last time. Hate to beat up on the greatest fighter plane of all time but sometimes need to use hammers and mallets.

The right wing of 904 is FINALLY free!!!!! Thanks to excellent advice from Dave and Dick and some ideal photos from Dick of San Diego Aerospace Museum's F-8 with wings folded, the deed is finally done. The forward locking pin was still inside the rear lug of its assembly by about 1/16 inch. I used a piece of paper to determine if the pins were clear of all of the other lugs including the rear. I was able to get a scredriver in to gauge the distance but it would bind if I left it there so I got out a thin brass rod I had from my SBD work days, inserted it, and beat on it with a brass hammer. Aside from its nice new S shape I was able to clear the lug. HOOOORAY!! I figured with my experience with the F8 elevator and F104 speed brakes it might go in if I could hit it. It did.

After correspondence with Dick Cavicke and Dave Johnson on the right wing fold, I removed the lower access panel and checked between each lug. All were clear except the space between the rear lug and cylinder in the forward set. A conveniently sized screwdriver showed that the lug was less than 1/16 inch inside the lug. Using a brass rod and brass hammer, the lug moved back and stayed back. Both wings are now able to fold.

To Dos on 904:
Paint stripping, corrosion control, repainting More historical research Check for disconnected hydraulic lines Fold wings of 904 and lock them Remove and repair wood core access panels Repair wood core fixed panels Check all controls and identify missing instruments Assure seat is inert Frequently cycle canopy (manually) Cockpit photos Cover open areas before bird nesting starts Polish good surfaces

Wish list
Add lg down locks Add canopy locking strap Possibly early original canopy locking legs

I was, with great effort and many restarts, able to unlock the canopy. Since the lever bent only a little, it was back to original shape (literally), albeit less a bit of paint, during the bang-it-back-with-a-brass-mallet phase of the operation.

Unbeknownst to some engineer (unless he was that extreme rarity-a former mechanic), there was a screw in a very convenient place which served as a suitable anchor for the various leverage devices (aka screwdriver, tire iron, etc). This resulted in the incredibly unlikely but truly accomplished achievement of performing the entire operation without bending or othwerwise dinging the sheet metal. There is even a little cast-in tab on the back of the canopy lock handle which proved particularly useful in keeping said leverage devices from slipping off.

Having determined that the smaller handle served no other useful (but certainly clearly essential purpose) than to provide a means for lifting the canopy I proceeded to lift the canopy. Upon climbing most of the rest of the way on the handy-dandy Acme airplane side scaler (aka wooden step ladder) I then proceeded to continue the operation by standing there holding the canopy.

Despite an intensive search, I very quickly determined that, of all things to be missing, the canopy restraining strap was just that: missing. I then spent some time in contemplation and consideration of further comparisons of the F8 with my other frequent canopy project: something I have heard referred to as a dirt moving bomb truck and also as an F4 (of the E for Air Force variety). Not finding a counterpart to the F4 mechanical locks I then proceeded to enjoy myself by raising and lowering the canopy for no particular reason other than to feel how heavy it is. During one of the lowering, maneuvars I was surprised and pleased to find that my hand had a noticeably faster rate of descent than the canopy. The counterbalance strut was operating as advertised, I presume. After completing the latest in a long series of vertical evolutions upon the ladder, I found the brass mallet to perform outstandingly as a brass substitute restraining strap, with the assurance that, should it depart the primary AOA, I could remove my hands and other attachments before impact with the canopy.

At this point, being able to comfortably observe the interior of the cockpit I immediately accomplished the primary mission and found that THE WING FOLD CONTROLS, BOTH, ARE IN THE FULL UP POSITION. I pulled on the wingfold lever to be sure it was all the way. Hearing or imagining that there was a sound I proceeded to the right wing and found that it would not move at all. At that time a young volunteer happened upon the scene. We tried together and literally broke the ice, whereupon the wing moved 3-4" and stopped. Having determined that there remains no clear easy way out of the Wun Wing Lo status of the wing fold I then proceeded to stare into the cockpit. The stick is complete. Some radio controls and instruments remain. The seat is intact and appears to be complete. What I believe to be the gun-sight position (this is a J) has a square box with a vertical metal plate attached.

There is surface corrosion on most surfaces but it appears minor. The cockpit appeared to be dry but the inside top of the canopy has drops of ice. The plexiglass appears to be in very good condition without cracks or crazing. I was pleased to note that the LG handle is down. THE BuNo CALL SIGN PLACARD CONFIRMS THE PLANE TO BE 904.

No photos. I'll take some later. So much for the mission. I closed the canopy and latched it. I still have the brass mallet too (and all of my fingers).

Next thing to do is to drill through the heads of all remaining screws holding the lower access panel below the hinge on the right wing. With that panel removed we can try to pry open the pins.

I have received a number of E-Mails from Dick Cavicke on the hydraulics, especially the wing fold. I think it best to open the canopy sooner than later to check the wing-fold controls because of the mechanical linkages in that system. Dick described them right after I found that we have the flight manual and that the schematics of the hydraulics show a number of mechanical linkages.

The canopy is painted in a blue preservative. Opening it will be the first look inside. Unfortunately, it has been raining for 3 days almost without letup and is supposed to continue for at least one more full day. I don't want to open it and have the rain pour down.

At this point I don't know if there is any stick at all. Hopefully, it's all there but not likely. Probably, if any part of it is there then, like the F104, the lower stick is there but not the top. So, it would be great to have one or two just in case. At any rate, it would be good to know the availability.

I like to pull out the REFUELING PROBE and people are interested but the TIP is missing so it looks like a big bent pipe. A tip would be great.

The FIN RIGHT UPPER ACCESS PANEL is plain sheet instead of wood core. If one of them is lying around then we could replace it. It and the one below are at the forward end of the aft fuselage section and their leading edges form the visible forward edge of that section on the fin. The lower one is damaged but repairable (for a static plane). I haven't checked the ones on the left. The screws are corroded and rusted and there are over 200 so it takes a while to get them off.

I haven't opened the external radome either but I'll bet the INTERNAL RADOME is not there.

REPORT 2

In the reference library:
F-8A/B Section IV Power Plant,and related systems manual covering AC, Full pressure suit, Anti-blackout, LOX, seat and canopy (good!), chute and bailout oxy bottle, shop maintenance.
F-8A/b, RF-8A/G Pilots Pocket checklist (emergencies)
F-8D/E Pocket checklist
F-8J NATOPS flight manual

For our plane:
F-8J weight and balance data (TO 01-1b-40)
Log Book
Inventory Record


History:
Delivered 5/21/64
Miramar AMD 5/22/64 - 9/03/64
VF-211 9/03/64 - 10/14/64 (didn't stay there long-missed the fight)
VMF(AW)-312 10/14/64 - 1/29/65
H&MS-33 1/29/65 - 2/15/65 (for maintenance?)
VMF(AW)-122 2/15/65 - ?
NAS Atsugi ? - ? Didn't stay with the Corps long, see next
NAS Cubi Pt 6/07/65 - 6/26/65
VF-162 6/26/65 - 10/18/66 had a major fire due to MLG failure landing on CV-34 at unk time, possibly 8/66. May have been in 7/66 fights. Ginter puts CV-34 fire at 10/66 shortly after plane off charge. Now painted in VF-162 colors.
NARF N.Island 10/18/66 - 8/12/68 (there is a blank line in the entries here and 1 certificate number is skipped--repair and storage?)
VF-124 8/12/68 - 8/21/68 (not long but goes back as J)
Vought 8/21/68 - 2/05/69 (mod to J)
VF-124 2/11/69 - 10/30/69
Vought 10/30/69 - 6/16/71 (bailment)
NAVPRO Dallas 6/16/71 - 11/28/72 (some blank lines here)
VF-24 11/28/72 - 1/20/74
VF-191 1/20/74 - 3/16/76 (then blank line and skip 3 Certificate #s)
MASDC 3/16/76 - 12/14/76
NAS Pt Mugu 12/14/76 - 9/18/78 Pac Missile Test Ctr 9/18/78 - 10/3/78
VFP-63 10/03/78 - 8/28/80
MASDC 8/28/89 last entry

It was assigned to squadrons for 7 years 6.5 months. Seemed to move a lot -- everything except PG school. It had 730 CLs and cat shots. Had 3 tours and 8 extensions. 3,561.7 hours total time.
the following images are from personal collections and may not be used without permission.
Mfr # is 258E The 103 number is from VFP-63. I found another photo in Ginter PArt 4 in 63 (photos page 89 & 156).

It was a drone at Mugu but didn't fly much: 31 landings total from 1/77-9/78. None in Jan, Feb 77 and 7/77-7/78 (1 year). No CLs with VFP-63.

Cubi applied aliphatic polyurathane (the red stuff?)
Two documents refer to NARF Norfolk during the period where a line and 3 Certificate numbers are skipped but all units are PAC. One says it was preserved there 3/12/75-6/21/75. Also, BLC deactivated there on 4/24/80. There was an overhaul at Norfolk 6/14/67-8/1/67 during the earlier blank entry.

MASDC couldn't find the data plate in 80; CO of VFP-63, JT Phaneuf, wrote back that some were painted over and other moved from bulkhead behind seat to horizontal panel behind seat..

A memo of 5/24/78 from FAWPRA Cubi to QA OFficer at Mugu refered to the MLG failure and fire saying the damage was extensive and occured on Oriskany in '66. Writer believed repairs were done at North Island. There was no record of the fire. By the way, my Father was at Mugu with Pacific Missile Range from 63-65 and we lived there.

Thursday, 12/18/97 was a workday at the Air Zoo (Kalamazoo Aviation History Museum). It was the first since finding [the Gunfighter's] website on the preceding Friday. Normal days are every other Saturday.

F8 OVERALL PLAN: 904 will be brought inside for corrosion control and refinishing, including minor repair of weather damage. The intent at this time is to keep it inside because of the potential for permanent damage to wood core aluminum and wood core fiber panels. Should parts become available, further restoration can occur.

The plan to get 904 inside included moving a Blue Angels F11F from the restoration center to the main building to open up a space in the restoration center. It really was a Blues plane, number one no less, but now #5 because it belongs to USMC Air Ground Museum. As the plan developed, our F104 was moved into the Tiger's spot in the restoration center for corrosion control and prep for painting. It will go outside where 904 is now. 904 will go to that spot when the 104 is ready and the ground freezes. So, for a while, the focus on 904 will be on the 104 and the weather. The other outside types are TV-2, F-84F, F4-E, B-57, and MiG-21.

The work on 904 itself has focused on identifying corroded areas, removal of corrosion, learning how to work with the wood core panels, learning how to fold the wings, and testing paint (including model airplane paint designed to match FS specified shades-works well but is hard to get off of metal). One wing panel is free to fold (left). The other goes up 3-4 " at the tip and then is blocked. Dick Cavicke is providing great advice on that.

904 is on short pedestals in gravel in a grass lawn. It cannot be moved without tearing up the lawn unless the ground is hard from Winter freezing or Summer dryness. It is at the point furthest from the gate leading to the ramp. We expect necessary conditions in January or February. The plan is to move the plane right inside rather than position it on the ramp.

WINGS: View through sight holes shows small pins at forward ends of the front and rear locks on both sides appear to be in identical position. Flags show underneath on both sides. Flag shows above wing on right side, which won't raise. Flag does not show above wing on left side, which will raise. I assume the raising will have to be done manually. Paint is peeling at seams. I've knocked that off with a stripper. Corrosion is limited on top but more extensive underneath. Observed double droop hinge line and hinges on both sides. Left leading edge outboard tip is sprung up somehow about ½". Just learned on Friday that ailerons are also flaps (from Detail and Scale book-new to personal library). Plane faces southwest so right side gets less sun all year. All surfaces except under wings and elevators get some sun. Sun will deteriorate paint but keeps plane dry and green living stuff away. Wing is down.

ENGINE: No engine. Museum Director Bob Ellis does not want to install an engine if we get one but the Navy (NavAir) doesn't own it. One could be displayed alongside. $2000 costs would not be acceptable. We just received a TF30 (no a/b) which will go alongside our F14 (which has engines installed). Need to look at case-by-case. I'd like to have an engine but it is low priority.

FUSELAGE: Many patches. Some cover corrosion. Engine bay is dry. Small openings in top behind wing are covered with chicken wire. Don't know where the water goes. Rear fuselage titanium covered with hard rubber like substance and titanium color paint. Contour is continuous, convex line to end of tail pipe (incorrect word?). Therefore, this substance is thick and hard to remove in places although it is cracking and flaking in places. Right side, rear needs the most outright painting on the plane. In flight refueling probe will come out fairly easily but hard to put back. Tip is missing. Some visitors think it is a gun.

FIN/RUDDER: many bubbles in paint, especially on right side. Some uncovered revealed corrosion, some of which was previously treated. Upper wood core panel earlier replaced on right side. Lower on right is damaged but repairable-has been in my garage for 3 months so hopefully is dried out. Wood core is a problem when wet because of freezing and expanding panel surfaces and also by allowing corrosion from the inside. We do not plan on replacing the panels but on repairing them.

ELEVATORS: much corrosion around fasteners. Makes me wonder about F8 wings under the paint. Rear tip corners bobbed off before receiving airplane. Looks like dog-eared dog ears but not bad. Section of panel over wood core on right came off who knows when. Plan is to build an aluminum box to correct shape and size as replacement. May try something else. Bondo did not work-would not stick to surface because of water seeping out of wood. Elevators have wide chord of FNs/Js. This is not based on measurement (just got values Friday) but on observing center panel on top has squared outboard end instead of point. Both sides have titanium overlay in line with underwing pylon location.

HYDRAULICS: found pump in left main wheel well at forward end. Handle end of pump points down. Thanks Dick [Cavicke]-I went right to it. Handle mounting appears inboard but no handle. All labels appear to be there but are painted. Some of paint is flaking off the labels. Need to be careful getting it off not to mar instructions. Mechanics prefer to find place to bleed right wing hydraulics. No one wants to do a potentially extensive disassembly to find where and how. Warning label under right wing warns against removing screws before bleeding and also warn against removing a panel without proper preparation. We don't know to what they are referring.

STORES: no tanks, racks, adaptors, missiles, shapes or anything else to hang or already installed.

PAINT: inside of surfaces is green zinc chromate on all observed surfaces. Currently in semi-gloss gull gray and white. No anti skid surfaces on aft fuselage or elevators. Areas where forward roots of elevators travel on fuselage are painted-removing that. Area around heating/refrigeration outlet is gray. National insignia and other markings are painted on. No decals. There are some warnings on fuselage and wings. No wing walk or upper fuselage walkways. No "No Steps" (trying to keep off moving surfaces, wood core areas and wing tips). Found darker, duller gray under surface paint at base of fin with stenciled markings but could not get current paint to separate. The plane was last painted here so the markings are not original.

ACCESS PANELS: I'd like to take all of them off for inspection and repainting inside and out. Would need to replace a lot of screws. Static planes need opposite of flying ones: need screws to come out easily but be sealed against weather. Mechanics recommend light coating of grease. I think part of what I am doing is finding ways to care for static planes that needs to vary from what maintenance types normally do-like screws.

OPENINGS: Covered with heavy gauge chicken wire. Stuffed into small surfaces. Screwed onto wheel wells. Intake has panel sealed in about 6 inches from lip. Tail has metal panel screwed onto "angle iron" screwed into lip-it came that way I think. Opening that part way was what revealed dry interior.

TIRES are hard-may be filled with something besides air. Cord shows.

DATA: we do not have a copy of the data card or of any other records for this plane. We learned from Tom Grant that it was assigned to VF211 when new as an E. We will attempt to get a copy of the data card.

REFERENCES: the museum has a research library and a member library. I have not checked for references in the research library. The member library is limited, having only one F8 book, MiG Master. I have leave on some days during Christmas and Mr. Clinton gave Federal employees off on Friday. I hope to check the libraries then. I have bought parts one and four of Ginter's books, Squadron-Signal's in action book, and Detail and Scale (just bought it on Friday). Unless there is something in the research library, we have no technical manuals.

PHOTOS: taking photos as go along, especially of markings.

QUESTIONS: Does anyone have any ACM experience with F8 vs F104?

Could the right wing be unlocked but hydraulic pressure be holding it down (it will go up so that the tip rises 3-4"?

Is titanium on center of elevator leading edges an overlay or a thick piece of titanium?

Does anyone know if 904 was involved in MiG kill missions (wingman's plane, part of mission otherwise)?

WISH LIST:
Tip for inflight refueling probe.
Diagrams for wing hydraulic system. Mechs want this too.
Parts list/diagrams, esp wing fold. Mechs want this too.
Hydraulics instructions (manuals).

Any help that anyone can provide would be greatly appreciated, especially from maintenance types. Also, historical info on this bird would be great. Info sent to PWO will be forwarded to Rich at the Museum, but copies kept in a file here in the event that other restoration projects can be assisted.

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