I was contacted in mid September by Jim Primm of the Eastern New Mexico University Aviation Department Roswell to see if I would be interested in assisting with the recovery of a Vietnam Era F-105 fighter bomber for the school. Not being one to turn down a challenge I agreed to meet with him and discuss the details of the project. Mr. Primm was well equipped with information and the details of the project when we meet. My contract would require acquiring all the necessary equipment and materials to make a trip to Camp Bullis near San Antonio Texas as well as the technical knowledge to make it happen. I would be part of a team consisting of Dr. D Rodgers and Mr. Robert Rhodes, we would make contact with individuals from the Texas Air Museum to disassemble 2 F-105's and 2 F-101's, one of the F-105's would come back to Roswell and be a display piece for the university.

The first week was spent putting the tool boxes together, checking lists of tools and adding more that may be needed. The one thing I wanted was to be prepared for almost anything that may come up. Of course we all know that there will be unforeseen problems and this trip would prove to be no exception. The preparations also included studying portions of the -2 technical manual for both aircraft. According to the -2 the wing removal was pretty much straight forward, so it seamed, we would find out later when we arrived that the manuals left a lot to be desired when it came to actually "Getting" to the bolts and pins.

Wednesday mourning came early. Up at 4 and on the road to the University at 5. By six we were on the road to San Antonio Texas. 500+ miles and almost 11 hours later we were at the billeting office on the base. We spent a couple of hours meeting the other group from Lubbock and discussing some of the finer points of what we were expecting and how we planned to proceed. It was about time to put all the prior planning into action and try to do in 4 days with 5 people in the middle of a field what the Air force would do with access to special tools and unlimited manpowerin about the same amount of time.

Thursday started well before sun up. A breakfast at the base chow hall and then the first check in with the range control folks got us through the gates and on the 18 mile trip into the heart of the installation. As we dropped off the paved road on the last turn of the drive we pulled onto a dirt taxi way by a dirt strip on the far north side of the camp. About 300 yards down the strip I got my first view of the planes. Setting in a football size cull-de-sack were 2 F-105 "Thuds" on the south east side and 2 F-101 " Voodoo's" on the west side. Surrounded by woods and tall grass still soaked with dew the sight was chilling. It was almost as if we were at some airfield in SE Asia preparing the old war horses for another mission in Vietnam.

The first task was to assess the condition of prime area's of the planes. Walking around each one and determining which panels had to be removed, what area's had to be stripped of all hydraulic lines and cables and many other things it was beginning to become clear that the TO's didn't cover half of what was required to get these planes disassembled and ready to truck across the country. Generators were unloaded and positioned where needed, tool boxes were unlocked and the job started. Dr. Rodgers and Mr. Rhodes each picked a side and started the enduring task of either pulling or drilling out the hundreds of screws that held the panels on the bottom wing roots of our 105, I started on the top doing the same thing. Jim and his son Steve did the same on their 101. By early afternoon we had the wing mount bolts visible on the 105 and only a few hard screws held a couple of panels on the first 101. Dr. Rodgers took it upon himself to disassemble what seamed to be the miles of hydraulic lines and fittings in the wheel wells as well as the auxiliary air ducts that blocked access to the rear wing mount bolts and pins. I started on the flap actuators and the flight control systems hidden under the back of the wing also preventing access to the rear of the bolts. By 6 PM of the first day we had our 105 at about 85% for wing removal. The report we had from Jim was that they were at about the same. That evening we discussed the plans for Friday and the fact that the crane would be arriving around 10 am.

Friday stared as early as the day before, one thing that was evident was tat we were all moving a bit slower, seams we had used a few mussels the day before that were not used to the strain and work. By the time the crane arrived we had the 105 ready to lay down and the 101 was to be first. I had rigged a come-along to the main gear so as to try to pull it back into the wings. After rigging the hoisting straps and picking it up we discovered that no mater what we tried the gear would not retract. At this point plan 2 was put in place as the first truck arrived. We placed the 101 on the bed of the truck and started to pull the left wing. The intent was to remove the wings and turn them upside down so the gear could remain extended and be up. Hence comes headache # ??. The wing bolts all cane free with one exception, the top forward retaining bolt would not move under any circumstances. Every effort met with resistance and the retainer would not move. Hours were spent by Mr. Rhodes and myself trying to free the offending bolt. It might be good to state that the bolt did not hold the wing in place, its function was to simply hold the large positioning washers on the ends of the wing pin to center it in the mount, but it had to be removed to remove the pin. By 4pm we had determined that the plane had to be removed from the truck and the truck released to make another run. We could work on the root bolts while the plane was on the ground. After setting the plane down and reassessing the situation we started picking up tools and preparing to shut down for the day. It was a somber time for all because we were getting to the point that it was obvious that we wouldn't get all the planes out in the time allotted, it was looking bad that we may be pressed to just get 2 of them out.

Saturday we were on site early and the crane was moved over to the 105. By 8 am be had the straps in position and it was time to try all the planning I had made on it's wing removal. The crane picked up the plane and I ran from gear to gear removing the safety pins and knocking the over centers free with a large dead blow hammer. Expectations were getting better as each main jumped as the over centers were tripped. Dr. Rodgers and Mr. Rhodes keep watch under the plane and provided safety watch as I ascended the ladder to the top of the suspended fighter. I had previously rigged the come-along so as to run their cables through the root sections to the mains and over the back of the plane to retract the gear. Excitement was rising as I cranked on the come along and the gear started to retract. The nose gear was tripped and it came up into its well and the whole plane was gently lowered to the ground. In less than 2 hours from when we started the first positive progress was realized as the 105 was resting on the ground and the wings were made ready to remove. The crane was positioned to support the right wing as Mr. Rhodes and Dr. Rodgers assembled the "Rhodes custom wing pin removal tool" on the forward wing pin. A few tense moments as the tool had to be re engineered a couple of times but the front pin came out. Then it was time for the rear pins, I positioned myself on top of the wing with a 3' long 1.5" steel rod to drive out the rear pins. About 12 hard hits by John with a 10# sledge and the first pin was out. We repeated the task on the next pin and the wing was free, however it didn't move. As everyone watched with anticipation the crane operator moved the wing up and down, still it wouldn't come free. As everyone was contemplating the results, I walked to the wing tip and rested for a moment, reached up and grabbed the tip and gave it a slight jiggle, to everyone amazement and joy the wing slid out of its mounts and was hanging in free space. The second positive progress was realized. By 5 PM we had successfully removed both wings, the tail burner section and had loaded a 48' fuselage on the truck and it was on its way to Roswell NM.

Sunday was spent fighting with the 101. We started the task of cutting and drilling out the remaining bolts that held the tail section on the fuselage. It was obvious that fatigue and frustration was taking it's toll on the group. The more we worked the more setbacks we encountered. It was obvious that if we were lucky we had one plane out and possibly a second, but the wing bolt was still a problem that refused to budge. By late that afternoon the tail was still on and despite the efforts an ingenuity of Mr. Rhodes it defied removal. The main problem was a single 1" bolt that didn't have access to the head and continued to turn no mater what was tried. The final decision was to grind off the nut after cutting an access to it through the frame. After hours of cutting and beating enough room was gained to access the nut with a grinder and start the task of removal, but by now the sun was getting low as was the spirits of the crew. It was decided to call it a day and return for one last attempt in the morning.

Monday, our last day to try and complete a seemingly insurmountable task. The morning quiet was disrupted by the sound of an industrial grinder gnawing away at a single nut and bolt. After an hour Mr. Rhodes emerged from under the plane with nut in hand. Dr. Rodgers climbed on the back of the plane and I entered the access panel with an air impact and we proceeded to remove the last 6 bolts we had left in for safety. Finally the tail was unbolted and the crane went to work moving the fuselage up and down to free it. As the last bolt slipped through it's hole with a loud pop, the tail settled back on the braces we had placed to keep it from rolling. It was finely off. We had succeeded in getting the tail off but without adequate supports and another truck the wings would be destined to stay in place until another trip could be arraigned to finish the recovery. As Monday came to a close we assess what we had accomplished. We had succeeded in the disassembly of one F-105 and it's parts were either in Roswell or on their way, one F-101 was disassembled to the point that with a couple of days work it to could be headed for a new home at the Texas Air Museum. The remaining 2 aircraft were partially pulled apart but would require at least a week of had work with a good crew to have them anywhere near a point to move. All in all some accomplishments were made that were wanted, others would have to wait for more time. Not to bad but not all that was expected, What is the old saying, " The most well laid plans of mice and men…".

Now that the 105 is at the university it is time to look at the work required to put it back in shape and make it presentable to the public, not a small task in the least but one that can be had with time and determination. Time will tell.

Jimi

Now for some Updates as of 11-9-2001

So far we have removed about 1000 lbs. of equipment from the fuselage and tail section. Some of the 4' wire bundles weighed as much as 60 lbs. We still have a lot of clean up to do in the Bomb bay and forward hatches but now that she is up on her feet it is a bit easier to get into and move around. One of the instructors has expressed an interest in the "Ejection" seat to make into and office chair. We are going to try and do this for him. The hydraulic rams and switching valves are a great asset to the AMT Division of the School because some of the components are getting pretty worn out. All components that are removed will go to the "Aviation Maintenance Department" to replace and enhance equipment and components that are either lacking or wearing out, thus nothing goes to waste from the restoration project.

Without the help of some of the AMT students this project would be almost insurmountable, soon I will have a complete list of the "Crew" here on the page.

Comming soon, "Up on her Feet"

After lots of work and removing almost 2000 pounds of equipment we were ready to put her back on her feet. First we got the wings on and made ready to lift her up.

The crane opperater told us we had 18,900 lbs showing on the scale when she finly cleared the ground. Now to lock the landing gear down and pin it before we set her on her feet

We had to wait 5 days for the wind to work with us and be still enough to get the tail on her. Finly we had a calm day and it was time to finish the major work of having her all together. Now she looks a lot better than pieces laying around.

Now on to the removal of several more pounds of equipment and repairing about 100 holes in her. Then it's on to paint and mounting. Will keep you informed as it goes. Jimi