Every fighter pilot out there just wants to fly an aircraft so badass that nobody dares tangle with it (or them by extension). But there’s a secret part of them that hungers for the fight that their jet was built for. Naval aviators privileged with flying the F-8 Crusader were given a fairly badass jet, albeit one with an astonishingly high mishap rate. By the end of its production, 1261 F-8s were churned off the line, and all but 155 of them were involved in some mishap or another, varying in severity. To be fair, the F-8 entered service at a time when the Navy (and Marine Corps) was still learning its way around having jets as primary air/strike fighters in place of piston-powered propeller planes. Civilian defense contractors were still in their infant stages with jet production and design, so it wouldn’t be out of place to expect that aircraft that came about during that period in history were flawed in some way or another, but all because of the learning process.
In all honesty, though it was anything but easy to fly, the Crusader was actually a very well-liked fighter. It was fast, agile, and extremely versatile, able to function as both an air-to-air fighter or a bomb truck to fit the needs of the Navy and Marine Corps, especially during Vietnam years. Not to mention, it came with an awesome Sergio Leone-esque nickname, “the last of the gunfighters”, due to the fact that it was the last American fighter aircraft in history to be built with guns (four 20mm cannons, specifically) as its primary armament over missiles. And come Vietnam, the Crusader more than proved itself as a worthy adversary to the North Vietnamese Air Force’s export MiG fighters. By 1975 when the US completely pulled out of Vietnam, it had the highest kill ratio of any American fighter involved in the conflict: a staggering 19:3, meaning that for 19 Vietnamese MiGs downed, only 3 Crusaders were lost. The North Vietnamese were especially cognizant of the F-8’s capabilities as a dogfighter, and were thus somewhat hesitant to throw down the gauntlet against such aircraft if encountered. The last F-8 kill of the war, occurring on May 23rd, 1972, was probably the best example of that attitude towards the Crusader.
VF-211, officially called “The Fighting Checkmates”, was one of the Navy’s most successful Crusader squadrons during the Vietnam era with eight confirmed kills to its name. Flying out of NAS Miramar in California, they were more commonly known across the Navy as “The MiG Killers” due to their achievements over seven deployments to Vietnam. Lieutenant Junior Grade Gerald “Jerry” Tucker, an F-8J pilot, was attached to VF-211 aboard the USS John Hancock (CVA-19) for a lengthy deployment that would see him and the rest of VF-211 drop bombs and fire rockets on North Vietnamese ground positions in support of embattled American and South Vietnamese troops. This more than likely wasn’t what Tucker and his Checkmates compatriots thought they were in for when they were informed by the Navy that they’d be flying Crusaders, but things were about to change for them mid-deployment.
The last MiG kill VF-211 officially claimed was in July, 1967, when LCDR Ray Hubbard Jr. took down a MiG-17 with a pair of Zuni rockets after forcing the MiG pilot to overshoot using some very tricky flying. VF-211’s next kill would be Jerry Tucker’s to claim, though considerably less violent than Hubbard’s. In late May, Tucker and his wingman, LCDR Frank Bachman, were flying a Target Combat Air Patrol (TARCAP), screening for an alpha strike coming off an aircraft parked near the Vietnamese coast. The strike birds would hit predesignated targets on and around Vinh airfield, and to that end, they accomplished their mission quickly and efficiently with no aerial response from the NVAF. Bachman and Tucker were, by that point, very bored and likely itching for a fight. Their radios came alive, and it seemed as though they might potentially get the dogfight they were hankering for.
As it turned out, a lone MiG-17 was feet wet (meaning that it transitioned from flight over land to flight over water) and zipping towards the returning alpha strike flight, presumably as a response to the previous ground attacks they just effected on the North Vietnamese targets. The Red Crown crew observing the Positive Identification Radar Advisory Zone around the carrier battle group off the coast called up two VF-161 Chargers F-4 Phantom IIs to deal with the MiG, though they quickly radioed back, stating that they were lost in the bubble (i.e. they were confused). Red Crown sent the Phantoms back to “Mother” (the carrier they originated from), and Tucker seized the chance to get into the fight by calling in his position to Red Crown, stating that he and Bachman were armed and ready to rock. Since they were closest to the NVAF jet, they were vectored to the aircraft and Tucker took the lead.
The MiG’s pilot maintained a low altitude, and Tucker readied his AIM-9C Sidewinder for a shot. The instrumentation in the cockpit indicated that the missile was already seeking out its prey, and within seconds, it would be ready to be mailed towards its hapless target. But Tucker would never get that chance to fire, since all of a sudden, the MiG’s canopy flew off and barreled away, while a flash indicated that the NVAF pilot had opted to eject rather than face Tucker. Understandably upset at the fact that he came so close to engaging an enemy fighter but couldn’t, Tucker pulled back on the throttle and made a few passes by the visibly anxious MiG driver, now gently floating down to earth under his parachute’s canopy.
While we don’t know what his reasons were for ejecting, many former F-8 pilots love to say that he would’ve probably stayed in his cockpit if he faced the Phantoms instead of the Crusaders. What attests to this is the fact that after most NVAF pilots engaged Crusaders head-on, they’d generally attempt to leave the fight after F-8 pilots fired a burst from their cannons. This would put them in solid positions for a missile kill for the F-8s. Though it was a noticeable trend, the number of pilots who stayed in the furball with American jets was generally marginally more than the number who left right away. The Navy, at first, refused to count it as a kill for Tucker, though historians and fellow naval aviators argued in his favor. It’s kind of a stretch, but I’d imagine that it was a mighty reassuring feeling to Tucker, Bachman and the rest of VF-211 that they were flying jets so fearsome that NVAF pilots would rather punch out than face them in air-to-air combat.
The Tactical Air Network 
Loved that airplane. Was one of the fifteen engineers which came up with the winning design in 1952. I ran wind tunnel test at UAC which went in with the proposal. After contract award ran fist WT tests at MIT, then developed air loads on vert tail and also did asymmetric loads on wing predicting wing twist when aileron applied. also ran transonic/ supersonic WT tests at NACA Ames lab, plus more subsonic tests at Galcit . Predicted inadequate roll rate at transonic speed due to wing flex, Left for Convair San Diego for 2 years was told that Sol Love, chief o structures (Vought)said “Aw that wing is stiffer than you think it is.” later found wing flex followed my worst- curve prediction – solved by making aileron actuator cover plate into spoiler and tying to aileron motion. I wound up working on F-102/F-106/ 880 and weird stuff ; and Sol Love? became president of Vought. went back to Vought in Dallas two years later (wife was Texan) and Crusader was flying -Navy ecstatic- so transferred to Preliminary design and… disappeared into black world, After 2 years left for Lockheed- 30 years- first GA then CA- ret. Bruce Bower
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Mr. Bower, It’s been 3 years since you’ve posted here so I’m thinking that you will never see this, but… I’m a 1986 grad, ex-Army armor officer, 26+ year ATC. My father flew F-8’s and loved them. He flew A-4’s out of Chu Lai two tours during Vietnam and spoke very fondly of them but I think that F-8’s were his love. He’s been gone since 1988. It was wonderful to see your post here. Thank you, sir. Jerry Wilson
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Oops… 1986 Citadel grad!!! India company.
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I did a search for Commander Laird. He has quite a distinguished war record. He was the only Navy ace to have scored air victories against both Germany & Japan & is a recipient of the “Distinguished Flying Cross”. My first post was in error, he was Chief of Staff for Operations of RCVW-12 when I met him. (it’s been a long time) I was in VF 121 at the time. A more complete accounting of Commander Lairds service record can be found on the “VETERAN TRIBUTES” website.
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My father, Colonel Roger Peard took his first F-8 trip into the sky in July, 1958. It was love at first flight! During test pilot school, Clsss 34, 1962/63, he made friends with several Vought employees. After graduating he became the head or Ordinance Branch, Weapons System Test at Pax River NATC. That began a close relationship with Vought for many years, John Konrad became a good friend. After that tour, he headed to Naval Air Systems Command in 1965 where he was the Crusader Design Officer for 32 months, until April of 68. He fought to have ECM installed in the Crusader to reduce SAM strikes in Vietnam. It was a derivative of the system in the F-4, he had worked on the system developmet team for it at WST. Lots of good memories of conversations with him about the F-8. He retired in 74, 5636 hours in 37 fixed wing and 10 helicopter types, 783 Crusader hours. I miss those conversations!
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Reblogged this on Among The Joshua Trees.
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I was part of VF-51 aboard CVA-31 in 67-69 and two of out pilots retired two MIGs on our Yankee Station cruises. Our pilots and aircraft were great to work on and lethal.
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As a Marine Airwinger, we had two F-8 squadrons in our H&MS 31 group. Plane captains had a habit of crawling up in the intake and taking a nap during down times. To start an F-8, we’d pull a gas turbine compressor unit (A POD) up to the side and connect the air hose to the air start unit. When a POD starts turning up, it makes it’s own unique sound. When we knew a plane captain had crawled up into an intake, we’d give him time to get asleep, then roll a POD up underneath the intake and start it up. They would come out of that intake so fast, they’d be 10 feet in front of it before their feet hit the tarmac.
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Larry, that’s hilarious!
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I beg your pardon! CVA-19 was NOT named John Hancock! Hanna was USS Hancock, CVA-19! The USS John Hancock was a destroyer not a carrier! 😡
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We got f-8,s toward the end of the 66 cruise on Top Gun, C V A 61 Ranger, they were definitely different and awesome looking. However as a personal preference, I loved the Phantoms. I was V-2 aft Cats.
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Great story. Thanks.
Maybe you’ve read Zalin Grant’s book, Over the Beach?
One of the best books about the Naval Air War over Vietnam.
Grant cruised the Tonkin Gulf aboard the USS Oriskany
for three different cruises. Lot’s of F-8 action.
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I made the last two cruises aboard the “Bonnie Dick” with VA 94 before it was decommissioned (CVA 31). The US Navy has had many great & heroic pilots but I am convinced that the pilots that flew from the deck of the “Bonnie Dick” were among the best that ever flew an aircraft into combat.
One pilot I met briefly so impressed me that I still remember our short meeting (at Miramar) to this day. What ever happened to Commander Laird? He was executive officer of CAG 5 at the time if my memory serves me correctly. He was walking with a cane, presumably from a flight injury. Nothing special happened, I was just a kid, but I had the feeling that I was in the presents of greatness. I have often wondered what became of Mr. Laird.
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Upon reading comments above, CVA 19 may not have been “THE JOHN HANCOCK” but it was “THE USS HANCOCK”. I had a friend that was in VF 24 aboard the Hancock. I believe they were known as the mig killers. VF 24 also served aboard “THE BONNIE DICK” where I believe they made most of their mig kills. The F8 had the highest kill per encounter record of any fighter that served in Vietnam. The F4 made more kills simply because there were a lot more of them.
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I can remember flying and loving the F-8, but since I flew the B model, with no ventral fins, I discovered firsthand the plane’s unique departure mode. Swapped ends, got compressor stalls, then began the classic F-8 “falling leaf” post-stall gyrations. It was also a beast when dirtied up for landing, but I still loved flying the Crusader!
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During my second TDY there, during Têt ’68 I was sitting in our aircrew bus on the west side of Da Nang AB waiting for my aircrew to return. We were linguists in USAFSS and flew missions out of Da Nang on Cam Ranh AB based RC-130’s. An F-8 made a barrier-arrested landing to the South about 100 to 150 yards away from me. A pickup truck with a camper shell on the back raced out to it and several guys started picking up long things and putting them in the back of the truck. Then I noticed the “E.O.D” on the sides of the pickup! The Zuni rockets had ejected from the tubes with the rapid stop! That night or the next, around dark, we heard several explosions and hit the bunkers with the base siren sounding. After several minutes with no further explosions, someone asked the guy in the perimeter tower next to us what had happened. He said that an F-8 had taken the barrier and the Zuni’s exploded when they were ejected! I was glad that didn’t happen to the one l watched land! Wynn
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When your out of F-Eights your out of fighters.Returned from nam in one piece.1965 was another world ago.The Crusader will forever adorn my cell phone screen saver.
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