With the F6F -
http://youtu.be/J1oWZwV7Gk0?t=1m44sMinimum of two per wing. One pulls down a lever releasing the lock holding it in the stowed position, and if necessary then moves out to assist the second man, who is "catching" the released wing and controling it's decent to the neutral position while holding the wing along the leading edge, then moving around to the tailing end of the wingtip to push the wing up into its unfolded position (note they never touch the actual wingtip - the wingtip itself it hollow and not very sturdy, there's ~10" sweet spot for the ground crews to hold and push onto the rear of the wing between the fabric-covered aeleron and the hollow alluminum wingtip - and this is why it's a dime or dozen if the latch holder makes it around to be of any real "help" to the one guy on the wing) , and then holds it there while the pilot pumps it locked (verified by red hats down ontop of the wing, and the guy on the latch located in the wheel-well can visualy verify by seeing the locking pins engaged from the wheel-well. (in the year 2013, you idealy want someone to hold the latch down/open during the whole swing operation to avoid unecessary wear/abrasion of any part, so idealy you have a third person on hand to assist the person working the wing if necessary).
Similar operation to stow them. The pilot or whoever is in the seat toggles a selector and an unlock level, pumps the locking pins open, one wing usualy poping free a few seconds/pumps before the next, and the wing walker (who's been waiting in position behind the wingtip) catches it as it breaks free and walks it back to the gravity-neutral position, switches to the wing's leading edge and heaves it (usualy assisted now by the second set of hands) up until it engages the latch locking it in the stowed position.
Note to the pilot/pumper - you can't have anything (arm/head/leg/body/belt/etc.) hanging outside the cockpit during the wing swings, the rear-inside corner of the swinging wing gets to within inches of the canopy.
