HOW IT WAS! KUNSAN AIRBASE 90th BOMB SQUADRON (L-NI) (1951-1954) Page 2 of 2

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Acknowledgement: Many thanks to Mr. Marv G. Weidner of Narrows, Virginia for providing much of the following information. Thanks to Roderick W. Clarke of Old Town Alexandria, Virginia for his narratives of 1951. Thanks to Roy MacPherson of Lincolnville, Maine for his narratives and photos. Special thanks to Lou Segaloff for his narratives and assistance on the history. Thanks to the detailed history of the 3rd Wing. Early history drawn from the "Brief History of the 90th Bombardment Squadron 1917-1956" (USAF Historical Division, Research Studies Institute, July 1956). Also thank you to Captain Curt "NiCd" Velasquez for his History of the 90th Fighter Squadron. Finally, we are grateful for information from the 3rd Wing site whose detailed history of the unit cannot be equalled.

Occupation Duties in Japan -- "Deactivation"

The unit was next assigned ot occupation duty and, by late October, the entire squadron had taken station at Atsugi Air Base, Japan. Its mission at Yokota consisted of occupational duties as well as operational training and surveillance. Approximately one year later, in September-October 1946, the unit moved to Yokota Air Base, Japan, where it remained until its inactivation on 1 October 1949.

The Korean War Starts -- "The 731st becomes the 90th"

At the outset of the Korean conflict the 3rd Bomb Group was at a two Squadron level (8th BS and 13th BS) with the 731st Bomb Squadron (L-NA) from the USAF Reserves attached to it. (Go to 731st BS for more details of the 731st activation.) On June 25, 1951, the 731st was redesignated the 90th Bombardment Squadron (Light - Night Intruder) and absorbed all aircraft and personnel of the 731st. The 90th BS (L-NI) operated from Iwakuni Air Base, Japan where the 3d Bomb Group had moved in July 1950 from Yokota Air Base, Japan.

Bob McFarland in his history of the 731st written in late June 1951 said, "When the 731st landed in Japan, we were detached from the 452nd and attached to the 3rd Bomb Group (L). There were mixed feelings concerning the shift. Mostly, we, as Reservists, were being thrown in with the Regulars, like so many lambs thrown to the wolves. It wasn't long until we discovered that as a whole, the Officers and Airmen of 3rd were a swell bunch. Little did we now the 3rd is one of the oldest organizations in the Air Force." (Go to the 731st Bomb Squadron (L-NA) to view the squadron history).

Bob continued, "By September, four crews had completed a stepped-up schedule (at George Air Force Base, California) and flew their planes to Japan where they were attached to the 3rd Bomb Group and started flying combat the day after arrival. A short time later, the balance of airplanes, crews and ground support personnel were transported by air and water."

"With their training focused on RADAR & SHORAN, they became the Night Intruders, the radar and electronic eyes of the Tactical Air Force. This was the only B-26 squadron trained in this fashion. They were pulled out of the 452nd and assigned to the 3rd Bomb Group to bring that group up to strength. The 452nd flew daylight missions from Pusan Korea and the 3rd flew night missions from Iwakuni, Japan."

"In late June 1951, the 731st was deactivated - ON PAPER - and the 90th which was one of the other WWII squadrons with the 3rd, was reactivated. All the equipment and remaining personnel was then transferred to the 90th. By this time the 731st had flown more than 9000 hours of combat and 2000 missions under every conceivable disadvantages: bad weather, patched-up airplanes; weary personnel and few replacements. They had flown all sorts of missions including high, medium and low-level bombing, visual and radar bombing, front-line support, flare drops, armed reconnaissance, strafing and rocketry... and had the distinction of flying the 10,000 mission for the 3rd Bomb Group."

731st Members with 50+ missions
Iwakuni AB, Japan
(From 731st BS (L-NA) Homepage)
Click on Photo to enlarge

Roderick W. Clarke of Old Town Alexandria, Virginia added, "When I arrived in May 51 the unit was designated as the 731st Sq which had been one of the four squadrons of the 452nd Wing, a reserve wing based at Long Beach, CA when the war broke out. Many of the ground crew members had been employed by the Douglas Aircraft Company, the manufacturers of the A (B)-26. They provided excellent maintenance and other support which we, the aircrews, thought was a tad better than that provided to the 8th and 13 Squadrons."

Manned by personnel from the 731st Bomb Squadron (L-NA), the 90th continued to attack supply routes and airfields. After the mammoth Chinese drive was stopped short of Seoul and the Communists were steadily driven northward again. Only a Chinese request of "peace talks" and international politics halted the United Nations advance in June of 1951. On 13 June Gen Van Fleet ordered by Washington to halt the attack and wait for armistice negotiations. UN forms a Main Line of Resistance (MLR). On 20 June 1951, the UN Command stopped the Allied offensive as peace negotiations began at Panmunjom. Close air support (CAS) flights were now flown only on orders from Air Force/Army combined higher authority. With the details arranged, armistice talks between U.N. Command and NKPA/CPVA representatives begin at Kaesong on 10 July 1951. U.S. Adm. C. Turner Joy headed the U.N. delegation. From the start there were problems when the NKPA/CPVA barred UN Press teams and Adm. Turner walked out. Later the press was allowed in.

In July, the squadron pounded enemy supply routes, airfields, and supply concenterations in Korea. On July 20, Chinese suggested a recess until July 25, so "each side could reconsider the views presented by the other side." On hearing this, Ridgway got suspicious and ordered an all out bombing of Pyongyang on July 25. On 23 July, the Far East Air Force, accompanied by naval aircraft, launched a massive air strike against North Korea's hydroelectric power grid, causing a blackout that lasts for almost two weeks. Results of the air strike extend into northeast China, which loses almost 25 percent of its electrical power. According to Causes of War, on July 27, US delegate offered a truce line with a 20 mile DMZ bordered on the battle line which would gain 12000 square km land from communist control, this relegation on previous US positions shocked the communists delegates, and they reproposed a truce line along the 38th with a 20km DMZ. On 27 July, the negotiations reached an impasse when Nam Il, the chief delegate for North Korea, lost his temper at a U.N. proposal that the military demarcation line be based on the present battle lines. On 28 July, President Truman says it's uncertain if the communists in Korea are "simply trying to gain by negotiations what they have not been able to gain by conquest. We intend to find that out."

On 30 July in order to keep pressure on the communists, Gen. Ridgway ordered massive air attacks on Pyongyang, the North Korean capital. Four hundred forty-five planes hit the city. The AFHRA stated "July 30: In the largest single mass attack for the month on targets in the Pyongyang area, ninety-one F-80s suppressed enemy air defenses while 354 USMC and USAF fighter bombers attacked specified military targets. To avoid adverse world public opinion during on-going peace negotiations, the Joint Chiefs of Staff withheld information on the strike from the news media." (See Maps from Billy C. Mossman, Ebb and Flow: November 1950-July 1951(Washington, D.C.: Center of Military History, 1990) for reference maps and Lines of Conflict: 1 July 1951 for Pyongyang location.)

The entire 3rd Bomb Wing was involved in this push that included every available USAF fighter bomber from the 8th FBW along with USMC support from the 1st MAW. Korea -- 50 years ago... states, "On July 30, the Far East Air Force carries out a bombing raid on Pyongyang. Gen. Matthew B. Ridgway, United Nations Supreme Commander, has convinced the political leadership and the Joint Chiefs of Staff that it is necessary to keep military pressure on the communists to keep them at the bargaining table. The raid is directed against military targets in the North Korean capital. Bad weather prevents medium bomber participation in the attack, but Air Force fighter and fighter-bomber crews fly 450 sorties. Damage assessments cannot be made because of weather and dense smoke."

Ford Garvin, Navigator with the 90th Bomb Squadron, remembered this mission and describes the 90th's portion. He wrote in 2005,

"I think you might be interested in the day light formation mission to Pyongyang. At this time Intelligence reported that virtually every building in Pyongyang had one wall removed so the first floor of the buildings were used as garages for the many trucks bringing supplies in from China during the nighttime . During the day the trucks were in the buildings, any needed maintenance and or repairs were performed out of the weather and the crews were fed and rested up for the next nights run down to the MLR ( Main Line of Resistance ) The decision was made at higher Headquarters to literally wipe Pyongyang off the map . An all-out raid against Pyongyang was planned . This would be the first 1000 plane raid since WWII The 90th Bomb was to be the last formation over the target that day with many single ship follow ons that evening.

"The 90th put up 36 A/C in two groups of 18 each. I was the Wing Lead Navigator, Lt/Col Moyer was the Lead Pilot and Col. Nils Ohman was the Mission Commander Col. Ohman also acted as Copilot for Col Moyer. I hate to admit it but I can't remember who the Shoran operator was.

"As I recall Col. Ohman was being groomed for a B/G star in SAC and was temporarily with the 3rd Bomb Wing to get some recent combat experience.

"The briefing was normal until the briefing people put the route overlay up. We had already had the weather overlay, the flak overlay, evasion and escape and everything else you could think of but when the route overlay went up I think all the Navigators and half the Pilots raised their hand. After the bomb run we were to fly straight for, as I recall, three minutes then turn on a heading of 121 degrees. Because I was in the front row I was asked what all the hands were for. When I requested that they superimpose the Flak overlay onto the Route overlay it became apparent. That 121 degree turn put us right over the most feared flak position in North Korea . I forget the name of the Flak Position but it consisted of three radar controlled 76mm guns that were manned by Russian crews that were training Chinese and North Koreans. These guys were good and should be avoided under all circumstances. Col. Ohman got on the phone to 5th A/F and said they couldn't tell us why but the heading was correct. I was hoping that maybe they had some fighters that were going to come in low and knock the guns out, that would sure be fine with me.

"I don't believe a single crew had flown formation since WWII. Believe it or not, the take off and form up from Iwakuni was excellent, not a single glitch. As I recall not a single plane out of 36 aborted. We slowly climbed up to our bombing altitude of 12,500 ft. The bombs were right on the target. We encountered no enemy fighters and absolutely no flak After we turned to 121 degrees I started staring at the three 76 mm guns I of course couldn't see them but I knew exactly where they were in a very prominent crook in a river. As I was staring at the gun position Col. Ohman said over the intercom " OK Navigator where's all that flak you were talking about " Just as he said that I could see the muzzle blasts of all three guns, so I replied " Check your watch Col. it will hit us in 12 seconds" and it sure did. For those that don't know, a good rule of thumb is that heavy flak (anything over a 40mm) comes up at around a thousand feet per second. Within 30 seconds or less 7 of the 18 A/C were knocked out of formation. All the planes made it to South Korea and there were no fatalities but lots of wounded and washed out aircraft . One Pilot called and said "My Navigator is dead and I'm hit, I will try to make it to Seoul." A few minutes later he said he was getting back into formation. He was told to get off the air and go to Seoul, and he did.

"When we got back to Iwakuni Col. Ohman called 5th Air Force to find out what happened. He got absolutely no satisfaction . After we got out of the flak I called the second group of 18 A/C and gave them a different heading to avoid these particular guns , The second group was never even fired at.

"The Pilot who said he wanted to rejoin the formation after saying that he was hit and his Navigator was dead was the last one to come back to Iwakuni . It seems that a piece of flak about 5 inches by 2 inches went through the windshield between the Pilot and the Navigator . It appears that the piece of windshield hit the Navigator in the nose knocking him out and giving him a terrific nose bleed. The pilot had his sleeves rolled up and his arms were all cut up by small pieces of glass. When they finally got back to Iwakuni the front of the Navigators flying suit was absolutely covered in blood.

"I believe that the 3rd bomb wing did a fabulous job and the entire Wing should be commended. Flying a good formation with lots of practice is difficult at best, doing it with no practice what so ever is damn near impossible. That was one of many days that I was proud to say that I was in the 3rd Bomb Wing.

Later Ford wrote, "As a follow up history for the July 1951 raid on Pyongyang . the 3rd Bomb Wing carried a mixture of fire bombs and 500 pounders with delayed action fuses . The fuses were set randomly from 30 minutes to 72 hours . This was to keep the fires spread around and to discourage the fire fighters. I remember flying over Pyongyang 6 or 8 weeks later and the entire city was just one big vegetable garden. As I recall there also were a couple of B-29 formations involved as well as some RAAF fighter sweeps. I am pretty sure that it added up to over a thousand planes, many of which flew more than one sortie."

(SITE NOTE: Ford assumed that this mission also probably included the 452d BW flying out of K-9 Pusan -- but we believe they were committed to night convoy interdictions. The 452nd Bomb Wing moved to Pusan (K-9). AFHRA states that, "After the enemy launched its spring 1951 offensive, it added night missions then in early June converted solely to such operations until its inactivation on May 10, 1952." An Illuminating Experience: Jim Franklin, Lt.Col., USAF, Ret recounted the mission of one 730th Bomb Squadron 452nd Bomb Wing (L/NI) on the 30th of July. It stated, "As we left the Briefing room on the late afternoon of July 30, 1951, we were grumbling a little on the mission assignment for the night. The Mission - Armed reconnaissance of the Purple 11 area of North Korea. This meant another hard night in the far Northwest corner of North Korea at the mouth of the Yalu River, attacking targets of opportunity in the Sinuiju/Uiju area. ... " Thus we believe the 452d took on the night convoy interdiction missions for that day in other areas of North Korea.

Ford's note about the a couple of B-29 formations gets a little hazy. At this time, we believe the B-29 formations were included in the pre-attack briefing for night missions, but the weather turned bad -- though it was clear during the day over Pyongyang. Korea -- 50 years ago... stated, "Bad weather prevents medium bomber participation in the attack, but Air Force fighter and fighter-bomber crews fly 450 sorties. Damage assessments cannot be made because of weather and dense smoke." Though Ford stated it was clear over Pyongyang during the day, the weather appears to have changed by night. An Illuminating Experience: Jim Franklin, Lt.Col., USAF, Ret gives us a general idea of the weather over North Korea on the NIGHT of 30 July 1951. "Instead of penetrating the target area from the Southeast, the normal way in, we would attack from the West, over Korea Bay. A secondary consideration was, although the weather in the target area was predicted to be clear, enroute weather in Central North Korea was predicted to be very bad. ... We departed K-9 Airbase (Pusan East) at 18:30 hrs, 30 July 1951. and proceeded North, enroute to the bombline penetration point near Kaesong, North Korea. Enroute weather was as predicted, ROTTEN! Cruising at 8000 ft., we were in intermittent rain, some turbulence, and zero visibility." Though the target area at the mouth of the Yalu River was clear, the B-29s would have scratched the mission as the targets near Pyongyang would be obscured as this was the "enroute weather" mentioned in lower parts of North Korea.

The B-29 missions would have been night missions because of the events of June 1951 -- as well as the well-known accuracy of the anti-aircraft weapons over Pyongyang. The slower moving B-29s made for an easier target. 19th Bomb Group states, "June of 1951 was a black month for Bomber Command as B-29 groups were attacked by 100's of Migs operating from the Antung airfield just across the Yalu." The B-29s were sent on night missions to take advantage of darkness for "night protection."

Information on the Marine involvement is still in research. The Navy Historical Center Chronology shows no significant Navy action for this day, but the Marine units of the Ist MAW were ground-based Marine units that fell under the tactical control of 5th AF -- not the Navy. We are certain only of the VMA-312, MAG 12, Ist MAW's involvement because of the reported death of Lt. Col. Harry W. Reed, F4U-4B Corsair fighter pilot on a combat mission near Pyongyang. According to Baugher site F4U-4B 62944 (VMF-312) was struck by aircraft which was out of control after being hit by AAA near Pyongyang Jul 30, 1951. F4U-4B 63064 (VMF-312) shot down by AAA Jul 30, 1951. Pilot was a POW. The VMF-312 had left the USS Bataan in June 1951 for ground based close air support operations while operating out of K-6 (Pyongtaek).

The 1st MAW units that MIGHT have been involved were the MAG-33 was at K-3 (Po'hang) and MAG-12 at K-6 (Pyongtaek). The MAG-33 units were VMF-311/VMA-312 (Only land-based unit with F9F-2B Panthers in Korea in July 1951; and the VMF(N)-513 in Itami, Japan (with F4U-5N Corsairs and F7F-3Ns Tigercats). The VMF-311 at Pohang according to Korean-War.com flew air-to-ground CAS missions and was famed for its part in the Chosin Reservoir withdrawal. The MAG-12 units were the VMF-212 and VMF-312 with F4U-4B Corsairs.

Non-available 1st MAW units: MAG-33 units NOT involved: VMJ-1 (F2H-2P Banshees) which was a Marine Photographic Squadron stationed at Pohang, Korea 1951-1952; and VMF-115 (F9F Panther) was NOT in Korea at the time. MAG-12 units NOT involved: VMA-323 is indicated by 323 Ready Room to have its F4U Corsairs involved in blockade of North Korea (ncluding the NW coast); and VMA-121 (AD Skyraiders) which did not arrive until Oct 51.

The bulk of the 90 F-80 Shooting Stars involved were most likely from the 8th FBW (35th, 36th and 80th FBS) at K-14 (Kimpo) with the responsibility to clear the Pyongyang air defenses. The 8th FBG provided close air support to UN ground forces but increasingly flying interdiction missions against enemy transportation systems, airfields, troop concentrations, and supply areas.

The 8th FBG moved to K-14 (Kimpo) on 25 Jun 1951 after completion of repairs to Kimpo's short runway. This marked the resumption of combat operations at Kimpo, although aviation engineers continued their work to restore the main runway. The runway at Kimpo proved too short for safe operations in fully loaded F-80 fighter-bombers and the unit swapped places with the 4th FIW at Suwon with its longer runway because the F-86 Sabre could fly safely off the shorter runway. The short runway story is verified by John Glassford Sr.'s tale of June-August 1951. He said, "...when we were sent back to Kimpo the second time with F80's, they only had one usable strip at the time. This strip was almost like a cliff and there was a small village at the base of this hill. They loaded the F80's with twin napalm tanks, two 1000# bombs and some other armament under the wings. We were using WWII Jato assist (that failed occasionally) and the first day one of the planes couldn't get off and dropped all the armament at the end of the runway and went cart wheeling thru the village. Needless to say, all the villagers had moved by the next day." During this max effort in summer meant the F-80s were using Jato assist -- with all the dangers involved.

The 49th FBW of Taegu (7th, 8th & 9th FBS) with its F-80s were possible aircraft involved. Phasing out its F-51s for F-80s, the 49th FBG moved to Taegu AB on October 1, 1950, becoming the first jet fighter outfit to operate from bases in South Korea -- and started its conversion to the F-84 squadron-by-squadron in Jun 1951, while others continued combat operations. Thus it could potentially commit two squadrons of F-80s.

The 51st FIG at Suwon (K-13) was still flying the F-80s (39th & 40th FIS). Flying F-80 Shooting Stars, pilots provided combat patrols, escort, close air support, and armed reconnaissance missions in support of UN ground forces in Korea. In early January 1951, the 51st FIG rejoined its parent wing in Tsuiki, Japan but continued to fly missions over Korea, staging first through Taegu and then through Suwon Air Base, and finally returning to K-13 (Suwon) in late July. It did not convert to F-86Es until Nov-Dec 1951. The use of the 51st FIG is possible, but most likely held in reserve for CAS missions. There were attacks on Hills 1059, 1100, 1120, and 1179 that raged on between 26 and 30 July 1951 on Line Kansas of X Corps Phase Lines above 38th parallel -- as well as fighting along I Corps Phase Line forward of Line Kansas. (See Battle Maps.)

Starting in Nov 1950, MiG-15s started to appear. The North Korean and Chinese pilots had received cursory training in the Soviet Union and had no combat experience. In June 1951, with the utmost secrecy, Soviet fighter units began to be brought in. They were better trained and more aggressive, willing to venture past MiG Alley. These units, however, were on six-week rotations ands often just as a pilot became adjusted, he would be returned to Russia. So by the end of the war, the Sabres had downed 10 MiGs for each Sabre lost. As MiG-15s were seen in the Pyongyang area on 29 July, a MiG cap for this mission was vitally important.

Ford recollected the pre-attack briefing stated the RAAF (Royal Australian Air Force) would provide aircover and that as the Lead Navigator, he had made contact with the RAAF and remembered the accent. Ford stated, "I do remember that when I made radio contact with the fighters I couldn't see them. I asked them where they were and my radio contact said don't worry because he could see us and that's what counts." Thus they were hovering above at mid-level altitude. Though the 77th Squadron was officially reported to be on a sweep on the Yalu River on 30 July with six aircraft, this left ten aircraft (with two spares) unaccounted for -- enough to provide air cover for this operation.

The Meteor's first mission took place on either the 29th or 30th of July 1951 depending on what report you read. According to Making HistoryL 77 Squadron, "77's first mission came on July 29, 1951, a fighter sweep between Songchon and Chonju, in conjunction with F-86s from the 4th FIW. No contact was made, though the Australians could clearly see the MiGs sitting on the Antung airfield just across the Yalu River in Manchuria. ..." (NOTE: We found this odd as AFHRA stated that on, "July 29: UN jet fighter-bombers and reconnaissance aircraft operating near Pyongyang encountered MiGs much further south than usual. Evading the attacking MiGs, the UN aircraft returned safely to base.") Meteor Operations in Korea states "At the end of July 1951, the Squadron returned to Korea and settled in at airfield K14 at Kimpo, near Seoul. The airfield was a sea of mud and living conditions were very uncomfortable. The Squadron had to maintain eighteen aircraft operational each morning and evening, and the ground crews worked long hours to keep the sixteen aircraft with two spares on line. 77 Squadron's first operational jet mission was flown on Sunday 30 July 1951 when six Meteors were tasked to fly a fighter sweep in the vicinity of the Yalu River." (NOTE: 20 Meteors assigned to 77 Squadron -- 18 operational with 2 in heavy maintenance.)

Coalition Warfare Considerations states that after the 77th transitioned to the Meteors, it was attached to the 4th FIW at various locations -- thus under the control of the FEAF and 5th AF. The 77 Squadron RAAF Meteors were only allowed to fly MiG-cap missions for B-29s with F-86s of the 4th FIW flying high-altitude cover. However, we also find that between June 25-August 22, 1951 AFHRA records show the 77th Squadron, RAAF attached to the 8th FBW at Kimpo during which the 30 July mission took place. When the 4th FIW moved to Kimpo, the 77th Squadron became attached to it.

We are still researching the F-86s of the 4th Fighter Interceptor Wing (FIW) of K-13 (Suwon) -- though NOT mentioned as a participant in this operation. A portion of the 4th FIG entered combat with F-86 Sabrejets from Taegu AB, South Korea, between December 15, 1950 and January 2, 1951. Another group detachment operated from Taegu, January 17-February 1. The entire group began operations in March 1951 from Suwon AB, South Korea. The 4th FIG's pilots primarily conducted counter air patrols, destroying enemy aircraft whenever possible. Most likely on 30 July 1951 they were up near the Yalu River (along with the six 77th Squadron Meteors mentioned before) to prevent the MiGs from Antung from entering the fray. MiGs were seen near Pyongyang by recces and fighter-bombers on the 29th of July. (NOTE: The more-advanced F-86E began to enter action in Korea with the 4th FIW in July of 1951, replacing that unit's F-86As on a one-by-one basis. The conversion to the F-86E was rather slow, and the last F-86A was not replaced until July of 1952.) In Aug 1951, the 4th FIW swapped with the 8th FBW to start operating at K-14 Kimpo.

Non-available FEAF units: The 27th Fighter Escort Wing (FEG) with its F-84Gs of Itazuke, Japan was replaced incrementally by the 136th FBW (Texas ANG) between May-Jun 1951 and most likely not included in the FRAG Order. The 35th FIW was at Johnson AB, Japan in an air defense role. The 116th FBG with F-84s arrived in Japan in July 1951 but its aircraft needed repair and pilots required training. The unit was not operational until Aug 1951. The 18th FBG and its tactical squadrons (2nd SAAF Squadron) with F-51s from early 1951 moved from base to base in South Korea with sod, dirt filled, and damaged runways, and operated separately from the rest of the 18th FBW -- though primary operations were from K-10 Chinhae. Used primarily for vehicle interdiction, it most likely would not have been used for hardened targets in Pyongyang.

On 21 August 1951, the squadron moved to Kunsan Air Base (K8), South Korea after the Allied forces gained a stronger foothold on the peninsula.

B-26 of the 90th Bomb Squadron (Courtesy of Roy McPherson) Click on photo to enlarge.

B-26 #43-5425 (Courtesy of Roy McPherson) Click on photo to enlarge.

Roderick W. Clarke wrote, "When we deployed from Iwakuni to Kunsan in late August 1951, most of the original ground crew members were still with us although most of the original aircrews had returned to USA-jima. If you have access to the combat loss stats by squadron I think you'll find that there were significantly fewer losses in the 731st/90th Sq than the 8th and 13th. Much of the difference is attributable to the fact that the aircrews were somewhat older (mid to late 20s) than those of the other two squadrons. But the the ground crews deserve some of the credit."

90th B-26s on the dirt parking ramp (Dec 1951)
(Courtesy James Heath)
(Click on image to enlarge)

When the first elements of the 90th arrived at Kunsan in Aug 51, the PSP parking areas were still being laid by the 808th and 809th Engineering Aviation Battalions. As a result, the 90th had to use the old Japanese airstrip (a raised sod strip) as the temporary parking area until the parking area was complete. There was mud everywhere. Ed Moynagh of the 90th BS wrote, "about Aug 51 we left Iwakuni, flew a mission & landed at K-8 [ my first time ] our parking area [ 90th ] was on the far side of the runway on the old Japanese runway [ grass/mud ] dark.") He continued, "The main runway was "24", 5000' long, our first parking area was about 1/3 of the way down that runway on the other side [east I think] not at the end, 90 deg. from the 24." As soon as the PSP was laid, the unit moved over to the north side of the runway.

The original asphalt runway was totally unsatisfactory. Basically, it was like taking-off and landing on a waterbed. Jim Heath of the 809th EAB which was aiding the 808th with the runway repairs, concurred wholeheartedly. He said, "Oh yes I remember the wave and our crews trying to fix it. They said the it was built over a rice paddy that had been there since time began. I saw trucks, graders and bulldozers get stuck. Never saw so much mud..." Jim later wrote, "When it (the runway) was finished it had to dug up and refilled as I remember a truck went over it and it did the wave way thing and the Capt Waters (commander C. CO. 809th) said dig it up and add more fill."

The Korean War -- "The Dicemen at Kunsan (K-8)"

Heading to North Korea with guns pointed up "hot and ready". Click on the picture to enlarge. (Courtesy Marv Wiedner)

Bombs Away!!! Bombs released over North Korea. Click on the picture to enlarge. (Courtesy Roy MacPherson)

Approximately 2000 people served with the 90th during the Korean War. Every man who was a member of the Dicemen -- whether flightcrew or maintenance -- has a story. Here are some.

B-26 "Babydoll"
(Courtesy of Lou Segaloff)
Click on photo to enlarge.

When the 3rd BW got to Kunsan, the communists were still active in the area. The whole downtown and off-base areas were considered off-limits. Driving off-base required an armed guard. Shortly after the arrival of the 3rd, the base was actually shelled from one of the off-short islands -- probably Oh-shikdo (now reclaimed as part of the Daewoo Auto plant in the Kujang industrial zone). The flights diverted around the island for take off and the island was bombarded.

There have been stories of the 3rd BW being called upon to assist the ROK Army in handling insurgents operating freely in the area. Ford Gavin wrote in 2005 and described one such request:

Going back in my records I show a flight on 8 Nov 1951 with 2:30 logged as combat time but no mission credit . I flew my last mission ( 55 in B-26s ) on October 6th and I was just waiting for orders to go home . Early in the morning of 8 Nov I got a call from Sq . Ops . saying they had an emergency would I please help them out and fly with Capt . So and so . I said I would be more than happy to fly with him . Capt . So and so was the character who always flew the whiskey run to Tokyo . I would love one more night in Tokyo . I put on a class A uniform , low quarter shoes , grabbed a bottle of bourbon and a change of drawers and took off for Squadron Ops . When I found out it was a combat mission there wasn't much else I could do so I borrowed a pistol from someone in Opns . and said I would go .

Just then Bill George , the SQ. Opns officer came in . He had just briefed the other crews . After Col . Moyer was killed I started flying with Bill George . He said he would brief me on the way . He asked me if I knew the school house at Iri and I said yes . It was on the approach charts and was marked as a school . Bill said that we were leading a gaggle of 6 planes . we had an ordinance load of rockets ( I don't remember what size or how many ) , 1800 rounds of 50 caliber ammo and a full load of 260 lb . frag bombs with radio fuses set to go off around 20 feet . The Korean Police Forces reported that all the Guerilla Chiefs were meeting in the school house and thought it was a good time to get a lot of the leaders at once .

Bill said that the other planes would be about 10 minutes behind us as we were first to knock out a lookout on the top of a mountain . We had no trouble finding the lookout , it was just some rice straw mats leaning against some bushes . Bill George fired the first rocket and it was defective , it made a big arch up and to the right , I thought it was going to come back and get us but it fell off in the mountains and exploded harmlessly . The second rocket got a direct hit on the rice mats but went right on through and exploded in the middle of the friendly forces . No one was hit but they certainly weren't happy . The third rocket we fired almost straight down . We destroyed the lookout but I doubt if anyone was there by that time .

Bill said that the Guerillas didn't even have any light machine guns only rifles and burp guns . I said that because we didn't get the lookout on the first pass that we probably lost our element of surprise and should come in up the valley for our attack

The school was located at the top of a long valley , my idea was that bill would knock the doors in with a rocket and if every thing looked good I would try to toss a bomb through the doors . If this was successful we could hack the mission with one more rocket and one bomb . The 5 planes were to come in with guns hot and bomb bays open and to use their discretion depending on what the guy in front of them did .

It seemed like a good plan but the absolutely worst thing that could happen did happen . We were flying up the valley coming in very low hoping this would give us some element of surprise , Just as we got level with the door , Bill was just about to shoot when the school doors opened and a whole bunch of little kids came running out the door , at the same time a triple A AW unit opened up on us . The gun was to the right rear of the school in the shadow of the school yard wall . We were no more than 200 meters from the gun . Bill George started hollering dry run , dry run ,don't shoot , I couldn't see the gun but I could see the muzzle blast so I told everyone to break left and climb . I felt like I had to knock out the gun so when we broke left I tossed a bomb and knocked out the gun . I never could see the gun but I feel pretty sure that it was an American twin 20 mm mounted on a half track . Probably captured from American Forces in the early days of the war .

All the planes behind us saw what happened One said that the Guerillas were running out the back door and up the hill , Someone else said let's get the bastards and we did . On subsequent passes I kept looking for the little children , I never saw any so hopefully they all made it OK .

This thing really got wild . I think most of us lost our cool and were a little more than slightly teed off . I can truthfully say that every 260 lb frag bomb was dropped way too low . Rockets and 50 cal. were fired so close that we were running in to our own debris . We stayed there until every plane had used up all of their ordinance . One guy who ran out of ordinance early was trying to cut their heads off with his prop .

I got my orders shortly after this and left for the states . As I recall a number of planes had battle damage but not from enemy fire it was all from our own ordinance . When I left the Wing still hadn't decided if they were going to get a mission credit or not .

Roderick W. Clarke wrote about his experiences at Kunsan in 1951, "I was only at Kunsan for about 6 weeks all told and one of those weeks was actually spent in Japan on R&R which I thought marked the end of my tour of fifty missions. However, when I returned I was told that the tour had been increased to 55 missions. Thus I had to fly five more missions."

"On the night that I flew my fiftieth mission, a bizarre accident occurred at Kunsan AFB. For some reason a searchlight had been installed at the end of the main runway closest to the shoreline. This searchlight was oriented vertically and was probably intended as as a visual beacon to help pilots find the base. In that mode it was of some use. For some reason that I have never been told, the operator on the night in question decided to slue the light to the horizontal position as the aircraft sped down the runway on their takeoff roll. Someone speculated that it was intended to help the pilots see better what was ahead of them but what it actually did was afflict them with vertigo. This was experienced by Lt Col Moyer, the 90th Sq CO and his aircraft crashed and burned on the mudflats at the end of the runway. Of course he had a full fuel and bomb load aboard which made the catastrophe that much more dangerous. Moyer was pretty badly burned and I think he died as a result. I can't recall if anybody else was killed or not but the navigator was my buddy, Lt Ford Garvin who went on R&R with me the next day."

(NOTE: As an added note, Ed Moynagh of the 90th Bomb Squadron, contributed some added details to this story about one of the 76th Anti-Aircraft Artillery troops who assisted in the rescue attempt. Ed wrote, "When Moyer went in [just over the fence line] Corporal John F. Collier RA 16303427, "A" Battery 76AAA, Battalian [SP] got major injuries to his back from Shrapnel from a 500lb. GP bomb exploading while aiding in the rescue.")

Ford Gavin wrote in 2005, "It seems that many personnel from the 90 th Bomb Sq are unaware or confused on what happened when Col Moyer crashed off the end of the runway in late Aug 1951. I was in the plane in the nose during the crash. Besides me ( Ford Garvin ) and Col Moyer, Capt. Grablin was in the co- pilots seat . Grablin was on his second Dollar Ride. After takeoff there was an instrument failure requiring Col Moyer to fly visually . The night was very black and consequently there were no visual references. We literally flew into the ground with full takeoff power on.

"The A/C stopped 1 1/8 miles from the end of the runway on the mud flat at low tide. I got out with no problem but Moyer and Grablin had trouble because the crash damaged the canopy. Two or more Korean fishermen got them out . A total of 18 Americans and at least 4 Koreans came out to help in the rescue. I got out on the right side of the plane while Moyer and Grablin got out on the left. The plane was burning from the minute we started scraping the mud flats . When the first 500 lb GP bomb exploded I was about 20 ft from the bomb. (Yes, that's right 20 ft). I was literally thrown through the air. When I stood up a Korean man and boy were there. Immediately 2 more 500 pounders went off but this time the concussion slapped us down into the mud instead of giving us a ride through the air.

"At the Dispensary Col. Moyer was still conscious but Grablin never regained consciousness. The 17 rescuers all said that Army Cpl Collier pulled all of them to shore . Cpl Collier was helping the medics when one of them noticed that he was Army rather than A/F. The Medic told Collier to go to the Army aid station down the road. Collier immediately got up and started out the door but he didn't appear to be steady on his feet so I asked him if he was OK. He said that his back sure did hurt a lot so I turned him around and cut open his jacket . Collier had a hole in his back that looked like I could put my fist in up to my wrist. It looked like hamburger with large hunks of bone in it. When the Medics saw it they just started shooting him with morphine.

"As a result of the crash , search lights were placed at the end of the runway to shine on the water for a visual reference during especially dark nights. Three people were killed. Grablin just lived a few days, Moyer lived, I think about 5 weeks and another man, whose name I don't know was killed by bomb fragments, he was on the shore 1 and 1/8th miles from the crash site. Evidentally the explosion was pretty spectacular as 2 crews that night refused to fly any more and another refused the next morning. Col. Moyer, Capt. Grablin, Cpl Collier and 17 others were air evacued that night. I declined the evacuation, I subsequently learned that I had 3 cracked vertibre, all my ribs were broken on both sides and my right ear drum had burst along with many scratches and bruises.

Some one told me that a Bob Hope show was on that night and that it was cancelled due to falling debree in the audience area. I would like to know if this is true or not."

The Pacific Stars & Stripes caption under this photo in 1952 read,
"NAPALM ATACK -- One of the 3d Bomb Wing "Grim Reapers"
clobbers a Communist-held observation point with napalm
during the early months of the Korean war."

Roderick W. Clarke continued, "While at Kunsan I never left the base because I think we were not allowed to go into town. I did walk around the base periphery once or twice but I was told that that was dangerous because there were many guerilla units still operating in South Korea at the time. In fact one such unit set up an anti-aircraft gun on an island off the end of the runway and began shooting at aircraft as they climbed out over the Yellow Sea. Needless to say that the prescribed traffic pattern was quickly adjusted to keep aircraft out of the gun's range. And it wasn't long before a strike mission was launched against that gun using napalm resulting in its destruction. Could the picture you have on your site showing a B-26 delivering napalm on an island be that mission?" (NOTE: Go to How It Was (1949-1951) to learn how these guerrillas were formed from the remnants of the fleeing 6th Division of the North Korean People's Army (NKPA). After the Pusan Breakout in September 1950, they couldn't outrun the pursuing forces so they split into groups and disappeared into the Chiri Mountains.)

He went on, "There was always a concern that the Chinese Air Force would strike Kunsan and to make believers of us we experienced a mock raid by our own aircraft one morning just after first light. The base was defended by US Army air defense units and these were caught thoroughly napping as the ten or so B-26s came in from the sea at low altitude and made multiple mock bombing and straffing passes on the parked aircraft and fixed base facilities. I recall tumbling out of bed and running out of the quarters in my skivies for a slit trench that we had previously treated with a good deal of contempt. We were true believers after that, for sure."



90th Silver B-26
(Courtesy of Lou Segaloff)
Click on photo to enlarge.

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Photos of K-8 (Courtesy Roy MacPherson)

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The enlisted perspectives of life at K-8 were slightly different. Roy MacPherson of Lincolnville, Maine (then an A/1c) wrote, "I arrived at K8 the first week in January, 1953, and was assigned to the 90th (PAR-A-DICE) bomb squadron. As it would be a while before I would start flying missions as a B-26 gunner, I was delegated, along with others, to while away my time loading bombs. After doing this for approximately three months on the sometimes frozen tarmac of K8 we developed a tremendous respect for the airmen who did this full time. The armorers and the aircraft maintenance people were the true unsung heroes of the bombardment group."

90th Bomb Squadron Flightline
(Courtesy of Roy MacPherson)
Click on photo to enlarge.

"I flew my first mission on March 31. I don't remember a thing about it, but the flight record says it lasted one hour and twenty minutes. Must have been a "milk run" up and back. Once we started flying missions we flew almost every night so we didn't have many free evenings. On those rare occasions, we usually gathered at the enlisted men's club, which, if my memory serves me, consisted of tables, chairs, and 3.2 beer. That's it! So the extent of our social life was to sit and drink beer and talk, mostly about what we did before we got where we were and about our plans for when we would eventually leave. Rarely, if ever, was there talk about the missions."



Gunner A1C Roy MacPherson
leaning against the prop of
the "Wabash Cannonball."
(Courtesy of Roy McPherson)
Click on photo to enlarge.

"For some reason, beyond my comprehension, hard liquor was available only to the officers and not to the enlisted men. But occasionally we were able to convince one of our fellow crew members (usually the navigator/bombardier) to procure a bottle or three for us. Not that we necessarily wanted the booze for ourselves, as most of us had no desire or time to consume same. Except for the "mandatory" shot of whiskey after each mission, most of us just stuck with an occasional beer. However, we discovered that a bottle of whiskey could bring us untold wordly treasures at the rear door of the mess hall. Not that we weren't fed enough, but with our erratic schedules, flying at night and trying to sleep - sometimes during the daylight hours - we found it convenient to have our own cache of grub. Again, if my clouded memory serves me correctly, two fifths of Seagrams VO would land a twenty pound ham and several loaves of bread."

"I recall the base chapel (or one of them) as being not much larger than a wide trolley car with benches for maybe three or four on each side and , of course, the altar at the far end. My friends Roger and George, myself, and others would attend services when our schedules allowed. Late afternoon song and prayer sessions were popular with those flying night missions. When the chaplain asked for volunteers to accompany a truck load of goods destined for one of the local orphanges in Kunsan we jumped at the opportunity, as we were not allowed off the base otherwise. I really don't recall much of the trip to Kunsan except when we arrived at our destination. It was what appeared to be a school for orphaned children. When we stopped the truck we were immediately surrounded by scores of children, mostly boys, probably between the ages of six and twelve. They seemed so happy to see us and some of them even sang a song for us. It was as if they were trying to cheer US up. This is what remains with me more than anything else about my tour of duty in Korea - maybe because I still have a photo of those kids charging our truck. I probably didn't realize it at the time, but looking back after all these years this is really what it was all about - these kids and thousands more like them and those to come. A shot at freedom." (For Roy's 1953 Photos of Kunsan City go to Kunsan City.)

Base Chapel 1952
Click on the photo to enlarge
(Courtesy Hans Petermann)

Kunsan Orphanage 1951
Click on the photo to enlarge
(Courtesy Jack Boyer)

Kids at the Garbage Dump 1951
Click on the photo to enlarge
(Courtesy Jack Boyer)

"The missions? The fifty missions I flew just seem to blend into one big ten week mission, one big blur - from the two hour milk runs to the dreaded six hour BDA's and everything in between."

"I flew my fiftieth and final mission on the night of June 25th, 1953. The flight record records it as two hours and forty minutes flying time. The only thing that I remember about the mission: they let me say "FIGMO something or other" to ground control as we headed south over the check point."

"I was on my way home when I received word that George was missing in action, 1 July 1953." (NOTE: "George" was Sgt George Lee Cherrington from Galesburg , Illinois. He was MIA on 1 July,1953, and officially KIA on 2 July, 1954.)

Sgt George Cherrington with camera. (1953) Base Shuttle going by. Note the slit trenches used during air raid drills. (Courtesy of Roy McPherson) Click on photo to enlarge.

Roger Bjurstrom in Kunsan City. (1953) Note the traffic cop on the pedestal. Trees are pruned for winter. (Courtesy of Roy McPherson) Click on photo to enlarge.

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In The Korean Air War by Robert Dorr and Warren Thompson (p124), describes the condtions as "constant shortage of trained crews, parts, and supplies. Crews finished their tour of duty in short duration and were rotated home, making it necessary to constantly trian and retrain."

It continued, "Sgt. Chet Leroy, an engineer with the 90th BS, flew B0-26s on nocturnal raids during this period when the toughest job north of the 38th Parallel, it appeared, ws driving a North Korean truck! With B-26s and Marine F4Us and F7Fs prowling the highways in the darkness, the enemy's movements of vehicle convoys was anything but easy. Leroy remembers a B-26 mission with unintended consequences:"

"It was standard procedure to turn off the navigation lights when passing over OBOE when en route to the target area. OBOE was the name of an island checkpoint just off hte coast of Korea. This particular night, I was the right-seat engineer. After a few low-level passes on various targets, my pilot and I agreed that flak was heavier and closer than usual. Fortunately, it was not close enough to do any damage to our aircraft."

"When we made a head-on strafing pass on a truck, before we fired our guns the truck's headlights started going in an erratic pattern and one light went out. We pulled up off the run, somewhat puzzled. Since we hadn't gotten any flak in this area, we started another dividng pass on the truck, but this time we extended the landing lights. The truck was part of the way down a steep embankment, wrecked. We spent the rest of the night's mission inadvertently decreasing their rice output, which is one way of saying that some of our bombs exploded in the rice paddies instead of damaging trucks."

"Later, when we passed OBOE outbound, I reached up to the center overhead panel to turn on the navigation lights only to discover that we had never turned them off when headed into the target area! This explained the better than normal flak accuracy and the incident with the truck. The driver had seen our lights as we dived in on him and he just 'bailed out' of the truck, and it went off the road and down the embankment. So, we destroyed a truck without firing a shot."

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Left: Joe Francis with "Linda"; Right: Armament upload

Aircraft maintenance in winter
Photos courtesy Joseph Francis, Crew Chief with 90th BS

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Getting rest before your next mission was difficult at best, but then there were the other nuisances -- the crowded conditions in the Jamesway huts, the bitter cold of winter and the blistering heat of summer. Walking in the mud if there was no "duck walk" laid down. But also there were those pesky critters -- the Kunsan mosquito. Mosquito nets were a necessity. Marv Wiedner of Narrows, Virginia remarked that the mosquitoes made more noise than the B-26s flying at night. Jokingly, they commented that if you didn't watch out, the small mosquitoes would carry you outside...and then the big ones would get you. Even today, the descendants of these critters are still making life miserable for the Kunsan GIs in summer.

And who can forget the primitive latrine facilities with the water being very intermittent. The water was supposed to be on twice daily for a two-hour period, but the pumping and piping facilities were at a minimum. Sometimes, it was days before it was turned on. Thus showers were a hit-or-miss proposition -- and flushing the communal toilets also intermittent as well. As Marv remarked, "Don't remember much about the water except we never knew when it was turned on. Cold showers were available whenever it was turned on. Word spread like wildfire thru the area when it was turned on and you stood in line with 50 or more guys waiting to get wet. Commodes only flushed when water was available. Smell got a little heavy when the water was off for a few days."

Drinking water was not like nowadays. Marv continued, "We had a 100 gal Lister bag set up in the Maint. shack for drinking water. Got pretty stale between fillings. At least it was wet. Ice cold in winter and hot in summer. The only hot water was at the mess tent where you dunked our mess kits and silverware to clean them. Clean clothes-- yea right." Marv also remembers that the pond used for emergency fire-fighting water doubled as the swimming pool...when it had water.

But the thing that Marv remembers most are the men who served with him. The talks with pride of those who flew with him...and with sadness of the ones who didn't come home. This is what he remembers most of Kunsan.

Click on image to enlarge

The picture on the left is of Marv Weidner's aircrew assembled in front of his B-26C, "Old Ironsides" (S/N 35554). The B-26 had a four-man crew and the fifth man is another flight engineer getting his checkflight. Note that Marv was the "old" flight engineer -- and he was only 18. (From left to right: John (Jerry) Cance--Pilot; George Switzer --Flt. Engineer (New); Marv Weidner --Flt. Engineer (Old); Clinton Clickner --Gunner; Tom Schmitou --Navigator/Bombardier.) Incidentally, after the war, "Old Ironsides" was placed into storage at Davis Montham, AZ. However, she was brought out of storage in secret to support the abortive 1961 Cuban Bay of Pigs Invasion. A gallant aircraft to the end, she was one of the 8 B-26s lost in action.

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Even airplanes have their stories...and like the men, some didn't come home. "Involuntary" got her name from the time when the 731st aircrew picked her up from Hill AFB, UT to shuttle her to George AFB, CA. On the flight down, they smelled insulation burning. The crew chief found the problem and pulled the circuit breaker. Andrew ("Andy") Anderson wrote, "Somewhere south of Las Vegas the crew chief made the remark that the airplane was acting just like an "Involuntary Recallee," which we all were." (She was recalled to duty along with the other men of the 731st BS.) She was with the 731st - 90th BS at Iwakuni, but ended up with the 8th BS. Each aircraft had its own personality and after awhile they became old trusted friends which served alongside in battle and brought one home safely at the end. Thus when one was lost, a special bond was shattered and one felt a sense of loss. The following was written about "Involuntary" by "Andy" Anderson on the 731st BS (L-NA) Homepage. "It really should be noted that at the time of her untimely demise, "Involuntary" was neck and neck with another famous B-26 of the 731st, "Fly by Night" for the greatest number of sorties flown. At the time I left Iwakuni, she had 185 combat missions, and never had an abort. About a month after I had reported to my new assignment at Langley AFB, Virginia, I was informed that "Invol" had been flown back into the mud flats off the end of the runway at Kunsan, Korea when the artificial horizon lost power, and the pilot became disoriented. I felt a great sense of loss, like the death of a good friend leaves." (NOTE: The book, INVOLUNTARY by Chester L Blunk, Lt. Col. USAF (Ret) and Andrew G. Anderson, Capt. USAFRes. (Ret), will be published soon. It contains portions of their previous book, Every Man a Tiger. A must-read book for any member of the 90th.)

Involuntary - #958
(Note: This was taken after it was transferred to the 8th B.S.)
(From 731st BS (L-NA) Homepage)
Click on Photo to enlarge

The Korean War -- "The Dicemen Lead the Way"

Throughout 1952, and the first half of 1953, the unit flew night interdiction missions -- its targets included locomotives and boxcars, truck convoys, warehouses, factories, flak and searchlight positions, and troop concentrations.

During the Korean War, as its name implied -- "Night Intruder" -- the Douglas B-26 Invaders' specialty was night interdiction and attack. The aircraft themselves also changed from "red tails" to "white tails" with numbers in red, because another squadron at Kunsan had "red tails." After changing to "white tails," the red dice changed to white dice with black dots and would remain that way until departing Kunsan for Johnson Air Base, Japan in early October 1954.

Approximately 2000 people served with the 90th during the Korean War and the squadron earned six campaign streamers. Flying over extremely hazardous terrain, regardless of weather conditions, the unit attacked vehicles, locomotives, searchlights, ships to deny the enemy use of its war materials. In other words, if the enemy moved at night, the 90th would rain lethal destruction upon it.



Crewchief, Sgt Gene Hogan of the 90th BS,stands next to
the "Fly By Night." This Douglas B-26 Bomber
flew 425 combat sorties, the most of any aircraft.
(From History of the 90th Fighter Squadron.)
Click on photo to enlarge.

For its actions during the Korean War, the unit earned the following honors. Campaign Streamers: CCF Spring Offensive; UN Summer-Fall Offensive; Second Korean Winter; Korea Summer-Fall, 1952; Third Korean Winter; Korea, Summer 1953. Distinguished Unit Citations: 25 Jun-9 Jul 1951; Korea, 1 May-27 Jul 1953.

After the Korean War -- "The Mission Changes"

A little known chapter of the 90th Bomb Squadron history involves the American decision in 1954 to support the French in Vietnam by providing direct assistance in the form of a "loan" of USAF B-26B/C Invaders, aircrews and maintenance personnel.

However, the story actually starts much earlier in 1950 when the US clandestinely shipped B-26s to the French in French Indo-China. There are some mysteries during the Korean War dealing with the B-26s. Some B-26s were flown directly to Kunsan AB from France -- without stops in Japan -- for transfer of the aircraft to the ROKAF. However, we have no information of any ROKAF unit flying B-26s unless it was for clandestine operations. The assumption therefore is that these aircraft were clandestinely destined for Vietnam. In Jan or Feb 1952, Martin J. Folan of 126th Bomb Wing (L), Bordeaux, Fr. Laon, Fr. wrote about a "special Field Mission Tour Kunsan AB, Korea to 'ferry' our B26's for use by ROK AF people. We returned to France without our Aircraft." He recalled, "It was a long long flight from Bordeaux-Meriniac AB, France back in late Jan. - Feb. 1952. We T and G'd at several places along the way. No one left the area of the aircraft while gassing. I don't remember our staying anywhere overnight. Of course that was 51 years ago...but I was one of the youngest on the flight crews. We did not stop in Japan on the way over."

"The aircraft were fully functional when we operated them in Bordeau. Guns, bomb racks, even rocket hangers on the wings. While at Kunsan I was told our aircraft were being turned over to the ROK AF people. A couple other EMs and myself worked with the armament shop personal (including Koreans) to explain some of the power turret systems and gun sight aiming and firing systems and field maintenance procedures for them. I would presume that if any of our aircraft were going to other USAF 'Invader' squadrons on the base, their personnel would be as up to date on the TM's as our people were, and we wouldn't be aclimating them in this manner. I remember one of our flight engineers complained about having to turn over his bag of Tech Orders and up dates on the entire electrical system to a maintenance team including a couple ROK people. That's why I still think those 26-B's and C's went to the Korean AF people. But, far be it from me to question the wisdom of 5th AF historians. Thanks again for a beautiful website on the sweetest warbird I've ever served on."

Later Martin wrote in Apr 2004, "Several of the guys recall the project involving 2 or 3 flights of aircraft ( several weeks apart) being Temporary Transferred to FEAF for short 'field mission' assignments. We all agreed that none of the aircraft were returned to the Bomb Wing, but were replaced with other, re-furbished aircraft ferried in from a depot in the ZI. I was the only one so far who went on one of the flights. After the wing was assigned to Laon, France...from Bordeaux, flights went down to Rabat, French Morocco for gunnery and bombing exercises and a couple of the guys were air crew on those assignments. One or two of the pilots recall pilot-friends who they believe either went, or whose brother went or something like that...but I haven't come up with a name, yet. My pilot and the flight engineer were from the 180th Bomb Sq. (Missouri Air Guard) and that was the first time I had met either of them. I did not share quarters with the T/Sgt. flight engineer after we arrived at Kunson, and nobody even told me where the EM club was...what the heck, I was only 18 anyway."

Starting in 1950, the US started to "loan" B-26 Invaders to the French for us in Indochina (Vietnam). The following pictures are from Voron N. Baughan. The pictures are of a ferry flight of B-26s with a B-29 "mother ship." He wrote, "Six pictures that SSgt M. Wilkins (Eng/Gunner) took from a French B-26 that he and other reservists were flying from the U.S.A. to French-Indochina (late 1950). Note the "French" marking on the B-26 rudder. He gave me these pictures in 1951 before his crew was shot down." After this ferry flight, SSgt Wilkins was assigned to the 8th Squadron, 3rd BG at Iwakuni.

He added, "He was the only survivor & spent 27 months as POW. ... Our 8th Sq. had various people TDY to help train these French in the B-26 - 1950-1951. Most of us didn't know at that time where these people went TDY, but it did filter out to us. We knew the French had these B-26, as some of our assigned reservist to the 8th Sq. flew them there. .. The B-29 pictured was the "Mother" aircraft."

B-26s and B-29 Mother Ship enroute to Indochina (Late 1950) (S/Sgt M. Wilkins)

The U.S. loaned many B-26s and aircrews to France for use in Vietnam between 1951-1953, but were careful not to tell the public of these transfers as the American public was in an isolationist mood.

At the end of the Korean War, the shipment of aid to the French resumed. As the Korean Conflict truce was in place, five aircrews and maintenance personnel deployed in an operation called "Operation Saddle". The aircrews were sent to join the Groupe de Bombardement 1/91 Bourgogne at Tourane (later called Danang) and flew combat bombing missions against the Viet Minh. But the French were overextended and the end was inevitable after the loss of Dien Bien Phu. One of the aircrews from 90th BS -- consisting of Lt. Wilson Decker (pilot); Lt. Edward Yost (Nav/Bom); and Marv Weidner (Flt Eng) -- recollects that the 3rd BW crews departed Tourane AB 14 days before the defeat at Dien Bien Phu.

Allen Paul wrote in Sep 2007, "I was part of MAG group of about 130 Air Force mechanics sent to Touraine to maintain the planes. This began in Jan 54 and ended at the end of June 1954 well after the fall of Dien Bien Phu. The missions were all being flown only by the French pilots during that time. There were replacement aircraft flown in by American pilots during that time. Also at this time CAT Airlines (CIA) C119 Flying box cars were being flown by American civilians mostly ex flying tiger pilots. There also was a number of Navy Bearcats, not sure how many or who was flying them as we were kept isolated from both units. We maintained about 30 B26 planes during this time. We pulled out suddenly at the end of June and as far as I know we left the planes with the French." He later wrote, The operation Tourane began in January of 1954 for a 90 day tdy and I was with a group that were replacements and arrived April 1 and remained until we pulled out with little notice as armistice talks were almost complete and the French were ready to leave. They came to Kisarazu AB in Japan and were looking for volunteers with B26 experience in November of 1953 and found about 15 from this base and other bases in Japan and Korea."

After the defeat of the French, fifteen B-26s were flown out and were taken to Meho, Japan before being returned to K-8.

Boca Bomb (Kamikaze plane) on display
Johnson AB, Japan
(Courtesy Jack Stoob)
(Click on photo to enlarge)

During the first part of October, the squadron was transferred to Johnson Air Force Base in Japan. From October through December 1954, the 90th participated in mobility moves to Kunsan, Korea to practice a concentrated bombing effort; to Okinawa to conduct missions designed to test the air defense capabilities of the Chinese Nationalists on Formosa (Taiwan). The 90th practiced glide and level bombing and fixed and flexible gunnery attacks at Clark Air Base, Philippines.

December 1955 marked the end of the era of reciprocating engined aircraft used by the 90th as it phased out its B-26s. The 90th Bomb Squadron transitioned to B-57s in 1955. It was redesignated as the 90th Bombardment Squadron, Tactical, on 1 Oct 1955. It continued to fly the B-57s until 1964.

B-57 of the 3rd BW at Misawa AB (6 Jan 56)
(U.S. Air Force photo)

The 3rd Bombardment Group was reduced to one officer and an enlisted man on 13 August 1956, essentially becoming a paper organization. The wing headquarters assumed direct control over the 8th, 13th, and 90th Bombardment Squadrons. Finally, the Air Force inactivated the 3rd Bombardment Group on 25 October 1957, as part of a reorganization plan that created wing deputy commanders for various functional areas and gave wing commanders more direct control over their units. While the group ceased to exist after 36 years of service, its proud heritage, in the form of its emblem and battle honors remained with the 3rd Bombardment Wing.

B-57Bs with Mt. Fuji in background
(US Air Force)
Click on photo to enlarge.

Nuclear Alerts at Kunsan: The 3rd Bomb Group in the Far East at Johnson AB in Japan traded in its B-26s for B-57Bs in 1957. It stood nuclear alert in Japan and Korea during the height of the Cold War. The nuclear alert was on a monthly rotational basis between the squadrons of the 3rd BW. (Go to 3rd Bomb Wing (Tactical) at Kunsan AB for details of the nuclear alert at Kunsan AB.) It flew the B-57Bs until 1965. The squadron practiced rocket attacks, dive bombing, skip bombing, and strafing, and the over-the-shoulder Low Altitude Bombing System nuclear delivery maneuver at Mito range, northeast of Tokyo and at the Koon-ni range on the west coast of Korea.

Pad-C patch (circa 1962)
(Courtesy Robert W. Koeser)

1LT John Schaefer outside the Kunsan AB Alert Facility. Note the 90th BS patch on flight suit and red dice embroidered on hat.

90th BS B-57's on the Alert Pad at Kunsan AB, Korea, 1964.

On 18 November 1960, the 3rd Bombardment Wing moved to Yokota Air Base where it continued to train in bombardment, reconnaissance and aerial refueling operations. The wing also stood nuclear alert with its B-57s. For a period, from 1 September 1963 until 8 January 1964, the wing's headquarters remained in a non-operational status pending Air Force plans to convert it to a tactical fighter wing. During its time in Japan, it received two Air Force Outstanding Unit Awards - June 1 1958 to June 30, 1960; July 1, 1960 to March 31, 1962.

In August of 1958, Mainland Chinese forces began bombarding the Nationalist-held island of Quemoy. The 3rd BG stood by in Japan to strike strategic targets in China, North Korea and possibly even the Soviet Union should the crisis escalate out of control. Fortunately, the crisis soon cooled and hostilities were averted. After the 345th BG deactivated in 1959, the 3rd BG was the only active B-57 unit in the Air Force. Plans were underway to also convert the 3rd to F-100 Super Sabres, but Vietnam cropped up.

8th TBS Bomber configuration:
Photo from Mark Witt: B-57 Canberra site

The Baugher site: B-57B: said, "This would ordinarily have been the end of the service of the B-57B with the USAF, with the 3rd BG being inactivated and all its planes being transferred to the Air National Guard. However, the worsening situation in Indochina led to orders for the 8th and 13th Bomb Squadrons of the 3rd BG to deploy to Clark AFB in the Philippines for possible action in Vietnam." Though technically still part of the 3rd Bomb Group in 1964, the 8th and 13th Bomb Squadrons were stripped away later in 1965 when the 3rd Bomb Group with the 90th Bomb Squadron rotated stateside to convert to F-100s.

The 3rd Bombardment Wing was redesignated as the 3rd Tactical Fighter Wing in 1964. The 3rd Bombardment Group was deactivated after 46 years of continuous service -- and all honors passed to the 3rd TFW.

The squadron was redesignated as the 90th Tactical Fighter Squadron on 8 Jun 1964 and transformed into a light attack unit. The 90th TFS was at England AFB from 9 Jun 1964-8 Feb 1966 and transitioned to the F-100 aircraft which it flew from 1964-1969. (For F-100 specifications, go to F-100 Specifications.)

The 3rd TFW relocated to England AFB, Louisiana on 8 January 1964 after the 8th and 13th Bomb Squadrons were stripped away. (See the 3rd Wing History.) While at England AFB, the 3rd TFW was brought up to full strength and equipped with the North American F-100 Super Sabre. The 3rd TFW kept the 90th TFS and gained the 416th, 510th and 531st Tactical Fighter Squadrons.

A pair of Red dice with White spots and edges,
showing a "natural" (2 and 5).
Approved on 14 Feb 1924 (K 2674).
MOTTO: PAIR-O-DICE. Approved on 28 Dec 1992.

After the 3rd TFW conversion to F-100s was complete, the 3rd TFW rotated to Misawa AB, Japan to stand nuclear alerts at Kunsan AB. The assigned 39th Air Division F-100 units had departed in Jun-Jul 65 and deployed F-100 units filled the void. Between 3 Feb-10 May 1965 and 3 August- 19 November 1965, the 90th TFS deployed to Misawa AB to fill the nuclear alert tasking at Kunsan AB. David K. Anderson, Colonel, USAF (Ret) wrote,

"90th TFS, 3TFW spent Aug-Nov, 65 at Misawa with rote (rotation) to Kunsan for Nuc Alert. Squadron returned to states and then went to Bien Hoa PCS to fill out 3TFW in Jan/Feb 66. Les Leavoy was CC at Misawa of 90th, returned before squadron to go to Bien Hoa with 3TFW. He took over the 90th again at Bien Hoa after Ed Abersol was fired for people flying through bamboo groves and huts. We were replaced by 416th TFS (maybe Blakely SQ CC) at Misawa for rote (rotation) to Korea. ... Cheers DK .. 90 TFS--June 64-Feb67"

"Little John" F-100D -- 416th TFS
Misawa AB, Japan (Nov 1961)
(Click on photo to enlarge)

When the 3rd Wing left for Bien Hoa, South Vietnam on 8 Nov 1965, the 90th TFS accompanied its parent wing. The 90th TFS was at Bien Hoa AB, South Vietnam from 12 Feb 1966 through 1970. It continued to fly the F-100s until 1969.

90th Attack Squadron in Vietnam
Click on photo to enlarge.

In 1969, it converted to the A-37B Dragonfly to conduct the combat acceptance testing of the A-37B Dragonfly. It flew the A-37B until 1970.

A-37 aircraft of the 3rd TFW
(US Air Force)
Click on photo to enlarge.

A-37B Arrival at Bien Hoa (1970)
(Bob Mead)

On 30 Sep 1970. the 8th Attack Squadron -- later 8th Special Operations Squadron in Oct 70 -- took over the 90th Attack Squadron's A-37B Forward FACs at Bien Hoa when the 90th moved to Nha Trang, South Vietnam. The 90th Squadron "Dice" and the 604th "Raps" closed out and combined the aircraft and personnel to become the 8th Attack Squadron. This would be the last time the old sister squadrons would cross paths historically.

The following is excerpted from A-37 Dragonfly:

The Dragonfly pulled alert duty at Bien Hoa Air Base (about 30 miles from Saigon) and from there was able to reach into most of the southern areas of South Viet Nam. It flew both day and night missions in visual meteorological conditions.

The moderate speed of the aircraft gave it much greater accuracy than other fighters of that time. The speed caused experienced enemy gunners to overlead the aircraft and shoot in front of it. The A-37's small size also reduced its vulnerability and increased survivability. It did not go through the war without losses, but its survivability surprised many.

One of the few aircraft made with an unusual ability, it could carry its own weight. This meant a combat configuration of 4 Mk82 500 lb bombs, 2 pods of rockets, and a load of gun ammo. This was equivalent to the load carried by the F-100 Super Saber (not counting the 20MM gun). In close range missions, the A-37 could actually get bombs on target faster than the F-100 since the "Hun" had to burn off some fuel before it could go to work. It could also hit the target, climb up to pattern altitude and return to make another pass quicker than any other fighter.

OA-37B at Bien Hoa (1970)
(Air Force photo)

Many notable individuals served in the 90th during the Vietnam Conflict such as General Robin Olds and Major General Peter Robinson, retired Commandant of the Air War College. General Robinson flew 325 combat mission in Vietnam while with the 90th.

On 12 Dec 1969, it changed its name to the 90th Attack Squadron. In 1970, it left its old parent unit the 3rd TFW and was attached to 14th Special Operations Wing on 31 Oct 1970. It became the 90th Special Operations Squadron on 31 Oct 1970 and was stationed at Nha Trang AB, South Vietnam where it flew the C-123 and MC-130 Combat Talon I from 1970-1972. Later it would be attached to the 483d Tactical Airlift Wing on 1 Sep 1971.

MC-130H
For its actions in Southeast Asia, it earned the following honors. Campaign Streamers: Vietnam: Vietnam Air; Vietnam Air Offensive; Vietnam Air Offensive, Phase II; Vietnam Air Offensive, Phase III; Vietnam Air/Ground; Vietnam Air Offensive, Phase IV; Tet 69/ Counteroffensive; Vietnam Summer-Fall, 1969; Vietnam Winter-Spring, 1970; Sanctuary Counteroffensive; Southwest Monsoon; Commando Hunt V; Commando Hunt VI; Commando Hunt VII; Vietnam Ceasefire. Presidential Unit Citations: Southeast Asia, 8 Jun 1966-16 Apr 1967; Southeast Asia, 6 Mar 1968-31 Jul 1969. Air Force Outstanding Unit Awards With Combat "V" Device: 31 Jan-5 Mar 1968; 1 Aug 1969-20 Jan 1970; 21 Jan-30 Sep 1970; 1 Nov 1970-30 Jun 1971; 1 Sep-31 Dec 1971. Republic of Vietnam Gallantry Crosses with Palm: 8 Feb 1966-19 May 1969; 1 Apr 1966-15 Apr 1972; 1 May-30 Sep 1970.

After the drawdown in Vietnam, the 90th SOS was stationed at Kadena AB, Okinawa on 15 Apr 1972 with the 18th TFW. At first it was assigned "on paper" to the 405th Fighter Wing at Clark AB on 15 Dec 1972. It was not manned and non-operational from Dec 1972-Aug 1973. Its name was changed back to the 90th Tactical Fighter Squadron on 8 Jul 1973 and transitioned to the F-4 -- which it flew between 1973-1991. It was reunited with its old parent unit, the 3d Tactical Fighter Wing, on 16 Sep 1974. The Wing -- still bearing the name "The Grim Reapers" -- had moved in name from Kunsan AB, Korea to assume command of Clark AB.



F-4D Phantom II

The squadron's involvement in Desert Storm flying F-4s gave the 90th the distinction of being the oldest squadron in Pacific Air Force to participate in all five wars. The 90th flew F-4s at Clark AB, Philippines until it closed in 1991 due to Mt. Pinatubo's eruption. The unit followed the 3rd Wing to Elemendorf AFB, Alaska where it joined the 11th Air Force. It was redesignated as the 90th Fighter Squadron on 26 Sep 1991. After its arrival at Elmendorf it was initially assigned to the 21st Tactical Fighter Wing (21st Operations Group) on 29 May 1991, but later joined the 3d Operations Group on 19 Dec 1991. The squadron replaced its F-4's with McDonnell-Douglas F-15E Strike Eagles.

For the continuing achievements of the 90th Fighter Squadron, go to 3rd Wing site whose detailed history of the unit cannot be equalled.

F-15E Strike Eagle

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Also check the 90th Aero Squadron Association Homepage for more info about the 90th BS during the Korean War.

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• 731st Bombardment Squadron (L-NA) (USAF Reserves)
• 90th Bombardment Squadron (L-NI)
  • World War I: Seven Up -- "The Dicemens' Origin"
  • In Between the Wars -- "The Dicemen Return Home"
  • World War II: Pacific Theater -- "The Dicemen on the Prowl"
  • Occupation Duties --"Deactivation"
  • The Korean War -- "The 731st becomes the 90th" -- Thanks to the 731st Bomb Squadron (L-NA)
  • The Dicemen of the Korean War -- Thanks to Roderick Clarke and Roy MacPherson for their narratives. Also thanks to Andrew Anderson for his writeup on "Involuntary".
  • The Korean War -- "The Dicemen Lead the Way"
  • After the Korean War -- "The Mission Changes"

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NOTICE/DISCLAIMER: The content of this page is unofficial and the views and opinions expressed do not necessarily reflect those of anyone associated with this page or any of those linked from this site. All opinions are those of the writer and are intended for entertainment purposes only. Links to other web pages are provided for convenience and do not, in any way, constitute an endorsement of the linked pages or any commercial or private issues or products presented there. None of this site has been endorsed by the DOD, the Air Force, the 8th Fighter Wing or Mickey Mouse. All Air Force links are publicly accessible through the world-wide web. When eye-witness accounts conflict with OFFICIAL DOD materials, this website opts to lend credence to the people who were there.

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