HOW IT WAS! KUNSAN AIRBASE 8th BOMB SQUADRON (L-NI) (1951-1954) Page 4 of 4

Death on Call Award The Ragman (NR) UH-1C "Mad Dog" Gunships

On Target2000 Award Korea Defense Veterans Alliance (NR)

However, the biggest award I've received was on 12 May 2000 when I was made an Honorary Member of the 8th Attack Squadron Association. To all the folks out there...Mahalo nui loa. Kalani O'Sullivan

Acknowledgment: Special thanks to Hans Petermann of San Diego, California for his technical notes on the B-26, photos and narratives that are used throughout the site. Also thanks to Jack Boyer of Santa Clarita, California for his photos and narratives to this section. Also thanks to Dave Bradburn for his narratives. We are extremely grateful to Al Gould for his narratives, commentary and photos. In addition, we wish to express our gratitude to the late Jack Barclay of Bohemia, New York for his photos, maps and other invaluable reference materials. (Godspeed, Jack!)

Maintenance Sections

These were the folks that didn't get any of the glory, but who kept the aircraft flying. They were the electronics whiz-kids in the Communications shack, the armorers loading the bombs, and the crew chiefs kicking tires, changing engines or patching the holes on the aircraft. These were the behind-the-scenes workers who made it happen.

1/Lt Wilber C. Watson (Navigator/Assistant Engineering Officer), wrote in January-July 1952 Yearbook about the Engineering Section (crew chiefs), "Remember in the Fall of '51 when the dust was over everything, including you and your aircraft, while standing knee deep in mud at the same time. Then Winter came with its cold. On went the wing covers and out came power units to start every aircraft. Pulling those second intermediate inspections, when the wind was blowing a mile a minute and the temperature had hit the bottom of the thermometer." He continued, "Then there was pulling night crew duty for a week, with memories you will never forget. Seeing that each combat crew got in their plane OK and off the ground on time. Remember plugging in the old power unit and then standing there just hoping it would please keep running until you got the plane started? After all the planes were safely on their way to northern Korea, you went back to Operations and the stove to sweat out the safe return of each aircraft. Then you would start hearing the planes calling into Coffee Mill and listen for a well-known aircraft number, meaning one more of the Friendly Eight's planes and crew was just fifty miles out. You would run out to the line to park and chock it, hoping that big Schmidt hadn't received battle damage again tonight, or that Lt. Harbour wouldn't get writers' cramp filling out the From #1." Nothing much has changed over the years...except the names of the organization.

One of the mechanics on the flightline was Larry Caseria (then an A1c). He wrote, "...I was with the 8th during 1951 to 1952. I was a prop specialist and worked on the B-26s at all hours. I can remember changing prop governors in the dark of the night with the cold winter wind trying to blow me off the prop dome. My engineering officer was Arlo S. Potter. We had different logos depending on the name of our CO. Under Capt. Rush, we were called Rush's Renegades. Our logo was an Indian with a scalp in one hand and a hatchet in the other. Under Capt. Leahy, we were called Leahy's Lunatics. We didn't have a suitable name for Capt. Robinson."

Larry continues on with a story that tugs at your heart strings. "I had a little black and white dog that was left behind by an Australian crew who landed at Kunsan to refuel. They let the dog out for some exercise and it vanished. It reappeared shortly after the Australians had to leave. I adopted the dog and named him "Malfunction" Everyone on the flight line knew him because he had a habit of chasing "dust devils' that were caused by the rotating props. He was just short enough to run under the rotating blades without being hit although many people averted their eyes so they wouldn't have to see him slaughtered. He was never injured. My oldest brother "Tony" arrived shortly before I left.so I left "Mal" with him. My last image of Kunsan was my brother with my little dog over his shoulder walking away from me with his head down and my dog watching me over his shoulder as I climbed into the C-47. It nearly broke my heart."

Larry later added to his story of "Malfunction" after his deployment to Pusan. He said, "I went to Pusan but had to leave my dog behind. I believe that we were there for about two months. When we returned, no-one knew where my dog was and she had not been seen since I left. I think that I cried but on the second day back, I was walking to my shop - the ground was very muddy and we walked on elevated wooden planks called duck boards. Something moved under the boards just a few feet from my shop and I called my dog and this bedraggled, muddy, skinny little black and white dog crawled out from under the boards. It took me a few minutes to convince her that it was me. She must have been hiding all the time that I was gone. We once had a dog show at Kunsan and Malfunction took the blue ribbon."

The Armament section were the people who were responsible for all the component parts of the "sting" of the aircraft. A/2c George Riker wrote in 1952, "These men are responsible for the loading and fusing of these "little packages of death." The loading of bombs is an art within itself. While the actual loading requires very little technical knowledge, quite a bit of skill is needed to maneuver the 500 pound masses of steel into their proper places on the wings and in the bombay." It is still said today, "Without armament, you only have an airliner."

Jack Boyer wrote, "From time to time, we loaded 500 pound GP bombs fused with anti-withdrawal fuses (booby trap-we called them). We had a sign we would lean up against the nose wheel that said "Anti-withdrawal fuses being installed". You could look up and down the flightline and there wasn't anyone (engineers, radar/radio guys, flight crews, gas trucks or no one other than armorers) in sight anywhere. Some of the flightline guys would probably remember this. We would only allow one armorer in the bomb bay at a time so they wouldn't be distracted. You could only screw the fuse in, if you tried to unscrew it a quarter of a turn it would explode the bomb. It was only a tail fuse in the bomb, no nose fuse was used."

Jack recalled once when his old buddy, Bill Askman of Caspar, Wyoming was installing these fuses, "...He was inside the bomb bay screwing in the fuses (we would allow only one guy in the bomb bay at a time so he wouldn't get distracted) and all of a sudden he stepped out of the bomb bay and his face was ashen. He said "I almost bought the farm" (guess he didn't think about me being on the same farm) while I was screwing in the fuse the fin got caught in the arming wire and it acted like a spring". The fuse backed up. Not far enough to be detrimental to our health though."

Paul T. Ono, who worked as an armorer for a short time before being assigned to the 3rd Maintenance Squadron, remembers getting the bad news that the work schedule was seven days a week with no breaks. He wrote, "I've forgotten my armorer Crew Chief 's name but he was a Corporal and everyone called him Sukoshi because he was real short, even shorter than me. (Note: The rank was still called Corporal at this time which was about a month prior to the change in the names of the lower four enlisted ranks.) At the end of the first week of working as an armorer, I asked my armor crew chief whether we got the Saturday or Sunday off. He replied without the slightest hesitation, "Hey Dammit, There's a War Going On Out Here and We Work Straight Through Everyday Until We Go on R & R".

Later he wrote, "I also found out from Larry Caseria, on the internet, who was also with the 8th Bomb Sqdn, that my Armament Crew Chief's name was Clifford Bihl. He is the person whom I referred to and we all called SUKOSH or SUKOSHI because he was even shorter than me at 5' 6". Though he was short in stature, I thought he was a Giant as far as a leader and getting the work done."

Paul remembered another incident in March '52. "There was a fire at the opposite side of the of Kunsan AB from the 8th was located, which I was told later, was set intentionally as a diversion for burglarizing the 8th Bomb Sqdn's supply tent. The 1st Sgt was hopping mad because he had signed for the equipment and supplies stolen." Though theft by Korean nationals was a recurring problem due to the abject poverty in Korea, arson as a diversion is not a normal Korean trick. Koreans practice subterfuge not diversion. This certainly sounds like a GI theft -- and the enlisted ranks had an extensive barter network that was thriving at Kunsan.

Miho AB, Japan -- A Break in the Action

Miho AB, Japan was where the B-26s from the 3rd Bomb Wing (Kunsan) and 17th Bomb Wing (Pusan) would send their aircraft for major inspections. For those who accompanied the aircraft to Miho, it was a welcome break from the grueling routine of Kunsan.

In November 1951, the 3rd BW sent maintenance personnel to Miho Air Base, Japan to form a rear echelon maintenance combined operations (REMCO) team. According to "U.S. Air Force Operations in the Korean Conflict" (p103), Futrell, the unit joined maintenance personnel from the 452nd Bombardment Wing and the 67th Tactical Reconnaissance Wing (TRW) who flew the RB-26 photoreconnaissance aircraft. Previously, the 3rd Bombardment Wing had elected to take its aircraft maintenance repair capability to Kunsan AB, while the 452d set up its rear echelon maintenance at Miho. The 452nd Bombardment Wing's in commission rate increased from 57 percent in July to 82 percent in November, while the 3rd Bombardment Wing's rate dropped from 78 to 65 percent during the same period.

Staff visits revealed that the wing's B-26s were in a bad state of repair while those of those of the 452nd Bombardment Wing were being maintained in excellent condition. The revelation prompted the switch in maintenance location. This action considerably increased sortie effectiveness, flying hours and maintenance effectiveness of the 3rd BW aircraft. In April/June 1952, the agreement was changed so that all personnel worked for one maintenance unit under the 452d BW. The personnel remained assigned to their respective units for administrative purposes. The three wings flying the B-26 and RB-26 supplied 28 officers and 820 airmen based on their estimated workload and number of assigned aircraft.

Hans Petermann wrote, "I was reminded by Boyer's comment of maintenance at Itazuke that the rear echelon maintenance for the 3d BW was in Miho, Japan while I was still there in March and April 1952. The hangars at K-8 were all essentially open to the elements and Miho had fully enclosed hangars. I flew back there once delivering a B-26 for overhaul. I remember Maj. Lamar Anderson, a Texas A&M grad, was the 3d Bomb Group maintenance officer at Miho. He and I spent a memorable R&R at Matsue."

Paul T. Ono of Gardena, California remembers being sent to support the maintenance work after being assigned to the 3rd Maintenance Squadron. He wrote, "I was sent TDY to Miho AB on a rotating basis and performed Depot Inspection Repair on B-26's from both the 3rd and the 17th Bomb Wings. I worked under a civilian Air Force Technician named Ralph Hoefling, who was from the state of Utah."

When asked about the size of the 3rd Maintenance Squadron and the rear echelon element at Miho, he wrote, "In regards to your question regarding the size of the 3rd Maintenance Squadron, it was separated into two groups. I don't have any idea as to the total number of the 3rd Maint Sqdn personnel or which group was the larger. One group was at K-8 and the remainder of the group was at Miho Air Base in Japan. Miho AB was the Depot Inspection and Repair (DIR) Station for both the 3rd Bomb Wing and the 17th Bomb Wing from Pusan AB, K-9, Korea. We worked as a team on both of the Wings' aircraft, without regard to the 3rd Bomb or 17 Bomb Wing unit. We were also quartered together in the old Japanese two-story building behind the Admin Bldg. One didn't really know who was from the 3rd or the 17th unless one asked. Administratively they also shared the orderly room etc. So as far as what the total number of persons assigned to the 3rd Maintenance Squadron, that would have to be checked either by Section Leader level or higher since the workers pretty much were formed into specialty crews or teams rather than by flights or elements. Probably the most accurate number as to the size of the 3rd Maintenance Sqdn would come from the MTO&E in effect during the period. Another factor regarding the labor pool at Miho was that there were the indigenous personnel (Japanese personnel) in the armament shop there who also worked side by side with the airman. However, all final inspections were performed by the airmen. The 3rd Maintenance Sqdn was pretty much broken down by job specialties, for example, Aircraft and Engine Mechanics, Hydraulics Mechanics, Turret Specialist, Prop Specialist, Radio Repairman (as you stated black-changers), etc."

He wrote, "Incidentally, I was told that Miho Air Base prior to and during World War II was the Japanese Naval Aviation Cadet Training Center, similar to what Pensacola used to be for the US Navy."

Paul continued, "I recall an incident at Miho AB where a B-26 from the 17th BW was in the hanger. It was supposed to have been disarmed by the crew prior and checked prior to being towed into the hangar. The B-26 had an Inspection Tag checked checked off saying that the weapons were cleared and ammo removed. During the initial operational slewing test of the upper and lower turrets, the turrets felt sluggish and wouldn't slew as fast in azimuth as they should, when compared to empty. Also, when the slewing was stopped, the turret stopped abruptly as though there was ammo was still in the ammo magazine. After removing the turret dome to check for ammo, I found that two 50 cal machines guns in the upper and lower turrets had live rounds in the feed chute mechanism and the four magazines were full of ammo. The Gun Charger Pneumatic System Operational Check would have been the next test to be performed. This test would have resulted in rounds being chambered by the pneumatic gun charger on the first charging of the weapon with and fired on the second charging. I reported the incident to Ralph immediately. The safety policy was revised to require an inspection of all gun chambers and magazines insuring that they were empty prior to bringing the aircraft into the hanger."

In addition to performing major inspections, Miho also performed the acceptance and special inspections. For example, after the ceasefire in 1954, five aircrews and maintenance personnel deployed in an operation called "Operation Saddle" to support the U.S. decision to back the French in Vietnam. 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. 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."

After the defeat of the French, fifteen B-26s were flown out and were taken to Miho, Japan. After inspection, the 3rd BW aircraft were returned to K-8. Can you imagine how fifteen B-26s being dumped in your lap could really mess up your inspection schedule?

In addition, Miho also served as the Field Training Detachment site for equipment familiarization training. Paul said, "I was also sent on TDY to Miho Air Base, Japan for 4 days, for the B-26 Aircraft Systems Familiarization Course, then returned to K-8 and continued working as an armorer."

Deployed to Pusan

Jack Boyer wrote, "Nowhere do I see any reference to the 3rd Bomb Grp being moved down to Pusan (K-9) in early '52." It's there, but unfortunately it's not listed under the 3d Bomb Group (3rd Fighter Wing) or 8th BS (L-NI) (8th SOS). It's listed in the Air University records under the 90th BS (L-NI) (90th FS): "Kunsan AB, South Korea, c. 20 Aug 1951 (deployed at Pusan AB, South Korea, 25 Apr-17 May 1952)".

Being deployed Jack said, "We lived in large tents at K-9. And with so much rain, one night the wind came up and the tent pegs were in that soft ground, the tent blew down with all of us guys inside. To put it mildly, there was a lot of confusion."

Jack continued, "Our runway at K-8 was in poor shape so they sent us down there for about 2 months (I think) during the rainy season. It was so crowded at K-9 with us and the 452nd we had to park our planes parallel to the runway (very close). That was our flightline. It seemed that there was a crosswind to the runway a lot of the time. Many times I would see planes trying to land and having a hard time of it. I once saw a C-46 make four passes to the strip before he could set down. As I recall all the planes took off toward the sea (which was at the end of the runway) and landed coming from the sea. I don't remember any other patterns. Maybe someone from a flight crew would remember."

"Our planes were flown to Iwakuni for major overhauls and inspections. A B-26 had taken off for Iwakuni and soon after he came back with only one engine running and he came in from seaward trying to line up parallel with the runway (there was a strong crosswind that day) and he only had one chance to let down and the wind blew him off course. He tried to go around for another pass and disappeared from view behind a hill and then we saw black smoke coming up from behind that hill, I believe the crew got out alive, but injured. I used to know the pilots name, but the gray matter fails me 48 years later. I was up on a wing cleaning 50's and as he pulled up to go around, he was right above my head and for a moment thought he might let down right on our flightline. As I recall all our bomb loads had been dumped on the ground in front of the planes. Could have been real messy."

Larry Caseria added later, "I witnessed the crash - in fact, the plane was swept off the runway, on one engine, and it flew right over a plane I was working on and it was so low that several of us ran for cover. I believe that all the crew survived and the only serious injury was suffered by the engineer whose last name was "Taft" I believe that the pilot's name was Capt. Woods and the young man flying in the Shoran compartment was named "Rusty". Rusty suffered a bump on his head."

Paul T. Ono has the rest of the story about "Taft". He wrote, "During this period that I was with the 8th Bomb Sqdn at K-8, I ran into a former high school classmate, Thadeus Taft. He was a track star while at Polytechnic High School in Los Angeles, who was also in the 8th Bomb Squadron and worked as a flight engineer on B-26's. In 1980, at a High School Reunion, I saw him in a wheel chair and asked him what had happened. He said that while at K-8 with the 8th Bomb Sqdn, he was on a test flight (piloted by CPT Woods, as related by Larry Caseria on the website) and during the landing the a/c's landing gear collapsed and the B-26 landed on its belly. Taft sustained major back injuries which left him paralyzed from the waist down."

Flight Line Accident

Working on the flightline is always hazardous, but one incident on December 16, 1952 sticks out in everyone's mind. James F. Farr of Farmington, Connecticut (with the 3rd Air Installation Operation (AIO)) wrote in a tongue-in-cheek manner, "...I further recall one day as myself and other travelers were enjoying our fantastic repast at our 1st-class restaurant, suddenly the earth shook and several loud explosions caused most of us travelers to dive under tables." He went on to say, "The loud explosion I mentioned was the day of the big bang at K8 when the planes blew up on the runway. That was a very scarey time." Roland Reed of the 808th EAB wrote, "One day I was in "A" co. motor pool. They were fueling planes behind us. All at once, fire broke out blowing one plane after another. Parts were flying. We all jumped on a jeep and left promptly. After that they sand bagged between planes." According to the 3rd Fighter Wing history, four F-84s were destroyed as well.

Jack Boyer (an armorer with the 8th BS) stated, "I assume you heard about the flight line accident that occurred in Dec '52 when the 8th plane being loaded for a mission exploded and several planes blew up along the line." To be truthful, most people have forgotten it. It is just the same as the terrible explosion at the old Japanese bomb dump on November 30, 1945 that killed two American officers, three enlisted men and 12 Koreans. By the Korean War this incident too has been forgotten, just as this incident is not remembered at Kunsan Air Base today. However, to those who were there, this is still a vivid memory.

The 13th Bomb Squadron Association Homepage has an short article by Vincent La Berge (then of the 13th BS) that relates this well-remembered incident. "About noon December 16, 1952, there was a terrible accident on the 8th Bomb Squadron flight line. An 8th armament crew somehow dropped a 500 LB M1A2 frag cluster bomb and one of the frags detonated. This cut the armorer's legs off, although he survived. The aircraft was being loaded with 500 LB GPs, which were on the ground under the wing when the aircraft caught fire. These 500 LB GPs blew up. This caused significant damage to several adjacent 8th aircraft, and some to the 13th aircraft. M1A2 (20#) were flying through the air, lodging under the landing gear on the aircraft and damaging engine nacelles, etc. Since the 13th aircraft were parked next to the 8th squadron, our line chief had our aircraft towed or taxied out of the area to a distant location. The crew chiefs showed real bravery in as much as the fire from the aircraft burning and exploding ammunition presented periods of great hazard. I know it was very hairy because I started taxiing one of the aircraft. We were all very lucky. The fire could have gotten into the flight line Bomb Dump, which was within 50 or 60 yards of the fire and explosions. There were several Soldiers' Medals given out from events this day."

Jim Armstrong of the 428th FBS remembered the big "boom" as well. The 428th FBS was located directly across from the 8th Bomb Squadron. As the 500 LB GPs cooked off, parts were flying everywhere. Jim wrote, "The account about the accident on the B26 flight line with the bombs going off and the ammo cooking brought back memories in a hurry. I was within 150ft or so when everything started." At that time, the only concern of the F-84 crews was to tow or taxi their aircraft to safety away from all the flying schrapnel. There was a lot of heroism on everyone's part that day.

Germ Warfare

Hans Petermann also mentions a rather touchy topic that is still is floating around today...the unjust accusations of Germ Warfare in the Korean War. He states, "The Chinese also accused the 8th of dropping "germ" bombs. One of our crews didn't return and we didn't know what had happened. I was home on leave in Upstate New York upon my return and was tuned in to Peking Radio on my short-wave (we used to listen at K-8 to see what nonsense they put out) when I heard the announcer state that this crew had "confessed" to dropping "germ" bombs. Boy, was I surprised. I was later contacted at my new base, Ellington AFB, by an intelligence agent who queried me about what I knew of dropping such bombs, which we knew were merely "duds". The whole thing was horse-hockey, of course. I don't know what the real outcome of all this was. I believe, though, that the crew was eventually repatriated as part of the armistice."

Though Hans Peterman thought these "germ warfare" bombs were actually "duds" (unexploded ordnance), Jack Boyer of Santa Clarita, California (an armorer assigned to the 8th BS) has some other ideas on how this "germ warfare" bomb might have come about. He wrote about the germ warfare claim, "Thats a bunch of B.S. as I loaded and fused a lot of different types of bombs (100 lb fire bombs, 280 lb frag, 500 lb gen. purpose, 500 lb fire, 500 lb frag clusters, 5" rockets, napalm and last but not least propaganda bombs. These were leaflets inside a hollow shell which looked like a 500 lb bomblet bomb which we also loaded and dropped. As I recall it had two small tail fuses that went off above ground and the leaflets would spread out over a large area." (Go to Korean War Reference -- Germ Warfare or Propaganda for examples of the leaflets.) His idea is that these empty cannisters may have been used as "proof" of these germ warfare bombs. He wrote later, "...my idea that the germ warfare idea may have been spawned by the empty propaganda leaflet bomb shells? The casing of the bomb was thin metal with the inside a large hollowed area for the leaflets."

Hans Petermann's statements refer to the claims of the U.S. using biological warfare in Korea. On March 8, 1952, Chou En-lai indignantly announced that downed U.S. Air Force personnel using biological weapons would be treated as war criminals. A few days later the Soviets joined in the attack, bringing similar charges of American use of germ warfare before the UN Disarmament Commission. On March 26, 1952 Chou En-lai sent a telegram to the Secretariat of the UN in which he claimed that the USAF in 448 sorties, had spread large quantities of germ-carrying insects over northeast China. He claimed it was in an attempt to further American aims of invading China. A week after Chou En-lai's report, the Chinese charges appeared to be confirmed by the confession of Lieutenant Kenneth Enoch, whose B-26 had been shot down three months earlier. A few days later, his comrade Lieutenant John Quinn, also confessed.

This incident is covered in Crimson Sky: The Air Battle for Korea by John R. Bruning, 1999. On p114, it states: "For light bomber crews captured by the communists, an especially insidious campaign of torture was undertaken. In May 1951, the communists began to claim that Americans had initiated a bacteriological warfare campaign in North Korea and China. The following year, in February 1952, even more accusations followed. ..."

"On May 4, 1952, Radio Pyongyang announced that two American aviators from the 3rd Bomber Wing had confessed to dropping bacteriological weapons on North Korea in January 1952. Lieutenant Kenneth Enoch and Lieutenant John Quinn had been shot down on January 13, 1952, during an attack on Anju. Shortly after their B-26 went down, the North Koreans had them in custody and began to grill both airmen with relays of interrogators who demanded that they confess to dropping germ bombs."

"Held in solitary confinement, Enoch and Quinn endured weeks of interrogation along with psychological and physical torture. The communists berated them and denounced them as war criminals who would never be returned to the United States. If they confessed, however, they would each be declared a "People's Hero" and receive lenient treatment."

"For almost two months, the communists kept the pressure on the two men, as well as several other airmen. Finally, in May, Enoch broke under the strain. As he put it later, when faced with a Hobson's Choice of insanity, death, or a ridiculous confession, he finally chose the third option. Quinn also eventually broke down and confessed. The men were filmed as they read their confessions. The film was distributed all over the world by the communists... Through Quinn's and Enoch's confessions, the communists were able to convince much of the world that there was a germ warfare campaign being waged in Korea. ..."

By July of 1952, germ warfare was a worldwide issue. Riots were staged by Communist supporters in many countries. Soon other experts were corroborating these claims of seeing "infected insects." These attacks on the U.S. intensified the efforts of the Chinese and North Koreans to wring confessions from captured American fliers. Later Lieutenant Floyd O'Neal and Lieutenant Paul Kniss confessed. Another B-26 crew that confessed was Lieutenant James E. Gummo; First Lieutenant David E. Penny and First Lieutenant Bobby Hammett. Except for these few men, the American fliers resisted extreme pressure from the Chinese, despite severe beatings, torture, solitary confinement and intense interrogations.

In In Mortal Combat Korea, 1950-1953 (p538) it states, "For months, the Chinese blocked investigations by the International Red Cross and the World Health Organization which they regarded as biased. Instead they relied on the International Scientific Commission, which consisted of sympathetic Westerners, including such renowned men as Joseph Needham, the Cambridge University biochemist. "The peoples of Korea and China have indeed been the objective of bacteriological weapons," reported the commission. "These have been employed by units of the U.S. armed forces, using a great variety of different methods for the purpose."

Steamshovel, a magazine specializing in sensationalism, has a webpage of the coerced confession of Colonel Frank H. Schwable, "a US pilot captured by the Koreans during the Korean War who confessed to his role in a bacteriological warfare project that utilized populations of germ-infested flies and mosquitos dropped on the enemy in bombs, replete with miniature parachutes." The site goes on to offer a disclaimer: "The story has another angle, however. It might have been coerced from Schwable under Korean brainwashing torture. Other airman captured during the Korean War claimed that similar "confessions" were forced from them." (For the complete story of Col. Schwable, one of the "fathers of Marine night flying", go to VMF(N)-513 -- Germ Warfare.)

Col. Schwable, former Chief of Staff of the First Marine Aircraft Wing, was captured by North Korea on July 8, 1952; signed the "confession" on December 6, 1952; and broadcast his "confession" to the world in February 1953. In his statement, he alleges that the biological attacks were carried out in secrecy by the Marine VMF-513(N) from Kunsan (K-8)...but that the 3d BW "B-26s had already begun bacteriological operations." It alleges that commanders from the Joint Chiefs of Staff -- all the way down the chain -- were verbally ordered to conduct these missions to spread cholera, yellow-fever and typhus -- and no one protested. Other high-ranking POWs also confessed to these "crimes", including Col. Walker "Bud" Mahurin, USAF World War II ace. These individuals found their military careers ended when they returned to the states.

However, in Crimson Sky: The Air Battle for Korea (p115) it states, "Recent revelations by historians working in the archives of former Eastern Bloc countries reveal conclusively that the accusations against the USAF were a construct of communist propaganda. In fact, North Korea's secret police actually infected at least two North Korean prisoners with cholera to further give evidence of America's germ warfare campaign. ... Although epidemics ravaged North Korea during the war, no hard evidence was ever found that linked the United States to them. ... Despite the lack of evidence, the belief that America used bacteriological weapons still persists today in parts of the world." Anti-American activists in Korea and other parts of the world have used these types of "confessions" -- along with the Chinese "scientific proof" -- to keep this issue alive today -- disregarding that the veracity of the claims were recanted.

But the final word on the subject is an article from the Associated Press on December 2, 1998.

Figmo!!!

And then it was time to go home...time to shout that beloved word...FIGMO!!!

The War is Over

After the War, things had died down slightly, but people waited uncertainly to see if the truce would hold. Then finally the people at K-8 started to relax a bit. Craig Hinton of White Bear Lake, Minnesota remembers a 4th of July celebration to really write home about. He wrote, "The one thing I remember about my time at K-8 was the 'great 4th of July fireworks display'. After a fly-over, parade, and other festivities a fireworks display was scheduled for after-dark. If my memory is correct the Wing bought $1500 worth ( a considerable sum in 1954) of fireworks in Japan for the display. After dark the troops were all gathered at the ball diamond to see the "show". All went well for the first couple of rockets and then one tipped over and fired into the stockpile of fireworks and the whole pile went up in a spectacular eruption. Rockets were flying horizontally along the ground and exploding, troops running in all directions to vacate the area! I don't think anyone got hurt when it was all over. Afterwards we all went to the club to celebrate and everyone said it was a fine ending to the 4th !!"

Craig recounts that the 8th Commander's billet in 1953 also served as the 8th's Private After Hours Bar, the "Wheel House." On the wall, the mural read the "Fighting Eighth"...a little different from the "Friendly Eighth" moniker that the unit brought with it from Japan. The housing for officers still were limited. There were two types...the corrugated iron Jamesway huts and the houses left over from the Occupation forces.

The finally is was time to pack up and move on. The 8th departed K-8 on 5 October 1954 for Johnson Air Base, Japan. Though the days at Kunsan were ones of glory, I don't think anyone shed any tears over leaving the Land of the Morning Calm for the Land of the Rising Sun.

For the continuing history of the 8th Bomb Squadron (L-NI) after it left Kunsan AB, go to 8th Bomb Squadron History.

• After the Korean War -- Johnson AB (1954-1960) and Yokota AB (1960-1964). Convert to B-57Bs (1957) with nuclear alerts at Kunsan AB (1958-1964)
• 8th Attack Squadron -- 3rd Bomb Wing (Tactical) goes to Florida. 8th attached to 41st AD and 2nd AD. (1964-1969). B-57s to Vietnam (1969-1971)
• 8th Special Operations Squadron -- Move to Clark AB (1972-1974). 8th SOS to 8th Fighter Squadron to 8th SOS again. Move to Eglin with 1st Special Operations Wing (1974-Present).

Check the 8th Bomb Squadron Association Homepage for more information about the 8th BS.

8th Attack Squadron Association Reunion

Reunion 2002
Dayton, Ohio

Bob Coombs of Salem, IN is spearheading the effort for the next reunion in Dayton, OH in 2002. This was established at the May 2000 reunion. No other information at this time.

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