HOW IT WAS! KUNSAN AIR BASE 3RD BOMB WING (1919-1950: WWII) (1951-1954: Korean War) (1954-Present) Page 2 of 3

Minuteman Award of Excellence: Waves

Grey Eagle's Award of Excellence: Miigwetch, Ottawa, Canada

Acknowledgment: Many thanks to Mr. Marv G. Weidner of Narrows, Virginia for providing much of the following information. In addition, grateful thanks to Mr. Lou Segaloff of Tucson, Arizona and the 3rd Bomb Group (L-NI) Homepage for photo links and information. (The early history was excerpted almost verbatim from the 3rd Bomb Group Homepage.) Thank you to the 13th Bombardment Squadron (L-NI) Homepage for allowing the use of their photos on this page. Thanks to Mr. Walter Campbell of Brewer, Maine for permission to use his photos from the Unofficial Homepage of the 13th Bomb Squadron Association. Also thanks to Hans Peterman of San Diego for his technical notes on the B-26 and narratives on the 8th Bomb Squadron. Thanks to Jack Boyer of Santa Clarita, California for his photos. In addition, we are grateful to the late Mr. Jack Barclay of Bohemia, New York for his invaluable reference materials. (Godspeed, Jack.) Finally, we are grateful for information from the 3rd Wing site whose detailed history of the unit cannot be equalled.

Move to Kunsan AB (K-8): With the repair of K-8 Air Base at Kunsan, the group moved from Iwakuni, Japan to Kunsan. The 3rd was stationed at Kunsan AB starting in August 1951 and departed in October 1954. The 8th BS was the first to move on 8 August by flying a mission and recovering at Kunsan AB. The move was completed on 22 August without disruptions in combat operations. The 3rd BW was responsible for covering the western part of Korea and the 452nd Bombardment Wing, the eastern part out of Pusan East AB (K-9). Throughout the war, the squadrons of the 3rd Bomb Group were equipped with Douglas B-26B and B-26C "Invader" aircraft -- along with a dual-control TB26B and TB26C. The 13th Squadron was mainly equipped with B-26B solid-nosed aircraft. The 8th and 90th Squadrons generally used the B-26C bombadier-nosed version. The 8th Bomb Squadron with yellow tail & wing tips/engine cowlings; the 13th Bomb Squadron with red tail & wing tips/engine cowlings; and the 90th Bomb Squadron with white tail & wing tips/engine cowlings.

By late summer, the two B-26 Wings (the 452d and the 3d) were knocking out or damaging more than two thousand vehicles a month. They achieved this figure at a time when each wing averaged fewer than forty sorties a night. In The U.S. Air Force in Korea (p454) stated, "Based at Kunsan Airfield (K-8), the 3d Wing was made responsible for covering the main supply routes in western Korea. ... Ordinarily, the B-26 wings dispatched "lonewolf" intruder crews at periodic intervals throughout the night, and the four-hour flights were timed to cover assigned supply routes or railways from dusk to dawn. In the winter months, the usual interval between takeoffs was thirty minutes, but on shorter summer nights the interval was reduced to fifteen minutes."

Starting in August, the Fifth Air Force shifted the focus the interdiction of railroad traffic. (See Korean War Reference for North Korean rail routes.) Whenever possible, flare aircraft were used to illuminate the targets. The crews generally executed their pull-ups from an attack at 1,000 feet above the published altitude of the highest point reported in the target area. One pilot reported that an additional 500 feet was added for each married crewmember. The B-26 crews reported the success of the rail traffic interdiction, noting that the enemy had dispatched more road vehicles whose drivers now kept their headlights on in a effort to speed supplies to the forward line.

In September 1951, the wing introduced a wing-mounted searchlight into operations to illuminate convoys. Colonel Virgil O. Zoller, Commander, 3rd Bombardment Wing had originated the idea after seeing one at Langley AFB, Virginia. (See Crazy Searchlight for further details.) On 14 September 1951, Captain John Walmsley of the 8th Bomb Squadron using a searchlight-equipped B-26 for his intruder missions, encountered a train and managed to halt and disable it. However, he ran out of ordnance before it could be completely destroyed. He called in another 3d Bomb Wing Invader and made illumination passes taking heavy anti-aircraft hits on each pass. On his third pass, the wings exploded in flames. He was killed on impact and awarded the Medal of Honor for his actions. (Go to The Way We Did Business on the 8th Bomb Squadron for Capt. Walmsley Medal of Honor Citation.) The 3rd BW stopped using the searchlight after several more sorties because it proved too fragile and the light provided an ideal target.

During the early days at Kunsan, communist guerillas roamed freely throughout the Cholla Provinces. On one occassion, the Communists mortared Kunsan from an off-shore island -- that led to swift retaliation with napalm from the base. On 27 October 1951, the 8th Bombardment Squadron flew a three-ship formation consisting of two B-26Bs and one B-26C on a mission 40 miles east of the base (Kunsan). Working in conjunction with the Korean National Police, it was intended to suppress local guerilla activity. A ground controller on a nearby ridge directed the bombing, strafing and rocket strikes that resulted in sixty-nine guerillas being killed.

In The U.S. Air Force in Korea (p459), it stated, "With the arrival of winter weather in November 1951, the Communists began to break the fighter-bomber blockade of North Korea's rail lines, and the night intruders accordingly sighted fewer Red vehicles moving with lights on North Korea's roads. As the convoys became smaller and better dispersed, Fifth Air Force claims of vehicles destroyed declined to 4,571 in November to 4,290 in December 1951. ... Accordingly, 3d Wing intruder crews began to cooperate with Firefly flare ships for attacks along the road route between Pyongyang and Sariwon. On the cold moonlight nights of these winter months, however, the night intruders reported some good success against the increasing number of Communist trains that were sighted. Locomotives never showed headlamps and could be sighted and destroyed only by crews who hunted them at low altitudes and looked for plumes of smoke or steam. It must have been easier said than done, but the 3d Group noted that "one very successful method of attack (against trains) stops the locomotive by cutting the rails ahead and behind the initial position of the train; marks the position of the train with a fire bomb; and then applies low-level bombing attacks using 500-pound parademos. Apparently because Fifth Air Force regulations allowed a locomotive to be claimed as "destroyed" only when such ordnance was used, the night intruder crews who hunted locomotives almost always employed some type of 500-pound bomb."

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.

However, lacking any better means of assessing their mission accomplishments, the B-26 wings could judge their success only by aircrew claims of vehicles destroyed. In early 1952, the claims "plummeted downward to 2,489 in January, 2,397 in February, 1,750 in March and 1,723 in April." It continued, "In these same months during which each intruder sortie flown reported fewer enemy vehicles destroyed., Communist ground fire wrought increasing losses on the B-26's. Buy the summer of 1952, Col. G. S. Brown, the Fifth Air Force's director of operations, could only report that "we were trading B-26's for trucks in a most uneconomical manner." It was evident that the Fifth Air FOrce's light bombers were no longer scoring positive results against the enemy."

In January 1952, the wing completed the internal transfer of aircraft among the three squadrons. The transfers resulted in the 8th and 90th Bombardment Squadrons receiving the SHORAN equipped B-26Cs and the 13th Bombardment Squadron the B-26B aircraft. According to “The Night Intruders” (p15) by Thomas and Ricketts, Lieutenant Colonel Robert Fortney, Commander, 13th Bombardment Squadron, had persuaded the group and wing commanders to assign all the B-26Bs to the squadron. The squadron was assigned responsibility for armed reconnaissance in the northwest region of North Korea; also known as "Mig Alley." Although heavily defended, the relatively flat area was better suited for low-level night operations against road and rail traffic.

On 18 February 1952, a M/46, 100-pound incendiary bomb exploded on the ramp. Two maintenance personnel received second-degree burns, but no aircraft were damaged. The bomb had been unloaded from an aircraft, which came home with it still in the bomb bay. Personnel testified that the safety pins had been installed but the fuses were not removed. As a result of this incident all fuses were removed prior to an aircraft departing the de-arming area.

In the early months of 1952, the Communists were better able to cope with daytime railway interdiction and built up their battle line logistical stocks. As a result, the density of vehicle sightings continued to decline and night intruders reported poorer and poorer results. "Operation Saturate" went into effect on 3 March 1952. On 15 March 1952, the 3d ABW B-26's began to unload internally carried 500-pound general-purpose bombs over the rail cuts at periodic intervals during the hours of darkness. (NOTE: They saved their 160-pound parafrags for no-moonlight work and 500-pound parachute demolition bombs for moonlight work.) It states in The U.S. Air Force in Korea (p460) the 3d Wing "secured permission late in March to schedule 12 B-26s each night exclusively for rail-cutting missions in three target areas. Other planes flew standard "lone-wolf" night-intruder sorties." In May, the rail-attack B-26s began to employ antipersonnel bombs in order to hinder night repair crews rather than inflict more damage.

According to the 3rd Wing site, "On 23 March 1952, work on the new north/east runway extension was completed and simultaneously the south/west runway was closed for repairs. The new runway was equipped with automatic lights that malfunctioned the first night causing the stand down of seven aircraft. One aircraft landed using lights from vehicles due to not having enough fuel to divert. The lights came on at 2300 hours; followed by an aircraft accident caused by high winds. All other aircraft were forced to divert to Kimpo (K-14) until the following morning. (Hist, 3BG, Mar 52, p. 4.)" On 18 April 1952, General Everest visited Kunsan (K-8) to inspect the primary runway. He declared the runway limited operational and directed personnel to look at the possibility of flying out of another location for 30 days while the runway was rebuilt. (Hist, 3BG, Apr 52, p. 3.)"

As a result of the runway being closed for repairs, starting on 21 April 1952 the wing operated from two "outposts" at K-9 (Pusan-east) and K-13 (Suwon). The 13th BS staged 10 sorties from Suwon (K-13) and the 8th and 90th Bombardment Squadron staged 10 sorties each from Pusan East (K-9). The arrangement at K-9 and K-13 soon proved inadequate because of the limited number of maintenance personnel and the additional strain on the B-26 crews. As a result, additional maintenance and operations personnel were assigned to the two forward locations. Due to the limited housing, crews were maintained at minimum standards, and each of the four flights per squadron was usually rotated every four days. No crew was left at the outposts for more than eight days. On 16 May 1952, the wing operations returned to K-8. (See 8th BS for more information on the TDY to K-9.)

The wing was sometimes asked to perform taskings that stretched its endurance to the breaking point. In June 1952, there was a stalemate along the battlefront while truce talks deadlocked on POW repatriation questions. Hill battles raged on Baldy, Whitehorse and elsewhere. On June 28, 1952, the wing was tasked to fly both daylight sorties as well as night sorties. Because of cloud cover the fighter-bombers were useless. The 3d Wing was asked to take up the slack. According to a Pacific Stars & Stripes article, "For five days prior to Thursday the wing's B-26 Invaders, normally used for night missions only, flew around-the-clock strikes as they took over the job of staging daytime raids of frontline targets. Heavy cloud formations brought on by the coming of the rainy season, rendered the fighter-bombers virtually useless, but the twin engined Invaders used electronic techniques to successfully blast Red positions." It continued, "During one 24-hour period when the fighter-bombers were inoperational, the B-26s broke their own record by mounting 66 missions. These included strikes at Red frontline positions and Communist marshalling yards near the Yalu river. Planes took off on the average of one every 15 minutes during this period." Jack Boyer, an armorer with the 8th Bomb Squadron said, "This was called a "maximum effort." For our group, I think we reloaded and turned around planes for 36 hours straight -- worked straight through -- little sleep."

According to the 3rd Wing site, "28 June 1952: The wing began flying 24-hour continuous sorties. Aircraft were launched in poor visibility and low ceilings so as to meet the operational requirements. The wing flew 47 sorties during the first 24-hour period. (Hist, 3BG, Jun 52, p. 3.) 29 June 1952: The wing continued to fly 24-hour sorties. During the second day operation, the wing flew 67 sorties, breaking the previous record of 61 sorties in a 24-hour period. (Hist, 3BG, Jun 52, p. 3.) 30 June 1952: The 3rd Bombardment Wing flew 829 sorties of which 809 were at night. Sorties by squadron were: 8th, 279; 13th, 276; and 90th, 274. The wing lost seven crewmembers and four B-26s. The light bombers were from the 13th Bombardment Squadron. The crew of one succeeded in bailing out and was rescued. The wing reported 626 vehicles, 1 locomotive, 12 railroad cars, 25 buildings, 13 flack batteries and 1 bridge destroyed and 3 rail lines cut. (Hist, 3BG, Jun 52, p. 4; daily sortie summaries.)"

During its second year in Korea in August 1952, it celebrated this event by flying its 20,000th sortie against Communist installations -- though the "official" 20,000th sortie really occurred in June 1952. According to a Pacific Stars & Stripes article said, "Since their first mission June 29, 1950, B-26s of the 3d Bomb Wing have been grounded on only three occasions. Each of those was due to lack of targets in November 1950, when the when the Reds had been driven all the way to the Yalu river." It went on to say, "Despite the flak, fighters, mountains and weather, the 3d Bomb Wing planes have destroyed 16,360 Red trucks, 210 locomotives and 2070 rail cars. Bombardiers have dropped 30,000 tons of bombs on enemy troop and supply concentrations and the night intruders have blasted over 160 gun positions, 25 tanks, 120 buildings and more than 100 bridges. They have also destroyed four enemy aircraft. The Grim Reapers have expended more than 29,000,000 rounds of machine gun bullets, hurled 14,000 rockets and dropped 270,000 tons of napalm." Some really impressive numbers!!! But General James A. Van Fleet, commanding general of the Eight Army, spoke it best. His son 1Lt James A. Van Fleet, Jr. of the 13th BS was missing in action from the ranks of the 3d Bomb Wing. He said, "We in the ground forces have great admiration, respect and affection for the magnificent work you have done in stopping the enemy where it counts. Your devotion to duty stands out above all."

According to the 3rd Wing site, in June 1952, " Lieutenant General Glenn O. Barcus, Commander, Fifth Air Force, ordered the 3rd and 17th Bombardment Wings to undergo a test of their bombing and strafing capabilities. There had been considerable doubt as to the actual accuracy of the B-26 crews and their very high number of reported vehicles and trains destroyed. Flying sorties over a controlled range, the crews from the two wings dropped 710 bombs. Of the 710 bombs, only 25 percent fell within the scoring capability of the range. Only 5 percent of the bombs fell within 75 feet of the aim point. Continued testing indicated that it was not until the 38th sortie that a crew could achieve the Fifth Air Force requirement of a 250-foot circular error probable (CEP) from 6,000 feet. As for the gunnery target tests, it found only 1 to 2 percent hit the 10-foot by 10-foot target from 2,000 feet. To make matters worse, the test was done during daylight and allowed sight adjustment between passes. (United States Air Force Operations in the Korean Conflict, 1 November 1950-30 June 1952, p. 174.)" The 3rd Bombardment Wing began changing tactics and bomb loads on a frequent basis.

The 3rd Wing site continued about operations in July 1952. "As a result of the poor performance of the bombing and strafing tests and the mounting loss rate of B-26s and their crews, Fifth Air Force operational analysts concluded: "The current night intruder program is not effective in destroying enemy vehicles because of the inability to hit targets." They estimated that it had taken 100 bombs to destroy 1.8 trucks. Lieutenant General Barcus reacted quickly. Route reconnaissance was relegated to secondary importance and on 31 July, the Fifth Air Force announced Operations Plan 72-52, which directed the destruction of key supply targets in North Korea initially by single B-26s flying in a bomber stream in night attacks followed by conversion to daylight formation attacks. (United States Air Force Operations in the Korean Conflict, 1 November 1950-30 June 1952, p. 175.)" It went on, "The 3rd Bombardment Wing switched from interdicting supply routes to attacking stockpiles and storage areas. This change came from a new command policy adhering to the belief that "a pound of supplies destroyed near the forward lines costs the enemy more trouble than one lost in transit higher on the peninsula." The wing continued to fly a limited number of attacks against road and rail traffic in order to keep the pressure on.(Hist, 3BG/BW Jul 52, p. 1; Warnock, The USAF in Korea, A Chronology, p. 70.)"

The 3FW site continued, "August 1952: Lieutenant General Barcus ordered the 3rd Bombardment Wing to stop flying operational missions following the loss of three B-26s from the 13th Bombardment Squadron and ten crewmembers on 6, 7 and 9 August, and the release of the June bombing test on 4 August. He believed that the crews were not experienced enough in low-altitude night operations and placed a 4,000 foot restriction below which the crews could not fly during an attack mission. Following a training period and a change in command, the 3rd Bombardment Wing returned to an operational status, and did not loose a crew until December 1952. (Hist, 3BW, Jul-Dec 52, p. 3; Furtrell, The United States Air Force in Korea, p. 520; Warnock, The USAF in Korea, A Chronology, p. 71.)"

In August 1952, 14 August 1952: Colonel Eugene B. LeBailly replaced Colonel Marshall R. Gray as 3d BW Commander. General Barcus directed Colonel LeBailly to reorganize the 3d Wing and devote most of their efforts to communications-center attacks. However, they did not want to abandon night-intruder operations altogether. Those crews who were most proficient in night operations were segregated into the 13th Bomb Squadron, which would continue to be the night-intruder squadron. According to The U.S. Air Force in Korea (p635), "Since General Barcus prescribed a minimum attack altitude of 4,000 feet for nearly all B-26 aircrews, and operations analysis tests indicated that a light bomber, flying alone and attacking from such an altitude, had small chance of destroying scattered and moving vehicles at night, the 3d and 17th Wings had to devise new tactics for night-intruder work." It continued, "Late in August 1952, the Fifth Air Force helped the night-intruder squadrons with cooperative roadblock plan. At last light fighter-bombers cratered selected highway intersections,and at first darkness two intruder B-26's dropped butterfly bombs and delayed action ordnance on adjacent feeder and secondary roads. Two major and tow minor blocks were usually established each night on the highway net south of Pyongyang and on the lateral road to Wonsan. Forty-five minutes following the establishment of a major roadblock and at such intervals throughout the night, individual B-26 intruders flew armed reconnaissance missions over the isolated roads, attacking stalled motor vehicles with M-18 and M-81 fragmentation bombs. The new tactics worked well. Up to 25 vehicles were frequently found and destroyed with a roadblock area, and the September destruction claims rose to 2,167 vehicles."

In September 1952, the "Hunter-Killer" plan of Lt. Col. Estes B. Sherril, 13th Squadron Commander, was put into effect. This plan called for the first "Hunter" crew to find the optimum roadblock location in the selected areas and create the roadblock. The "Killer" would then proceed to destroy the backed up vehicles. Once the "Killer" had expended all his ordnance, the "Hunter" then selected another roadblock spot. A second "Hunter" was called in to make the roadblock and the cycle repeated. "Employing experienced crews, especially selected for good judgment, finest techniques and cool heads, the "Hunter-Killer" procedure paid dividends. During October 2,502 enemy vehicles were claimed as destroyed, and the nigh intruders were boasting a kill rate of 3.94 enemy vehicles per B-26 sortie."

Another major change in August 1952 was the change in mission roles. In the past, the 8th flew night reconnaissance missions, but now switched to daylight formation bombing missions. The 13th became the sole night flying unit for the 3d BW.

In September 1952, enlisted personnel organized and established an Airman’s Open Mess at Kunsan Air Base (K-8). Due to the lack of funding the operation began from scratch, using volunteers and acquired equipment. (Hist, 3BW, Jul–Dec 52, p. 43.) Previously only Officer and NCO clubs had existed on the base -- with squadrons maintaining their own separate "beer bars" for lower ranks.

On 11 December 1952, Kunsan Air Base experienced a major ground accident when a fully loaded B-26 caught fire and exploded while parked on the flight line. The explosion caused the destruction of three other B-26s and caused major damage to six F-84s belonging to the 474th Fighter Bombardment Wing. (Go to 8th BS for details of the accident.)

During 1953, more and more of the 3d Wing's missions were in close-air support. In April 1953, the 3rd BW flew 21 percent of its sorties in support of close air and general support of ground forces. In The U.S. Air Force in Korea (p685), "Ever since January 1953 the United Nations Command had been awaiting renewed Communist ground attacks, and the FEAF's destructive interdiction operations had been designed to weaken the Red armies before they could strike southward. Despite a conscious emphasis on general support strikes -- which sought to destroy personnel and supplies -- and on interdiction -- which interfered with logistical resupply and made the Reds use accumulated stocks -- FEAF had not slighted close support in the early months of 1953." By spring, the UNC gave more attention to the ground situation. In April 21 percent of the 3d WIng's sorties were flown in close or general support of ground troops. In May, the B-26's flew 15 bomber-stream attacks against airfields and troop concentrations, while intruder B-26's claimed destruction of 2,239 enemy vehicles. The 3d and 17th Wings were able to fly only 453 night-intruder sorties during the July, but these sorties were highly effective and destroyed 1,379 vehicles. On 20 May 1953, the 3rd BW reached another milestone in the Korean War when it flew the 30,000th sortie.

In June 1953, the Communist forces continued their offensive operations, which stretched into July. On 12 June 1953, the Wing was tasked to support a maximum effort, flying 24 hours a day. The first day of the effort they flew 78 sorties. The only acceptable cancellation was for low ceilings or lack of suitable alternates. On 15 June 1953, during the maximum effort push, the wing set a new record when they flew 91 sorties in one day.

In July 1953, the Communist forces drove the Americans off Pork Chop Hill and penetrated South Korean forces’ defensive positions in an attempt gain better tactical positions. Truce negotiations, stalled over the exchange of prisoners of war, resumed in the face of United Nation forces counterattacks and diplomatic pressure. On 27 July 1953, senior negotiators met at Panmunjom and signed an armistice agreement at 10:00 AM calling for cease-fire at 10:01 PM.

In The U.S. Air Force in Korea (p686), it states, "A few minutes before the cease-fire -- at 2136 hours -- a B-26 of the 3d Wing's 8th Squadron dropped the last bombs of the Korean hostilities in a ground-radar-directed close-support mission. The mission was doubly appropriate. As the end to war in which airpower had provided ground troops with more support than ever before, it was fitting that the last attack should be a close-support mission. As it was also appropriate that an 8th Bombardment Squadron crew should have flown the last attack because this same squadron had flown the first combat strike into North Korea three years earlier." According to the 3rd Wing site, "Lieutenant Donald W. Mansfield, pilot, Lieutenant William L. Ralston, navigator, and Airman Second Class Dennis J. Judd, gunner, 8th Bombardment Squadron, dropped the last bombs of the Korean War flying B-26C “Bye Bye Bluebird,” on a “Tadpole” sortie. The crew took off from Kunsan AB at 2015 and dropped the bombs at 2133 hours from 8,000 feet on a suspected supply dump near the front line. Ed Hoffheim, Chief of the Korean Branch, International News Service accompanied them as a passenger and observer. An RB-26C from the 12th Tactical Reconnaissance Squadron crossed over the front line from North Korea behind Lieutenant Mansfield’s B-26 shortly afterwards. (Futrell, The United States Air Force in Korea, p. 686; Warnock, The USAF in Korea, A Chronology, p. 97; Donald W. Mansfield, “The Final Mission,” Invader, The Newsletter of the 13th Bomb Squadron Association-Korea, Vol. 12, No. 2, Jul 1995; Thompson, B-26 Invader Units Over Korea, p. 97.)"

Despite the shortage of personnel and inadequate aircraft for the night missions it was called to carry out, the 3rd Bombardment Wing served the Air Force well and paid a high price in crews and aircraft lost. Updated records indicate 218 crewmembers and 94 aircraft lost in action. It flew 4,676 day and 28,544 night sorties for a total of 33,220, and accounted for 35 percent of the locomotives, 37 percent of the vehicles, and 28 percent of the railcars destroyed by Far East Air Force controlled aircraft for the entire war.

From the Third Bombardment Wing Welcome brochure in 1954 they said, "In World War II we did a lot of our flying during the daylight, but when the fracas started here we had something a little different because the enemy did most of his work at night. We became the "night shift" of the Fifth Air Force, flying from dusk to day. We concentrated on hitting enemy supply lines, railroads and highways both. A new type of ace came out of this conflict. He was the person who destroyed enemy locomotives. If a person got five, he became a "Loco Ace." By the end of the conflict, they had totaled up "337 locos, 31,026 vehicles and 2,920 boxcars." True to form, the 3rd flew the last combat mission of the Korean War just thirty minutes prior to the truce becoming effective."

Another source tallying numbers gives a different count. In the book The Grim Reapers, History of the 3rd Bomb Group 1918-1965, the following statistics are cited for the 3rd Bombardment Group in Korea: 5,000 vehicles destroyed, 60,000 enemy soldiers killed, 700 surface ships destroyed and 3,000 planes destroyed on the ground and in the air. If you total the amounts on the three Distinguished Unit Citations and the Korean Presidential Unit Citation it earned, you'll also come up with different numbers. But this is all irrelevant. The fact remains -- the aircrews racked up some incredible numbers in combat.

Many were captured by the North Koreans where they endured torture, trauma, disease, and malnutrition. In an interview with the Wolf Pack Warrior, Bob Festa (formerly Corporal Festa, a gunner with the 13th Bomb Squadron) spoke of his ordeal in a POW camp near Pyongyang, North Korea's capital. "We stayed at Pok's Palace," he said. There were about 12 or 13 Americans. We lived in three mud huts. We slept five across the floor. The fleas..." he broke off with a grimace. "We got a bowl of rice in the morning and a bowl of rice at night," he said. "It was a soupy, grey, dirty rice. I didn't eat for the first few days. All I'd take was water."

When they weren't being interrogated, the prisoners worked from dawn to dusk. After two-and-a-half months, he was marched off to a Chinese-run POW camp called Camp 2 Annex. In his own words, captivity under the Chinese was much better...but the cold still sticks in Vesta's mind. "It was so cold, I couldn't sleep a lot of nights." The camp had no fence and few guards, but still few tried to escape. If they escaped, there was nowhere for them to go. "Everyone knew that being non-Korean, we'd be spotted immediately." After 13-months of captivity, he was repatriated. (Go to POW/MIA Issues for current POW/MIA news dealing with the Korean War.)

Another POW was Harry Hedlund. He was shot down and captured while his squadron was attached to the 3rd Bomber Wing. In Crimson Sky: The Air Battle for Korea by John R. Bruning, 1999, Hedlund relates the story of his interrogation. "They took me out into the field with a .45 cal behind my ear, kneeling with my hands down and all that good stuff, just like in the movies. But they didn't shoot me, they just shot alongside me. And they said, "We give you one more chance," and it was back to the interrogation room for more questions..."

Sadly some broke under the intense interrogations and torture lasting for months on end. The full story of the germ warfare allegations that came from coerced confessions of 3rd BW flyers is covered under Germ Warfare of the 8th Bombardment Squadron (L-NI) section.

After the truce, the 3rd Bombardment Wing remained at Kunsan Air Base to ensure the peace would hold. A little known chapter of the 3rd Bomb Wing 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 use 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. In October 1954, the wing was transferred to Japan.

3rd Bombardment Wing deactivated after the Korean War?

After the truce took hold to end hostilities in Korea, the wing (and group) was transferred on 1 October 1954 to Johnson Air Base, Japan and was redesignated as the 3rd Bombardment Wing, Tactical, on 1 October 1955. Between 1955-1956, the group was re-equipped with B-57B/C "Canberra" jet aircraft and stood nuclear alert in Japan and Korea during the height of the Cold War. In 1960, the 3rd Bomb Wing (Tactical) moved ot Yokota AB.

In 1957, the 3rd Bombardment Group was changed to the 3d Operations Group under the tri-deputate system. In August 1958, the 3rd BG started a rotation to Kunsan Air Base (K8) with a squadron-strength detachment to stand nuclear alert. This quick-response nuclear alert that would last until April 1964 when the 3rd returned to Japan to be deactivated. The reason the unit stood nuclear alert in Korea was that nuclear weapons could not be stationed in Japan. (For expanded details of this deployment, go toDeployed 3rd Bomb Wing: Nuclear Alert.) On 18 November 1960 it relocated to Yokota AB, Japan.

B-57Bs of 3rd Bomb Wing at Misawa AB, Japan. (6 Jan 1956)

The wing's headquarters was non-operational from 1 Sep 1963 to 8 Jan 1964. The wing was redesignated as the 3d Tactical Fighter Wing on 8 Jan 1964 and rotated to the States. The 3rd Bombardment Group was deactivated in 1965 -- after 46 years of continuous service. The confusion comes from the fact that the 3rd Bombardment Group was deactivated in 1965 -- NOT the 3rd Fighter Wing. The lineage and honors of the 3rd Bomb Group/3rd Operations Group were bestowed upon the 3rd Wing to preserve the unit's proud traditions and heritage.

The 3rd TFW went to England AFB, LA, from 8 Jan 1964 to Nov 1965. From there it trained and rotated its squadrons in detached status to Southeast Asia for combat duty. It then received movement orders to Bien Hoa AB, South Vietnam on 8 Nov 1965.

The following is from the 3rd Wing History:

3rd Wing Cold War Duties

With the war over in Korea, the 3rd Bombardment Wing returned to the routine of peacetime duty in the Cold War environment. It remained at Kunsan Air Base until 1 October 1954, when it moved back to Johnson Air Base. Beginning in January 1956, the 3rd Bombardment Group converted from the B-26 to the Martin B-57C Night Intruder. Powered by two 7,200 pound thrust engines, the medium jet bomber could carry 7,200 pounds of bombs.

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.

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.

The Air Force, on 8 January 1964, redesignated the wing as the 3rd Tactical Fighter Wing, and moved it, without personnel and equipment, to England AFB, Louisiana. It was part of an overall effort to reduce the number of wings in Japan. At the same time, the wing gave up its B-57s, becoming the last bombardment wing to fly the medium bomber. The move also ended the long association with the 8th and 13th Bombardment Squadrons and nearly 22 years of active duty in the Far East. The 3rd Tactical Fighter Wing kept the 90th Bombardment Squadron, now redesignated as a tactical fighter squadron, and gained the 416th, 510th and 531st Tactical Fighter Squadrons. While at England AFB, the wing was brought up to full strength and equipped with the North American F-100 Super Saber.

3rd Tactical Fighter Wing in Vietnam, Korea, Philippines and Alaska

The 3rd TFW operated from Bien Hoa AB, South Vietnam starting from 8 Nov 1965. The 3rd TFW was transformed into a light attack unit flying primarily F-100 Supersabres along with other attack aircraft. Bien Hoa AB, South Vietnam, a forward operating base which frequently came under enemy mortar and rocket fire. Missions included close air support, counterinsurgency, forward air control, interdiction, and radar-controlled bombing. It supported numerous ground operations with strike missions against enemy fortifications, supply areas, lines of communication and personnel, in addition to suppressing fire in landing areas. During this time, wing also participated in combat evaluation of F-5 and A-37 aircraft. It flew the F-100 from 1964-1970 as its prime aircraft, along with the A-37 from 1967-1970. It conducted the combat acceptance testing of the A-37 Dragonfly--as it had done with the A-2, A-3, A-8, A-12, A-17, A-18, A-20 and A-26 in previous years. However, it also flew F-5Es from 1965-1967; A-1E from 1965-1966; U-10 from 1965-1966; C/AC/HC-47 from 1965-1966. The wing flew thousands of sorties in support of allied forces.

The following is from the 3rd Wing History:

3rd Wing Vietnam

The changes came during a period of America's increasing involvement in the Vietnam War. The wing began deploying its units to Vietnam on rotational duty while the others trained in their ground support role. In November 1965, the 3rd Tactical Fighter Wing moved to Bien Hoa Air Base, Vietnam as part of the major buildup of forces following President Johnson's decision to commit ground troops. (NOTE: Go to 3rd Bomb Wing (Tactical): B-57B for more details of early Vietnam B-57B action.)

In the years ahead, the 3rd Tactical Fighter Wing found itself involved in a variety of duties throughout South Vietnam. Its mission included close air support, counterinsurgency, forward air control, interdiction and radar-controlled bombing. The wing supported numerous ground operations with air strike missions against enemy fortifications, supply areas, lines of communications and personnel, in addition to providing suppressive fire during assault operations.

While assigned to Bien Hoa, the 3rd Tactical Fighter Wing gained control of various units with different missions. It also supported the testing of the Northrop F-5A Freedom Fighter being developed for other nations. The wing successfully flew the F-5 in combat from April 1966 to April 1967, before turning the fighters over to the Vietnamese Air Force. The wing also evaluated the combat capabilities of the Cessna A-37 Dragonfly during November and December 1967. The attack version of the US Air Force's primary trainer proved adaptable in its ground support role. The 604th Air Commando Squadron, attached to the wing, flew the Dragonfly from November 1967 to September 1970.

The 3rd Tactical Fighter Wing converted to the A-37 in 1969. The 90th Tactical Fighter Squadron reverted back to its pre-World War II designation of an attack squadron. The 8th Bombardment Squadron was reactivated as the 8th Attack Squadron. During May and June 1970, the wing participated in the Sanctuary Counteroffensive in Cambodia aimed at depriving the enemy the use of its sanctuary bases and destroying its leadership. The campaign marked the wing's last major operation.

On 31 October 1970, the 3rd Tactical Fighter Wing ended its duties in Vietnam. Unmanned and unequipped, the wing remained active in a "paper" status until it moved to Kunsan Air Base, Korea on 15 March 1971. The wing had served for 59 consecutive months of combat duty in Vietnam. It had withstood mortar and rocket attacks and in return had inflicted over 23,000 battle deaths on the enemy.

During its long tour, the 3rd Tactical Fighter Wing earned the two Presidential Unit Citations, three Air Force Outstanding Unit Awards with Combat "V" and two Republic of Vietnam Gallantry Crosses with Palm.

After its withdrawal from Southeast Asia, the wing was unmanned and unequipped on 31 Oct 1970, the wing remained active in a "paper" status until it moved to South Korea on 15 Mar 1971, to be manned and equipped with F-4 aircraft. Flying the F-4 Phantom, the 3rd TFW arrived on 15 March 1971 to assume control of Kunsan Air Base. When it first arrived, the wing contained the 35th TFS (Pantons) and 36th TFS (Flying Fiends). In September 1971, the 36th TFS left and was replaced by the 80th TFS (Juvats). (See 3rd TFW: 1971-1974 for details of the Wing at Kunsan).

The following is from the 3rd Wing History:

On 31 October 1970, the 3rd Tactical Fighter Wing ended its duties in Vietnam. Unmanned and unequipped, the wing remained active in a "paper" status until it moved to Kunsan Air Base, Korea on 15 March 1971. ...

After a 20-year absence, the 3rd Tactical Fighter Wing returned to Kunsan Air Base where it was equipped with the McDonnell F-4D Phantom II. Squadrons assigned included the 35th, 36th and 80th Tactical Fighter Squadrons. The 90th Tactical Fighter Squadron rejoined the wing on 16 September 1974, replacing the 80th. The 3rd Tactical Fighter Wing helped provide air defense for South Korea and maintained proficiency for combat operations.(NOTE: Go to 3rd TFW (1971-1974) for more details.)

During this period, while commanded by Colonel Charles A. Watry, the 3rd Tactical Fighter Wing received a short notice requirement to deploy 18 F-4Ds from the 35th Tactical Fighter Squadron in early April 1972 in support of Linebacker I. The air campaign was designed to stop the North Vietnamese Spring Offensive, launched on 30 March to capture South Vietnam. The squadron deployed with a full complement of aircrews and maintenance personnel. During its stay in South Vietnam, nine members of the squadron received credit for destroying six North Vietnamese fighters, four Mig-21s and two Mig-19s. (NOTE: Go to 3rd TFW (1971-1974): 35th TFS for more details.)

F4D:
(Click on photo to enlarge)

In September 1974, the 8th Tactical Fighter WIng "Wolf Pack" moved from Ubon Royal Thai Air Force Base (RTAFB), Thailand in name only to replace the 3rd TFW in Kunsan. The 8th TFW moved without personnel or equipment, absorbing all assets of the 3rd TFW. This included the two flying squadrons, which continued to operate as the 35th and 80th Tactical Fighter Squadrons -- thus reuniting the wing with two of its original squadrons.

Like the 8th TFW, the 3rd TFW moved in name only to Clark Air Base, Philippines on 16 Sep 1974 replacing the 405th Fighter Wing. Here it was reunited with one of its old squadrons, the 90th Tactical Fighter Squadron. It participated in frequent operational exercises and evaluations. Between 5 Apr and 31 May 1975, wing used its facilities as a staging area for Operations Baby Lift (evacuation of Vietnamese orphans from South Vietnam to the United States) and New Life (evacuation of Vietnamese adults to the United States for resettlement). Performed fighter aggressor training operations using T-38 and later F-5E aircraft from 1976 to 1988; deployed throughout Pacific Air Forces to provide dissimilar aircraft combat training to US and allied fighter units. Deployed aircraft from the Philippines to Korea annually to participate in multinational joint-service combined forces exercises, 1978-1991. With addition of the F-4G "Wild Weasel" aircraft in 1979, the wing acquired dual role capabilities of air-to-air/ air-to-ground and defense suppression/electronic countermeasures. Assignment of the 1st Special Operations Squadron, equipped with MC-130 aircraft, provided the wing with an unconventional warfare capability, Jan 1981-Mar 1983. Operated UH-1N helicopters, 1988-1991, for drone recovery, VIP airlift, range support, Philippine air defense site support, and medical evacuation. The Wing deployed six F-4Es to Turkey for Operation Desert Storm in early 1991 where they flew some of that aircraft's last combat sorties.

The wing remained at Clark AB, though treaty negotiations with the Philippines broke down, and it was decided to move the 3rd Wing beginning in 1992-93. The Mt Pinatubo eruption in June 1991 changed these plans and forced the wing's hasty relocation to Elmendorf on 19 December 1991.

The following is from the 3rd Wing History:

3rd Wing Philippines

On 16 September 1974, the 3rd Tactical Fighter Wing moved without personnel and equipment to Clark Air Base, Philippines. It replaced the inactivated 405th Tactical Fighter Wing. Assigned squadrons included the 26th, 68th and 90th Tactical Fighter Squadrons. The 90th Fighter Squadron flew the F-4. The other two squadrons did not have assigned aircraft at the time. The wing's mission required it to organize and train for combat. It also helped provide air defense for the Philippines.

The wing's first big challenge at Clark Air Base, surprisingly did not involve its wartime skills. With the pending fall of South Vietnam, President Ford announced that the United States would support the evacuation of approximately 2,000 orphans from South Vietnam. The 3rd Tactical Fighter Wing began preparing for the evacuation on 3 April 1975, by converting the base gym into a temporary orphan care center. The first aircraft began arriving at Clark on 5 April. In addition to the expected orphans, the wing discovered that a larger number of adults were also fleeing Vietnam.

When the humanitarian operation ended on 31 May, 1,500 orphans had passed through Clark to the United States in what was termed Operation Baby Lift. New Life, the evacuation of adults to the United States and elsewhere, accounted for 8,786 evacuees supported by the 3rd Tactical Fighter Wing.

The wing grew in strength during 1975. The 26th Tactical Fighter Squadron received the Northrop T-38 Talon for use as dissimilar air combat training and was redesignated the 26th Tactical Fighter Training Squadron. The 90th Tactical Fighter Squadron converted to the F-4E. The 3rd Tactical Fighter Squadron, equipped with the F-4E joined the wing in December, replacing the 68th Tactical Fighter Squadron, which had been inactivated earlier. The wing now possessed a full complement of fighters.

On 15 May 1976, the wing gained the 3rd Tactical Electronics Warfare Training Squadron and began operating the Crow Valley Bombing and Gunnery Range. In July the Pacific Air Forces initiated its Cope Thunder training exercises, for which the wing became responsible. It October 1977, the 26th Tactical Fighter Training Squadron switched from the T-38 to the Northrop F-5E Tiger II, which served as an aggressor aircraft.

The wing switched to an air superiority mission in January 1978, and on 30 July 1977, the 90th Tactical Fighter Squadron began equipping with the F-4G. A modification of the F-4E, the Advanced Wild Weasel aircraft performed a ground radar suppression and destruction mission. With the addition of the F-4G, the 3rd Tactical Fighter Wing acquired the triple role capabilities of air sovereignty, air-to-ground and defense suppression/electronic countermeasures. The wing also provided fighter aggressor training with the F-5E. Versatile and capable, the wing deployed its units throughout the Pacific and supported the training requirements of others. The wing also operated Bell UH-1N helicopters in range support.

In February 1989, the 3rd Tactical Fighter Wing received an operational readiness inspection from the Pacific Air Forces, which it passed with excellent results. The test marked the last high point of the wing's tenure at Clark Air Base. The Philippine government had expressed the desire that the Americans withdraw its forces from the islands. Ten years prior, the 1947 Military Bases Agreement between the two nations had been amended to provide Philippine sovereignty over the bases.

The 19 June 1991 eruption of Mount Pinatubo settled the issue for Clark Air Base. The wing rapidly evacuated its personnel and much of its equipment. Its last F-4s had departed the month before. The 90th Tactical Fighter Squadron redesignated the 90th Fighter Squadron had already moved without personnel and equipment to Elmendorf AFB on 29 May 1991.

The general instability in the Philippines kept the 3rd Tactical Fighter Wing in place during Desert Shield and Desert Storm. The 90th Fighter Squadron, however, deployed six F-4Gs on a 18,600-mile deployment to join the coalition forces. They were mission ready within 36 hours.

It was redesignated as the 3rd Wing on 19 Dec 1991. The Wing was not operational from Jun 1991 until it moved on paper to Elmendorf AFB on 19 Dec 1991, replacing the 21st Tactical Fighter Wing. Expanded the air defense mission of Alaska with the F-15E aircraft to include deep interdiction and air-to-air capabilities. Also added an airlift mission in Apr 1992. Currently the 3rd Wing of Elmendorf AB, Alaska flies the F-15E "Strike Eagle". An active component of the wing is the 90th Fighter Squadron, the lineal descendant of the original 90th Bombardment Squadron.

The following is from the 3rd Wing History:

3rd Wing Elmendorf AFB

For a brief period of time, the 3rd Tactical Fighter Wing became a “paper unit” in order to continue its unbroken line of service to the nation that stretched back to 1919. General Merrill McPeak, Air Force Chief of Staff, quickly found a new mission and location for the proud wing. In keeping with his desires to retain the oldest and most illustrious Air Force units, he moved the wing without personnel and equipment to Elmendorf AFB on 19 December 1991, replacing the 21st Wing, which was inactivated.

On assignment to Elmendorf AFB, the 3rd Wing gained the 43rd and 54th Fighter Squadrons and reunited with the 90th Fighter Squadron. The 90th Fighter Squadron, on arrival on Elmendorf AFB, had been equipped with the McDonnell-Douglas F-15E Strike Eagle. It provided the only Air Force long-range interdiction capability in the Pacific Theater. The other two squadrons were equipped with the F-15C Eagle, and provided an air superiority not only Alaska but also for other worldwide locations.

The 3rd Wing further gained in capability with the assignment of the Lockheed C-130H equipped 517th Airlift Squadron on April 1992 and the 962nd Airborne Air Control Squadron and its two Boeing E-3B Sentries on 1 October 1992. The 3rd Wing provided a composite force that could be rapidly deployed worldwide, which it quickly began to prove. The wing also participated in the Cope Thunder exercise series, which had been moved from Clark Air Base to Eielson AFB in the early 1990s.

Brigadier General Thomas R. Case became the first general officer to command the wing in its 74-year history, when he assumed command on 23 July 1993. The following year, Elmendorf AFB won the Commander-in-Chief’s Installation Excellence Award for the best base in the Air Force.

On 1 January 1994, the 43rd Tactical Fighter Squadron was inactivated and the 19th Tactical Fighter Squadron activated, inheriting the personnel and equipment of the former. In an action symbolizing the transition from the Cold War to a broader worldwide responsibility, the 3rd Wing, on 29 April 1994, ended the last 24-hour air defense alert requirement at King Salmon. The forward operating bases at King Salmon and Galena reverted to contractor operations and were placed in a standby mode. The wing’s mission shifted to providing trained and equipped forces for deployment throughout the Pacific Region, as reflected by the motto at the front gate “Top Cover and Global Engagement.”

By 1995, the 3rd Wing’s fighter capability had gained recognition throughout the Air Force. The 54th Fighter Squadron made the first operational deployment outside of Alaska when it deployed eight F-15Cs and 90 plus personnel to Incirlik Air Base, Turkey in support of Operation Provide Comfort. They departed on 8 April and returned on 17 July 1995. Only six months later the 90th Fighter Squadron deployed 8 F-15Es and 190 personnel to Aviano Air Base, Italy, in support of Operation Deny Flight/Joint Endeavor.

Other deployments continued on an almost routine basis, involving not only the fighter squadrons but 517th Airlift Squadron and the 962nd Airborne Air Control Squadron. In early 1999, the Air Force recognized the 3rd Wing as the number three of ten lead Air Expeditionary Wings with a commitment of deploy.

The 3rd Wing also engaged in an exchange program with the Russian Air Force. The wing hosted a visit of 40 Russian air defense personnel and 4 SU-27s in 1995, and in turn visited Russia the next year with four F-15s.

The 3rd Wing’s time in Alaska has not been without tragedy. The 22 September 1995 crash of E-3B, Yukla 27, immediately on takeoff from Elmendorf AFB, claimed the lives of all 24 crewmembers. The 3rd Wing later built a memorial in their honor near its headquarters. On 26 July 1998, Lt Gen David McCloud, the visionary Commander, Eleventh Air Force, died when the private aircraft he was flying crashed on Fort Richardson near Elmendorf AFB. In July 2000, the 3rd Wing dedicated the P-38G Memorial in honor of General McCloud.

The 3rd Wing celebrated its 80th anniversary with the dedication of the Heritage Park in July 1999. On 28 April 2000, the Air Force inactivated the 54th Fighter Squadron and activated the 12th Fighter Squadron, assigning it to the 3rd Wing and Elmendorf AFB. The 12th Fighter Squadron had been assigned at Kadena AB, Japan. The 3rd Wing continued to deploy its forces in support of various contingencies. In 1999, the 962nd Airborne Air Control Squadron conducted its first deployment in support of Southern Watch, and in 2000 it flew its E-3s for the first over the polar region to Saudi Arabia. The 54th Fighter Squadron also flew its F-15s over the North Pole in support of Operation Allied Force operations in Bosnia.

Like their predecessors, who serviced their nation, the men and women of the 3rd Wing typify the spirit of those who served since its beginning on the dusty fields of Texas. The wing has traveled a long and sometimes difficult journey since the days of the open cockpit World War I biplanes. Today, the wing flies highly sophisticated airplanes never dreamed of at the time. The men and women who support, maintain and fly them remain unchanged.

(NOTE: For current information on the 3rd Wing, check out the 3rd Wing Grim Reapers. For its history, go to 3d Wing History.)

For more information on the 3rd Bomb Group Association, check out the 3rd Bomb Group Homepage. A superb website packed with photos, narratives, and information. Webmaster Lou Segaloff has done a terrific job on this site.

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A small canal running off to the side of the Kumgang River
provides a safe harbor for small fishing boats (Spring 1952).

For pictures and narratives of how it was at Kunsan AB really was in 1954, go to How It Was: 1954 and Now. For the history of Kunsan City from ancient times to the present in maps, photos and slide shows, go to Welcome to Kunsan City. For current pictures of Kunsan City, go to Kunsan Photos (1995-Present). For links to current Kunsan AB photo galleries, go to Kunsan AB (1954-Present): 8th Fighter Wing.

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KUNSAN AIR BASE:

Kunsan Aerodrome (1938-1945)
Camp Hillenmeyer (1945-1949)
Kunsan Aerodrome (1949-1951)
Kunsan Airbase (1951-1954)

• 3rd Bombardment Wing
  • Heraldry
  • Formation of the Army Surveillance Group
  • 3rd Bomb Group (Light) in World War II
  • 3rd Bombardment Wing (Light Attack) in the Korean War
  • 3rd Bombardment Wing (Light Attack) Move to Kunsan
  • 3rd Bombardment Wing deactivated after the Korean War???
  • 3rd Tactical Fighter Wing in Vietnam, Korea, Philippines and Alaska
  • B-26 Douglas "Invader"
    • B-26 Douglas "Invader" -- Anecdotes of the B-26
    • Aircraft "Mc" with Infra-red in nose
    • Searchlight modified B-26 -- Article on how the searchlight came about
    • Technical Specifications of B-26 B/C
    • "The Marauder versus The Invader" -- Article by John Moench on how the B-26 became the "Invader"
  • How it was -- Photos.
    • Photos of Jack Boyer of Santa Clarita, California of his one and only trip to Kunsan (1951)
      
    • Photos of Hans Petermann of San Diego, California covering the 1951-1952 time-frame.
      
• 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"
  • 90th Bomb Squadron Association-Korea -- Reunion information
• 13th Bombardment Squadron (L-NI)
  • The Unofficial 13th Bomb Squadron Homepage -- Mr. Walter Campbell has assembled terrific color photos of the 13th BS B-26s on the Kunsan (K8) flightline.
  • Clipping of the 13th Bombardment Squadron's Reunion Return to Kunsan AB in September 1998
• 8th Bombardment Squadron (L-NI)
  • Squadron Insignia
  • History
    • World War I
    • Between the Wars
    • World War II
    • Korean War
    • After the War
      • 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).
  • The Way We Did Business
  • The Early Days of the 8th Bomb Squadron at Kunsan
  • Night Flying
  • Maintenance Sections
  • Deployed to Pusan (Apr-May 52)
  • Flight Line Accident (Dec 52)
  • Germ Warfare
  • The War is Over
  • 8th Attack Squadron Association Reunion
• Other Units at Kunsan Airbase (1951-1954)
  • 3rd AIO Ground Support
  • Marine Air Control Squadron No. 1/1973rd AACS (Aircraft and Airways Communications Service)
  • 808th and 841st Engineering Aviation Battalion
  • 30th Anti-Aircraft Artillery (AAA) Battalion/5th Motor Transport Squadron
  • 77th Squadron of the Royal Australian Air Force
  • ROK Air Force Detachment
  • 21st Transportation Port com B/14th Transportation Port com --Small Army group in Kunsan City that handled the railhead and port facility
• 474th Fighter Bomber Group
• 49th Fighter Bomber Group
• Marine Squadron VMF(N)-513 (1952-1953): "The Flying Nightmares"

Kunsan Airbase (1954-1974)
Kunsan Airbase (1974-Present)

MISCELLANEOUS ITEMS:

Douglas B-26 Invader Specifications -- The A-26 was redesignated the B-26 after the B-26 Marauders were taken out of service.
Republic F-84 Thunderjet Specifications -- The F84D was the first of the series to see action in Korea.
Vought F-4U-5NL Night Corsair Specifications - Night fighter variant of the famous Corsair
Grumman F7F-3N Tigercat Specifications - Fast powerful prop fighter that entered just as the jet age began
Douglas F3D-2/F-10B Skynight Specifications - Fighter that made the first night jet aircraft kill
McDonnell Douglas F-4D Phantom II Specifications
General Dynamics F-16C Falcon Specifications
Time Line of Korean War -- Tanner Publication Co.

RELATED PAGES:

Camp Hillenmeyer & Kunsan City (1947)
Korean War Reference

• Airfield Location and Designator Map
  
• North Korean Main Supply Routes Map (Spring 1953)
  
• North Korean Railways Map (Spring 1953)
  
• Warning Leaflets to North Korean Civilians
  
• Korean Airfield Identification Codes (Korean War)
  
• Additional Links about the Korean War
  

Welcome Brochure for King Eight (K8) (1954) -- A comparison of 1954 and Now
Welcome to Kunsan City -- Facts of the city and a Pictorial History from 1947-Present
POW/MIA in Korea -- Current articles and links to POW/MIA issues

RETURN TO MAIN TABLE OF CONTENTS

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For inputs or comments, contact Kalani O'Sullivan.

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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