HOW IT WAS! KUNSAN AIRBASE 8TH FIGHTER WING HISTORY (1946-1952)

• Heraldry and Notes on Selected Squadrons -- 35th Aerosquadron; 36th Aerosquadron; 80th Pursuit Squadron
  

• 8th Pursuit Group Activated -- 35th & 36th Pursuit Squadrons at Langley Field
  
• 8th Pursuit Group in World War II
  -- 80th Pursuit Squadron joins 8th PG; Aircobra; New Guinea; P-38 Lightning; Mindoro, Phillipines; Ie Shima, Ryuku Islands -- Narratives of Dino Cerruti
  
  • Aces of the 8th Fighter Group -- List and writeups on J.T. Robins, Dan Roberts, & George Welch
    
  
  
  
• 8th FBG at Ashiya, Japan (1946-1948) -- Narratives of Dino Cerutti
  
• 8th FBG at Itazuke, Japan (1948-1952) -- Transition to P-51D Mustang; Transition to F-80C Shooting Star; Creation of the 8th Fighter Wing (1948-1951)
  
  

• Overview of the First Days of the Korean War (1951) -- Bout One; First Days of War; List of 8th FW kills
  
• First Kill of the Korean War to 68th All-Weather Fighter Squadron -- Attached to 8th FW
  
• 8th Fighter Bomber Wing: From Pyongyang to Itazuke to Kimpo
  
  • 35th and 36th FBS F-51Ds Move to Tsuiki AB -- 8th FW splits; Formation of the "Hobo Squadron"; Narratives of John Glassford, Sr.
    
  • Pohang: "Hobo" Squadron Goes to Yonil Airfield -- Narratives of John Glassford, Sr.
    
    

  • Evacuation of Pohang -- Narratives of John Glassford, Sr.
    
  • Pusan Perimeter
    
  • Hobo Squadron Heads North -- Inchon Landing
    
  • Hobo Squadron Falls Back to Itazuke -- Chinese counterattack
    
  • 8th Fighter-Bomber Wing Returns to Kimpo -- Allies retake Seoul -- Narratives of John Glassford, Sr.
    
  
  
  
• 8th Fighter Bomber Wing History (1952-1955) -- Suwon AB, Korea
  
  • Move to Suwon (Aug 52)
    
  • Morale Building
    
  • Hobo Name Fades from Memory
    
  • Air Interdiction: The Name of the Game
    
  • Attack on Pyongyang (Jul 52) -- Article: "Hot Sky Over Pyonyang"
    
    

  • Training Mission -- Article
    
  • Major Charles Loring (Nov 52) -- Article: "Sacrifice at Sniper Ridge"
    
  • Bridges at Sinanju and Yongmidong (10-15 Jan 53)
    
  • Conversion to F-86F Sabre
    
    

  • 35th FBS "Black Panthers" -- Ken Creasy's narratives and photos: Korean Conflict Honors; After the Armistice; MiG kills (May 55); F-94B Night Fighters at Suwon;
    
    

  • Base Ops at K-13 (1954) -- Article: Night Flight
    
  
  
  
• 8th FBW at Itazuke, Japan -- Conversion to F-100
  
  
  • 8th FBW (1957-1961) -- TDY at Kunsan; Nuclear alert moves to Osan AB, Korea
    
  • 8th FBW (1963) -- Conversion to F-105 Thunderchief
  
  
  
  

• 8th TFW at George AFB, CA (1964) -- Conversion to F-4D Phantom II
  
  

• 8th TFW at Ubon RTAFB, Thailand (1965) -- Birth of the Wolfpack; MiG Kills; Operation Bolo; Robin Olds & Chappie James; 16th SOS; 13th TBS; Battle Damage; Crashes; Maintenance
  
  
  • 35th Fighter Squadron (Sep 74 - Present) "Pantons"
    
  • 80th Fighter Squadron (Sep 74 - Present) "Juvats"
  
  
  
• General Dynamics F16C/D (Sep 1981 - Present)
  

We received the Hot Lava Award From Topher's Castle in Honolulu, Hawaii! (4.0)

Gold Award of Excellence: Yaggi Document Service (NR/3.5) Keeau, Hawaii

Acknowledgment: Thanks to HQ PACAF History Office and the 8th Fighter Wing History Office for their source materials. Another excellent site used to trace the history of the 8th Fighter Wing is 8FW Lineage . Special thanks to Dino Cerutti of New York City for his narratives and photos of the 36th Fighter Squadron (Interceptor), 8th Fighter Group during World War II and during the Occupation at Ashiya AFB, Japan. Also special thanks to John Glassford Sr for his exceptional tales of the "Hobo Squadron" (5AF/8FBW) during the initial days of the war. Thanks to the Maj. Gen. Levi R. Chase website for its April 1953 article from SAGA magazine, "Hot Sky Over Pyongyang". Also thanks to Jim James for his narratives and photos of the 36th FBS at Suwon. Many thanks to Ken Creasy for his photos and narratives of life at Suwon and the article on the 1955 MiG kills. Also thanks Don Hill for his story of "Night Flight" at Suwon.

"BLACK PANTHERS" 35th TFS

"FLYING FIENDS" 36th TFS

"HEADHUNTERS" 80th TFS

8th Fighter Group at Ashiya AB, Japan

After the end of World War II, the 8th Fighter Group (flying their Lockheed P-38 "Lightnings") flew from Ie Shima, Ryukyu Islands (in the Formosa Straits near Okinawa) to take up Occupation duties on mainland Japan at Fukuoka, Japan in November 1945 as part of the occupation force. The 8th Fighter Group was stationed at Ashiya between 18 August 1948 - 24 March 1949, but from details provided by Dino Cerutti, the 8th FG was there starting in late 1945. Dino Cerutti of New York City wrote, "Well, I flew with the 8th Gp at that time and we were based on Ie Shima (since Aug., 1945) and we flew the Lockheed P-38 Lightnings to Ashiya Airfield outside Fukuoka. I was stationed there with the 8th until I left for the states in June, 1946."

Ashiya (2001)

Dino Cerutti at Ashiya AB (1946)

Dino, DiFiglia & Kliest
at Ashiya AB (1946)

P-38 Lightning & P-51 Mustang of the 8th FG over Ashiya (1946)

36th Ftr Sqdn P-38 over Japan (1946)

In early 1946, the the group started its conversion to the P-51 "Mustangs". Dino Cerutti wrote, "The black & white photos of Hiroshima were taken while I was stationed at Ashiya in early 1946 after we started converting to P-51s. The shots of the P-38 and the P-38 & P-51 were also taken at Ashiya. Those planes all belonged to the 8th Gp." The 8th continued to operate with its P-38L "Lightnings", though large numbers of P-38L Lightnings and P-51D Mustangs were scrapped with the end of the war. Most of the P-38Ls were scrapped and the wing converted primarily to F-51Ds between 1948-1950.

The following was written by Louis Miksits on the 80th Headhunters Site

"In 1948 (July) when I was first ordered to the 80th Fighter squadron at Ashiya Air Base, Kyushu, I thought at the time that we were neither liked or disliked. What I mean by that is the Japanese were just coming off the war and were more interested in making the best of it. They were short of everything; food, clothing, jobs, etc. The black market was booming. I think that Asiatics as a whole were natural thieves. They would steal everything that was not tied down. We had clothing, shoes, etc, stolen right from our barracks. It was not unusual to come back to the barracks and find things gone. One of the methods of punishment, when caught, was to put them head down in an empty 55 gallon drum and beat on the sides. This usually cured them. As far as the ugly Americans or beautiful ones, I can only remember that we had both. In any occupation, you will have the good and the bad. I must say that the good was more predominate. We helped the orphanage and little league ball teams and in general were treated fair. Those out of line were nailed by the military police. The town was called Ashiya Machi. We had another town across the bridge over the river Ongagowa called Ashiya Korea. We were told not to go over there because of the hard feelings between the Japanese and the Koreans. The Koreans being more or less servants and laborers during the time Japan dominated them. A lot of fights and hard feelings between them. We were put on standby a few times because of riots. On occasion, the field was raided and damage done to the aircraft. Some Americans got killed at the POL and bomb storage areas (throats cut).

I think by far that the time and place things were about normal for the occupation. The Japanese were given jobs on the base and obeyed the people who supervised them. Pulling guard duty on the POL and bomb dump were a little hazardous because one man was at the gate area and the other walked the area. It was a long way from the main base and a long way around. The only communication between you and the other post was by firing your weapon. An instance occurred in 1949 where the officer of the day tried to sneak up on the guard at the gate and was shot. He survived, don't know his name, but he was a captain from the 80th. You got kind of nervous out there. I'm sure he never tried that again.

There never was too much of a problem between us and the nationals. They resented us calling them gooks. After all, we were really the gooks and they were the nationals. Many of the men had Japanese girlfriends or Kobitos. The word was the find yourself a nice clean girl and stick with her because if you caught VD your ass was mud. The Japanese people frowned on their women going with GIs, but he in turn fed her and her family. I am sure many of them got married and brought them back to the states. As the years went by, the relations between our two countries did improve.

The 80th had one pretty good sized hanger on the far end of the Hanger Row. The P-51, in general, was not hard to maintain once you got to know it. Lt Henderson was the engineering officer and tech or master sergeant French was the line chief. Both of them kept a tight rein on the inspections and minor or major work done on the P-51s. I know of no accidents concerning either the 80th or squadrons while I was there. We had a couple of incidents where P-51s jumped the chocks when mechanics and pilots went the from 1650-7 to the Dash 9 engine. If the Dash 9 was not shut down properly, it would go to full power on the next start. It had a Simmonds Boost system operated by oil pressure and not a linkage. I am sure it caused a few hair-raising events, including one for myself. When I started the engine, it started to go to full power. I kicked off the brakes (or it would stand on its nose), jumped the chocks, went across the ramp, and stopped near the control tower. The start cart disconnected on the way. We were strafed by a P-51 (accidentally) coming off the firing range. No casualties and slight damage to equipment.

A P-51 crashed into the sea from Itazuke. He was on the firing range and ran into engine trouble. He tried to make an emergency landing at Ashiya. On base leg to the runway, he went up and over and into the sea, killing the pilot. My opinion is that the P-51 Mustang was the finest airplane, flying and maintenance wise. I was a sad day when the 80th went to Itazuke and we were sent to other units. I saw many of our 80th P-51s at Tachikawa to be chopped up for scrap.

I think that I sort of enjoyed the occupation as the years went by. I was based at Tachikawa, Johnson, Yokota, Itazuke, and Misawa during my tour, before the Korean War started. I did a lot of traveling throughout the Pacific and learned the Japanese language and customs. I never got used to their stealing, having lost some precious items along the way. Traveling to the mountains and villages was great. I met a lot of interesting people and the one person I will never forget is Colonel Virgil Zoller, Ashiya Base Commander. I am sure a lot of men from the 80th remember him also. (SITE NOTE: Colonel Zoller went on to become the 3rd Bomb Wing Commander and retired as a Brigadier General.)

-Louis I. Miksits

8th Fighter Bomber Group at Itazuke AB, Japan (1948-1950)

The Occupation fighter/interceptor forces in Japan included one fighter bomber wing, one fighter bomber group, and two interceptor groups with one reconnaissance squadron. The 18th Fighter Bomber Wing (12th, 44th, and 67th Squadron) was based on Okinawa; the 51st Interceptor Group (16th, 25th, and 26th Squadrons) was based in Naha, Okinawa; the 49th Fighter Bomber Group (7th, 8th, 9th Squadrons) was based in Misawa, Japan; the 8th Fighter Bomber Group (35th, 36th, and 80th Squadrons) was based in Itazuke, Japan ; the 35th Interceptor Group (39th, 40th, and 41st Squadrons) and 8th Tactical Reconnaissance Squadron based in Yokota, Japan.

In 1948, F-80Cs began to reach operational units in mainland Japan with the 51st Interceptor Wing. In 1949, the 8th Fighter Bomber Group (35th, 36th, and 80th Squadrons) based in Itazuke, Japan received their F-80Cs. On 22 December 1949, the 36th landed its first F-80 at Itazuke. Maj Richard A. McNees, the commanding officer, and three other pilots had flown F-51s to Misawa AB where they exchanged them for the F-80s for the return trip home. The wing would fly the F-80Cs from 1949-1953.

(NOTE: The aircraft designators were changed to F-38G and F-51D after the U.S. Air Force came into being in 1949. This was an interim period as the Air Force had entered the "Jet Age". Starting in 1946, units were being equipped with the new Lockheed F-80 "Shooting Stars" -- with the 18th Fighter Bomber Wing in Okinawa being the first in the Pacific. Interestingly, early in the Korean Conflict, the 18th Fighter-Bomber Wing gave up its F-80 jets for Mustangs, perhaps one of the few occasions in history in which a combat outfit traded in its jets for piston-engined aircraft. The Mustangs were instrumental in halting the North Korean advance, giving United Nations forces enough time to build up sufficient strength to be able to go over onto the offensive. Later the 18th reconverted to F-80s and in 1953, converted to F-86s.)

During this time at Itazuke, the military returned to a peacetime operation. Many military members had side jobs to make ends meet. Because of the collapse of the Japanese empire, the cost of living was very cheap -- making the military paycheck go a lot further than if stationed stateside. Living conditions were not luxurious, but most military families found living in Japan a rewarding experience and enjoyed being in the Orient. Though there was a massive Reduction in Force (RIF) at the end of the war, the USAF retained only the most experienced of pilots -- of those that wished to remain in service.

At Itazuke, the transition to the F-80Cs had taken place and the pilots were just getting used to their new aircraft. Some of the older F-51 Mustangs were still in the unit with their machine guns removed -- and used as tow target aircraft. Training became standardized and would later prove to have been unrealistic in meeting the perils of the Korean War. For example, instead of basic navigation training, pilots simply followed the roads or familiar landmarks to their destinations -- and punched holes in the sky to fulfill their flying-hour commitments.

Primary training was centered around alert commitments for Japan. Under the Japanese "Peace" Constitution forced on Japan by the MacArthur Military Government, Japan could have no military whatsoever -- thus the defense role fell to the U.S. With the worldwide spread of communism, Japan became the model for Democracy in Asia. Japan's experiment with democracy HAD TO succeed at all costs. During this time, the Strategic Air Command (SAC) became THE major command in the Air Force that got all the priority. All units' missions were intended to support SAC. Remember that at this time, the US was worried about the long-range bombers of the Soviets and maintained their interceptor forces to counter this threat. Fighters were on alert to scramble to intercept these bombers. Conventional air-to-ground close air support training was relegated to a secondary role.

P-51D Mustang

The following extracted from Aviation History .

In late 1939, with the likelihood of full scale war in Europe a major concern, the British Royal Air Force was looking seriously at methods of quickly increasing its fighter strength. In April 1940, the British Air Purchasing Commission approached North American Aviation with the intent of having them build P-40's for the R.A.F. Instead, North American offered to build an entirely new fighter using the same Allison V-1710-39 engine as the P-40. The British agreed only on the stipulation that a prototype be on hand within 120 days. North American designers Raymond Rice and Edgar Schmued immediately set about meeting the requirements. Schmued had been a part of Willy Messerschmitt's design group in Germany; no doubt the somewhat angular lines of the new fighter came from this relationship.

The Allison-powered prototype NA-73 was assembled within the specified period, but the engine was not yet ready, causing a delay of some six weeks before the NA-73 could fly. In the meantime, on May 4, 1940, the U. S. Army released the design for export sales with the condition that two of the planes be delivered to them for evaluation. At this time the NA-73 was assigned the XP-51 designation. The first and tenth airframes were sent to the Army for testing; these were given the serial numbers 41-38 and -39. An order for 150 P-51's followed. These planes were named "Apache" for a short time, but later the name "Mustang" was adopted for the P-51.

The P-51 was an immediate success. It outperformed even the Spitfire, but the Allison engine placed limitations on the performance. In England, a mock-up was devised to use the Rolls Royce Merlin in the P-51 airframe. One concept was to locate the new engine behind the cockpit, but this idea was rejected and the Merlin was mounted in the conventional position in the nose. Four airframes were adapted in England to take the Merlin engine. These planes had deep intakes below the engine for carburetor air. In the meantime, North American had undertaken a similar conversion project and was building two Packard Merlin-powered Mustangs. The results of the British tests were passed on to North American; and even before the Army's Merlin -powered Mustangs had flown, the U. S. Army ordered 2,200 of the more powerful fighters. For a short time, this model was designated P-78, then reclassified as P-51B.

To say the Merlin Mustangs were successful would be an understatement. The P-51 became one of the aviation world's elite. The total number of 14,819 Mustangs of all types were built for the Army. American Mustangs destroyed 4,950 enemy aircraft in Europe to make them the highest scoring U. S. fighter in the theater. They were used as dive-bombers, bomber escorts, ground-attackers, interceptors, for photo-recon missions, trainers, transports (with a jump-seat), and after the war, high performance racers.

The Merlin -powered P-5lB and its Dallas-built twin, the P-51C, began operations in December 1943. A further improvement to the Mustang was introduced when a graceful teardrop canopy was installed to eliminate the dangerous blind area created by the faired cockpit. First tested on two P-51B's, they became standard on the P-51D and all later models. The P-51D became the version produced in the greatest quantities, 7,954 being completed. The "D" model carried six .50 cal. machine guns instead of the four mounted in the "B's"; and other refinements, such as moving the wing forward slightly and providing for rocket launchers, were included. The first "D" types were delivered without dorsal fins but this feature was added to compensate for keel-loss when the bubble canopy was adopted.

Later developments to the P-51 series included the final production type, the P-51H with several changes which made it the fastest production variant with a maximum speed of 487 mph at 25,000 feet. Five hundred fifty-five P-5lH's were delivered before VJ Day led to cancellation of the P-51 production program.

The P- 51 D represents the typical Mustang configuration. It had a 37-foot wingspan with an area of 233 square feet and was 32 feet 3 inches long. Height was 13 feet 8 inches. The Packard-built Merlin V-1650-7 was capable of delivering 1,695 hp which provided a speed of 437 mph at 25,000 feet. Weights were 7,125 lbs. empty and 10,100 lbs. normal gross, but an additional 2,000 lbs. could be carried. Internal fuel capacity was 105 gallons, giving a range of 950 miles at 362 miles per hour at 25,000 feet. Armament was six .50 cal. wing-mounted machine guns with 1,880 total rounds.

The P-51 was one of the first fighters to use a laminar-flow airfoil, a high-speed shape which became standard on most later high performance fighters.

According to Vectorsite Net :

After the end of WW II, piston-engine fighters were rapidly phased out of front-line service in favor of new jet fighters, such as the P-80 Shooting Star. The USAAF retained a few squadrons of P-51Hs, but the older P-51Ds were passed on to the Air National Guard (ANG). As late as 1952, the ANG would still have 68 squadrons flying the Mustang, though the last of them would be gone in 1957.

Most of the remaining Mustangs were either sold to foreign operators or scrapped. In the early summer of 1950, the USAF had three fighter groups operating in Japan that had converted from the F-51D to the F-80, and the old F-51Ds were sitting in storage, waiting to be scrapped.

When the war broke out on 25 June, the USAF realized that the F-51Ds were what was needed to help stem the North Korean offensive. The North Koreans, as noted, had no advanced aircraft, and the F-51D had better endurance and warload than the F-80, though some Air Force officers worried, with good reason, about the Mustang's traditional vulnerability to ground fire. The P-51D could also operate more effectively than jets from primitive airfields. The three fighter groups traded their F-80s back in for their old F-51Ds and were thrown into the battle.

The USAF also withdrew 145 F-51Ds from ANG units and rushed them to Japan on the carrier USS BOXER, which arrived in Tokyo on 23 July 1950. Two squadrons were equipped with the new arrivals, and were quickly flying dozens of sorties a day from rough airstrips behind the front lines in Korea. A squadron each of Mustangs was provided by Australia and South Africa. F-51Ds were also supplied to the South Koreans.

The Mustangs struck at enemy columns with machine guns, bombs, HVARs, and napalm. Since the bombs and rockets were not particularly accurate, napalm was the preferred weapon for attacking formidable North Korean T-34 tanks, since a napalm bomb saturated a wide area with fire.

The attacks were made at low level, however, and Mustang attrition was high. The notorious vulnerability of the Mustang's cooling system was a particular problem. Some thought was in fact given to fielding a squadron of Republic F-47N Thunderbolts, which were better close-support aircraft, but the aircraft were simply not available.

By the fall of 1950, the North Koreans were on the run, and the Americans and their allies were pursuing them into North Korea. Mustangs ranged freely with little air opposition. They scored five kills during this time, their only air combat victories of the war.

In early November, Mustangs began to encounter Chinese MiG-15s, and it was only due to the skill of the Mustang pilots and the inexperience of the enemy that the F-51Ds were able to survive.

By the time cold weather set in, Chinese forces were pouring into North Korea, driving the Americans and their allies south in a fast retreat that stopped at the South Korean border. The front lines stabilized there and a static war of attrition followed.

With the USAF countering the Soviet MiG-15s with the North American F-86, the air combat environment became increasingly too dangerous for piston engine fighters like the F-51D. Most units equipped with the Mustang converted to jets, and by the end of the war in July 1953, only one USAF squadron and some South Korean units were operating the Mustang.

A total of 194 F-51Ds were lost in the war. 172 were destroyed by ground fire, 10 were shot down by enemy aircraft, and 12 were lost to unreported causes. This is said to be the highest loss ratio of any aircraft operated by the Americans and their allies in the Korean War.

Lockheed F-80 Shooting Star

The following is extracted from Aviation History .

Few airplanes in the history of aeronautics have been as successful as the Lockheed Shooting Star. It was the first operational jet fighter in the United States when it went into service in 1945. It emerged as victor in the world's first all-jet combat, and it won the distinction of remaining in production for a full 15 years after the experimental model was first flown.

The airplane had its origin in June 1943, when Lockheed was requested to design a fighter around the De Havilland turbojet engine developed in England in response to Germany's twin-engine jet fighter, the Messerschmitt Me 262. The XP-80 was designed and built in the amazing period of only 143 days--37 days less than the original schedule. It was flown for the first time on January 8, 1944, and its performance was considered sensational.

P-80 Shooting Star

"It was a magnificent demonstration," said Clarence Johnson, Lockheed's chief research engineer. "our plane was a success -- such a complete success that it had overcome the temporary advantage the Germans had gained from years of preliminary development on jet planes."

The Army Air Force planned to build the Shooting Star in large numbers. However, only two of the machines arrived in Italy before the end of the war in Europe, and these were never used in operations. Despite the cessation of hostilities, production was continued on a reduced scale.

Lockheed built 917 F-80A's and B's, one of which was modified for an attempt on the world speed record. on June 19, 1947, this plane set a speed mark of 623.8 miles per hour. Some of these modifications were retained in the F-80C, 798 of which were produced in 1948 and 1949. At the same time, Lockheed designed a two-seat version, the F-94 Starfire. This model was equipped with radar for all-weather operations.

F-94 Starfire

When war started in Korea, F-80's were sent to the battle area to help the South Koreans. On November 10, 1950, Lieutenant Russell Brown, flying a Shooting Star, made history when he destroyed a Russian MiG-15 fighter in the world's first decisive all-jet combat.

Final version of the plane was the T-33 trainer, which remained in continuous production until August 1959. The T-33A was a very hot fighter to handle, compared to slower piston engine aircraft, and an alarming number of airplanes were lost. The solution was a redesigned T-33A two seat trainer. Engineers at Lockheed called their operation the "Skunk Works", named after an imaginary factory in the "Li'l Abner" comic strip.

Early Problems

In the early years some T-33s were blowing up just after take-off. The T-33 (F-80) had a fuselage tank just aft of the cockpit, filled through a zeus fastened cover plate and tank cap. Some of the pilots and/or ground crews were not diligent in checking the door or the cap. The aircraft would take off and at about 120 knots, the airflow would create a vacuum immediately over this cover. If it and the cap were not properly closed, the kerosene would be sucked out of the tank.

Immediately behind the the filler tube were spring-loaded plenum chamber doors feeding extra air to the engine. These didn't close until the aircraft reached about 200 knots. The combustible mixture would ignite and cause the plan to explode. The problem was solved by placing two fins underneath the cover which had to mesh with the fin on the cap. The cover could not be locked if the cap wasn't secured. The pilots would always check the cover and it's zeus fastener after hearing the horror story once.

Dimensions were wingspan 38 feet 9 inches (without wingtip tanks), length 34 feet 5 inches, height 11 feet 3 inches, and wing area 237.6 square feet Weights were 8420 pounds empty, 12,200 pounds gross, and 16,856 pounds maximum takeoff. Maximum speed was 594 mph at sea level and 543 mph at 25,000 feet. Initial climb rate was 6870 feet/minute, and an altitude of 25,000 feet could be attained in 7 minutes. Service ceiling was 46,800 feet. Normal range was 825 miles, and maximum range was 1380 miles. Armament consisted of six 0.50-inch machine guns. An underwing load of 2000 pounds of bombs, napalm or rockets could be carried.

Creation of the 8th Fighter Wing (1948-1951)

Wing Commander: - Col Charles T. Olmsted, 18 Aug 1948;

Wing Commander: - Col Daniel A. Cooper, 22 Jan 1949;

Wing Commander: - Col John M. Price, 1 Mar 1949;

Wing Commander: - Col Charles W. Stark, 9 Dec 1950; (NOTE: Col. Stark, first CO of the 43rd Air Division, served in the Air Corps, AAF and USAF from June 1937 to his retirement in July 1961. He was shot down on his 32nd mission in a P-47 in Italy and spent the last 14 months of the war in Europe in a POW camp. During the Korean war, he commanded the 8th FBW on its first deployment to Korea and flew 86 combat missions there. He flew virtually every fighter the U.S. had, from the P-26 "Peashooter" to the F-104 Starfighter. He died in Olympia, Wash., in October 2006 at the age of 94.)

Wing Commander: - Col James B. Tipton, 3 Apr 1951; (See Maj Gen James Tipton.)

When the 8th Fighter Wing was created in 1948, the 8th Fighter Group continued on as a subordinate unit. There is some confusion caused by the wording in the 8th FW Fact Sheet : "The 8th Fighter Wing Wolf Pack traces its history back to Ashiya, Japan, where it was activated under its present designation Aug. 18, 1948. Using temporary bestowal, the wing also claims the lineage and honors of its predecessor unit, the 8th Fighter Group, which was activated at Langley Field, Va. April 1, 1931." This gives the impression that the 8th Fighter GROUP was deactivated at the same time as the 8th Fighter WING was activated. This is not the case. The Fighter Bomber Group continued in existence until 1957.

The 8th Fighter WING was created in 1948, but the 8th Fighter GROUP was never deactivated. The "wing" is a structural element one level higher than a "group." Basically, the Wing controls the base functions with dissimilar flying units under its umbrella. The WING was established as the 8th Fighter Wing on 10 Aug 1948 and activated on 18 Aug 1948. The 8th Fighter GROUP (containing the 35th, 36th, and 80th Fighter Squadrons) was attached to the 8th Fighter Wing starting 18 Aug 1948. On 1 Oct 1957, the 8th Fighter Group later became the 8th Fighter-Bomber Group and then later on became the 8th Operations Group . The USAF restructured under the Tri-Deputate system -- Deputy Commander for Maintenance; Deputy Commander for Logistics; and Deputy Commander for Operations under the Wing Commander. This eliminated the "group" from the USAF organizational structure. After 1957, the "Group" disappeared and the squadrons were directly attached to the wing. All the "temporary bestowal" means is that the 8th Fighter Wing can display all honors previously received by the 8th Fighter Group in World War II. The 8th Fighter Group has been "reborn" in 1992 and is now the 8th Operations Group of the 8th Fighter Wing.

The wing was redesignated as the 8th Fighter Bomber Wing (FBW) on Jan. 20, 1950. The 8th FBG initially consisted of 2 squadrons: the 35th FBS (Black Panthers) and the 36th FBS (Flying Fiends). The 80th FBS (Headhunters) was assigned on 11 Aug 1950. (See Jim James' 8th Fighter Bomber Wing (Hoboes) Page )

"BLACK PANTHERS" 35th FBS

"FLYING FIENDS" 36th FBS

"HEADHUNTERS" 80th FBS

F-51D Mustangs and Bout-One

As the events unfolded in Korea, all available fighter aircraft were pressed into service and the transfer of these aircraft was put on a hold temporarily. At least two squadrons of F-51 from Tsuiki AB, Japan in Fukuoka, Japan (the site of Itazuke AB -- the home of the 8th FBW) was sent to Korea with the 8th FBW "Hobo Squadron." The 8th FBW used the aircraft in combat and accounted for 3 F-51 kills up to 29 June 1950. The aircraft were transferred to the South Koreans on 3 July 50 and would eventually end up in the ROKAF 51st Provisional Squadron flying from Taegu in the early days of the war. The MiG-l5s had not entered the war so in the initial days of the conflict, the F-80s, F-82s and F-51s quickly cleared the skies. (Go to 8 FBW Kills in beginning days of the war.)

In History, 5th AF, Vol 1, Jun 25-Oct 31, 1950, p3 it stated that a number of ROK pilots had been selected just prior to the invasion for training on the F-51. With the outbreak of the war, the need for their services became great and a detachment, named "Bout-One," was formed out of the American 36th FBS to hasten their training on 27 June 1950. The F-51s were former tow target aircraft. The half-trained Korean pilots and their instructors, led by Maj Dean Hess, moved to Taegu (K-2) on June 30 and began flying combat missions almost immediately. In The U.S. Air Force in Korea (p89) stated, "General Partridge had feared that the Korean pilots might not be able to fly the ten Mustangs which he provided, and he had gotten permission to assign nine USAF instructor pilots to the project." It continued, "The Mustangs which "Bout-One" brought to Korea had been towing targets for several years in Japan and were in sad mechanical condition." Regardless, heavy demands were made on the pilots of Bout-One and they inflicted great damage on the enemy vehicles and troop movements.

ROKAF F-51s

General Partridge of 5th AF "manned ten Mustangs, which had been withdrawn from storage in Japan and sent them into combat. The pilots took the Mustangs off from Itazuke early on the morning of 10 July, flew initial combat strikes, and then landed at Taegu and replenished for several more missions during the day. Airlifted fuel and armament from Ashiya supported the forward area operation." These would form the 51st Fighter Squadron (Provisional) and was authorized to take over the American personnel from "Bout-One" and the "Dallas" Squadron people which 13th AF was forming. (Go to ROKAF for historical details of the ROKAF from 1949-Present.)

Overview of the First Days

In Airpower, The Decisive Force in Korea by James T. Stewart (p108) it states, "At the outbreak of hostilities, fighter bomber squadrons were deployed away from their home bases on training exercises or joint maneuvers. Most of the pilots, having recently survived an officer reduction-in-force, were experienced, stable, and seriously aggressive. They were just getting comfortably used to their new airplanes when orders came to proceed with aircraft to bases in southern Japan. All available fighter bombers converged on the Fukuoka area where Fifth Air force established an advance headquarters and a joint operations center at Itazuke Air Base."

"The first fighter-bomber missions were dispatched on 28 June 1950, just three days after the war began. These missions were in support of a hard-pressed UNC Army which was retreating toward southeastern Korea. They were mainly armed reconnaissance missions aimed at blasting moving columns of enemy equipment, supplies, and personnel."

"Even though bases of operation were as close as possible to Korea, the F-80Cs could remain in the target area only a few minutes. If FEAF aircraft were to have adequate endurance for Korean operations, there range must be extended or they must be based in South Korea. Range was extended by adding two cells to the standard wing-tip tanks, but the additional weight resulted in numerous wing failures."

"The two best Korean airfields, Kimpo and Suwon, were lost in the early ground actions, but K-2 at Taegu and K-3 at Pohang because usable as advance bases with the addition of pierced steel planking."

"At this time, consideration was given to replacing the F-80Cs with F-51s. F-51s were better suited for operations from rough Korean fields, even though the F-80 had proved to be a rugged aircraft; the F-51s had more endurance at low altitudes while on armed reconnaissance and close-support missions; F-51s used less fuel. For these reasons and because F-51s and spare parts were available from Air National Guard units, the change was made."

"By mid-July a joint operations center (JOC) and tactical air control center (TACC) were established at Taegu after a short stay at Taejon. Tactical air direction cents (TACSs) were not used because of a shortage of equipment and the lack of enemy air opposition. Eighteen tactical air command posts (TACPs) did yeoman service controlling strikes against the advancing enemy. A little later, airborne air controllers were put into service and did a wonderful job helping fighter-bombers find the most lucrative targets. At best all communication channels were overloaded, and the only control many missions had was the information given pilots at briefings."

In Airpower, The Decisive Force in Korea (pp106-107) it states, "Conversion from propeller-driven F-51s to jet aircraft had posed many problems. One of the most serious problems was that wing brackets for attaching auxiliary fuel tanks and ordnance. So much difficulty had been experienced that a substantial percentage of F-80C aircraft could not carry either wing-tip tanks or bombs when the Korean War began. Other deficiencies which adversely affected transition to jets were shortages of oxygen masks and helmets for pilots and auxiliary ground power and fuel servicing units for the aircraft. Cross-country had been curtailed and most of the navigational flights had been between well-known bases which had adequate radio aids along the route. This training served little purpose when pilots went into combat where navigational aids were scarce. When dead reckoning navigation suddenly became necessary, few pilots were prepared. Rocket training was all but halted due to the economy program levied on the services. Some practice had been done with a sub-caliber aerial rocket but none with five-inch high velocity aerial rockets (HVARs), which were later used in combat."

"Since FEAF's mission had been one of defense, unit tactical training had mainly consisted of interception missions and exercises. There had been intermittent joint training maneuvers with the Eight Army, but these were canned problems conducted over well-known areas. They offered little in the way of combat conditioning for either air or ground elements."

This overview illustrates how ill-prepared the 8th was for the upcoming battles.

First Days of the Korean War

The official 8th FW Fact Sheet states, "On June 26, 1950, one day after the North Korean forces invaded the Republic of Korea, the wing flew air cover for the evacuation of Americans from South Korea, thus becoming the first wing to fly combat missions in that conflict ." Technically this is incorrect..."combat" was not authorized until the June 27th. There was a mix-up in the language of the orders and the first days involvement was considered a "show of force" -- and returning fire was NOT authorized. During the first days of the war, the fighters were in Korea to only provide air-cover for the evacuation as the authority of General MacArthur only extended to the waters' edge of Korea. It wasn't until the 27th when General MacArthur received approval to use the Far Eastern Air Force (FEAF) in an offensive role.

On 25 June at 1500 two Yak-9s sprayed Kimpo with cannon and machine gun fire. They exploded the fuel dump, destroyed a USAF C-54 and wiped out the remains of the ROKAF aircraft.

Freighters were standing by for the evacuation. In the early hours of June 26th General MacArthur ordered General Partridge (5th AF Commander) to provide fighter cover over Inchon during the embarkation and subsequent withdrawal. However, the fighters were NOT to venture over the Korean mainland, and were to engage in combat only if the freighters were directly threatened.

The tasking was levied on Colonel Jack Price, Commander of the 8th Fighter-Bomber Wing. The only aircraft suitable for the task because of the range was the F-82 Twin Mustangs of the 68th Fighter All-Weather Squadron. Unfortunately there were too few to carry out the patrols. The request to use the No. 77 Squadron, Royal Australian Air Force was rejected. General Partridge ordered the 339th F(AW)IS to transfer its F-82s from Yokota to Itazuke, and also requested the 20th AF to dispatch eight F-82s from the 4th F(AW)IS from Okinawa.

According The Three Wars of Lt. Gen. George E. Stratemeyer, His Korean War Diary (p40), this permission "to use arms if necessary to insure the safety of the evacuation movement" was limited to USAF and Navy units only. The book stated (p37) that on 26 June 1950 that Brig. Gen. Jarred V. Crabb had received instructions from GHQ (General Headquarters) about the evacuation of dependents from Inchon by freighter. "We are to provide fighter cover and are authorized to fire on enemy aircraft to protect these vessels. I told Crabb to put this in writing to the FAF (5th AF) and to send info copy to GHQ so that they may object to the language if it is inappropriate."

However, in another portion of the diary (p42), it states that until 27 June, the pilots of the 68th F(AW)S were operating under "normal instructions" to NOT return fire or engage in combat unless the freighter was directly threatened. According to History, FEAF, 25 Jun-31 Dec 50, pp 29-31 describes an incident when a F-82 evaded an attack. "Although authorized to fire on any enemy aircraft while performing this cover mission, the U.S. pilots did not return fire. " This event caused a flurry of messages as to why the F-82 had not returned fire. It appears the F-82s still considered this a "show of force" only...without permission to return fire.

According to MiG Alley, The Fight for Air Superiority by William T. Y'Blood, "On June 26, a pair of La-7 fighters bounced two F-82s near Seoul. When the Twin Mustangs turned into the attack, the enemy planes fled. Authorized to fire if the enemy attempted to disrupt the evacuation, the FEAF fliers refrained because the La-7s never got close to either the harbor or the Kimpo airport. The defenders were also unsure of the "rules of engagement," a term not used in the Korean War, but applicable here."

In Air War Over Korea (p15) states when the F-82s were attacked by a La-7 on the 26th while escorting the freighter Reinholte . "The American pilots took violent evasive action and and after this one firing pass the enemy fighter climbed steeply back into the clouds and disappeared. The F-82s continued to provide cover throughout the remainder of the day." They continued the cover of the freighter until the ship was met by an escort of American destroyers.

Paul Jeffreys of Whittier, California in the Korean War Project described an incident on the 26th of June involving an F-82: "I was one the 3 mechanics who worked on a damaged F82 the day before the police action started. LT Hutson was flying in a show of force over Kimpo when he was shot in the hor/stab and he managed to get back to Ashiya. The next day we were allowed to fire back and Lt Hutson went back up and shot the 1st Yak in the Korean War." (NOTE: He is referring to Lieutenant William G. Hudson.)

Finally, on the 27th of June General MacArthur received approval from the Joint Chiefs for the Far Eastern Air Force (FEAF) to be used in an offensive role. President Truman had announced that he had ordered the USAF to aid South Korea. A broad directive was given which in short licensed the American pilots to range over the ground between the front line and the 38th Parallel and shoot up everything that carried a red star. Then the turkey shoot began.

The following is the story of the 27th of June as related in MiG Alley, The Fight for Air Superiority by William T. Y'Blood.

"On the 27th, F-82Gs of the 68th, 339th, and 4th Fighter All-Weather Squadrons and F-80Cs of the 8th Fighter-Bomber Wing (FBW) took turns covering the ship evacuation from Inchon and the air evacuation from Kimpo airport. Four F-82s of the 68th orbited Kimpo and Suwon at 4,000 feet while a trio of 339th Twin Mustangs flew a mid-cover at 8,000 feet and four more 4th Squadron fighters flew above a thin deck of clouds at 12,000 feet. For nearly three hours the planes bored holes in the sky, seeing little except arriving and departing transports and slowly thickening clouds. Then, shortly after noon, as the F-82s were being forced lower by the clouds, one pilot called out, "They're shooting at me!"

"The Americans went into their breaks as several enemy planes flashed by, damaging 1st Lt. Charles B. Moran's plane in the process. The North Korean aircraft were not fast enough to escape, however, as several of the big F-82s "latched-on" to the attackers. First Lieutenant William Hudson and his radar operator, Lt. Carl Fraser, followed one of the enemy planes (identified as either a Yak-11 or a Yak-7U) through the clouds, knocking off chunks of fuselage and setting its wing afire. The Americans saw the enemy pilot climb out of his cockpit onto the wing and say something to his observer. Either dead or frozen in fear, the observer did not move. The pilot then pulled the ripcord on his chute, which billowed and yanked him off the wing. The Yak rolled over and dove into the ground, taking the observer with it."

"Meanwhile, after shaking off his attacker, Lt. Moran got behind what he identified as either a Yak or an La-7 and sent it straight into the ground. (Aircraft identification was a problem in Korea, just as it had been in World War II. North Korean Yaks had inline engines, while the Lavochkins had radials, quite obvious design differences.) Major James W. Little, the 339th's commander, also bagged an La-7, and two other enemy planes were claimed by the Americans as probables."

"All of these victories came almost simultaneously, and not until 1953 did the USAF credit Lt. Hudson with scoring the first kill of the war. Not to be outdone by their prop-driven compatriots, FEAF F-80Cs also scored on the 27th. That afternoon, a quartet of Shooting Stars from the 8th FBW's 35th Fighter Bomber Squadron (FBS) were orbiting Kimpo airfield when eight Il-10s darted underneath them and began strafing the field. Before the Americans could interfere, the enemy planes destroyed seven ROKAF aircraft caught on the ground. The North Korean's joy in their victories was short-lived. First Lieutenant Robert E. Wayne bagged two of the attackers as they pulled out of their runs, while Capt. Raymond E. Schillereff and 1st Lt. Robert H. Dewald each shot down an Il-10. The remaining enemy planes quickly scooted for home. The three Americans had scored the first jet aircraft victories of the war."

On the 27th of June, three units share the honors of the first air combat units in Korea: the 35th Fighter Bomber Squadron (8th FBW) of Itazuke AB; the 68th F(AW)S (347th F(AW)G) of Ashiya AB (attached to the 8 FBW); and the 339th F(AW)S (347th F(AW)G) of Yokota AB.

The paper "USAF Opns in the Korean Conflict," 25 Jun-1 Nov 50, USAF Hist Study 71, pp. 5-6. recounts these actions, "On 27 June the evacuation of American and other foreign nationals continued from Kimpo and Suwon Airfields at an increased pace. During the morning 3 North Korean planes fired on four American fighters covering the air evacuation and, in the ensuing engagement, the U.S. fighters shot down all 3 enemy planes near Inch'on. Later in the day, American fighter planes shot down 4 more North Korean YAK-3 planes in the Inch'on-Seoul area.

During 27 June F-80 and F-82 planes of the 68th and 339th All-Weather Fighter Squadrons and the 35th Fighter-Bomber Squadron of the Fifth Air Force flew 163 sorties over Korea. " On June 27, four Shooting Stars from the 35th Fighter Bomber Squadron intercepted eight North Korean Ilyushin Il-10 Sturmovik ground-attack bombers and shot down four of them, scoring the first combat victories for an American jet fighter. On June 28, RF-80As began flying operational reconnaissance sorties, while the F-80Cs began to fly ground attack missions in support of the retreating South Korean forces. On June 30, the ban against air operations over North Korea was lifted, and the initial commitment of US troops was approved.

On the 27th of June, the 35th FS F-80Cs had returned to Itazuke to refuel and left the F-82 Twin Mustangs from the 68th All-Weather Fighter Squadron (F(AW)S) above the area. The F-82Gs were the only aircraft available in Japan that had sufficient endurance to fly to the battle area and operate for hours over the evacuation centers at Kimpo and Inchon. The evacuation of the C-47 and C-54 transports from Kimpo was in "chaos" when a flight of five North Korean Yak-7s appeared over the airport. However, before they could get to the transports on the ground, a flight of North American F-82 Twin Mustangs intercepted them. Three of the Yak-11s fell in flames before the others scattered for home. Lieutenant William ("Skeeter") Hudson and his radar operator, Lieutenant Carl Fraser, of the 68th F(AW)S scored the first kill of the day and also the first American air-to-air victory of the Korean War. (NOTE: Other sources claim the first kill was a Yak-7 instead of a Yak-11) Later the same day two other members of the 68th F(AW)S scored kills. Lieutenant Charles Moran shot down a Yak-9 a short time later, and Major James Little increased the day's score to three by destroying an La-7.

The official 8th FW Fact Sheet states, "The following day, June 27, 1st Lt. Robert H. Dewald, assigned to the 8th Fighter Bomber Wing's 35th Fighter Squadron, shot down an enemy aircraft. Flying an F-80, the lieutenant achieved the first enemy aircraft kill of that conflict , as well as the first confirmed U.S. Air Force kill from a jet aircraft." THIS IS DISPUTED . As was mentioned before, Lieutenant William ("Skeeter") Hudson of the 68th All-Weather Fighter Squadron laid claim to the first air-to-air kill of the conflict in his F-82 "Twin Mustang".

As to claim that 1Lt Dewald had the first USAF jet kill, it is also in dispute between 1Lt Dewald, 1Lt Wayne and Capt. Schillereff. After Lt Hudson got the first aerial kill on the 27th, three pilots of the 35th FBS got four more aerial kills in their F-80 "Shooting Star" aircraft. There is no dispute over whether the 35th FBS had the first jet kill, but there is a dispute over WHO actually made the first jet kill.

According to Crimson Sky -- The Air Battle for Korea (pp. 5-7), it was actually 1Lt Robert Wayne (of the 35th FBS) and his wingman 1Lt Ralph "Smiley" Hall who had the initial two kills of Il-10 Sturmovik ground-attack bombers ... only later did Capt. Ray Schillereff and 1Lt Robert "Slick" Dewald pick off one each of the fleeing group of bombers. There were four kills by the 35th FBS that day, two by Wayne and one each by Dewald and Schillereff. (Go to 35th Fighter Squadron History for the full story.)

However, according to U.S. Korean War Aces , Capt. Schillereff was the first to get a jet kill. The incidents of June 27, 1950 were as follows: "In June of 1950, in response to North Korean offensives, U.S. planes from the Fifth Air Force stationed in Japan were sent to South Korea. A handful of F-82 Twin Mustangs, the last piston-engined fighters to be purchased by the U.S. Air Force, and several F-80 Shooting Stars, the first U.S. jet fighters to be used in combat, were now patrolling the skies over Kimpo, South Korea."

"Around noon on that day, five Yaks flew in low over Seoul. They were met by the F-82s, and the result could only be categorized as a rout. In the dogfight that lasted less than five minutes the F-82s shot down three Yaks and drove off the other two."

"About an hour later the North Koreans made another attempt to disrupt the Kimpo airlift. Eight Russian-built Il-10 Sturmoviks, piston-engined ground-attack fighters, were headed to Kimpo. One pass was all the American pilots, flying F-80 Shooting Stars, needed to again rout the North Koreans. Capt. Raymond Schillereff was the first to splash a Il-10 into a rice paddy followed quickly by Lt. Robert Wayne with the second and third kills. Lt. Robert Dewald got the fourth and the rest turned tail, leaving Kimpo untouched. It was the first time American jets had fired their guns in combat and they had four kills to show for it."

In Air War Over Korea (p18) it states, "The biggest American fighter effort of the day was laid on in midafternoon, when F-80s of the 8th FIghter Bomber Wing, together with a flight of Mustangs, which were about to be turned over to the South Korean Air Force, orbited in relays over Suwon to cover the arrival of a C-54 carrying General MacArthur, who had decided to fly to Korea to make an on the spot survey of the situation. An hour after his arrival, MacArthur was treated to a grandstand view of an air battle as four Yak-9s attempted to attack Suwon airfield. The enemy fighters were intercepted by the Mustang Flight and not one of them escaped; two were shot down very quickly by Lieutenant Orrin R. Fox of the 80th Squadron, a third by Lieutenant Harry T. Sandlin of the same unit and the fourth by Lieutenant Richard J. Burns of the 35th Squadron."

The United States Air Force in Korea (pp30-31) states, "In deference to the Communist air threat, the 8th Fighter-Bomber Wing used its F-80 fighters in a novel employment. Fully loaded with .50 caliber ammunition (but carrying no external bombs or rockets), the F-80s flew to the Han and established patrol orbits at 10,000 feet. They remained on these stations for fifteen to twenty minutes, and if enemy aircraft appeared they engaged them. If not, the F-80s swooped over Seoul and made one or two passes against hostile road traffic before returning to Itazuke."

Air Combat website lists some of the early 8th FBG kills between June 27-30, 1950. Notice that some of the kills are from F-51 Mustangs. The 8th FBG had just converted over to the F-80s, but there were still F-51s in the squadrons being used for tow target missions. Before the North Korean attack, they were ordered to be prepared for shipment to the ROK -- even though they had no viable Air Force at the time. However, as events unfolded, they were rearmed by order of 5AF and immediately pressed into service. The older North Korean planes were no match for the F-80s, F-82s and F-51s. Later F-51 kills were after the ANG F-51s arrived from stateside and the 35th and 36th squadrons reconverted to the F-51. The 80th remained equipped with the F-80C.

NOTE (a) -- Names from Air War Over Korea . Also these events are detailed in The US Air Force in Korea by Robert Futrell (p31). AFHRA Aerial Victories lists 1Lt Roy W. Marsh as 8th Squadron "MARSH ROY W 1LT 8 SQ US AO0762377".

NOTE (b) -- In the "Flying Fiends" website, "Twelve F-80s of the 36th encountered twelve Mig-15s over North Korea on 3 October 1951. Final score for the 36th: two Mig-15s killed, one damaged; Reds - zero!"

NOTE (c) -- According to Air War Over Korea (p28) between "July 17th and 20th, F-80 pilots of the 8th Group also destroyed six enemy fighters in the air-to-air combats along the front lines."

According to MiG Alley, The Fight for Air Superiority by William T. Y'Blood, "On July 17, enemy planes were again encountered, and in a brief skirmish, a Yak-9 fell to Capt. Francis B. Clark flying an F-80. Two days later, pilots of the 36th FBS on a close support mission tangled with a quartet of Yak-9s attacking the Taejon airfield. When the Americans spotted them, the Yaks were returning north. Jettisoning the rockets they were carrying for their ground mission, the Shooting Star pilots were quickly on top of the enemy planes. In quick succession, 1st Lts. Robert D. McKee and Charles W. Wurster and 2d Lt. Elwood A. Kees blasted three of the Yaks out of the sky. This victory was Wurster's second, and he became one of only three pilots to score more than one "kill" in all of 1950."

It continued, "July 20 saw Taejon fall. It also saw the rapidly enfeebled NKAF lose more planes. Captain Robert L. Lee and 2d Lt. David H. Goodnough, both of the 35th FBS, blasted two Yaks from the sky. As it turned out, these two planes would be the last enemy aircraft to fall for more than three months."

In The United States Air Force in Korea by Robert Futrell (p101) it says, "...immediately north of the 38th parallel near Pyongyang, and some 25 planes were camouflaged under tree branches along the west edge of this field. The enemy was obviously not expecting an air attack when seven F-80s of the 8th Fighter-Bomber Group, led by Lt. Col William T. Samways , the group's commander, dropped in at low level over Pyonggang during the midafternoon of 19 July. Making pass after pass over the airfield, the F-80 pilots destroyed 14 enemy fighters and one twin-engine bomber on the ground. The jet pilots also strafed seven other planes, but because they did not burn, these planes could be counted only as "damaged."

In the Appendix of Air War Over Korea , Lt.Col. William T. Samways of the 8th FBG flying an F-80 is credited with 4 kills, but these may have been aircraft destroyed on the ground. In the beginning of the Korean Conflict, FEAF at first awarded credit for destruction of enemy airplanes on the ground. For example, in one attack on the main Pyongyang airfield on July 19, seven 8th Fighter-Bomber Group (FBG) F-80s destroyed 14 enemy fighters and a twin-engine bomber on the ground. Another seven planes were damaged. These credits have been deleted from the current USAF Historical Research Center list. Lt. Col. Samways is NOT listed as having any aerial kills on this list.

The United States Air Force in Korea continued (p101) "Along the battleline jet pilots of the 8th Group shot down one Yak on 17 July, three on 19 July, and two more on 20 July. Excellent coordination by air-ground radio control was said to have been largely responsible for these successful interceptions. "We were attacking enemy targets when we were called by the ground controller and informed of the Yaks," explained one F-80 pilot on 19 July, "and that controller took us right to them although we were low on ammunition and just about ready to go back to our home base."

NOTE (d) -- Go to MiG Kills for details of the 10 May 1955 shoot down. 2 confirmed kills and one probable. One pilot identified as Lt. (later Maj. Gen.) James E McInerney by Ken Creasy, the crew chief of one of the jets involved.

NOTE (e) -- The United States Air Force in Korea (p296) "On 17 March, near Sonchon, three MIG's again engaged an 8th Group flight in a battle which ranged in and out of the overcast and ended when a MIG and an F-80 collided head-on, destroying both aircraft."

NOTE (f) - The U.S. Air Force in Korea (p414) states "On 9 November 80th Fighter-Bomber Squadron F-80s tangled with three times their number of MIG's south of Nunu-ri and handled themselves well enough to shoot down two of the Reds. On the other hand, the MIG's downed one