1965

(NOTE: An excellent photo album of Ubon RTAFB and Ubon Ratchatani, Thailand is Ubon RTAFB Album. This photo album consists of photographs taken in Ubon Thailand during the 1969-1972 timeframe. For information of units at Ubon RTAFB, go to The Thailand-Laos-Cambodia Brotherhood. A superb website for "Phantom Phanatics" documenting the 8th TFW during this period in pictures and narratives is the Phantom's Lair. A must-see site for anyone interested in the time-period when the "Wolf Pack" was born. Another must see site is the Ubon U.S. Air Force 2002. It contains some exceptional photos.)

Off-base at Ubon: Frank D. Irizarry wrote in the Phantom's Lair about the Loi Katong festival when everyone celebrates the end of the dry season by dousing everyone with water, "I was stationed in Ubon from Feb. 66 to Dec. 66. I was a member of the 8th Air Police Squadron. I worked Check Point Charlie for a few months and occasionally the Main Gate amongst other duties over my assignment there. I have some great memories of Ubon. I also remember a very embarrassing moment. It was during the water festival when I was working the Main Gate and we had some VIP's on the base. As the staff cars approached the gate, I, was hit by a bucket full of water thrown at me by one of the girls who worked at the NCO Club. I think her name was Mina. I really felt stupid standing there soaking wet throwing a salute as the VIP's went by. They had a good laugh on my account."

Kalani "Sully" O'Sullivan fondly remembers this time too. Most Thais would be polite enough to give you a warning -- perhaps two microseconds before they threw water on you. He remembers riding his bicycle off-base, turning a corner and being greeted by the smiling faces of kids all drenched with water. All you can do is smile and run the gauntlet -- there's no escape so you just might as well have fun. He said that some GIs would go to extremes to keep from getting dosed by taking circuitous routes. However, usually there was some fool at the club with a glass of ice water just waiting to pour it down the back of anyone who wasn't wet. However, he also remembers one guy who was thrown off a bridge at Utapao for doing this routine by someone who didn't want to get wet. Not all got into the spirit of Loi Katong.

Main Gate 67-68 (Bob Wollman) (Click on photo to enlarge)	Ubon Main Gate 67-68 (Click on photo to enlarge)
Buildings Opposite Main Gate 67-68 (Bob Wollman) (Click on photo to enlarge)	Ubon back streets 67-68 (George Knowles) (Click on photo to enlarge)

Kalani also remembered the Main Gate above all too well. "When you went downtown, the samlars (pedicab drivers) were lined up across the street. If you planned on getting rip-roaring drunk, it was a good idea to "rent" a samlar for the night. He would take care of you...and hopefully you would be delivered to Ubon afterwards to stagger your way back to the barracks. Across the street from the main gate was a two-story concrete structure with curio shops on the ground level that sold wooden elephants and brass candlestick holders. Thai silk were popular gifts then too. Unfortunately, the silk was not color fast and faded when washed. The best buys though were gold or silver jewelry -- such as pendants or earrings set with semi-precious stones. The workmanship was excellent and the cost based on the going rate for the gold or silver. (Go to Ubon RTAFB 2000 for up-to-date picture of the main gate.)

He continued, "For long distance trips, you could use the Baht buses or trains, but within town most folks used the little pickup trucks with a cover over the back that would zip you wherever you wanted to go -- while you hung on for dear life off the tail gate." He went on, "Down the street was a UNESCO facility that some GIs used to teach English at in their spare time. The Thai people in Ubon spoke a Laotian variation of Thai. For example, "bao pen nang dok" in Lao meant "mai pen lai" in Thai -- "No sweat" or "Don't worry about it." The people were extremely friendly to Americans and to most GIs, Ubon was an enjoyable tour -- though the sanitary conditions left a lot to be desired. Sitting with Thai friends drinking a cold Singha beer -- brewed by German brewmasters in Bangkok -- while sitting on a raised platform under a tree on a sweltering day and snacking on "ko-nio" (sticky rice) and various Thai foods that would burn your lips off brings back a lot of fond memories. Also "patanko" (an oily pastry) and "capucino" coffee in the mornings from the roadside stand."

Baht Bus (RAAF Ubon) Click on photo to enlarge

Samlar driver (RAAF Ubon) Click on photo to enlarge

An interesting personal account of an electrician sent to Ubon to support the Seymour Johnson F-4Es can be found at John Ellis: Thailand. He stated,

"I was back in heaven again, but this time I wasn't going out partying and hitting the clubs almost every night like when I was at Utapao. We would go out dancing in some of the clubs like the one at the Ubon Hotel once in awhile, but mostly we just enjoyed spending time with each other. I can remember going to see a lot of movies too, and that could be an experience over there. We would go to watch an Indian movie, with Thai dialect, and with English and Chinese subtitles. American movies were humorous, because we could watch our favorite heros like John Wayne speak thai with a squeaky voice. Unlike stateside concessions, we could also have anything in the theater from sugar cane and fresh pineapple to curry chicken on a stick. Martial arts movies were the big thing back then, and Bruce Lee was everyone's hero.

Transportation was a little different here than at Utapao too. Since the base was right at the edge of this reasonably sized town, Samlars were a convenient way to get around. These were the 3-wheeled pedal cycles with a retractable canopy. We could generally go just about anywhere in town for just a few baht, but we had to be sure to haggle and agree on a price before getting under way. Sometimes just for kicks, we would ask to trade places with the driver just so we could experience driving one. Not all of them would let us drive though because they were so proud of their machines. While waiting for fares, they would frequently be seen polishing their trikes. This after all, was their sole means of earning a living, so a lot of them were a little hesitant to let the GIs screw around on them.

There was a very good bus system that ran through town and the base. This usually was the best way to go longer distances short of using a taxi. They could really pack the people on those buses too. There usually was a young guy or girl who worked their way around in the bus to collect the fare. I remember them carrying an odd looking tin cylinder with a hinged side on it, which would hold the coins and the tickets. Now that I think about it, I can still hear people yelling "Jot dooey" for the driver to stop, and the fare collector shouting "bye layo" for the driver to go.

These buses rarely came to a complete stop to let people off unless there were a lot of people waiting at the bus stop to get on. It's a wonder more people were not hurt or killed. I remember making a complete fool out of myself one afternoon when I thought the bus had slowed down enough for me to get off. Man-O-Man you should've seen it! As soon as my first foot hit the ground I really began high stepping to stay upright. I never knew I could run so fast. Actually I couldn't, because in a second or two I lost it and began to roll. Naturally my first instinct after stopping was to look around to see who saw my stunt. Luckily I wasnt hurt. The only thing that was bruised was my ego. As the bus accelerated, the people looked back laughing, probably saying to themselves "GI Ba-Ba, Ba-Bo", meaning; Crazy GI."

Roadside food shops 67-68 (George Knowles) (Click on photo to enlarge)	Thai Houses 67-68 (George Knowles) (Click on photo to enlarge)
Wat Sri Ubon Rattanaram 67-68 (George Knowles) (Click on photo to enlarge)	Buddhist Monks 67-68 (Dan Cullen) (Click on photo to enlarge)

Base Newspaper: Angelo Cierchone, then Information Officer for the 8th TFW from 1971-72, related that the bi-weekly edition of the base newspaper was handicapped because it could not print any war news specifics by order of the Thai government. Nonetheless, the base newspaper was considered one of the best in SEA. In fact, in the annual contest judged by the Pentagon, it came within one point of beating Hickam for the title in its category. Hickam had (comparatively speaking) a huge staff. "I had good writers and staff sergeant name Ryan who (on his own initiative) overhauled the paper's layout and we were off to the races. A lot of what they wrote wound up in Stars and Stripes and Airman magazine. Kowpot aside, they did a hell of a job."

Try to remember there was a lot of non-sensical lunacy involved at that time in that the U.S. was NOT supposed to be bombing Laos, Cambodia and Vietnam from Thailand. It was a game so that Thailand could maintain their neutrality. The Thai government feared that if they OFFICIALLY allowed the U.S. to be there, the war would spread to Thailand. The Thai government remembered all too well when Udorn RTAFB was overrun by the Charlie back in 1968. Thus for many years, the B-52 flights out of Utapao, Thailand were always reported in the Stars and Stripes newspaper as being flown from "a base in Southeast Asia." To play the international press game everyone pretended that the U.S. did not fly from Thailand -- though you could read the English Bangkok Post to keep on the war news.

This little vignette by Angelo Cierchone is about the search for a "kowpatgai" (chicken fried rice) recipe for the Base Newspaper. Everyone who has been stationed in Thailand has eaten "kowpat" atleast once off of a banana leaf from a roadside stand -- or off of folded paper "dishes" made from old flying schedules culled from the base trash. Those who lived off-base also may remember the greasy Thai "donuts" (patongko) mentioned in the piece that was eaten with the strained expresso-style coffee with thick sweetened cream as a quicky breakfast on the way to work.

We weren't allowed to mention the war (the specifics) in the base paper (a Thai government requirement) but you still had to get a meaningful paper out twice a month. So you wound up doing a lot of squirrelly features. One day we decided to do a series on Thai recipes figuring that everybody was living off base and eatting Thai food and that they'd probably like to have their wives do some down-home Thai cooking for them when they return to the states. By design, the pieces were meant to strike a cornball note with the husband (30 years later) saying to his wife, "Mother, I'd like to have some of that kowpot gai." And the recipe would follow.

My staff was mostly young guys with no cooking experience so I sent them to the on-base Thai restaurant for the kowpot recipe. Out the door trooped seven guys. (You'd have thought I was sending them to build the restaurant. Kind of like an information officer Red Horse team.) Later I sat down to proof the piece and there was no mention of how many people it would serve. So I sent them back to the restaurant. When they came back, I started proofing again and came across a spice whose name I didn't recognize: "sendamon." Not "cinnamon" and not "sediment" but "sendamon." They were getting their information from a Thai cook and wrote down one of the ingredients phonetically. "OK," I said exploding out of my office (Italians do a lot of exploding), "what in the hell is sendamon." Back they went. I yelled after them as the recipe team made for the door, "Take the Thai interpreter with you and if you can't figure it out bring back a sample." It turned out be a clove.

Well, kotpot gai went to press and we were wondering if we'd get a positive reader response. Later that week I'm walking around the base and this big firefighter comes up to me and says, "Sir!" (He was so intense I thought he was going to hit me.) "Thai donuts! You gotta do Thai donuts."

And we did.

We used to do a little recurring piece called "War is Hell." ("War is hell when Santa's reindeer had to give the medics urine samples.") War is hell when you're scrounging around for news and there's a whole war you can't cover and you're struggling with sendamon.

Ubon Hootch (Ubon RTAFB - USAF 2002) Click on photo to enlarge

Ubon Hootch (George Knowles) (Ubon RTAFB - USAF 2002) Click on photo to enlarge

Bob Hope USO Show 1967 (Dan Cullen) (Ubon RTAFB - USAF 2002) Click on photo to enlarge

Raquel Welch USO Show 1967 (Dan Cullen) (Ubon RTAFB - USAF 2002) Click on photo to enlarge

Bob Hope USO Show 1967 (Dan Cullen) Click on photo to enlarge

Ubon Dining Hall (George Knowles) Click on photo to enlarge

Ubon Base Theater (George Knowles) Click on photo to enlarge

Ubon Base Chapel (Ubon Swimming Pool (George Knowles)) Click on photo to enlarge

MARS Station (8th SPS Ubon RTAFB) Click on photo to enlarge

MARS Station (8th SPS Ubon RTAFB: Ron Buzbee) Click on photo to enlarge

Ubon Base Cafeteria (8th SPS Ubon RTAFB) Click on photo to enlarge

Ubon Base Chapel (8th SPS Ubon RTAFB) Click on photo to enlarge

Ubon BX at Christmas (8th SPS Ubon RTAFB) Click on photo to enlarge

Ken Neal Departing Ubon (8th SPS Ubon RTAFB: Ken Neal) Click on photo to enlarge

Start up of Operations:Upon arrival at Ubon RTAFB the wing was composed of the 433rd and 497th TFS, with the 8th Field Maintenance Squadron (FMS), 8th Organizational Maintenance Squadron (OMS), 8th Armament and Electronics Maintenance Squadron (AEMS) and the 408th Munitions Maintenance Squadron (MMS) as supporting units. The four fighter squadrons that deployed to Ubon before the arrival of the 8th TFW were returned to the US. to serve as training units.

433rd TFS "Satan's Angels" (1964-1974)

497th TFS "Night Owls" (1964-1974)

555th TFS "Triple Nickel" (1966-1968)

Arrival of Triple Nickel: In February 1966, the 555th Tactical Fighter Squadron, also equipped with F-4Cs, became part of the wing. (Tail code of the 555th was "FY".) As a side note, 12th TFW Combat squadrons initially scheduled for deployment to Vietnam were the 555th, 557th and 558th TFS. Ultimatly, the 559th TFS took the place of the 555th when the "Triple Nickel" was diverted to a second TDY with the 51st Fighter-Interceptor Wing at Naha AB in the Ryuku Islands followed by a re-assignment to the 8th TFW at Ubon AB in Thailand. Still later the 555th was assigned to the 432d TFRW at Udorn AB in Thailand. Thus the "Triple Nickel" became associated with the 8th TFW by accident...and the rest is history as to its fame. (For more information go to 12th TFW.)

On April 23, 1966, the 8th TFW scored its first MiG kills of the Vietnam War, shooting down two MiG-17 fighters.

In July 1966, the 435th TFS from Eglin AFB, FL, equipped with F-104s, was added to the wing structure -- although still operating from Udorn RTAFB. In June of 1967, the 435th TFS deployed to Ubon. (The tail code of the 435th was "FP".) By the end of June 1966, after only six months in the theater, the wing had flown more than 10,000 combat sorties, achieving a 99 per cent sortie rate for which they received many commendations.

More than 13,809 aircraft sorties were recorded by December 1966, and the 555th "Triple Nickel" squadron became the first squadron with five MIGs kills to its credit to achieve "ace" status since the Korean War. At the end of December 1967, the 555th TFS had 18 MIGs kills while its sister squadron, the 433rd TFS, had 12 MIG's on its records. The wing, chalking up a total of 30 MIG's, emerged as the top MiG-killing unit as 1967 ended. Significant events occurred in 1967, which resulted In the 8th TFW becoming the first Air Force fighter unit to bomb an enemy airfield. Major Thomas D. Hirsch, 555th TFS, was credited with destroying five enemy MIG's on the ground during the attack.

Combat Operations: Throughout the war, the wing flew the F-4 Phantom, first the C model and later the F-4D and F-4E. In addition to the main force of F-4 fighters, at various stages of the war the wing also had squadrons flying AC-123 Black Spot and AC-130 Spectre gunships, F-104 Starfighters, and B-57 Canberra bombers. During its final years of combat, the wing used B-57s for night attacks, AC-130 gunships for ground support and armed reconnaissance, and F-4s for fast-forward air control, interdiction, escort, armed reconnaissance, and other special missions.

After North Vietnam invaded the Republic of Vietnam in Mar 1972, the 8th Wing was augmented by additional F-4 units from the United States -- in particular the F-4Es from the 4th TFW. To make room for these forces, the B-57 squadron moved to the Philippines.

On May 10, 1972, the wing destroyed the Paul Doumer Bridge near Hanoi. Using laser-guided bombs, the wing was able to put the bridge out of commission. On May 13, 1972, the wing using laser-guided bombs, attacked the Thanh Hoa Bridge, destroying this vital supply line of the North Vietnamese.

The wing continued combat in Vietnam until mid-Jan 1973, in Laos until 22 Feb 1973, and in Cambodia until 15 Aug 1973. F-4 augmentation forces were released in Sep 1973. In mid-1974 the wing began to lose personnel, aircraft, and units. The last scheduled F-4 training flight occurred on 16 Jul l974. On September 16, 1974, its involvement in the Vietnam conflict ended when the 8th TFW moved without planes or personnel to Kunsan AB, South Korea.

Operation Bolo:The wing flew mainly air-to-air missions against MiG aircraft over North Vietnam. Starting the year in January 1967 with Operation Bolo, the 8th TFW downed seven MiG-21s in one day, and two more, 2 days later. For the mission, the F-4 aircraft of the wing flew in a way that simulated an F-105 strike, thus drawing enemy MiGs into a trap. The trick was that the F-4s would pretend to be F-105s using their ECM pod "signatures" -- and using F-105 tankers and even following F-105 routes and duplicating their airspeed. The 8th scored seven MiG kills on this mission, and began referring to itself as the "Wolf Pack." From this action, Bob Hope called the 8th TFW, "the leading MiG parts distributor in Asia." (For an account of Operation Bolo, go to Operation Bolo.) The following is excerpted from the 8th Fighter Wing History: The War in South East Asia.

Operation BOLO and the Birth of the Wolf Pack

During the war in Southeast Asia, political restrictions gave the North Vietnamese Air Force a distinct advantage over the US. One of the restrictions forbade US air forces from bombing North Vietnamese air bases in and around Hanoi and Haiphong. This restriction essentially gave the North Vietnamese a safe haven for their MiG fighters. Because US forces could not fire on the MiGs parked on airfields, the North Vietnamese could pick their fights. Communist targets usually consisted of aircraft like F-105 Thunderchief fighter-bombers that had to drop their bombs before they could defend themselves against an air threat. In fact, MiG pilots usually harassed the F-105 pilots just enough to get them to drop their bombs prematurely. The MiGs would then retreat to the safety of their airfields when the F-105s turned to fight. The MiGs also avoided confrontations with the powerful F-4 Phantoms. With the North Vietnamese using these tactics, MiG kills became few and far between. The situation became even more critical with the addition of the MiG-21 to the North’s arsenal.

US planners wanted to trick the North Vietnamese into committing their MiG-21s against American forces on equal ground. In concert with Seventh Air Force planners, Colonel Robin Olds, commander of the 8th Tactical Fighter Wing, devised a plan to draw the MiGs into a fight against F-4Cs armed for air-to-air combat—wolves in sheep’s clothing so to speak. The Phantoms would simulate F-105s by flying at the same altitude, speed, and route. The fighters would also use F-105 call signs, tanker rendezvous points, and would even make false radio calls to trick communist ground controllers. To complete the illusion, the F-4s were modified to carry electronic countermeasure pods used only on F-105s until that time. Crews trained three days for the mission.

The wing brought a lot of experience to the fight. Colonel Robin Olds (left), the 8th Tactical Fighter Wing commander, carried 12 enemy kills from World War II under his belt and his vice commander, Col Vermont Garrison, also had the distinction of being a World War II ace. Colonel Garrison also earned 10 more kills during Korea making him a triple ace.

In the final pre-flight brief on New Year’s Day 1967, Colonel Olds told his pilots, “All right you wolf pack, let’s go get them.” On 2 January 1967, 11 four-ship flights from the 8th began converging on the North Vietnamese airfield of Phuc Yen. The wing’s flights were stretched in a long line with five minutes separating each flight. The spacing allowed sustained coverage of the enemy airfield for 55 minutes—the fuel endurance of the MiG-21.

While the 8th flew into the Hanoi area from Ubon, Thailand, F-4s from the 366th Tactical Fighter Wing (now the 366th Wing at Mountain Home) flew into the area from Da Nang Air Base. Intended to prevent the MiGs from fleeing to China as the 8th attacked, the 366th returned to base due to cloud cover over the target area. The 8th continued with the mission. With a heavy cloud deck obscuring the ground, the first four-ship flight, Olds Flight, arrived over Phuc Yen Airfield at 3 PM.

According to plan, the MiGs took the bait. Colonel Olds’ Flight scored three kills. Ford Flight, led by Col Daniel “Chappie” James—the 8th’s deputy commander for operations and later the Air Force’s first black four-star general—arrived five minutes later and scored one kill. Rambler Flight scored another three kills five minutes after that. Later flights recorded no kills as the North Vietnamese realized what was happening and fled the area. The cloud deck also prevented the F-4s from pursuing the MiGs to low level.

In 12 minutes, the 8th recorded seven confirmed and two possible kills without a single loss. One Phantom sustained damage when it flew through the debris cloud from an exploding MiG. The results of the operation would have been much more impressive had the weather been clear. Regardless, Operation BOLO established US air superiority over the North. In fact, four days later, the 8th, pretending to be a weather reconnaissance flight, shot down two more MiG-21s, forcing the North to temporarily ground its fleet. The 8th Tactical Fighter Wing had destroyed nearly half of North Vietnam’s most advanced fighters in only five days.

Following Operation BOLO, the 8th began referring to itself as the Wolf Pack. Their reputation soon grew as their continued success in air-to-air missions prompted units throughout the Air Force to also refer to the 8th as the Wolf Pack. The 8th finished the war as the leading MiG-killer, logging 38.5 confirmed MiG kills. In fact, Bob Hope once referred to the 8th as the “world’s largest distributor of MiG parts.”

The wing was also successful in several other areas. On 23 May 1968, the Wolf Pack made the first-ever combat drop of the Paveway laser-guided bomb. Later on 10 and 13 May 1972, the wing destroyed two “indestructible” Communist bridges—the Paul Doumer and Than Hoa Bridges—in North Vietnam using laser-guided bombs. Hundreds of sorties over several years by a variety of US aircraft had failed to put these two key targets permanently out of commission. Wolf Pack F-4s completed the job in just two days.

Conversion to F-4Ds: Twenty new F-4D aircraft arrived at Ubon in May 1967. This gave the wing the distinction of being the first in Southeast Asia to be operationally equipped with F-4Ds. Using these aircraft, Wolfpack pilots struck the previously untouched Canal des Rapides Bridge and the Paul Doumer bridge, near Hanoi plus many other strategic military and industrial targets. The final phase out of the F-4C was completed by the end of 1967 and the wing became fully equipped with the F-4D. According to Phantom's Lair: 8th TFW History, "On 11 August USAF launched a major 36-aircraft Strike package against the Paul Doumer Bridge. This bridge consisted of 19 spans crossing the Red River as it flowed through downtown Hanoi. Altogether the bridge was 5,532-ft/1,686-m long by 38-ft/11.6-m wide, allowing for a 10-ft/3-m wide roadway on both sides of the center rail line. As a major transportation link, averaging 26 PRC-originating trains crossing per day estimated equivalent of 5,000-tons of supplies arriving unimpeded per day, the military had long sought to take out this lucrative target. The main strike package consisted of four F-105F Wild Weasels from the 388 TFW and four Flak Suppressor F-4D from the 8 TFW, leading the strike force of some 20+ F-105D from the 355 TFW, Takhli RTAFB and 388 TFW, Korat RTAFB. The 8 TFW added additional F-4D flights for the CAP and more Flak Suppression. One span of the rail line and two spans of the road section were dropped by 3,000-lb/1,361-kg bombs. Repair work began almost immediately. The North Vietnamese had planned for the eventuality that this bridge would be hit and had contingency bridges set up within a short period of time."

By the end of August the wing logged more than 50,000 combat sorties since its arrival in Southeast Asia. These sorties ran the gamut from MIGs combat air patrol to interdiction missions. The wing's flexibility in response to mission changes also added immeasurably to its effectiveness in interdicting movement of enemy supplies, manpower and equipment into South Vietnam.

F-4D 66-8762 with Mk82 "Daisy Cutters" (Phantom Phlics) Click on photo to enlarge

F-4D 68-739 (497th TFS) (Phantom Phlics) Click on photo to enlarge

Combat Missions:On January 21, 1968, the wing began flying missions to support the defense of Khe Sanh, hitting infiltration routes to slow the deployment of North Vietnamese troops to the area and attacking trucks to deny supplies to the enemy.

On May 23, 1968, the wing made its first combat use of the Paveway laser guided bomb. To drop the new weapon, the 8th had to modify some of its F-4D aircraft with laser illuminators to designate the targets.

On May 28, 1968, the 555th TFS departed Ubon for the 432d TFW at Udorn RTAFB where it would bring the unit up to strength (joining the 13th TFS and 14th TRS). The 25th TFS, formerly with the 33rd TFW, Eglin AFB, Fla., replaced the "Triple Nickel" as the fourth F-4D fighter-bomber squadron at Ubon. (The tail code of the 25th TFS aircraft was "FA".) By the end of May, eight and a half MIG's added to the wing's roll of kills. The total of 38 1/2 insured retention of its title of top MIG-killer of the Vietnam War.

Stars and Stripes Clipping: 1968 Attacks on NVN (Courtesy Dan Cullen)

Stars and Stripes Clipping: Wolf Pack Refuel (Courtesy Dan Cullen)

Stars and Stripes Clipping: Battle Damage Assessment
(Courtesy Dan Cullen)

Special Purpose Aircraft: The 8th TFW also possessed some special purpose EC-47 of 360 TEWSq that flew between 1970-1972. (The aircraft tail code was "AJ".)

Gunships: With the arrival of the 16th Special Operations Squadron in October 1968 flying the AC-130 gun ships ("Spectre") the wing's mission was greatly enhanced. When the bombing of North Vietnam was halted in November 1968, the wing's mission turned to interdiction missions against the flow of supplies down the Ho Chi Minh Trail. The squadron also flew the AC-123 from 1969-1970, but little is written about them. During 1970 the wing recorded destroying nearly 15,000 trucks, earning them a new title of "top truck killers". The 16th SOS was with the 8th from 30 Oct 1968 through 8 December 1975.

Note that in 1968, a group of Satan's Angels (433rd TFS) volunteered to fly night-cap duty to interdict enemy trucks and babysit the AC-130 Spectres. The title of this group was the "Sewer Doers" because one flyer, Lt. Col. Bill Stroud, commented that "flying at night was like being in a sewer." The Satan's Angels had probably the catchiest of slogans: "Yea, we fly through the valley of death, but we fear no evil for we are the meanest son-of-a-bitches in the valley."

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16th Special Operations Squadron:

AC-130H Spectre Gunship
(Click on photo to enlarge)

For a superbly written, detailed account of the AC-130E/H Spectre of the 16th SOS at Ubon go to Predator an article by: Col Michael E. Haas, USAF, Retired. Also go to 16th SOS - Vietnam for group photos of pilots, navigators and admin of the 16th SOS at Ubon. The following is from 16th SOS.

The AC-130H, a modified Lockheed C-130E model aircraft, is configured with side-firing weapons, including two 20mm Vulcan cannons, a 40mm Bofors cannon, and one Army 105mm Howitzer. The 16th SOS Spectre became operational October 30, 1968 at Ubon Royal Thai Air Force Base as part of the 8th Tactical Fighter Wing. Equipped first with the AC-130A model gunship and later with the more advanced AC-130E/H models, Spectre aircrews proudly flew the latest in the family of gunships which included the famous AC-47 Spooky, AC-119G Shadow and the AC-119K Stinger.

Besides the pilot, copilot, Weapons Systems operator, there was the gunners and illumination operator (IO). According to 16th SOS, "Navigators -- They were Navigators by qualification, but they mostly ran the multiple sensors we had on the Gunship. We always had four or five Navs. on each mission." It went on, "Illuminator Operators - They operated the large light we had in the back of the Gunship used to light Special Forces camps when we were on a Close Air Support mission. Since most of our missions were Interdiction against truck traffic on the Trails in Laos, the IO's spent most of their time flat on their belly looking over the open ramp calling out AAA as it came up at our aircraft. Very gutsy guys. As the enemy began to use SA-7s and other heat seeking missiles, these IO's used flares to divert the enemy missiles aimed at us. It was a very dangerous but critical job. We all often depended on the IO's for our survival." It continued about the Gunners -- "These guys manned the guns, cleared problems and shoveled brass after the mission. It was a tough job and often dangerous while taking AAA. There were generally 5 or 6 gunners per mission. Most had never flown before. It was a brand new experience for them. Top that off with combat in a new aircraft that was only flown at night. The gunners became a competent group of fine men."

AC-130A 54-1629
Combat Loss over Laos (24 May 69) (16th SOS: Charles Spicka)
(Click on photo to enlarge)

16th SOS: AC-130A #54-1629 is painted with a black underside and a camouflaged upper surface. This was the first paint scheme use on the Spectre Gunships. This aircraft was the first AC-130A Gunship combat loss following a 37 mm hit on 24 May '69. The hit came over the trails in Laos and all but four crewmembers bailed out. The aircraft lost all hydraulic pressure due to the AAA. One crewmember was lost in flight (SSgt Jack W. Troglen, Illuminator Operator) and another (SSgt Cecil Taylor, Flight Engineer) on landing when the right wing struck the F-4 barrier house and the aircraft caught fire. The 16th SOS lost 5 more AC-130s before the Vietnam War ended. -- Submitted by Col Charles Spicka, USAF Ret.

AC-130 "First Lady" (1969)
(Phantom Phlics)
Click on photo to enlarge

The Spectre was the most deadly night-flying weapons system in Southeast Asia. It destroyed or damaged an average of 10,000 trucks per year over the Ho Chi Minh Trail. Additional roles included defense of hamlets and fire bases, troops in contact with the enemy, convoy escort and battlefield illumination. The Spectre achieved 1,327 consecutive on-time combat mission launches.

Night photographers posing in front of
AC-130 at Ubon Thailand "Arbitrator"
(Phil Hawkshead)
From AC-130A Gunships
(Click on photo to enlarge)

16th SOS: This picture is of the original photographers that flew missions from Jun 69 to Nov 69. After that, we had several more photographers come on board. We were attached to the 16th SOS. We flew on every mission. We attended all the briefing just like any other member of a crew. Everyday, we would check our equipment, our NODS and get ready for the nights missions. We did our photography while over the targets. Most of the photographers after we started to RTB would help the gunners shovel brass. Once on the ground, we would stow our gear in our lockers in the 16th SOS locker room. We would then go to our building, Det 3, 600th Photo Sq and re-wind our film and turn it over to the processors. After processing, it was bundled and put on the courier flight to be sent to the Congress and Senate for viewing everyday. It had to be ready for the early pick-up flight. -- Adrian (Phil) Hawkshead.

Kalani O'Sullivan remembered they used to be called "Bomber-Guns" because of the B-57s and AC-130H were grouped together. Both of the units were in the same area and used the same maintenance hangars. As far as emblems, it seemed a good match with the AC-130 "Spectre" skull firing guns and the B-57s "Oscar" (Grim Reaper skeleton). The AC-130s were parked to the rear of the ramp while the B-57s were parked in two rows to the left of the ramp as you faced it. The tail codes of the AC-130A/E "Spectre" was "EA" and "FT" while the tail code of the WC-130Hs that arrived in 1974 were "WP".

AC-130 Ramp
(Jim Velten)
Click on photo to enlarge

The Bomber-guns folks were assigned there own AMS and FMS folks to support the aircraft. On the web, Gene Ponce Jr. with the 8th FMS/16th SOS at Ubon in 1971, related about a AC-130A under repair after battle damage, "I was out on the flight line the morning after it had taken a direct hit on #3 engine gear case. It then took #4 engine gear case and Prop clean off. It also had cuts on the fuselage from all the flying garbage"

Angelo Cerchione, then the 8th TFW Information Officer, wrote about this incident at Ubon. He wrote to us, "Here's a piece that I wrote about a 16th SOS gunship named Prometheus. I had a strong sense of foreboding because in the myth Prometheus was punished by the gods for giving fire to Man. For punishment he was chained to a rock and once a day an eagle would tear at his liver. It was the recurring nature of the punishment that haunted me. That's why the piece begins with a ticking clocking and ends with "the hands of the clock continued their endless rounds." Two weeks later Prometheus was shot down."

Spectre Airborne Emergency
Aircrew Masters Time, Gravity and Distance

By Capt. A. J. Cerchione
Phantom Flyer, November 26, 1971.
Ubon RTAFB, 16th SOS.

The black of night reached in past the aircraft's windshield and halted at the edge of the instrument panel of an AC-130 nicknamed "Prometheus." On that panel, registered on dials and muted red lights, is a continuously unfolding summary of the health of the aircraft. At the head of this complex nervous system, sits the aircraft commander (AC), serving as an interface between neural and electronic reporting systems. On that panel, also, is captured more than transient evidence of fuel used or of miles covered, for a perfectly flown aircraft is a testament to the skills of an entire wing. When some unexpected deviation occurs, however, it is only the men in the left- or right-hand seats who can reestablish equilibrium. The meters merely query and record; the pilots assess and act.

Piloted and crewed by the men of the 16th Special Operations Squadron, "Prometheus" was 40 minutes away from Ubon RTAFB last week when an inflight emergency occurred.

At 1:45 a.m., a loud thump was heard throughout the aircraft. The instrument display before the aircraft commander, Captain Charles Baertl, remained unchanged except for the altimeter: it extravagantly reeled of 2,000 feet of altitude.

The second hand of the instrument panel clock now took on special significance for the crew.

The intercom momentarily erupted in noisy confusion and Captain Baertl invoked strict voice discipline. Composure regained, status reports began to come in: a ball of fire and sparks had been seen whipping past the right side of the aircraft. Baertl, at this point, decided to feather the props on the right-hand side. The gauges on the center instrument panel indicated that the engines were still running. Master Sergeant Larry D. Stauty, flight engineer, visually checking the situation over, reported back that the props were gone; the crew was ordered to jettison several tons of excess cargo and equipment. Between damage assessment and the accomplishment of corrective action, the aircraft had lost another 1,000 feet.

But the struggle between dead weight, gravity and available engine power had shifted in favor of the AC-130 and its crew. The aircraft slowly regained some of its lost altitude and headed for home. It was still touch and go.

The disinterested clock's second hand had completed eight revolutions from the time the props had been shattered to the moment equilibrium was frantically restored.

In the rear of the aircraft, Major Jack McDonald's mind played with the unpleasant thought of "spending a night in a tree" and with the potential inconvenience of it all. "I've got 21 days to my DEROS and this is a hell of a thing to happen," he mused.

Captain Baertl, equally interested in staying out of the trees, could not avoid the ironic thought that he was just filling in for the regular aircraft commander, Captain Wilbur W. East, who was sick. He was a "Guest AC" for this flight. A man given to happier thoughts, though, he was grateful that he had flown the AC-130 on two engines before during emergency simulation missions.

Pilot and co-pilot, Captain Dennis A. Carlson, began to plan ahead. They had to deal with ther looming problem of setting a 110,000-pound aircraft down on a runway, for they no longer enjoyed the luxury of slowing their landing roll with reversed props. Nearing home and into their final approach another problem arose: a third engine was starting to act up and it affected available power.

Touching down at last, Captain Baertl gingerly tried reversing the prop on his remaining inboard engine, but the maneuver caused the aircraft to drift 25 feet off the runway. Instead, he increased pressure on the brakes and steered for the center line.

When it finally came to a halt, the crew scrambled to evacuate the aircraft and permit the fire department to attend to "Prometheus" smoking brakes.

It was left to the flight engineer to sum it all up: "Gentlemen, that was a routine two-engine landing."

In the cockpit, the instrument panel was dark; the indicator needles relaxed; and only the hands of the clock continued their endless rounds.

Unlike the F-4s where people were dispatched as required for "red balls," the specialist folks of Bomber-guns were loaded on a truck and stood by during launches. There was a lot that could go wrong on a big bird...and their missions were always hot. They were not going to punch holes in the sky...they were going out to kill something.

On the AC-130s Kalani O'Sullivan remembered that "they used to have empty oil drums strapped down and shovels along the walls. This was to pick up the brass from the guns. Neat aircraft, but the damned armor-plating made getting to components a real pain. Sometimes working under the tables, an armor plate would slip onto your chest. There was no space to gain any leverage and you'd have to yell for help to get out. "

Kalani also remembered when one of the AC-130s went down in Laos on 21 December, 1972. "Spectre 17" had departed Ubon on a mission in Laos to interdict the truck supply traffic headed to Vietnam. During the flight to the target, the aircraft was hit by ground fire. After ten minutes of level flight, the fuel exploded. It carried a crew of 16, but two parachuted to safety before the explosion. Kalani remembered, "In the NCO Club, the Bomber-guns folks had their "reserved tables" down near the juke box. I was at the bar after work one day when it was announced that one of our AC-130s had gone down in Laos. There was nothing but silence. Then someone played "Ghost Riders in the Sky" -- their theme song -- on the jukebox. Spontaneously, the whole club stood up as one and there wasn't a dry eye in the house. One of ours had gone down. To this day, I can't help but get a tear in my eye when I think of the emotions I felt at that time."

The gunship was named "Thor," tail # 56-0490. The following is excerpted from MIA Facts: SPECTRE 17: The Myth and The Fact which contains the "true" story of "Spectre 17".

The short version of the facts about SPECTRE 17 is simple: The aircraft was hit by 37-mm anti-aircraft artillery (AAA) fire. The 37mm round explodes on impact and the rounds that hit SPECTRE 17 ruptured a fuel tank or fuel lines, as well as cutting intercom, hydraulic, and liquid oxygen lines. Aviation fuel and hydraulic fluid were spilling into the cargo compartment. Liquid oxygen remains liquid only under pressure so with a ruptured LOX line, nearly pure oxygen gas was spewing into the cargo compartment -- aviation fuel, hydraulic fluid, and almost pure oxygen make a powerfully explosive mixture needing only a spark to set if off.

At the rear of the AC-130 is a large ramp that lowers to allow vehicles to drive into the aircraft and to facilitate the loading of cargo and people. The ramp is split into two parts -- the top moves up and the bottom lowers to provide a ramp for driving into the cargo compartment. At the time SPECTRE 17 was hit, the bottom ramp door was up and the top door open. Three crewmembers were sitting on the edge of the ramp with their legs hanging off into the slip stream. Several other crew members were at the base of the ramp when the plane exploded. Two crewmembers -- Williams and Stevens -- pushed themselves off/were blown off the edge as the plane lost its left wing and went into an immediate left spiraling dive. With the ramp door up and the plane spiraling nose down, it would have been an impossible climb up the ramp and out -- all the other crewmembers were thrown forward into the exploding aircraft.

Williams and Steven both nearly landed in the burning wreckage. Upon hitting the ground, these two men activated their strobe lights and beepers and both put out calls on their survival radios. Another gunship, SPECTRE 07, along with several other aircraft, converged on the site. Williams and Stevens were rescued. In 1985, the crash site was excavated and human remains -- including dental remains -- and crew-related equipment were found buried in the wreckage. From the analysis of the remains and material recovered from the wreckage, all the missing men were identified, none of them got out of the aircraft. Some of the families challenged the identification and sued. The local court ruled in favor of the families on procedural, not scientific, grounds. On appeal, the lower court was overrruled and the identification stands.

1972 was a bad year for Spectre. On 29 March 1972, a 16th SOS AC-130 departed Ubon on a night reconnaissance mission over truck supply routes in Laos. Fifty-six miles east of Suvannakhet, Laos, it was hit by a Russian SAM missile. It was reported to have gone down in a fireball and no chutes were seen by the F-4 flying cover. Another 16th SOS AC-130 went down on 18 June 1972 after being assigned a mission in the A Shau Valley, Vietnam. It was hit by SAM missile and crashed near the Laos-Vietnam border.

The Spectre moved to Korat Royal Thai Air Force Base, Thailand, on July 19, 1974 as part of the 388th Tactical Fighter Wing, and concluded its involvement in Southeast Asia from that location. Having participated in every major campaign, The Spectre now supported the evacuations of Saigon, Phnom Penh and figured prominently in the rescue of the Mayaguez. Spectre's distinguished record in Southeast Asia was not achieved without cost; we honor the memories of 52 aircrew members who were killed in action.

The Spectre moved to its present home as part of the 16th Special Operations Wing December 12, 1975. Modified for in-flight refueling, the gunships now have virtually unlimited range, demonstrated in November 1979, with a record endurance flight of 29.7 hours from Hurlburt to Andersen Air Force Base, Guam.

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13th Bomb Squadron:

Martin B-57G
(Redbirds by Marquis (Mark) Witt)
Click on photo to enlarge

The 13th Bombardment Squadron ("The Devil's Own Grim Reapers") and their B-57Gs were assigned to the 8th from 31 Oct 1970 to 24 Dec 1972. The B-57s were used primarily for night attacks. When the 4th TFW from Seymour-Johnson arrived with their F-4Es between Apr 73 thru Sep 73, the ramp space became critical and the 13th left for the Philippines where it was deactivated.

The following is excerpted from Carl Pettypiece site.

"Late in 1967, three of the 3rd Bombardment Group's B-57Bs (52-1518, 52-1580 and 52-3860) were experimentally fitted with a low light level television system carried in a pod underneath the port wing. Operational trials with this equipment took place in Southeast Asia between December 1967 and August 1968, mostly over the Ho Chi Minh Trail. The results of the trials were sufficiently encouraging that the USAF awarded a contract to Martin and Westinghouse to modify 16 B-57Bs as night intruders under the designation B-57G."

B-57G #906 (Michael Bulkley)
(Click on photo to enlarge)

"Early in 1969, the Westinghouse sensor system was installed in a new nose section designed by Martin. The new nose contained a low light level television camera plus a forward-looking infrared (FLIR) set and a laser guidance system. This new equipment was operated by a specialist sitting in the rear cockpit. The relevant information was fed by the system operator into the pilot's cockpit so that he could select the appropriate combination of weapons to attack the target. The laser guidance system now made it possible to carry four 500-lb "smart bombs" on the underwing pylons. To compensate for the extra weight of the sensor equipment, the wing-mounted 20-mm cannon were deleted. The modified aircraft were redesignated B-57G, and they were easily recognizable by their bulbous "chins" that contained the low light level television equipment."

"The first B-57G was taken on charge by a reactivated 13th Bomb Squadron at MacDill AFB in Florida in July of 1969. One aircraft was retained by Martin for various trials. This aircraft crashed in December of 1969 during an asymmetric approach, killing test pilot Robert Turner."

"The 13th Bomb Squadron deployed to Ubon in Thailand with eleven B-57Gs in September of 1970. When it arrived there, it became part of the 8th Tactical Fighter Wing. Four B-57Gs remained at MacDill AFB for conversion training with the 4424th Combat Crew Training Squadron. They went into action over the Ho Chi Minh Trail. They used laser-guided smart bombs, often achieving an accuracy of 15 feet. One B-57G was lost on December 12, 1970 while operating over southern Laos at night. The crew successfully ejected to safety and were recovered. They believed that they had been hit by antiaircraft fire. However, a Cessna O-2A FAC aircraft failed to return from the same area that night, and it was concluded that the two aircraft had collided in the darkness." (For details of this collision, go to Crash.)

"Operations with the B-57G continued until April 1972, when the 13th BS was withdrawn from service in Vietnam and deactivated once again. The operation of these B-57Gs proved to be expensive, and the aircraft were hard to maintain in the field. Nevertheless, the B-57G was one of the first self-contained all-weather night interdiction bombers to serve with the USAF, and the operations that it carried out in Vietnam provided lots of useful information on follow-on weapons systems. The surviving B-57Gs were transferred to the 190th Bombardment Group (Tactical) of the Kansas Air National Guard. They served until 1974, when they were consigned to storage at Davis-Monthan AFB."

The difference between the B-57G and the other B-57Bs in Vietnam is stated in this excerpt from B-57 Canberra - Redbirds by Marquis (Mark) Witt Lt. Col. USAF (Retired).

"The pilot was responsible for the 250 knot dive run and bomb release, but the back seat navigator was a second pair of eyes, spotter, observer, navigator and radio operator. On the pullout, the aircraft and crew were under a four "g" stress without the use of special equipment. Several crews were lost in midair collisions, target fixation and ground fire during the night missions. The most sophisticated piece of equipment in the aircraft was the rheostat which lighted the manually operated bomb sight."

---

These two units -- the 16th SOS and the 13th BS -- formed a unit commonly referred to as "Bomber-Guns." This title remained even after the B-57s left in 1972. (NOTE: This 13th Bombardment Squadron was the lineal descendant of the 13th Bombardment Squadron (LNI) that flew B-26s from Kunsan AB in the Korean War.)

A lot of pilots didn't come home. In the Phantom's Lair Website there is a 8th TFW "Wall" listing all the pilots and GIBs lost from 1965 through 1973. It is a sober reminder that the 8th gave its all in an unpopular war. In The Last Wolf Home by Pat Clark, it describes how "old 628" made her last trip over the river and after being hit by enemy fire, the crew ejects in October 1970. (Go to Last Wolf to read Chapter One.)

Crash of 433rd TFS aircraft
(Phantom Phlics)
Click on photo to enlarge

However, the F-4 was a tough bird to knock down. According to Phantom's Lair: 8th TFW History, "Proof of the Phantom's durability stemmed from many Combat Battle Damage (CBD) stories. One such story was included in the June and September 1967 issues of Phantom NEWSLETTER had to do with a flight by LT Ralph F. Wetterhann, pilot/LT Jerry K. Sharp, WSO, 555 TFS, a veteran of the Operation BOLO MiG-fest on 2 January. A flight of three F-4C was on a seek and destroy mission 20-mi/32-km northwest of Hanoi, flying at an altitude of only 200-ft/61km on approach to the target, an oil storage depot. This low altitude put them within the reach of the AAA and as fate would have it, short of the target they were raked by .50 caliber automatic weapon fire, hitting them in the aft section. Continuing on to the target they took a hit by 57-mm in the right intake area, ripping a 2-ft x 4-ft (.61-m x 2-m) section from the cowling over the right engine. "As we arrived over the oil depot, I turned the afterburner on to get into bombing position and when I did, the right engine burst into flames, but we delivered our ordnance on target."

"Off the target, he reduced power on the damaged engine and the other engine forced them to a low altitude egress through heavy AAA. They managed one air-air refueling from a KC-135 tanker, taking on enough fuel to get them back over friendly territory. At home place they used the barrier to catch them, for a safe landing. For this mission CAPT Wetterhann was presented the Silver Star for conspicuous gallantry, presented by MGEN Charles R. Bond, Jr., Commander, Twelfth Air Force, in a stateside ceremony."

Colonel Robin Olds:Colonel Robin Olds, who joined the wing as its commander earlier in 1966, became the leading MIG killer of the Vietnam war with four MIGs kills to his credit. (NOTE: He never went on to earn his fifth kill, but maintained that he intentionally never did shoot one down -- though he had many opportunities -- because they were going to yank him from the cockpit and send him back to the Pentagon. After sitting out the Korean War in the Pentagon, he was not giving up his opportunity to remain in the cockpit as long as possible.) The aggressiveness and teamwork of the wing's pilots in destroying enemy aircraft earned the 8th the distinction of having the highest number of aerial kills (38.5) of any wing in that war. These achievements also prompted Col. Olds, to nickname the wing "The Wolf Pack." This nickname has become synonymous with the 8th TFW. (Go to Brig. Gen. Olds for more info on this USAF legend.)

Chappie James and Robin Olds
(Click on photo to enlarge)

Col. Robin Olds last flight
Bill MacAdoo, Bill Kirk, Robin Olds and (?)
"Peace is not our profession"
BG. Robin Olds, Commander, 8th TFW 1966-1967
(Click on photo to enlarge)

Col. Olds was a charismatic leader -- idolized by his troops. Most didn't know he was the son of a General. Most didn't know that he was a former All-American linebacker. All they knew was that he was a hard-drinking fighter jock with "balls of steel." But most importantly, he would listen to the troops gripes -- and take care of their complaints if he could. He thought they were important, and they thought he was a god. His moustache epitomized the feeling of defiance that his men could identify with. As was pointed out later by biographers, the men did not fight for some obscure feeling of the rightness of the Vietnam War because there wasn't any such feeling. They fought for Colonel Robin Olds and the pride that Col Olds brought to their wing. He embodied the best and worst traits of the fighter-pilot elite, but he was what the 8th TFW needed at the time -- someone who would lead from the cockpit. According to the Air Force Museum,

General Olds was born on July 14, 1922, in Honolulu, Hawaii, the son of Army Air Corps Major General and Mrs. Robert Olds. He spent his boyhood days in the Hampton, Va. area where he attended elementary and high school. He was graduated from the U.S. Military Academy, West Point, N.Y., and commissioned as second lieutenant in June 1943.

A member of the Academy football team, he was selected as All American tackle in 1942. He completed pilot training in 1943. General Olds is rated a triple ace, having shot town a total of 17 enemy aircraft during World War II and the Vietnam War. He began his combat flying in a P-38 Lightning named "Scat 1" during World War II, and at the end of the war he was flying "Scat VII," a P-51 Mustang, and was credited with 107 combat missions and 24.5 victories, 13 aircraft shot down and 11.5 aircraft destroyed on the ground.

During the Vietnam War in October 1966, General Olds entered combat flying in Southeast Asia in "Scat XXVII," a F-4C Phantom II. He completed 152 combat missions, including 105 over North Vietnam. Utilizing air to air missiles, he shot down over North Vietnam two Mig-17 and two Mig-21 aircraft, two of these on one mission.

General Olds was wing man on the first jet acrobatic team in the Air Force and won second place in the Thompson Trophy Race (Jet Division) at Cleveland in 1946. He participated in the first one day, dawn to dusk, transcontinental roundtrip flight in June 1946 from March Field, Calif., to Washington, D.C., and return. His duty assignments in England, Germany, Libya, Thailand, and the United States have included positions as squadron, base, group, and wing commander; staff assignments in a numbered Air Force, Headquarters U.S. Air Force, and the Organization of the Joint Chiefs of Staff. He is a graduate of the National War College, 1963.

In February 1946 General Olds started flying P-80 jets at March Field with the first squadron so equipped. In October 1948 he went to England under the U.S. Air Force Royal Air Force Exchange Program and served as Commander of No. 1 Fighter Squadron at RAF Tangmere. The squadron was equipped with the Gloster Meteor jet fighter.

He assumed duties as Commander of the 8th Tactical Fighter Wing at Ubon Royal Thai Air Force Base, Thailand, in September 1966. He returned to the United States in December 1967 and served as Commandant of Cadets at the U.S. Air Force Academy through January 1971.

At the end of WWII he was one of the youngest full-Colonels at 25. He went on to marry Ella Raines, a movie star active in the 1940s-1950s.

Col. Olds flew 152 combat missions, 105 over North Vietnam between Oct 66 to Sep 67. As the Commander of the 8th TFW, he espoused air power but was confronted by a situation where his new pilots were trained in flying the aircraft, but had no experience with dogfights, didn't know how to deliver cluster bombs, had no knowledge of electronic countermeasure formation flying, and didn't know surface-to-air missile (SAM) evasive tactics. He started the training of his pilots from scratch. He said, "They didn't know B.S. about combat." (For an excellent article on BG. Olds from the Air Force Magazine, go to Olds.)

Prior to Olds, the Wing was suffering from leadership by "desk jockeys." The Wing Commander flew very few combat missions and was an administrator. General Momyer decided the wing needed leadership from the cockpit. Olds was chosen not because of his superior record -- but because he could lead from the cockpit. He was known to drink too much at times, be argumentative, interpreted orders loosely and often did not show the proper deference to superiors. He was a loose cannon. But he was also what the 8th needed -- a leader who could inspire his young pilots and be a warrior leader. He embodied the best and the worst qualities of the fighter-pilot elite. However, he was what the 8th needed. He transformed the 8th from a mediocre unit to the premier unit of the war with 38.5 kills.

Chappie James and Robin Olds at USO Show (Phantom's Lair)
(Click on photo to enlarge)

According to John D. Sherwood's book, Fast Movers, "Olds tremendous success as a combat leader stemmed from three elements in his personality: his loyalty to his men, his desire to share danger with his men, and his willingness to socialize and interact casually with his men." The war was unpopular and it had no meaning...but Olds by sheer force of his personality had his men fight. They were not fighting for God and country...Vietnam wasn't threatening America and everyone would as soon shoot the South Vietnamese leaders as the North. Olds transformed the unit so that they fought for him -- and the unit. He would sit in the NCO Club and buy beer for the troops and listen to their gripes -- and listen to their proposed solutions. If he was convinced, the problems were resolved in a matter of days. The idea of a god-like Wing Commander coming to drink with the working troops endeared him forever to the enlisted ranks. He is remembered by all as the finest Wing Commander of the Vietnam War.

In Sherwood's book, it stated that the previous Wing Commander did not even greet Olds to his new position when he arrived...as though there was bitterness involved. However, Dan Walters remembered how the transition really took place. He wrote in the Phantom's Lair, "Anyone remember the day General Wilson (PACAF) landed at Ubon, and that night no one knew who the commanders were. For some reason (known only to the officers, probably) we got a new Wing Commander, Base Commander, and probably a new Deputy for Operations. This little action added a new feather to "Whip" Wilson's hat of plenty."

Olds was known for his flamboyantly waxed regimental moustache. He said, "I was far away from home. It was an act of defiance. The kids on base loved it. Most everybody grew a moustache." Visiting generals would laugh about it, but when he returned home to the Pentagon he was directed by the USAF Chief of Staff to "lose it." After Vietnam, he became the Commandant of cadets at the Air Force Academy till 1971 followed by Pentagon positions. In the long run, his flamboyant leadership style -- as well as his drinking -- hurt him in promotions. He was not a politician, but a warrior who constantly sought to return to the cockpit. He retired in 1977.

Stars and Stripes Clipping:
Col Robin Olds as Commandant of Cadets
(Courtesy Dan Cullen)

Colonel Chappie James:Chappie James was first assigned to the 8th TFW in December 1966 as Deputy Commander for Operations, but later became vice wing commander in June 1967. He flew 78 combat missions into North Vietnam -- many in the Hanoi/Haiphong area. James went on to become the first four-star black general when he assumed command of NORAD. There were many enlisted rumors at the time of friction between James and Olds -- including a rumor that they had a knock-down drag-out fight at the O-club. However, these rumors are all unsubstantiated.

According to African Pubs

Daniel "Chappie" James, Jr. (1920-1978) was the first African American man to become a four star general in the history of the U.S. military.

Daniel "Chappie" James was born in Pensacola, Florida, in 1920, the last of 17 children. His father was a laborer and his mother a teacher who conducted a school for African American youths in the backyard of the James' home. James' mother was diligent about preparing her offspring and her students to confront racial prejudice. She emphasized that they should strive for academic excellence in order to demonstrate that the African American was inferior to none. She believed that if blacks performed well, whites would acknowledge their achievements and racial discrimination would gradually end. She encouraged her students with her "eleventh" commandment, "Thou shalt never quit."

Together James' parents imbued him with a desire to succeed, the gift of laughter, and a sense of freedom and fair play. All of these characteristics would prove invaluable to him in his career as a leader of men. James was popular and reasonably successful in high school. He planned to go to Tuskegee Institute but feared that his plans would fail when his father died before he graduated from high school. However, his mother and older brothers and sisters assured him that they would help him pay his tuition and fees.

James' interests wavered among music, drama, and football, but he was unswerving in his desire to become a military pilot. While he was growing up in Pensacola he often observed flights at a nearby naval air base and dreamed about flying a plane himself. Many of his friends laughed at the idea of an African American youth becoming a pilot--something that was almost unheard of at the time--but James had been taught to firmly believe in himself and his capabilities.

When James enrolled at Tuskegee in 1937, he was over six feet tall and considered quite handsome by many of the coeds. James led his fellow students into a variety of escapades during his undergraduate years, but in his senior year he pushed the school's administrators too far and they expelled him. In 1969, after almost 30 years passed, Tuskegee awarded James a bachelor of science degree based on the numerous credit hours he had earned during his military career.

PILOT TRAINING

James' expulsion proved to be a blessing in disguise. A civilian pilot training program had been established at Tuskegee and young men were being actively recruited. The training school for the Tuskegee airmen was an experimental program designed to determine the ability of African American men to perform satisfactorily as pilots. James qualified for training and embarked on the very career he had dreamed about. He not only learned how to fly but began to teach other trainees. James subsequently enlisted in the Army Air Force and was commissioned as a second lieutenant in 1943.

Because the armed forces were rigidly segregated by race, African American officers and enlisted men often faced tense racial situations in military and civilian life. When James was assigned to Selfridge Field in Michigan he found that African American officers were humiliated in a number of ways, including their exclusion from the officer's club. The military was legally obligated to provide separate but equal facilities for blacks and whites. Since this racial policy proved to be costly, military commanders often failed to provide equal facilities for African Americans. Dissatisfaction among African American officers and enlisted men, coupled with the expense of segregation, prompted President Harry Truman to declare it illegal in 1948.

COMBAT PILOT

James flew 101 combat missions during the Korean War and 78 missions in North Vietnam while he was stationed in Thailand. After his tour in Southeast Asia, James was named vice commander of the 33rd Tactical Fighter Wing at Elgin Air Force Base in Florida. One of his most challenging assignments, however, was the command of the 7272nd Flying Training Wing at Wheelus Air Force Base in Libya. The time James spent in Libya--from fall 1969 until spring 1970--was critical because General Muammar Gaddafi, who had led a successful coup d'etat against Libyan King Idris in September 1969, wanted the Americans out immediately. After the United States decided to evacuate, James directed the operation.

AIR FORCE GENERAL

In December 1969 James learned that he had been nominated by President Richard M. Nixon to be promoted to the rank of brigadier general. His next assignment was in the Pentagon Public Affairs Office. In this position he travelled around the country speaking to various groups, including dissatisfied African American servicemen, high school and college students, and the wives of U.S. soldiers in Vietnam who were either missing in action or prisoners of war. He attempted to combat both anti-Vietnam War sentiment and racial antipathy by cogently stating the necessity for unity and patriotism. James, who had been promoted to lieutenant general in 1973, became a four star general in 1975 and was assigned to be the commander-in-chief of North American Air Defense (NORAD), the primary defense system for the United States and Canada. After successfully serving in this position for several years, James retired in 1978. Within several weeks of his retirement he died of a heart ailment.

Angelo Chiercone related a story that gives an insight into how intimidating his personality and keen intellect could be -- and the supreme confidence and pride that comes from being a fighter pilot. Col James was stationed in England from 1960 to 1964.

The following is an account drawn from my days at RAF Station Bentwaters (1964-1967). I had been an enlisted guy for 12 years and an officer for about the same length of time. This came up while there was still a magical glow to my second lieutenant bars. It's not surprising that Colonel ("Chappy") James became the first black man to rise to four star rank.

We received a request from ITV Television in Norwich (well north of the base).They wanted to interview Colonel James and as the wing information officer I had to go along (sort of like a dory protecting a battleship).

I love the British and in fact was planning to retire in England at one point. All that aside, British reporters can verbally eviscerate you while smiling fulsomely.

It became apparent that Colonel James was selected by name because the interviewer wanted to get a black man's perspective on the Watts riots (1965). But his ambitions for the interview were "grander" than that.

"Colonel James," the well-oil voice asked, "if you and a white colonel were in competition for a promotion and you were equal in all things, which of you would receive the promotion?"

My heart stopped. This SOB was trying to make the colonel look like some poor hapless fish. Brash but not smart, he obviously didn't understand fighter pilots.

"If we were equal in all things, the promotion would go to him," James observed dryly. "However, if I were that much better..." he said, holding up his hand with the forefinger and thumb a 1/16th of an inch apart and leaning threateningly to within a foot of the interviewer's face, "…and I am, then I would get the promotion."

Shaken, the interviewer sputtered, "Yes, yes. Quite! Carry on!"

I've repeated this story a hundred times. To me it speaks of self-confidence and pride. You gotta love the man.

Gen. Daniel "Chappie" James Jr., former commander in chief of North American Air Defense Command and Air Force Aerospace Defense Command, joined the Army Air Force at a time when blacks were only allowed to work as laborers and cooks.

At his childhood home near Pensacola Naval Air Station, Fla., James often dreamed of flying for the Navy, but at the time none of the military branches allowed blacks to become pilots. He often told the story of when he was a young man, a naval officer ordered him to move to the back of the bus so he could sit down.

James later said in a speech at Morehouse College in Atlanta that he did as he was told, but said he felt ashamed of himself and vowed to never let anyone or anything stand in his way again.

After completing college at Tuskegee Institute in Alabama, he became an instructor with the Army Air Corps Aviation Cadet Program. When the Army considered training blacks as pilots, James resigned his civilian post and entered the program as a student.

He later graduated first in his class and received a commission as a second lieutenant.

He next completed fighter pilot combat training at Selfridge Field, Mich., and was assigned to various units in the United States for the next six years.

While the Air Force was considered "integrated," black pilots were not accepted socially or provided with equal opportunities or facilities. James became actively involved in several protests to provide equal treatment for blacks in the military.

EPILOGUE: Daniel Chappie James: Born February 11, 1920 at Pensacola, Florida, he learned to fly while attending the Tuskegee Institute and after graduation in 1942 continued civilian flight training until he received appointment as a Cadet in the Army Air Corps in January 1943. He was commissioned in July 1943 and throughout the remainder of World War II he trained pilots for the all-black 99th Pursuit Squardon and worked in other assignments. He was subsequently stationed in Ohio and in the Philippines. During the Korean War he flew 101 missions in fighters. From 1953 to 1956 he was at Otis Air Force Base, Massachusetts, receiving promotion to Major in that period. On graduating from the Air Command-Staff School in 1957, he was assigned to staff duty in Washington. From 1960 to 1964, he was stationed in England and from 1964 to 1966 in Arizona and in 1966-67 in Vietnam where he flew 78 combat missions. By then a Colonel, he was Vice Commander of the 33rd Tactical Fighter Wing, Elgin Air Force Base, Florida, in 1967-69, and then promoted to Brigadier General, was named base commander of Wheelus Air Force Base in Libya. In March 1970 be became Deputy Assistant Secretary of Defense for Public Affairs and advanced to Major General. In September 1974, with the rank of Lieutenant General, he became Vice Commander of the Military Airlift Command at Scott Air Force Base, Illinois. In September 1975 he became the first black officer in the history of the United States military to attain 4-star full General rank. At that time he was named Commander of the North American Air Defense Command (NORAD), with responsibility for all aspects of the air defense of the United States and Canada. He was also much-sought after as a public speaker and devoted considerable time to addressing youth groups, particularly minority students. He died shortly after his retirement from the Air Force of a heart attack in Colorado Springs, Colorado. His private memorial in Section 2 of Arlington National Cemetery says, in part: "This is my country and I believe in her. I'll protect her against all enemies, foreign and domestic."

"Please let me explain something that has bothered a host of fine people for years. The nickname "Wolf Pack" was a piece of outright plagiarism and I have had to apologize to the original members of the Hub Zemke's 56th Fighter Group many times over. I don't blame them for resenting my theft. But here's how it came about. We had prepped for days for the mission called BOLO. Not one of the pilots selected by their squadron commanders to fly had ever been in an aerial battle [by this, I think he means a large-scale W.W.II style fighter sweep]. Yes, the 8th had downed a few MiGs, but those were chance encounters, not engagements of the sort I planned for. To say that tension and excitement ran high is putting it mildly. All was set to go on the first of January. Headquarters 7th AF ordered a weather-standown at the last moment. We went through the briefing drill again on the second. At the very end someone stuck his head in the door and shouted "we have an execute!" There was bedlam..shouting, back slapping excitement. I finally got the pilots' attention and without thought called out to them, "All right you Wolf Pack, let's go get 'em!!" The name stuck. The 8th FW, now at Kunsan, Korea, still calls itself the "Wolfpack" -- but they now spell it "Wolf Pack."

Control Tower Operations:According to the Phantom's Lair: 8th History, Mark J. Colrad, contributed his memories of combat operations from the Control Tower at Ubon RTAFB in the January/February 1967. He stated, "I had been assigned at Ubon RTAFB as a Control Tower Operator and had several memorable recollections. I worked the F4C that crashed and burned on the runway at Ubon which killed both pilots and also controlled the sixteen F4's led by Colonel Robin Olds that shot down several MiG's in January 1967. It seems to me that we used an area east to southeast of the Base as an eject area that was adjacent to our EOD (emergency ordnance disposal) site.

Although we handled many battle damaged aircraft coming home, I don't recall handling any aircraft that we had to physically ditch in that area other than their ordnance. I also remember an amusing story as relayed tome by a Captain who flew the backseat with Colonel Olds while on a bombing mission to the northwest railroad in North Vietnam. After dropping all of their ordnance at the target site, they spotted a North Vietnamese road crew repairing a road and Colonel Olds dove on them with his F-4C. Since their ordnance was gone, Colonel Olds dropped white phosphorous flares on a grade-all to disrupt their efforts! I also recall Colonel Daniel ‘Chappie' James telling me that the F4C was built around him and for him! He (James) was quite a large and and imposing person and I often wondered how he ever got into the cockpit and was able to fly that chick like he did."

Runway Repair and Crashes:Charles G. Murphy remembered a 1967 crash where both pilots lost their lives in Phantom's Lair. "Stationed at Ubon June 66 June67 CES. ... It was middle of night during rainy season. Ive lost recollection of date. It took 48 hours without sleep to repair. We ate on the runway and pee`d to the side of it. The only aircraft to use it during that time was a Constellation weather aircraft. The back wash from the props in the rain felt like it was ripping your skin off, that is not as bad as picking up the pieces of the crew." (NOTE: The Super-Connies were 552d AWACS birds out of Takli.)

Other mishaps occurred while F-4s were getting ready for takeoff. James M. Robinson remembered in Phantom's Lair, "I was on runway check the night the F-4 rolled down the runway fully loaded with 750's, caught on fire, the pilots jumped out as the acft exploded blowing a large hole in the runway in 1967." It was also remembered by Randy McMains, who was with the 497th TFS 1966-1967. "I was working on the flightline the night the 497th F4 blew up on the runway in 1967. I and the crew chief of the plane were waiting for our planes to leave. Mine had already taken off and when the one that blew up started rolling, we saw flames shoot out from underneath. It wasn't long for them to get it stopped, the pilot jumped out and dived into a bunker that was close to the runway. We kept waiting for the GIB to get out, finally he jumped and I think he broke his ankle. He run and dived into the bunker also. I and Larry Edmonds took off and jumped into the line truck just as it took off. After the explosion, Larry and I went back to where we were standing on the ramp, and there laid the head of the tail hook, and it knocked a large hole in the concrete. Now that was scary. I think it missed hitting the tail of another F4 by just a few feet. We found out later that the fire was started when a rotor blade from one of the engines ruptured the centerline fuel tank. I don't remember when in 1967 this happened, but I do remember seeing it go."

Arch McPherson wrote, "I was crew chief on night shift of SJ F4E 272 in 72-73 at Ubon. Do you have any info on the emergency landing at night of an F-4 that the canopy blew off of on take off. the back seater had to land the ac. The main gear tires blew, crew ejected and ac skidded down runway on bombs. Nose gear collapsed. F4 sat there and burned then started blowing up. Bombs, cooked off missles, ground fired. I was out on taxiway about halfway down the wp revetments and ord. went flying by me. Long story short I DAMN NEAR GOT KILLED GETTING OUT OF THERE and have been freaked out ever since. Flight line was shut down that night. aircrew was Steve Roberts and John Memoski tail code of ac was FO I believe. This happened in late 72 can't place exact month etc. Memory is bad on dates from those days. I'm looking for any witnesses or official documentation . The va says it never happened. ... Arch Macpherson frmr sgt usaf 4tfw/ 334tfs/ 8tfw" He added later "I was contacted by a guy named Pat Martin who wrote a book on the subject of military air crashes in SEA during the war. He has some documentation on the crash and a photogragh (if this turns out to be the one in question). He tells me the date of the one I was describing was October 23, 1972."

Ground Attacks: According to Vietnam Security Police Association: Ubon there were only three full-scale attacks on the base, but there were certainly a lot of small-scale sapper attacks to disrupt the routines of the base. But these incidents were unusual for normally peaceful Ubon. Unlike Udorn where the base perimeter was unsafe at night and filled with local "Charlies," the residents around the perimeter of Ubon RTAFB were friendly to the base and provided info on any insurgents spotted in the area.

Sapper attacks like in Vietnam were few, but not unknown. Scott Buffaloe wrote in the Phantom's Lair, "Was assigned to 8th Tactical Dispensary, 8/68-9/69 worked nights mostly running the ER and ward- Remember the sapper raid where Gary Clarkson, Mike Maher, and Jim Watson were involved in the skirmish."

During 1971, Kalani O'Sullivan remembers a mortar attack by the local "Charlie." They "walked" the mortars down the flightline but did little damage. It appeared to be more for harassment than anything else. "The Thai Guard had us in a ditch and wouldn't let us get up. I was a little drunk from just getting out of the NCO Club and was determined to go back to my shop instead of just sitting there. I got up and attempted to leave -- until the Thai Guard leveled the M-16 at me. I sat in the ditch."

Kalani O'Sullivan also remembered a 1971 sapper attack in the F-4D area. He was working on some F-4s and had to complete some more work orders up the line. After he got off the aircraft, he tried to walk up the revetment to the next aircraft, but the Air Police stopped him. It appears the sappers had penetrated to the flightline and were about six aircraft up from him. One was killed. He didn't even know that it had happened. He never found out any of the details, but the area remained cordoned off until they searched all the aircraft for satchel charges.

Arch McPherson wrote, "We also had a sapper attack near the end of October around Halloween (1972). I was out there on the flight line during that one and watched the SPs shoot it out till Spectre showed up on the scene." This was down in the C-130 area near where Seymour Johnson's F-4Es were parked.

Burt Walker wrote in Mar 2007, "I was first TDY from Homestead AFB to Ubon in time for the 'round the clock bombing of North Vietnam "back into the stone age" Christmas '72 to New Years '73. I witnessed an attempted sapper attack one day in broad daylight. I was on the AGE wash rack, loadbanking an MD-3 generator set about 50 yards from the main road from Checkpoint Charlie, when I looked up and saw the sapper running up the road toward the POL tank farm and the flight line entrance. Then, the Thai Air Force pursued him in a metro step van and shot him dead with a short burst, and he tumbled over forward in seeming slow-motion where he landed in a heap. EOD came and disarmed his plastics explosives. It was like watching a film or something."

However, normally Ubon was a pretty peaceful place.

K-9 Protectors of the Base: However, we sometimes forget about those folks who protected the base...and the K-9. Jim Watson stated, "Was one of the first doghandlers at Ubon. Arrived in March of 68 with 20 other handlers and dogs to start the K-9 section of the 8th SPS. What a pleasure it was to watch the F4s take off on their missions although it was a little rough on the ears. My dog Fritz always tried to chase the Phantoms down the runway. He thought they were just big trucks and all he wanted to do was bite there tires. Later on after I left King a642 was KIA while defending the base during a sapper attack. 2 other dogs were also WIA. Those dogs were absolutely fearless."

The following article was found on Vietnam Security Police Association: Ubon provided by the 8th Wing Historian, Dean Waller.

Dogs Added to the Wolf Pack

Printed AF Times - 24 April 1968

Ubon RTAFB - Dogs have joined the Wolf Pack. The first AF sentry dogs to be used in Thailand arrived at this base recently.

Assigned to the 8th Tactical Fighter Wing (Wolf Pack), the 20 sentry dogs and their handlers arrived in near 100 degree weather aboard a C-141. On their arrival, the canines were taken from their massive metal shipping crates and walked around their new homes by their handlers.

A temporary kennel and training area has been constructed on the base to house the sentry dogs until new kennels are completed this summer. Although the handlers are on the base for one year tours, the canines will remain at Ubon and will be retrained with new handlers when their present masters are transferred to new assignments.

The sentry dogs, all German shepherds, are purchased from kennels or private individuals in the states. The dogs and their trainers received their initial training at the eight week Sentry Dog School, Lackland AFB, Texas.

According to TSgt James E Langley, NCOIC of the Sentry Dog Section, the animals will not be used until they become accustomed to the humid climate at Ubon. During this period, the dogs and their handlers will continue their normal, daily training programs.

Attacks on Ubon

by Mike Potter, Patrol Dog Handler 1969-70

I attended the first Patrol Class ever conducted for all branches of the military in summer of 68'. So when the Patrol dog was accepted after a trial period, it was decided that all AF Sentry dogs would be eventually retrained or phased out through attrition. It was a natural, after I received orders for Ubon and was sent there, to start the retraining of the Sentry dogs there to become Patrol Dogs. This only lasted for awhile, because we were short on handlers and dogs for perimeter duty. I was assigned Duke 56M9 and began night patrol around July 1, 1969. To the best of my remembrance, all care for our dogs; grooming, visits by the vet, training, etc. had to be done on off duty time and I can't remember any dogs being neglected. I believe all my K9 brothers were conscientious about their dog's health and welfare. I can remember spending two hours one day cleaning my dogs teeth, without anesthesia (the vet wasn't available for some reason). We even put demos on for the brass occasionally and some were quite elaborate with simulated attacks by the enemy.

Each night before we went out on patrol, we would receive an intelligence briefing on area suspected enemy activity. I'm sure that some of those reports were trumped up to increase our vigilance, but they still scared the Hell out of you. At this point, they would ask for volunteers for the areas of patrol that were expected to "catch Hell". Anyone gung ho or feeling their oats would volunteer and early on I would even volunteer, until I begin to get short. I can even remember them asking for volunteers to do duty as "door gunner" on a Huey, on off duty time, crazy. That's one offer I never took up, I felt I was risking enough as it was. What made it so risky, was that we were walking patrol, on the perimeter, in front of the bunkers and mortar pits that set back quite away. This is where it really paid to know who was in the bunkers and mortar pits and made sure they knew you were out there. That worked fine, until they would call out the augmentee's because of an expected attack, then you had to worry about some trigger-happy augumentee. On top of that, we didn't have the Army or Marines on patrol outside of the perimeter and no clear free fire zones (had huts almost right up next to the fences in some areas). All we had outside the wire was Thai police and they weren't considered reliable. I understand that after I left that the Thai army did start patrolling to some extent.

On the two attacks that took place at Ubon: The first attack took place on July 17, 1969 and I was on patrol about 3 hundred yards from where sappers penetrated the perimeter and set satchel charges in two C47 aircraft, a mobile ground control unit, and a radar unit. The elephant grass (as we called it) was so tall that the sappers were never detected until they were preparing to exit. That's when A1C Kenneth D. O'Dell and his dog (seemed like his name was Blackie) detected them an opened fire. A1C O'Dell and his dog were both wounded and we don't know if the enemy suffered any casualties (none were killed). I remember hearing the weapons fire and seeing the satchel charges going off; in fact I remember watching the radar shack going airborne and coming back down. I heard that there was actually someone in it and they were only shook up a little (lucky guy). The two C47's were damaged and satchel charges were still being found by EOD, two days later. It was really crazy that night; the base was not really prepared for that attack, even though us guys were fully trained for it (AZR).

When the attack started, somebody got the bright idea that we should go "Stealth" and turned the runway and apron lights off! Then they sent up Blind Bat flare ships and started dropping flares to illuminate the area, go figure; we already had perimeter lighting, if someone hadn't turned them off! It is a wonder someone didn't get killed. I had an empty flare canister land next to me (about 10 yards away) with a thud and all I could think of was, is that a dud rocket or mortar round waiting to go off? It took me awhile to get the nerve up to check it out. That was one long night, till the sun come up and we made our sweeps to clear the areas. After that attack, the base went through a major build-up: They cut the elephant grass, built new bunkers and installed mortar pits, installed two double rows of concertina wire with a row on top, new weapons, new combat vehicles (APC's, V-100 armored cars, etc.).

By the time the second attack come in January of 70', we were ready. When that attack came in January of 70', we had received an intelligence report that it was going to happen, but wondered if it really would. That question was answered and cost the enemy dearly with 5 of their sappers killed. We had one dog KIA (can't remember his name) and one dog wounded (Jodi was his name), and one handler wounded (Sgt Thomas Cartwright). What made so bad that night, is that we had augmentee's on duty, and through no fault of their own, were nervous as street walkers in church. I shouldn't be prejudice against augmentee's, but to me that is like someone being a part time dentist! This time the sappers didn't get a chance to blow anything. Sgt.Cartwright and his dog Jodi both received the Purple Heart. I was present when our wing commander, Colonel Cummings, awarded the Purple Heart to Jodi. Sgt. Cartwright held Jodi at a close, tight leash, as Colonel Cummings attached the Purple Heart to his choke chain. Even if Jodi had nailed him, I don't think it would have phased him, he was a tough old bird, having two F-4 Phantoms shot out from under him and still going!

Seymour Johnson F-4Es Arrive: In April 1972, the 8th TFW would be joined at Ubon RTAFB by the 4th TFW from Seymour-Johnson, NC. The 4th TFW deployed to Ubon RTAFB where they were the first F-4 wing to augment elements of Pacific Air Forces. They arrived with their F-4Es between Apr 72 thru Sep 72. The 4th TFW had already gained notoriety with its development of the first operationally ready bare-base squadron in 1970. Aircrews from the 4th flew more than 8,000 combat missions during the conflict. On Aug. 15, 1972, a 336th F-4E flown by Captain Fred Sheffler and Mark Massen destroyed a MiG-21 with an AIM-7missile, accomplishing the only air-to-air kill by a 4th Tactical Fighter Wing aircraft during the action in Southeast Asia. However, the F-4E was primarily involved in a air-to-ground close air support role.

334th TFS

335th FS

336th TFS/4TFW

The 4th TFW brought along three of its squadrons, the 334th, 335th and 336th TFS. (The tail codes were 334th (SA); 335th (SB); and 336th (SC).) Unfortunately, most of their people had never been in a combat environment and initially tried to do it "by the book" like it was done stateside. They learned quickly that stateside methods have no place in a combat environment. Within a month, they were up to speed.

The ramp space became extremely critical and the 13th BS left for the Philippines where it was deactivated after a long and illustrious career. (NOTE: The 13th was reactivated in 2001 as a B-1 bomber unit, but by then the 3rd Wing had taken over its historic title of "The Grim Reapers.")

Though the 4th TFW departed in Apr 72, its squadrons remained deployed to Ubon. According to the AFHRA, the 335th TFS was deployed to Ubon from Jul-Dec 72. The 334th TFS was deployed to Ubon from Sep 72-Mar 73. From Mar-Sep 73, the 336th TFS conducted Constant Guard operations from Ubon in support of Linebacker Operations.

The unit also suffered its losses as well. For example, Capt Jerome Donald Heeren wrote in 1973 after his release as a POW, "My last squadron the 335th of Seymour Johnson was deployed to Ubon Thailand in July 1972 and I was flying with that unit when I was shot down on 11 September 1972. I was captured that same day about 40 miles northeast of Hanoi and was held as a POW until March 29, 1973. My stay in Hanoi was very brief and I am trying to forget about it as quickly as I can. When I think of the faith, courage, strength, and devotion to America displayed by those POWs who spent so many long years in Hell, I am awed beyond words and I tend to think of my own experience as being insignificant beyond mention. Those guys are my heroes."

Flightline Maintenance: Kalani O'Sullivan (then a SSgt) remembers that maintenance was nothing like stateside. Common sense was the rule...rather than the book. But sometimes, even common sense went out the window. Risks were simply a fact of life. On a "red-ball" with engines running, Kalani would jump up on the right wing tank, hop up on the fuselage and stick his foot on the rib between the engine and lean over to the GIB. Foolishly, he would take his left earpiece off to lean over to the GIB and ask what was wrong. After too many years of this, he developed permanent tinititis (ringing in the ears)...but when you're young you don't think of things like that.

The hours were long and everyone griped, but all were proud of the unit. George Noe wrote in Phantom's Lair, "Ubon 1973-74 FMS Egress Shop... "Black 3 Control "... sheesh! 12 on and 12 off...with a box lunch" Most shops worked 12 hour shifts...and nobody wanted night shift when all the drinking and bar-hopping was done. The standard work ethic for the wing was "work hard, play hard because tomorrow may not come."

Kalani still marvels at the teamwork on the flightline -- between aircrew-crewchief-Survival Equipment-Specialists--everyone. In his specialty, it was all like an orchestrated dance where everyone knew what to do with split second timing -- pull the bucket, specialist jumps in changes the part, hops out, bucket goes back in. Part is checked out from the front seat while the seat is finished being installed. Once a "thumbs up" was given, the pilot and GIB hopped back in and they would be out of the chocks in less than 15 minutes. Was everything done by the book? Nope, but there wasn't any complaints...the mission was all important.

At that time, he and SSgt Lenny Dagg in the shop would work as a team supporting two squadrons of F-4s -- while the rest of the shop supported the other taskings. The two had a system that enabled them to have "redballs" fixed in minimum time. They simply bypassed the supply system. Kalani and Lenny's methods were innovative at best...illegal at the worst. What they did was go to severely battle-damaged aircraft (or birds that had crashed and burned) and "salvage" the radios or any other comm gear that was usable. The radios were removed and then written off as unsalvageable. In this way, they were able to build good radio sets (by cross-cannibalizing parts) and then hid the serviceable units in a false wall. A completely destroyed radio unit filled with bad parts was sent back to the depot to clear the supply records. The two were breaking records for in-shop turn times and in-commission rates. After a while, a HQ PACAF inspection team caught them red-handed with a wall full of serviceable radio sets...more than were authorized on base -- and at a time when Vietnam was screaming for supplies. Kalani said, "However, as the 8th was in the midst of combat, the team simply told the commander to have us turn in the assets. Reluctantly we complied...and the Commander with a wink told us not to get caught again. Three months later our wall was full of radio sets again -- only we moved the stash to a different location."

Note on the picture above, that there is a group of small hangars in the background. These were used to accomplish the phases. They'd fold the wing tips and the F-4D would barely fit inside the open hangars. It was a really tight fit. In this group of small hangars was the WCS Cal Dock (Weapon Control Systems Calibration Dock).

Hank Verbais wrote in the Phantom's Lair, "I was stationed at Ubon from January 1969 to January 1970. I was a WCS mechanic. In retrospect, I can honestly say that I loved every minute of every day that I was there, even though at the time, I did just as much bitching as everyone else. I will never forget the night I sat in the back seat of an F4 we had towed to the trim pad. It had a recurring radar problem that no one could figure out. We decided that running up the WCS on internal power at something more than idle might give us a clue. By the time we go to the trim pad, it was raining really hard. The crew chief got in front to work the engines and I got in back. I lowered the seat as far as it would go, closed the canopy and fired up the radar. I put on my headset so I could talk with the crew chief. The rain was beating against the canopy so hard, I could barely hear. I couldn't see anything outside beyond the edge of the splitter vanes. The soft red glow from the instruments, the smell of hydraulic fluid, slightly burned electronic stuff, Old Spice after shave and doublemint gum - all this mixed together and made an incredible impression on me. If I close my eyes now and concentrate a little bit, I can see, hear, smell and taste it all over again. This is only one of hundreds of vivid memories I have. For me, those were the most exciting and terrifying daaays of my young life. I felt more alive then than I have ever since. ... Oh yea, we did fix the radar - it was a problem with aircraft internal power."

Ground mishaps also happened periodically. Cliff Coffey Sr. wrote in the Phantom's Lair, "408th MMS gun services section 67-68 . Anyone recall the night the gun services section inadvertently fired a 20mm round of a SUU-23 gun pod, out the back door of the building hitting a F-4 directly in the radar dome causing multiple man hr. damage repair...? not to mention many people with plenty of heart burn,and several people with lesser stripes...ha ha."

An interesting personal account of an electrician sent to Ubon to support the Seymour Johnson F-4Es can be found at John Ellis: Thailand. A short excerpt from his memoirs on the Electric Shop reads: "My first taste of the fighter aircraft caused me to do a great deal of cussing at McDonnel Douglas. They were the makers of the F-4, and they cramped so many of the electrical components into such tight spaces that it was a real adjustment for a guy coming off of B-52s where space wasn't as big of an issue when it came to deciding where to install an electrical black box, inverter, transformer rectifier or other components. I was put on an 8-hour shift, but the days off were staggered; three on two off, two on two off or something like that. Anyway, in no time at all I was right at home again."

George E. Bryant. SMS, USAF, Ret of West Chester, OH wrote: "I was a SSgt from the 8th FMS Propulsion Branch, Ubon RTAFB, Thailand, and was a part of a 6 person team from the 8th sent to salvage as much as possible from the 7687 - team photo attached. This was an interesting experience as myself and a couple of other engine guys were tasked to remove the engines which we did while the A/C rested on sand bags on the side of a hill - photos attached. The removal was almost by the T.O. (a few deviations like cutting the bay doors off of the A/C) and we used the standard ALC4000 Installation/removal trailer to get the engines out. One photo shows the engines sitting on the ramp at Dong Ha waiting to be airlifted back to Ubon. Unfortunately I've been unable to find the rest of my photos but some day I'll open a box and there they'll be. I will share these photos of our salvage effort with anyone wanting copies. Send an e-mail to: gbryant@cinci.rr.com." The date of the salvage operation was 10 Oct 1966.

Engine removal F-4C 63-7687 at Dong Ha, Vietnam
(Courtesy George E. Bryant) Click to enlarge

Burt Walker wrote in Mar 2007, "I was an AGE man with 8FMS, and was shipped back to Homestead after injuring my back. Uncle Sam sent me right back to Ubon PCS in the summer of '73, but the AGE Branch Chief wouldn't let me work on the flight line because of the profile on my back. I flew a desk first in AGE, then in 8FMS Maintenance Office. The AGE Branch Chief tried to get me shipped out, but only succeeded in sending me to Clark AB, PI for 30-days in traction, and that is where I was when the POWs came in to Clark AB Hospital. I was thrilled to be in the same hospital with my heroes, the POWs, although I never personally met any of them, since I was flat of my back, and they were isolated also. I was sent right back to Ubon, where the Training NCO and the Old Man intervened to get me my seven level. The same Branch Chief was reassigned to a clip board and was told to go around and write up safety violations. I could never figure out what I did to garner that CMSgt's ire, but thank God for the Old Man, Lt Col M.A. Anderson, whose wisdom and aplomb garnered my undying admiration and respect. In fact, I married the AGE Coffee Shop girl, Yao, whose brother, Prayoon, a Thai Guard on the flight line, guarded over his baby sister while she was at work, and she and I hand-sanded the commander's jeep, and I repainted it, pin stripes and all, working with other 8FMS people to deliver to the Old Man the "best jeep in PACAF" (see attached photo). The FAB Branch contributed blue naugahide rolled-and-pleated seat covers, and the paint shop let me use their facilities. My supervisor, SSgt Joe Lopez, advised me on just how to accomplish the pin stripes. Up to that time, our commander, a flying commander, meaning that he also flew an F-4 as well as running 8FMS, didn't have a vehicle, but our AGE guys got it out of salvage and overhauled the engine." (NOTE: Later Marcus Anderson, Lt. Gen., USAF (Ret) wrote, "That jeep brings back fond memories. It was undoubtedly the best looking jeep in SEA. I was honored to be able to drive it as the 8th FMS Commander. Cheers, Mark Anderson" From January 1974 - August 1974, he was an F-4 aircraft commander, 435th Tactical Fighter Squadron, and commander, 8th Field Maintenance Squadron, Ubon Airfield, Thailand.)


Burt Walker with FMS Commander vehicle. (1973) (Burt Walker) (NOTE: In the background are the Air America T-28s that used to have magnetic decals for Thai, Cambodian and US dependent upon the mission. Notice no insignia.)

Burt continued, "Recently, I contacted the old man and found out that he made general before he got out. He deserved it! He is another one of my heroes! I was priviledged to have helped close Ubon RTAFB. I was told later by Laotian refugees in the US that Ubon RTAFB was made into a refugee camp where they had to stay for about a year before being sponsored by a Baptist Church in Crittenden, KY."

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Awards: In 1970, the 8th TFW received the American Fighter Pilots' award of "Most Outstanding Tactical Fighter Wing in Southeast Asia for 1970". In early 1971, the 8th TFW received the Maj. Gen. Robert F. Worley Memorial Trophy, sponsored by the American Fighter Pilots' Association, as the "Most Outstanding Tactical Fighter Wing in Southeast Asia." In May 1972, the aircrews of the 8th TFW were commended by General John W. Vogt, 7th Air Force Commander, for the destruction of the Thanh Hoa Bridge, 215 miles north of the demilitarized zone, after resumption of bombing of North Vietnam. The 8th TFW played a leading role in the destruction of rail and road communications in North Vietnam after resumption of the bombing in the north. In 1972, Maintenance received the coveted Daedalion Award for aircraft maintenance excellence.

(NOTE: It is a sad note of how times change things. When the Daedalion was won, it was a proud moment for every maintenance man...and countless APRs and OERs reflected that statement of pride. Kalani O'Sullivan as a SSgt had this statement on his APR. However, after the unit moved to Korea, time erased the pride in this accomplishment. In 1987, Kalani O'Sullivan (then a Captain) found this Daedalion trophy being used as a doorstop at Kunsan AB by the DCM Admin section -- a sad-statement of the times.)

During its nine years at Ubon, the wing earned 16 campaign streamers, three Presidential Unit Citations, six Air Force Outstanding Unit Awards with Combat V device and the Republic of Vietnam Gallantry Cross with palm. (Campaign Streamers: Vietnam: Vietnam Defensive; Vietnam Air; Vietnam Air Offensive; Vietnam Air Offensive, Phase II; Vietnam Air Offensive; Phase III; Vietnam Air/Ground; Vietnam Air Offensive, Phase IV; TET 69/ Counter-offensive; Vietnam Summer-Fall, 1969; Vietnam Winter-pring, 1970; Sanctuary Counteroffensive; Southwest Monsoon; Commando Hunt V; Commando Hunt VI; Commando Hunt VII; Vietnam Ceasefire. Decorations. Presidential Unit Citations (Vietnam): 16 Dec 1966-2 Jan 1967; 1 Mar 1967-31 Mar 1968; 1 Jan-1 Apr 1971. Air Force Outstanding Unit Awards with Combat "V" Device: 16 Dec 1965-15 Dec 1966; 1 Apr-30 Sep 1968; 1 Jan-31 Dec 1970; 1 Oct 1971-31 Mar 1972; 1 Apr-22 Oct 1972; 18 Dec 1972-15 Aug 1973. Air Force Outstanding Unit Awards: 12 May 1963- 21 Mar 1964; 1 Apr 1977-31 Mar 1978; 1 Jun 1986-31 May 1988. Republic of Korea Presidential Unit Citations: 27 Jun 1950-31 Jan 1951; 1 Feb 1951- 31 Mar 1953. Republic of Vietnam Gallantry Cross with Palm: 1 Apr 1966- 28 Jan 1973.

F-4D 64463 (Note the "WP" Tail Designator)
(Phantom Phlics)
Click on photo to enlarge

MIG Kills: The following information on MiG Kills was excerpted from the 8th Fighter Wing History: Appendix showing the Crew, Rank, Unit, Kills, A/C and Date.

Blake, Robert E. (AC) Capt 555 TFS 1.0 MiG-17 F-4C 23 Apr 66
George, S. W. (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4C 23 Apr 66
Cameron, Max F. (AC) Capt 555 TFS 1.0 MiG-17 F-4C 23 Apr 66
Evans, Robert E. (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4C 23 Apr 66
Dowell, William B. D. (AC) Capt 555 TFS 1.0 MiG-17 F-4C 29 Apr 66
Gossard, Halbert E. (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4C 29 Apr 66
Keith, Larry R. (AC) Capt 555 TFS 1.0 MiG-17 F-4C 29 Apr 66
Bleakley, Robert A. (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4C 29 Apr 66
Golberg, Lawrence H. (AC) Capt 555 TFS 1.0 MiG-17 F-4C 30 Apr 66
Hardgrave, Gerald D. (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4C 30 Apr 66
Jameson, Jerry W. (AC) 1Lt 555 TFS 1.0 MiG-17 F-4C 16 Sep 66
Rose, Douglas B. (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4C 16 Sep 66
Olds, Robin (AC) Col 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Clifton, Charles C. (pilot) 1Lt 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Radeker, Walter S. III (AC) Capt 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Murray, James E. III (pilot) 1Lt 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Raspberry, Everett T. Jr. (AC) Capt 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Western, Robert W. (pilot) 1Lt 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Wetterhahn, Ralph F. (AC) 1Lt 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Sharp, Jerry K. (pilot) 1Lt 555 TFS 1.0 MiG-21 F-4C 2 Jan 67
Combies, Philip P. (AC) Maj 433 TFS 1.0 MiG-21 F-4C 2 Jan 67
Dutton, Lee R. (pilot) 1Lt 433 TFS 1.0 MiG-21 F-4C 2 Jan 67
Stone, John B. (AC) Capt 433 TFS 1.0 MiG-21 F-4C 2 Jun 67
Dunnegan, Clifton P. Jr. (pilot) 1Lt 433 TFS 1.0 MiG-21 F-4C 2 Jan 67
Glynn, Lawrence J. Jr. (AC) 1Lt 433 TFS 1.0 MiG-21 F-4C 2 Jan 67
Cary, Lawrence E. (pilot) 1Lt 433 TFS 1.0 MiG-21 F-4C 2 Jan 67
Hirsch, Thomas M. (AC) Maj 555 TFS 1.0 MiG-21 F-4C 6 Jan 67
Strasswimmer, Roger J. (pilot) 1Lt 555 TFS 1.0 MiG-21 F-4C 6 Jan 67
Pascoe, Richard M. (AC) Capt 555 TFS 1.0 MiG-21 F-4C 6 Jan 67
Wells, Norman E. (pilot) 1Lt 555 TFS 1.0 MiG-21 F-4C 6 Jan 67
Olds, Robin (AC) Col 555 TFS 1.0 MiG-21 F-4C 4 May 67
Lafever, William D. (pilot) 1Lt 555 TFS 1.0 MiG-21 F-4C 4 May 67
Kirk, William L. (AC) Maj 433 TFS 1.0 MiG-17 F-4C 13 May 67
Wayne, Stephen A. (pilot) 1Lt 433 TFS 1.0 MiG-17 F-4C 13 May 67
Haeffner, Fred A. (AC) Lt Col 433 TFS 1.0 MiG-17 F-4C 13 May 67
Bever, Michael R. (pilot) 1Lt 433 TFS 1.0 MiG-17 F-4C 13 May 67
Pardo, John R. (AC) Maj 433 TFS 1.0 MiG-17 F-4C 20 May 67
Wayne, Stephen A. (pilot) 1Lt 433 TFS 1.0 MiG-17 F-4C 20 May 67
Olds, Robin (AC) Col 433 TFS 1.0 MiG-17 F-4C 20 May 67
Croker, Stephen B. (pilot) 1Lt 433 TFS 1.0 MiG-17 F-4C 20 May 67
Olds, Robin (AC) Col 433 TFS 1.0 MiG-17 F-4C 20 May 67
Croker, Stephen B. (pilot) 1Lt 433 TFS 1.0 MiG-17 F-4C 20 May 67
Combies, Philip P. (AC) Maj 433 TFS 1.0 MiG-17 F-4C 20 May 67
Lafferty, Daniel L. (pilot) 1Lt 433 TFS 1.0 MiG-17 F-4C 20 May 67
Pascoe, Richard M. (AC) Maj 555 TFS 1.0 MiG-17 F-4C 5 Jun 67
Wells, Norman E. (pilot) Capt 555 TFS 1.0 MiG-17 F-4C 5 Jun 67
Raspberry, Everett T. Jr. (AC) Maj 555 TFS 1.0 MiG-17 F-4D 5 Jun 67
Gullick, Francis M. (pilot) Capt 555 TFS 1.0 MiG-17 F-4D 5 Jun 67
Kirk, William L. (AC) Maj 433 TFS 1.0 MiG-21 F-4D 24 Oct 67
Bongartz, Theodore R. (pilot) 1Lt 433 TFS 1.0 MiG-21 F-4D 24 Oct 67
Cobb, Larry D. (AC) Capt 555 TFS 1.0 MiG-17 F-4D 26 Oct 67
Lavoy, Alan A. (pilot) Capt 555 TFS 1.0 MiG-17 F-4D 26 Oct 67
Gordon, William S. III (AC) Capt 555 TFS 1.0 MiG-17 F-4D 26 Oct 67
Monsees, James H. (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4D 26 Oct 67
Logeman, John D. Jr. (AC) Capt 555 TFS 1.0 MiG-17 F-4D 26 Oct 67
McCoy, Fred E. II (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4D 26 Oct 67
Simmonds, Darrell D. (AC) Capt 435 TFS 1.0 MiG-17 F-4D 6 Nov 67
McKinney, George H. Jr. (pilot) 1Lt 435 TFS 1.0 MiG-17 F-4D 6 Nov 67
Simmonds, Darrell D. (AC) Capt 435 TFS 1.0 MiG-17 F-4D 6 Nov 67
McKinney, George H. Jr. (pilot) 1Lt 435 TFS 1.0 MiG-17 F-4D 6 Nov 67
Moore, Joseph D. (AC) Maj 435 TFS 0.5 MiG-17 F-4D 19 Dec 67
McKinney, George H. Jr. (pilot) 1Lt 435 TFS 0.5 MiG-17 F-4D 19 Dec 67

(Half credit awarded since the kill was shared with an F-105F of the 333 TFS.)

Squier, Clayton K. (AC) Lt Col 435 TFS 1.0 MiG-17 F-4D 3 Jan 68
Muldoon, Michael D. (pilot) 1Lt 435 TFS 1.0 MiG-17 F-4D 3 Jan 68
Bogoslofski, Bernard J. (AC) Maj 433 TFS 1.0 MiG-17 F-4D 3 Jan 68
Huskey, Richard L. (pilot) Capt 433 TFS 1.0 MiG-17 F-4D 3 Jan 68
Simonet, Kenneth A. (AC) Maj 435 TFS 1.0 MiG-17 F-4D 18 Jan 68
Smith, Wayne O. (pilot) 1Lt 435 TFS 1.0 MiG-17 F-4D 18 Jan 68
Boles, Robert H. (AC) Capt 433 TFS 1.0 MiG-21 F-4D 6 Feb 68
Battista, Robert B. (pilot) 1Lt 433 TFS 1.0 MiG-21 F-4D 6 Feb 68
Lang, Alfred E. Jr. (AC) Lt Col 435 TFS 1.0 MiG-21 F-4D 12 Feb 68
Moss, Randy P. (pilot) 1Lt 435 TFS 1.0 MiG-21 F-4D 12 Feb 68
Williams, David O. Jr. (AC) Col 435 TFS 1.0 MiG-17 F-4D 14 Feb 68
Feighny, James P. Jr. (pilot) 1Lt 435 TFS 1.0 MiG-17 F-4D 14 Feb 68
Howerton, Rex D. (AC) Maj 555 TFS 1.0 MiG-17 F-4D 14 Feb 68
Voigt, Ted L. II (pilot) 1Lt 555 TFS 1.0 MiG-17 F-4D 14 Feb 68
Sheffler, Fred W. (AC) Capt 336 TFS 1.0 MiG-21 F-4E 15 Aug 72
Massen, Mark A. (WSO) Capt 336 TFS 1.0 MiG-21 F-4E 15 Aug 72

VIETNAM WAR TOTALS:

336th Tactical Fighter Squadron: 1.0
433rd Tactical Fighter Squadron: 12.0
425th Tactical Fighter Squadron: 6.5
555th Tactical Fighter Squadron: 19.0
8th Tactical Fighter Wing Total: 38.5

The 336 TFS, 433 TFS, and 435 TFS each earned all their Vietnam MiG kills while assigned to the 8 TFW. The 555 TFS, however, had twenty MiG kills while later assigned to the 432nd Tactical Reconnaissance Wing, in addition to the 19 aerial victories earned while the squadron was assigned to the 8th Tactical Fighter Wing.

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1974:

Wolfpack Leaves Thailand: On Sept. 16, 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.

By 1976, when Kalani O'Sullivan revisited Ubon Ratchatani, the barbed wire surrounding Ubon RTAFB had disappeared and buffalo-grass along the old fence-line was taller than one's head. Though the Royal Thai Air Force still occupied the base, it looked more like a Hmong village rather than a base. Any building material worth anything had been stolen. Outside what used to be the main gate, the buildings stood empty in various states of disrepair. It was as though the 8th TFW had never been there.

1967: Building Across Main Gate (Bob Wollman) Click on photo to enlarge	1999: Buildings outside Ubon Airport (Gene Ponce) Click on photo to enlarge
1967: Main Gate Ubon RTAFB (Bob Wollman) Click on photo to enlarge	1999: Entrance to Ubon Airport (Gene Ponce) Note the old C-130 revetments are still in place Click on photo to enlarge

However, by 1999 the air base had been turned into the Ubon Airport with the Control Tower and Terminal still functioning as the passenger terminal area. The old revetments had not been torn down and still remained. The Main Gate had been cleaned up quite a bit and there is a static display of a Thai T-28 just inside the gate. The boundary is no longer overgrown, but is well-manicured. The town itself has grown and become more metropolitan, but still resembles a sleepy country town. (Go to Ubon: USAF 2002 for exceptional photos of Ubon as it is today.)

(Go to 8th TFW (1974-Present) for detailed accounts & photos of life after Thailand)

Life after Thailand: Two years later on Aug. 18, 1976, two U.S. Army officers attempting to cut down a tree in the demilitarized zone were attacked and killed by North Korean border guards. Known as the "tree-cutting incident," it triggered a quick build-up of forces as tensions with North Korea increased. The 12th and 67th Tactical Fighter Squadrons were temporarily assigned to the Wolf Pack as augmenting forces until easing tensions sent them home to Kadena, Japan, Sept. 6, 1976.

According to the 8th Wing Historian, the 497th joined the 8th TFW as a "geographically separated flying squadron." According to the FAS Intelligence, "The 497th Tactical Fighter Squadron was activated on 01 October 1978 at Taegu Air Base, Korea, with 12 F-4D aircraft. The new squadron was an offset measure, designed to mitigate the effects President Carter's plan to withdraw US ground forces from Korea. That plan was later canceled." It was officially transferred from the 8th TFW to the 51st TFW on 1 January 1982. According to the Air Force Historical Research Agency the 497th TFS was an F-4E squadron at the time. Anthony Sagun, MSgt, USAF (Ret), wrote, "I left George AFB for Taegu AB in June 1982. The fighter squadron at "K-2" was the 497th Tactical Figther Squadron, the "Hooters" we called ourselves. The 497 TFS may have been inactivated in Kunsan but it was alive and kicking when I got there in 1982. At that time however, the 497 TFS was under the 51st Composite Wing at Osan AB. The F-4Es at Taegu and the A-10s at Suwon AB both fell under that command." According to the Air Force Historical Research Agency, when the 51st Composite Wing (Tactical) absorbed the 497th TFS it reassumed control of Taegu AB. The 51st Composite Wing (Tactical) was renamed the 51st TFW in July 1982. The 497th Tactical Fighter Squadron remained with the 51st TFW from 1 Jan 1982 to 24 Jan 1989.

The Wolf Pack's transition from the F-4 to the F-16 began with the arrival of the wing's first F-16 May 29, 1981. The wing's first F-16 sortie was flown the following September and, by July 19, 1982, the transition was complete as the last F-4 departed Kunsan.

8th Fighter Wing ("Wolfpack")

As part of an Air Force-wide reorganization, the 8th Tactical Fighter Wing was redesignated the 8th Fighter Wing Feb. 3, 1992. This reorganization also entailed the activation of the original 8th Fighter Group with the designation of the 8th Operations Group. The primary effect of the reorganization was to streamline the chain of command by going from deputy commanders for Operations, Maintenance and Resource Management, to a four-group structure - Operations, Logistics, Support and Medical) that reported to the wing.

F-16C Postflight at Kunsan

Today, the 8th FW, comprised of the 35th Fighter Squadron "Pantons" and the 80th Fighter Squadron "Juvats," performs both air-to-ground and air-to-air missions in support of numerous taskings throughout the Pacific. With 56 assigned F-16C/D aircraft, an annual budget of $78 million and approximately 3,000 military and civilian members, the members of the Wolf Pack carry out their daily peacetime duties as they remain ready to execute their combat missions.

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