HOW IT WAS! KUNSAN AIRBASE OTHER UNITS (1951-1954) 1973d Airways and Air Communications Service Detachment 1, 3rd Air Rescue Squadron 2157th Air Rescue Squadron 77 Squadron Royal Australian Air Force

POW Rememberance Award Snyper (NR)

POW/MIA Award POW Forum (NR)

Acknowledgement: Grateful thanks to Charles Deboodt of Bellevue, Nebraska (located about a mile from Offut AFB) for his narratives and photos of the personnel and equipment of the 1973d AACS. Charles passed away on 18 Oct 2004. Godspeed, Charles.

History: Established as Army Airways Communications System Wing on April 13, 1943. Activated, as part of Flight Control Command, on April 26, 1943. Reassigned directly to the Army Air Forces on July 14, 1943. Redesignated Army Airways Communications System on April 26, 1944. Redesignated Air Communications Service, and reassigned to Air Transport Command, on March 13, 1946. Redesignated Airways and Air Communications Service on September 11, 1946.

1973rd AACS in Korea; The 1973rd AACS (Airways and Air Communications Service) provided Ground Control Approach (GCA) with its all-weather radar and navigational aids (Nav Aids). The 1973d was part of the 1808th A.A.C.S. Group at Taegu (which in turn was under the 1818th A.A.C.S. Wing in Japan). The unit distinguished itself during the Berlin Airlift of 1949. Jim Seeborg (GCA 1953) wrote on the KWP, "Doesn't seem as if 48 years have gone by."

The main unit was at Taegu with detachments at K-3, K-6, K-8, K-9, and K-45. Basically the system worked like this, the Base Ops would call the local tower with the flight plan. The local tower would contact "Matcon" (Military Air Traffic Control) in Taegu for IFR clearances (In-Flight Rules). The clearances would be given and off they went. Very simplistic.

In the Korean War Project (KWP), Hugh Eaton explained his role in the system. He said, "I served as an air traffic controller at Taegu Matcon (K-2) from January to December, 1952, in the 1973rd AACS Sqdn. I used the call sign "Easy Nan" when giving IFR clearances to towers at K-2, K-3, K-8, K-9." (NOTE: K-2 (Taegu), K-3 (P'ohang Airdrome), K-6 (Pyongtaek), K-9 (Pusan-East), K-45 (Yoju Aerodrome)) He remembered Mel Kampmann (K-8 tower) in 1952.

1973rd AACS at K-8: Another name in the KWP is Charles Deboodt (GCA 1952-1953). He wrote in an email, "These are some of the things I remember during my tour at K-8 and my service as a GCA Radar maintenance man." Besides the GCA operators, "the 1973rd AACS detachment also had the control tower operators, radio maintenance men that maintained the radios for the tower and some off base navigational aids. We also had some radio operators that supported a message center. W O Goggie was our Detachment Commander for most of the time that I was there."

He wrote of one personal experience, "One of the best times that I remember is New Years Eve 1952. My brother was being shipped to Taegu and due to weather they were not able to land at Seoul. Kunsan was their alternate. When Don found out that they were at Kunsan one of the Flight Crew located me at work at the GCA site and told me to report to the dining room at the Officers Club. My Crew Chief told me to take the Jeep and go see what they wanted . When I got to the O Club I saw the dining room full of airmen eating a meal. I looked around and there was my brother. Needless to say we had a Happy New Year. Don slept in our barracks while the rest of his flight slept in the base theater."

"I got to see my brother two more times before I shipped home at the end of August 1953. Our Squadron Headquarters was located at Taegu. On two different occasions W O Goggie had orders cut for me to go TDY to Taegu to coordinate personal affairs. This always took three days. One hour at the squadron and the rest of the time with Don Deboodt."

He also wrote of some of the other things he remembered about K-8 during his time there.

1. "The explosion of the B-26 on the parking strip" (NOTE: Go to 8th BS for details of the Dec 52 accident.)
2. "May Day 1953, 30 plus F84s were lined up on the runway and took off three at a time. It was a real sight to see so many aircraft on the runway at one time." (NOTE: Go to 474th FBW for how the F-84s did business.)
3. Saw an F 84 crash into the fuel storage area. The aircraft and pilot were lost but none of the storage tanks caught on fire.
4. Saw a B26 land without a nose gear. Some damage to the underside of the nose.
5. The Marine Fighters always came back to K-8 even in the worst of weather. (NOTE: Go to Marine VMF(N)-513 "Flying NIghtmares" for details of how the Marines survived at Kunsan.)
6. On several different occasions the Marine Radar site provided us with some spare vacuum tubes for our radar and a fuel injector for the power diesel engine. I think they even sent help to assist in replacing the fuel injector. (NOTE: Go to the Marine Air Control Squadron No. 1/Marine Ground Control Intercept Squadron No. 1 for details of the operation of the MCGIS-1/MACS-1.)

Another member of the unit remembered some incidents during his time there. John "Bob" Hearn wrote, "I was working in the GCA unit when B-26 crashed off end of runway. I remember when a B-26 did cart wheels between the GCA unit and standby tent. A GCA controller on duty pulled the crew from the plane.I remember the crap tables outside every tent and qonset hut." He later wrote, "The best I remember there were crap tables around the beer tent and around several barracks. One NCO in my quarters built a table and had it outside with plenty of business."

Photos from Bob Hearn taken between 1951-1952 period (exact dates unknown).
(Courtesy Bob Hearn)
(Click on Photo to Enlarge)

The scuttlebutt at Kunsan was that the very best crew from the Berlin Airlift in 1949 was brought to Kunsan because of the critical night missions of the 3rd Bomb Wing and the Marine VMF(N)-513. Regardless whether this was true or not, the aircrews thought highly of this unit. The biggest compliment is when a flight crew places their lives in GCA hands to bring them home. The following is a "golden hands" landing accomplished by the 1973d. The compliment is from Ron Stout who flew with the Marine VMF(N)-513 "Flying Nightmares" flying the F3D-2 Skyknight. This incident happened after the VMF(N)-513 had left K-8 (Kunsan) in April 1953 for K-6 (Pyongtaek). He said, "One really important thing about Kunsan in those days was the AF GCA outfit there. Because of the intense night operations by AF and Marines they decided to give them the best GCA outfit around. I was told they were from the Berlin airlift (1948). Anyway, after we'd moved to K-6 we were briefed for CAVU weather so we stayed with the bombers until our return to base could only be accomplished by a ballistic arc approach (coasting in a parabola from 35,000 feet so that you coasted over the end of the runway just short of flameout). When we crossed the bomb line we were advised our base and all others in the area -- Kimpo, Suwon, Osan, Taegu, Taejon, and Kunsan -- were WOXOF." (Note: "WOXOF" was the weather term for "indefinite/obscured" meaning "zero/zero visibility and ceiling.")

"We were getting a little frantic and were about to take the aircraft carrier Essex up on its offer to take us aboard when the lads at K-8 GCA offered us a "gold approach". That was a GCA where you put yourselves completely in their hands because you wouldn't see the ground before your main gear kissed the runway. My pilot WO Stan (Gunner) Clark and I plus Major "Hap" Patton and his RO Mel "Murph The Giant Jew" Rothblatt took them up on it. We had to have a follow me jeep lead us to the parking area. If I recall correctly, Patton and Rothblatt flamed out at the runway turnoff and had to be towed in. The AF guys had forgotten us RO's were enlisted toads so they invited us to a sumptuous breakfast in the officers mess (24 hours a day). When they asked us to sign the mess chits Murph and I had to confess we was lowly enlisted toads. The AF mess officer graciously erased our names from the mess log." Nice kudos for the GCA.

Charles Deboodt wrote about the rumor that the GCA had the best operators available, "I do not know if they were the best or not but I do know they were some of the best. Some of the radar operators were pilots in WWII and some had been GCA operators during the Berlin Air Lift. They also had enough experience to be of assistance to our mostly inexperienced maintenance men. We all had great respect for the Crew Chiefs."

He continued, "During my 10 months at K-8 our GCA Operators had several of what they called "Saves". These were Aircraft landings that could not have been made without GCA assistance. These were during bad weather and due to an emergency, the Aircraft could not make it to an alternate base. As I remember our Operators had one or two of these a month." Though not much is written about these, the pilots and crews are eternally grateful, especially during the winter months. Ditching in the Korean waters of the Yellow Sea in winter was tantamount to suicide as the chances of survival in the frigid waters was slim.

Mascot (Courtesy Charles Deboodt)
(Click on image to enlarge)

After the ceasefire in July 1953, the round-the-clock air activity of Kunsan dropped to almost nil. Beginning in the Autumn of 1953, the 1973d started instructing members of the ROKAF Detachment in airway control methods at K-8. (The AACS is now defunct. For more information on its veteran group, go to AACS Alumni .)

AFCA
(Click on image to enlarge)

After the War: The Airways and Aircraft Communications Service (AACS) was reassigned to Military Air Transport Service (MATS) on June 1, 1948. Effective July 1, 1961, relieved from assignment to MATS, elevated to major command status, and redesignated Air Force Communications Service. Redesignated Air Force Communications Command on November 15, 1979. Status of the Air Force Communications Command changed from a major command to a field operating agency of the United States Air Force on July 1, 1991. Redesignated Air Force Command, Control, Communications and Computer Agency on May 28, 1993. Redesignated Air Force Communications Agency on June 13, 1996. Status changed from a field operating agency of the USAF to a subordinate unit of the Air Force Communications and Information Center on April 1, 1997 and back to a field operating agency on October 1, 2000.

According to The U.S. Air Force in Korea (p580), Detachment 1, 3d Air Rescue Squadron "received H-19 helicopters as replacements as the H-5 helicopters were wrecked or worn out. These larger helicopters proved more suitable for water rescue work, since they had a radius of 120 miles. Originally, the H-19s were outfitted with floats for water landings, but most H-19 pickups were made by means of a line dropped from the H-19's hydraulic -powered hoist."

It continued, "Although the rescue establishment grew strong in northwestern Korea, it remained unavoidably weak at the other end of the battleline and in southern Korea. Most airfields in South Korea were served by amphibious vehicles and crash boats, but these surface vessels often could not get to pilots who went down in the tidal swamps and offshore mud flats. Detachment 1 stationed an H-5 at Kunsan Airfield, but its limited resources would allow nothing more in the summer of 1952."

"During the autumn of 1952 the Fifth Air Force managed to get a slim augmentation of its rear-area rescue facilities. Effective on a world-wide scale on 14 November 1952, all Air Rescue Service units were reorganized on a group-squadron basis, so that the 2d and 3d Air Rescue Groups replaced the similarly numbered squadrons. At this same time the regularly constituted Air Rescue flights became numbered squadrons, and effect on 1 March 1953, Detachment 1, 3d Air Rescue Group, was redesignated as the 2157th Air Rescue Squadron."

The H-19 "whirly-bird" of the 2157th Air Rescue Squadron was attached to K-8 from its home base at Seoul City AB (K-16). In case a helicopter failed, a replacement aircraft, mechanics or parts were immediately dispatched from K-16. In 1955, the unit moved to K-14 (Kimpo AB). The 2157th was deactivated in 1956 and incorporated into the 39th ARS.

The H-19 aircraft carried a load of six litter patients, two ambulatory patients, and a crew of three. The helicopters were seldom required to fly higher than five hundred feet. The element at K-8 was composed of two pilots, a medic, and two engineers, who were on call twenty-four hours a day to lend assistance in case of downed aircraft.

The 3rd Bomb Wing Welcome Brochure (1954) stated, "The "chopper' crew is required to make two flights a day, so if you're ever in the area when they start to wind up the prop and would like to go on an aerial view of the base, just pop over and see the pilot. I'm sure he'll be glad to give you a lift."

2157th ARS has a good page for information on this unit. It's part of a website Air Rescue Service by Anthony C. Santore. It says, "The 2157th Air Rescue Squadron, originally based at K-16 (Seoul City Air Base), moved to K-14 (Kimpo Air Base) on 2 January 55. Running water and flush toilets easily led the list of benefits of the move! When the Truce was signed on 27 July 1953 to end most of the fighting in Korea, it was an H-19 of the 2157th which took Admiral Briscoe to Munsan for the signing ceremony. ... The typical monthly complement during 1955 was approximately 23 officers and 75 airmen. The 2157th maintained helicopter elements at K-55, K-8, K-16, and Formosa. ... The 2157th was inactivated on 8 April 56, the helicopters going to the new 60th Air Rescue Squadron, and most of the personnel going to the 39th, with some to the 60th."

Upon the departure of the 49th Fighter-Bomber Wing from Kunsan in 1953, the 77 Squadron of the Royal Australian Air Force from Iwakuni, Japan assumed the air interceptor role for the base defense as a TDY unit. The pilots and ground crews stood by in constant readiness to scramble at a moment's notice. The TDY was on a monthly rotation.

The 77 Squadron was formed in 1942 and fought in New Guinea and through the Philippines finally ending up in Japan on Occupation duty. It was at Iwakuni AB, Japan when the Korean War broke out. As a result, it was hurriedly attached to the 8th Fighter Bomber Wing and flew missions from Iwakuni. It was attached until October 1950, when it was sent to Pohang and various other bases in Korea. It returned to Iwakuni, but returned to Kimpo after Seoul was retaken in June 1951. It remained at Kimpo AB (K-14) until March 1954, when it was sent to Kunsan to replace the departing 49 FBW F-84s. However, in actuality, the unit was really stationed at Iwakuni, Japan and personnel only rotated to Kunsan on a monthly basis.

Flying Gloster "Meteor" Mk.8 jet fighter, they flew their missions from the "C" Pad area (Contingency Pad). Doug Hutchison , one of those Aussies at K-8 recollected, "As near as I can recall our C pad was tucked in behind the control tower and we had nissan hangars. The other RAAF area you refer to was our living and messing quarters this was roughly at a 45 degree angle behind the ORs mess and at the Kunsan end of the strip."

Though the tower has relocated about a half-mile north, the "C" pad is in about the same place as the current "C" pad (Contingency Pad), though the control tower has relocated north to the intersection of Taxiway Charlie and the Main runway. The RAAF billeting/mess area was located where the present Kunsan Gas Station is located at the north end of the runway. Note that the "nissan hangars" where the 77 Squadron RAAF was located was taken over by the deployed elements of the 3rd Bomb Wing from Japan between 1958-1964 for standing of nuclear alerts at Kunsan.

He wrote, "One very funny incident comes to mind every time I think of K8 and that was a notice that was permanently fixed in the airmen's toilet. It simply read: "Please do not throw your cigarette butts in the pissophones, it makes them soggy and hard to light". It was the most photographed notice in Korea. Also I recall a B26 doing a nose wheel up landing late one afternoon but, fortunately, no injuries. You may recall two of our Meteors colliding with one pilot killed." He continued later, "I remember that our aircraft dispersal area was not far from a very large bomb dump. An American friend that comes to mind was PFC "Tex" Edkin he was from Houston and was with the 5th Motor Transport Sqdn (5th Mule Train) he spent a lot of time with us as he delivered a lot of equipment. to us. Sincerely Doug' Hutchison."

Ellie E. Price of the 841st EAB remembered the Aussies. He wrote, "Yep, there were Aussies there in '54 and a great lot they were, mate, eh. They wore those wide brimmed outback hats on the flight line and seemed to like us." From his comments, it appears the Aussies liked to party hard as well. Ellie relates about one party thrown by the Aussies where he was hauled back to his tent by his buddies, but the next morning, he discovered that some others had not been so lucky. They were still passed out in ditches.

Patrick Lawler of North Dandenong, Victoria, Australia wrote, "I served in KUNSAN in 1954 with the Australian 77 fighter squadron. We were flying twin engine Meteor jet aircraft. We regarded the American forces there as our mates. In particular a good friend was Tommy S. Nelson M/Sgt, 3rd Bomb wing. Tommy and I with another Australian named Johnny O'Donnel, used to whoop it up nightly in the Honcho's bar to which Tommy would invite us. Johnny was later killed in service in Malaya. I lost track of Tommy when he left Kunsan. I believe after a short stay in the States he was due to be stationed in Norway, which was his birthland. If anyone reading this knows of his whereabouts or any knowledge of him, I would appreciate your help in contacting my good mate again. It was great to serve on the same base as the American forces and like other writers I have fond memories of Kunsan and a few old photographs.regards and best wishes from downunder."

Paddy later wrote, "Tommy was a orderly room m/sgt from memory but do not know his squadron. ... I turn the big 70 in march and it is my greatest wish to get Tommy down here. I know somehow that man is still kicking."

He continued, "Kunsan was just a little fishing village when I was there.We were not allowed off the base except for escorted tours.I remember the big king tides in the yellow sea. All our water was heavily chlorinated with a greenish tint and it was better to drink beer instead of water. A habit I have kept ever since. Our tour of duty was 4 months in Korea. After that I went back to our homebase in Iwakuni. Altogether I was 2 years overseas. Best years of my life."

Unlike the U.S. Air Force whom the Marines disliked intensely, the Marine of MACS-1 were on good terms with the 77 Squadron RAAF. Joseph Smuts stated, "The Aussies of the 77 RAAF, on the other hand, were a horse of a different color. They were frequent visitors to the site and always welcome. Good people and fond memories." Fifty years later and it's nice that people still think well of them.

Joe also contributed a newsletter about the MACS-1 close cooperation with the Aussie group. It details the saving an Aussie aircraft from ditching at sea and a friendly drill competition between the units. The MACS-1 newsletter 3 Sep 1954 is in two pages. "United Nations Harmony .. Marines Keep Yellow Sea Alert...Have Aussie Buddies" read the headline. The article was written by TSgt Patrick R. Carroll.

"On a weather-beaten hill overlooking the Yellow Sea, a U.S. Marine in a van picks up a phone and dictates a terse message.. "Scramble Flight Two...unidentified aircraft heading 120 at reference plus 5000."

The call sets off a chain reaction that is unique in many ways. The messages crackles into the intercom box of an Australian Interceptor Squadron and two pilots already in their planes kick them over, wheel them around and speed down the runway of a U.S. air base. (SITE NOTE: The 77th RAF aircraft were positioned at the end-of-runway area of the present Kunsan AB runway. Their facilities for the enlisted was where the Seabreeze facility is -- while officers were billeted in the BOQ area.)

The three units operate in a perfect example of United Nations cooperation here in Korea. Despite the truce, they are ready for any emergencies that may arise. The Marine was a member of Marine Air Control Squadron One commanded by Major James C. JEWELL of Oklahoma City. It is the job of the radar unit to be the eyes and ears of all the United Nations forces in southwestern Korea.

The Australians flying twin jet Meteors are part of the 77th Royal Australian Air Force Squadron, one of Australia's more famous fighting units and one incidentally that hasn't been stationed in Australia in 12 years.

It is commanded by a slim, soft spoken Australian pilot, Wing Commander Douglas R. BEATTIE.

This team of Aussie and Marine using an Air Force base, have picked up where they left off in World War II. They have gotten so used to working together that they sound like they are in the same unit.

"We would be unable to operate without the Marines of MACS One, and of course, the Marines would be ineffective without our planes," says Beattie. "We have learned to depend on each other and from that dependency comes a spirit of cooperation that is hard to define."

"We Australians have a very sincere respect for Marines as fighting men and individuals and this Marine Squadron measures up in every way."

And the Marines, feel exactly the same way about the Aussies.

JUST TO KEEP IT in the family, one Marine attached to MACS One, Capt Wallace E. Anderson of Cardiff, Calif. Anderson has been in Korea, his wife, Lorna, and their three children have returned to Australia for a visit. Mail being what it is in Korea, Capt Anderson is way ahead. The Aussies fly his mail to his wife on their regular courier runs and she in turn writes to via the 77th RAAF Squadron, avoiding the long delay from Australia to the Fleet Post Office, San Francisco, and then back to Korea.

Basically the job of the Marine radar squadron is to maintain a continual 24-hour watch in this sector aimed primarily out over the Yellow Sea toward the coast of China. Intricate radar gear sweeps this vast area and when an unidentified "blip" appears on the radar screen the call for "scramble" goes down to the Aussie outfit.

From there on it is a team play in which the Marines attempt to vector Meteor jets into perfect attacking position on the "bogey." The Aussies out fully loaded for combat. When they sight the target they send back a Tallyho and then make an identifying run. If it shouldn't be friendly aircraft they are ready for business.

ANOTHER MISSION of this Marine unit is a search and rescue force. This was illustrated recently when one of the Aussie pilots ran into difficulty out over the Yellow Sea.

As Wing Commander Beattie explained it, "Out boy got himself tangled up there somewhere and got a bit confused. He became lost and out down to our jet to save fuel. Just about the time he tried to call in for his position your Marine unit cut in. They had been folling hima all the time. They did such an excellent job that they vectored him in on a direct line with the runway."

"He ran out of fuel eight miles out, but because he was in such a perfect position he managed to glide in to a safe landing. That saved us a plane and very probably the life of the pilot. I don't think you can ask for better cooperation than that."

Despite the cooperation there is also a spirit of friendly competition especially among the enlisted men. A recent challenge finally ended with drill competition between Aussies, Air Force, three ROK units and the Marines. The Marine team drilled last. After some fancy maeuvers they finished with a Queen Anne salute.

When the results were tabulated and the Marines had won, the Aussies, who had finished second, had one complaint ... "Queen Anne salute, but ye have no Queen!"

MACS-1 Newsletter (Page 1)
MACS-1 Newsletter (Page 2)

When the threat from North Korea diminished, the Aussies finally went home. The 77 Sqdn.departed Korea on October 16th 1954 for Iwakuni. Then finally the last elements went home to Australia in November 1954 -- over four years late. It departed Japan by ship November 1954 and arrived back in Australia on 3rd December 1954.

As a final note, Doug Hutchinson wrote, "We have only just opened our Korean War Memorial, April 2000, but better late than never. It really is a nice memorial though." (EPILOGUE: Sadly Doug Hutchinson passed away from cancer in 2001.)

Historical background on the RAAF No. 77 Squadron : Excerpted from Coalition Warfare: Considerations for the Air Component Commander by Peter C. Hunt.

In Japan, F-51D Mustangs of the Royal Australian Air Force (RAAF) Number 77 Squadron formed part of the post-war British Commonwealth Occupation Force (BCOF). Ironically, they flew their last sorties of the occupation mission on June 23, 1950, in preparation for their return to Australia. The squadron was enjoying a farewell celebration when news of the North Korean invasion reached them. Within a week, the squadron was flying escort for USAF B-26 Invader bombing missions.

According Australians in the Korean War 1950-1953 , "Within days, Mustangs of 77 Squadron, RAAF became the first United Nations unit in action with US forces. Five days later, Squadron Leader Graham Strout became the first Australian casualty when he was killed while attacking a railway." It continued, "77 Squadron, at first equipped with Mustangs and later with Meteor jets, fought with distinction from Pusan to the Yalu River, against superior Russian MIG fighters, providing close ground attack support for all UN forces and against enemy installations, ports and communications. They provided cover for bombing raids deep into enemy territory operating from bases in Japan and at Pohang and Hamhung in Korea.Dakota aircraft carried out aerial resupply and medical evacuation beetween Japan and Korea throughout the war. The results achieved in the air would not have happened without the dedication of ground and maintenance staff who had to work at times in apalling conditions of ice, snow and wind. The RAAF lost 42 pilots, 7 of whom were captured and later released. 18.872 individual sorties were flown against the enemy. Over 100,000 wounded and passengers were transported by the Dakota."

When 77 Squadron converted from the F-51D to the Glostor Meteor Mk. 8 in July 1951, the US and the RAAF disagreed about the missions for which the new aircraft was best suited. This debate was closely tied to the perceived capability of the new jet fighter and its appropriate role in the changing air situation. When high-performance Chinese MiG-15 fighters appeared over Korea in November 1950, General Partridge (and the RAF) encouraged the RAAF to acquire the British built Meteor.

The 77 Squadron commander intended to use the Meteor in its designed interceptor role. When the swept-wing F-86 outperformed the Meteor in flyoffs, the USAF doubted the ability of Meteors to successfully engage MiG-15s. Thereafter, "a heated argument raged between Americans and Aussies over how the Meteor should be used." In the event, MiG-15s shot down several Meteors in July alone. By August, a new 77 Squadron commander received 5AF approval to withdraw his combat air patrols (CAPs) southward to minimize MiG engagements. By the end of 1951, yet another squadron commander convinced Lieutenant General Frank Everest, the new 5AF commander, that the reduced air threat justified the use of Meteors for air-to-ground operations. Everest gave qualified approval to this concept, and soon tasked Meteors for surface attack missions against selected targets, for which they were far better suited.

For Quick Time video of the unit in action, go to Out in the Cold, Australia's involvement in the Korean War . (Requires Quick Time 4.0.) For further information go to the 77 Squadron Page of the CNAPG . The following is a breakdown of its bases from its origin to deactivation.

Mar42-Apr42 Pearce, Australia
Apr42-Aug42 Guildford, Australia
Aug42-Sep42 Bachelor, Australia
Sep42-Feb43 Livingstone, Australia
Feb43-Jun43 Milne Bay, New Guinea (See 8th FBG: WWII . The 77 Squadron RAAF fought alongside the 8th FBG through New Guinea, the Philippines and finally ending up on Occupation duty in Japan.)
Jun43-Feb44 Goodenough Island
Feb44-Sep44 Los Negros, Philippines
Sep44-Apr45 Noemfoor, Philippines
Apr45-Jun45 Moratai, Philippines
Jun45-Mar46 Labuan, Philippines
Mar46-Mar48 Bofu, Philippines
Mar48-Oct50 Iwakuni, Japan (See 8th FBG: Early Days of the Korean War for details of action. In the intial days of the war, the 77 Sqdn RAAF fell under the 8th FBW.)
Oct50-Nov50 Pohang, Korea (See 8th FBG: Early Days of the Korean War for details of action at Pohang.)
Nov50-Dec50 Yonpo, Korea (See VMF(N)-513: North Korea for details of action in the withdrawal from North Korea via Hamnung, North Korea. The tactical air center was at Yonpo, North Korea (K-27) to support the evacuation.)
Dec50-Apr51 Pusan, Korea (The units fell back to Pusan after the Chinese pushed the forces out of North Korea.)
Apr51-Jul51 Iwakuni, Japan (Elements flew missions from Iwakuni or Taegu (K-2) until the Inchon invasion in July 51.)
Jul51-Mar54 Kimpo, Korea (Assigned to Kimpo (K-14) along with 8th FBW with F-80Cs. Later 4th FIW with F-86s swapped with the 8th FBW who went to Suwon.)
Mar54-Oct54 Kunsan, Korea (In actuality, the unit was stationed at Iwakuni and only TDY on monthly rotations to Kunsan.)
Oct54-Nov54 Iwakuni, Japan
Nov54-Aug56 Williamtown, Australia (Disbanded August 1956 -- Re-formed November 1956)
Nov56-Dec58 Williamtown, Australia
Dec58-Feb69 Butterworth, Malaysia
Feb69 Williamtown, Australia

Though people said the politically correct things about friendship and cooperation between the U.S. and the ROKs, the truth was that there was really not much cooperation between the U.S./Allies and the ROKs. Doug Hutchison of the 77 RAAF Squadron wrote, "We had very few ROK troops at Kunsan and I am certain we had no ROK aircraft, the ones I remember were mostly MPs and Guards. We were not flavour of the month with the ROK in 1954 over the cease-fire signing so never had much to do with them,they sort of kept their distance and we liked it that way as people were very touchy in those days." In fact, the Korean nationals were threatening violence to the Czech treaty observers to get them to leave.

• Other Units at Kunsan Airbase (1951-1954)
  • 3rd Air Base Group, Headquarters/Photo Lab
  • 3rd AIO Ground Support
  • 3rd Communications Squadron
  • 3rd Food Services Squadron
  • 3rd Maintenance Squadron
  • 3rd Medical Group
  • 3rd Motor Vehicle Squadron
  • 3rd Supply Squadron
  • 5th Motor Transport Squadron
  • 1973rd AACS (Aircraft and Airways Communications Service)
  • 2157th Air Rescue Squadron
  • 76th Anti-Aircraft Artillery (AAA) Battalion/30th AAA Battalion
  • 77th Squadron of the Royal Australian Air Force
  • ROK Air Force Detachment
  • 21st Transportation Port com B/14th Transportation Port com/Det 1 507th Signal Company --Small Army group in Kunsan City that handled the railhead and port facility
  • 808th, 809th, and 841st Engineering Aviation Battalions
  • Marine Air Control Squadron No. 1/Marine Ground Control Intercept Squadron No. 1

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

Return to Top

19 June 2001 Links Purged: June 5, 2000 HTML Toolbox