HOW IT WAS! KUNSAN AIRBASE VMF(N)-513 "FLYING NIGHTMARES" (1951-1954) Page 1 of 9

• Marine Squadron VMF(N)-513 (1952-1953): "The Flying Nightmares"
  • Flying Nightmares:
  • On the Move: From WWII to Arrival in Japan to Itami to Wonsan, North Korea
  • On the Move: To Yonpo, North Korea to Itami to Kangnung to Kunsan to Pyongtaek
  • Arrival at Kunsan:
  • The Way We Did Business:
    • Close Air Support:
    • Flare-drop Mission:
    • Ground-level Friction between the Services:
  • F4U-5NL Corsair:
  • F7F-3N Tigercat:
  • F3D-2 Skyknight:
  • Squadron "kills":
  • Air-to-Ground Results:- A review of the "Final Air-to-Ground Results: Aug 1950 - May 1953"
  • Germ Warfare: -- The VMF(N)-513 is accused of using germ warfare from Kunsan
  • Departed Kunsan for K-6:
  • After Korea:
  • Footnotes:
  • 319th Fighter Interceptor Squadron: -- F-94 Squadron from Suwon providing B-29 air cover with VMF(N)-513 and Specifications of the Lockheed F-94 Starfire
  • B-29 Superfortress:-- Night bombing strikes on the North Korea (June 1952 - July 1953)

MISCELLANEOUS ITEMS:

Time Line of Korean War -- Tanner Publication Co.

Welcome to Kunsan City -- Extensive section with Photos, Maps, narratives tracing the history of the city from a poor fishing village to a bustling international port city with a major industrial zone.
Korean War Reference

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

Gold Website Award Dekalb County Marines (NR)

To the VMF(N)-513 "Flying Nightmares" SEPIUS EXERTUS, SEMPER FIDELIS, FRATER INFINITAS "Often Tested, Always Faithful, Brothers Forever" Semper Fi Award Snyper (NR)

Acknowledgment: Special thanks to Ron Stout of Burien, Washington for his narratives and invaluable technical information. Special thanks to Paul Noel of Oak Harbor, Washington for his invaluable assistance in providing information, proofing the text, providing guidance in assembling the materials and contributing his narratives. Special thanks to Jack Kio of Oswego, New York for his narratives, photos, and invaluable technical information. Thanks to Jim Curzon for his narratives and photos of Kunsan. Thanks to Eugene "Mule" Holmberg for the patches of the VMF(N)-513. Thanks also to Ken Gates for his research materials and photos. Thanks to Ron Harribson for his narratives. Thanks to Bill Brennen for his narratives and photos. Special thanks to Robert Frankovich for his narrative of a 22d CRBS rescue attempt. Also thanks to Ray Bourgholtzer; Gil Garcia; and Ray Harvey for their contributions. Thanks to Joseph S. Rychetnik of Point Richmond, California for his narratives and technical information. Primary Source Material: The Flying Nightmares: A History and Assessment of VMF(N)-513 at War in Korea 1950 - 1953 by Benjamin Huston Kristy, History Thesis, Kansas State University, 1995; U.S.Marine Corps Aviation: 1912 to Present by Peter B. Mersky); Air Power, January 1986; Naval Fighters Number Four Douglas F3D Skyknight, by Steve Ginter.

VMF-513 Patch (1944)
Designed by Walt Disney Studios
Gray owl in flight helmet and goggles,
carrying machine gun and ammo belt
on brown bordered 6 inch
6-point yellow star.
(From VMF513 History)

VMF(N)-513 1949-1952 El Toro-Korea-Kunsan	VMF(N)-513 1952-1953 Kunsan (K-8)
VMF(N)-513 1953-1954 Bullion-Kunsan (K-8) - Pyongtaek (K-6)	VMF(N)-513 1954-1955 Pyongtaek (K-6)
VMF(N)-513 1955-1956 Atsugi, Japan	VMF(AW)-513 1956-58 Atsugi, Japan

The following was in an email to Howard "Rudy" York, Col. USMC (Ret) from Harry Tayhatch (?) about how the original patch with the owl and night with moon/day with cloud came about. It read, "When I had the squadron it was VMF(N)513 and as far as we knew it had no insignia. So we had some sort of competition and MSgt Sadowski, an NAP and a good pilot etc, won the competition. That same insignia is the official one, as far as I know. I have a F4U5N model with WF modex on the tail (as we had) and the old (current?) insignia on the cowling. I got it at the museum at Pensacola. I don't know where 513 is now, maybe Miramar, but I suspect it still has the old insignia. I recall submitting the insignia to CNO and it came back approved." He later added, "...I didn't see the 1944 insignia on the message. The one we adopted, and probably still in use shows half blue and half black skies, a flying mule, or some kind of animal in the center, stars and the moon on the black sky, with FLYING NIGHTMARES AT TOP AND VMF(N)-513 on the bottom scroll. That's probably been changed. due to acft, designations etc. Regards, Harry"

VMF(N)-513 Commanders (1950-1953):

Lt Col David C. Wolfe -- 25 June 1950 - 22 February 1951
Lt Col James R. Anderson -- 23 February 1951 - 30 June 1951
Lt Col Robert R. Davis -- 1 July 1951 - 21 November 1951
Lt Col Allen T. Barnum -- 22 November 1951 - 31 January 1952
Major Frank H. Simonds -- 1 February 1952 - 29 February 1952
Lt Col John R. Barnett -- 1 March 1952 - 11 June 1952
Col Peter D. Lambrecht -- 12 June 1952 - 15 August 1952 (KIA)
Lt Col Jack Scott - 20 August 1952 - 9 September 1952
Lt Col Homer G. Hutchinson -- 9 September 1952 - 19 January 1953
Lt Col Robert F. Conley -- 20 January 1953 - 5 May 1953
Lt Col Ross S. Mickey -- 6 May 1953 - 9 July 1953
Lt Col Robert L. Conrad -- 10 July 1953 - 11 November 1953

Flying Nightmares:

They arrived at Kunsan on April 11, 1952 and departed for Pyongtaek (K-6) on June 6, 1953. While at Kunsan, the unit achieved some significant firsts for a Kunsan unit. They scored 5 MiG-15 "kills" after they transitioned to the F3D-2 Skyknights. The first "ace" from Kunsan -- as well as the first Marine "ace" of the Korean War -- was 1st Lieutenant John W. Andre (a former enlisted pilot) who flew a F4U-5NL (Corsair) out of Kunsan. Lt. Andre had 5 kills (including his 4 kills from WWII).

Ron Stout of Burien, Washington (an F3D-2 Radar Operator with the Marine VMF(N)-513) made a few comments about their life at Kunsan. He said, "I served with Marine All Weather Fighter Squadron at K-8 from April 1953 until we moved to Pyong-Taek (K-6) on June 1,1953. ... Anyway, 513's sojourn at K-8 was an exciting period in squadron history because while there the unit transitioned to the jet powered F3D-2 from the prop driven Grumman F7F-3N and began escorting Air Force B-29's over North Korea."

In Crimson Sky, The Air Battle for Korea by John R. Bruning (p.191) it says, "The U.S. Marines had a night fighter unit, VMF(N)-513, in Korea. Operating the twin-engined Grumman F7F Tigercat, the Marine unit was the only one capable of covering the B-29s at night throughout the summer of 1952. Beginning in July, the F7Fs began flying support for the B-29s. They usually patrolled ahead of the Superforts as they swept the sky, from the initial point to the target area, to ensure that no MiGs lurked in their path."

"A summer of these escort missions proved that the F7F was no solution to the nighttime MiG intercepts. With its two piston engines, the Tigercat lacked the performance needed to engage the MiGs. Fortunately, in November, VMF-513 received twelve new Douglas F3D Skyknights. Although slow and awkward for a modern jet fighter -- its top speed was only about 480 mph -- the Skynight proved to be a better answer to countering the nocturnal MiGs than anything else available.

"In January 1953, the Starfire squadron finally received authorization to fly over North Korea and joined the Marines in covering the B-29s at night. Interestingly, by early 1953, FEAF (Far East Air Force) began using almost identical escort tactics at night as they had in 1951 during the final daylight raids. The slow Skyknights providing close cover, flew a few thousand feet directly above the B-29s. When a Superfort was attacked or illuminated by a searchlight, the Skynight pilot dropped down behind it to look for Migs. Meanwhile, the F-94s provided a screen twenty to thirty miles north of the target area."

"FEAF's night fighters scored some successes -- the F-94s claimed two MiG15s and an La-9 (probably an La-11) during the final months of the war -- but they were never able to stop the Soviet interceptors entirely from knocking down B-29s. Like the daylight air war, the nighttime air war settled down into a grim battle of attrition with no clear cut victories." (NOTE: This information is disputed by some of the VMF(N)-513 who claim the F3Ds never lost a B-29 while they provided cover. However, this is clarified by Lance Haribson who wrote, "As for the claim to never losing a B-29 during escort, on the night of 18, 19 Nov. 1952, one B-29 was lost. Their call sign that night was Tan. One of our planes kept calling them that their running lights were on after passing the MLR (main line of resistance). Finally, they were hit forcing them to bail out between N. Korea and Cho Do Island. I heard that only the commander landed on Cho Do and was saved.")

Ron Stoutwrote, "The F-94's were from the 319th FIS based at Suwon. They tried escorting B-29s for awhile but the limitations of their range and radar made them largely unsuitable for that duty. We exchanged crews with them and the Air Force lads adapted well to our lower and slower landing speeds. They also went out with us for our monthly FCLP's (Field Carrier Landing Practice) where a section of the runway of aircraft carrier length was marked off for us to practice carrier landing under the direction of an LSO (Landing Signal Officer) or paddle waver. Very stressful when he gave you a cut signal as you were fifty feet or so up in the air. Not good for the airplane either." (For more information go to319th FIS.)

The Marines of VMF(N)-513 boast with pride that no B-29s were shot down once the F3D-2s were introduced. However, the comments of the F-94s are not so complimentary. According toRon Stoutin commenting on Ben Fithian's "kill" in an F-94, "Of the four F-94 kills two were the result of a collision due to the loss of ranging once their Hughes radar was locked onto a target."

The F-94 all-weather interceptor was derived from the T-33, but the F-94A and B were stopgap fighters pending introduction of the F-89. It was developed in great haste and its performance was "inadequate" at best.Susan Paxtonof Columbus, Ohio -- whose fatherBen Paxton(now of Florida) was a radar technician with the VMF(N)-513 -- passed on some hearsay words. She said, "I don't know how true this is, BTW, but my dad has always claimed that the early F-94s were so inefficient as nightfighters that the B-29 crews demanded F3D escorts, which may explain the comment you quote from Bruning's book, "Meanwhile, the F-94s provided a screen 20 to 30 miles north of the target area." i.e. where they were safely away from the B-29s!" Susan's statement has some truth in it. In Air Power, January 1986, it said, "VMF(N)-513 was famous for never letting the MiGs bust up the bomber formations, and since the USAF F-94Bs who had the duty every other night were not that successful, a famous message was issued from the bomber general in Japan. "No F-94 within 25 miles of my bombers - ever! All escorting to be done by Skyknights only." After that, the F3Ds escorted the B-29s every night."

Ray Bourgholtzer, a Radar Operator on the F7F-3N, wrote about his surprise at finding out how underpowered the F-94 was. He wrote, "One thing I might mention was that one night while on NCAP at Suwon we were being relieved on station by an F-94 and they radioed that they would like to run a practice intercept on us. Bub Dillberg, my pilot, said okay and as soon as they said they had contact , he increased the speed. The next thing was a request for us to slow down so that they could complete the intercept as the only way they could stay with us would have been to kick on the afterburner and in which case they would not have had enough fuel to complete their mission. I was amazed that they were not faster than we were. I know that our F4U-5N's could outrun them at 40 to 42,000 ft. Our Corsairs had superchargers on their engines."

According to Kristy's History Thesis, 1995 (pp149-150) when the F3D-2 started their escorting of the B-29s, their tactics were very simple. "On B-29 raids, which often included up to twenty aircraft, the bombers would be divided into three elements of six planes each. The planes would fly in line formation, required by SHORAN equipment, with one minute separation between aircraft. The first two elements would simultaneously reach target, or "bombs away" point", and the third element would be two minutes behind. Each element would be separated by at least 1000 feet vertically. In sum, a B-29 raid took up a large volume of air space."

At first only two F3Ds were assigned to cover this area. One would follow to the rear and above the first aircraft. In that position it could watch for any MiGs that would attack the B-29s illuminated by the radar-guided search lights. When the lead elements were two or three minutes away from the "bombs away" point, it would break and head for the bomber exit point. From this position, it could attack any MiG that followed the bombers out of the target area. The second F3D watched over the third B-29 element in the same fashion. Once the bombers passed the exit point the F3Ds headed for home. These tactics proved effective in protecting the bombers and in Jan 53, these tactics coupled with their APQ-35 radar enabled them to shoot down three MiG-15s in swift succession.

These victories caused the Soviets to switch their tactics. Kristy's History Thesis states that starting in February 1953, the MiGs attempted to lure the F3Ds into "sucker traps." "Using the new tactics, the Russian ground radar would locate one of the two escorting F3Ds and send one MiG, with its landing lights on, directly across the path of the B-29 stream. If the F3D took the bait and followed the MiG-15 away from the bombers, three or more MiGs who had followed the F3D at low altitude to avoid radar detection, would quickly climb and try to attack the slower F3D from the rear." (Remember that a major disadvantage of the F3D was that its exhaust was easily seen from the rear quarter making it easy to track visually.) Once the F3D had been destroyed, the MiGs could attack the bombers unimpeded. "This tactic of surprising escort fighters from the rear was especially effective against F-94s which did not have any tail warning radar, but not as effective against a well-trained F3D crew because of the Skyknight's APS-28 tail warning radar." However, crews that did take the bait sometimes fell prey to the MiGs.

To counter this new tactic, the VMF(N)-513 experimented in February to March 1953 with new techniques. Gradually a new approach was developed and successfully used. They assigned nine F3Ds to the escort mission. Kristy's History Thesis states, "One Skyknight was stationed above the target and acted as escort leader. This aircraft watched over the bombers as they dropped their payloads and headed for the exit. Additionally, one F3D picked up each bomber element (now reduced to two elements in order to lower the amount of time the bombers remained in the target area) and escorted it to the "bombs away" point. Once each bomber element had finished its bomb run, it was escorted by another F3D to the exit point. On both the flight to and from the target, the F3Ds flew a race track pattern above and around the entire bomber stream, not just the first element as had been done earlier. Two F3Ds deployed as barrier CAPs several miles north of the target area in a position from which they could intercept any MiGs heading towards the B-29s. Finally two F3Ds were positioned to the south to act as inflight replacements in case any of the other F3Ds developed radar or mechanical difficulties."

According to Kristy, "This new escort tactic proved highly effective and was quickly adopted by the VMF(N)-513 as the Standard Operating Procedure for B-29 escort missions until the end of the war. The new tactics established a sort of equilibrium between the Skyknights and the Russian MiGs. Since the number of MiGs attacking the B-29 streams was roughly equal to the number of F3Ds deployed to protect the bombers, neither side had a large numerical advantage. Also neither the radar-controlled searchlights nor the anti-aircraft batteries posed much of a threat to the F3D. Although Skyknights were routinely illuminated by searchlights, the aircraft was able to easily break out of the light cones by simple maneuvers or changes in airspeed. Since the majority of North Korean guns were visually sighted, once the Skyknight had avoided the searchlights, damage from flak became only a matter of chance."

"Thus the real deciding factor in battles between the F3D-2 and the MiG-15 was the effectiveness of each side's radar capabilities. The MiGs definitely had the advantage in terms of dependable and excellent GCI (ground control intercepts). The UN GCI closest to the B-29 raids was located on Cho-do Island located off the coast of North Korea south of Pyongyang. As a result, Skyknights and B-29s would receive GCI information from a radar set that depending on the target, might several hundreds of miles away." Keeping track of 29 B-29s, nine F3Ds and MiGs attempting to intercept the bomber streams was difficult to do at such long ranges. Additionally, the Korean terrain, atmospheric conditions, and the high speed of the MiGs further reduced the accuracy of the GCI intercepts. Finally, the accuracy was also dependent upon the individuals working the intercepts on any given mission. Cho-do Island was manned by excellent operators, but occasionally F3Ds found themselves handled by inexperienced GCI operators. On the night of December 2, 1952, an F3D flown by Capt. L.B. Mathews, Jr. was nearly shot down by a USAF F-94 because the GCI controller working the F-94 had not coordinated with the GCI controller handling the Skyknight. In addition, sometimes the radio chatter on the same frequency used by both bombers and Skyknights interfered with GCI information being transmitted.

On the Move:

VMF-513 in World War II:First commissioned as Marine Fighter Squadron VMF-513 on February 15, 1944, at Marine Corps Auxiliary Airfield (MCAAF) Oak Grove, N.C. The Squadron was transferred to Marine Corps Airfield (MCAF) Walnut Ridge, Arkansas, on September 14, 1944. The squadron flew F6F Hellcats until moving to Mojave, California. On December 4, 1944 the squadron moved to Mojave, California, where it was redesignated VMF(CVS)-513. At Mojave, the VMF-513 transitioned to F4U Corsairs.

(NOTE: According to the VMF-513 site, "During World War 2, all Marine Air Wing Squadrons were designated VMF (Marine fighter squadron). Late in WW2 and during Korea, some squadrons took on the role of Nightfighters. Their designation was changed to VMF-(N). During Vietnam, it was changed to VMFA (Marine Fighter Attack Squadron). Today, these squadrons are designated VMA (Marine attack squadron).")

VMF-513 at Mojave, California
In front of F-4U Corsair
(Click on photo to Enlarge
(From VMF-513 site)

Flying F-4U Corsairs, VMF-513 provided close air support of the 3rd Marine Division during the invasion of Okinawa. According to the VMF-513 site, "The Squadron departed San Diego, California 17 June 45 on board the USS Vella Gulf with VMTB-234 to begin carrier operations against the Japanese. Arrived Pearl Harbor 25 June 45 and moved to Ewa. In early July 45 departed in USS Vella Gulf and arrived Saipan late that month. In Aug 45 departed for Okinawa. Ship remained two days in Ryukyus area and returned to Guam 15 Aug 45. CO was Major Thomas O. Bales."

USS Vella Gulf, an escort carrier
Pic shows the cramped space onboard
(Click on photo to Enlarge
(From VMF-513 site)

After World War II: During the years between World War II and the Korean War, VMF-513 operated from MCAS El Toro, Calif. Transitioning to the F4U-5N, the squadron was designated VMF(N)-513, a night fighter squadron. The Flying Nightmares of VMF(N)-513, became a night-fighter squadron on 1 Aug. 1947. In 1948, the squadron changed from "Night" to "All Weather". The squadron flew the F4U-5N Corsair and the Tigercat and was assigned to MAG-12.

VMF(N)-513 F4U-5N Wind Mill Start at El Centro
(From Gil Garcia)
Click on photo to enlarge

VMF(N)-513 1949-1952
El Toro-Korea-Kunsan
Click on patch to enlarge
Courtesy of Eugene "Mule" Holmberg

MAG-12 (10 Nov 1948) (Master Gunnery Sergeant Henry L. Berge) (Click on to Enlarge)
(NOTE: MAG-12: HQ Sq-12; SMS-12 Co. A & B; VMF-452; VMF-214; VMF(N)-513)

MAG-33 and VMF(N)-513 Ordered to Korea: The VMF(N)-513 was based at MCAS, El Toro, CA when ordered to Korea as part of the First Provisional Marine Brigade, consisting of the Fifth Marines -- a regiment from Camp Pendleton, CA -- and Marine Air Group (MAG)-33 from El Toro. (Note: This "Brigade" would later be expanded to a "Division".) MAG 33 that was part of the original Marine Air Ground Team. All four of the squadrons with aircraft were on the CV Badoeng Strait. The HQ and Service Squadron 33 was aboard the USS General Anderson with the mount out supplies/equipment and ground forces.

The MAG 33 T/O included:

• VMF 214 29 officers 157 men 24 F4U-4B
• VMF 323 29 officers 157 men 24 F4U-4B
• VMF(N) 513 15 officers 98 men 12 F4U-5N
• VMO-6 15 officers 63 men 4 OY and 4 HO3S
• TACS-2 no details

(Source: Paul Noel, CD on the Korean War put out by the Naval Institute with cooperation of the Navy, Marine Corps and Coast Guard Historical offices. The Marine Air portions authored by Lynn Montross, a well known historian of Marine Corps activities and equipment.)

Korean War -- Marines is an excellent source of information. The following info on the 1st MAW MAG33 is excerpted from this site:

Forward Echelon, 1st Marine Aircraft Wing Marine Aircraft Group 33

• HQ Squadron, Marine Aircraft Group 33
  
• Service Squadron, Marine Aircraft Group 33
  
• Marine Fighter Squadron 214
  
• Marine Fighter Squadron 323
  
• Marine Fighter Squadron (Night) 513
  
• Marine Observation Squadron 6 (Under operational control of the 1st Provisional Marine Brigade.)
  
• Marine Tactical Air Control Squadron 2
  

Korean War -- Marines says, "When the Korean War began, the U.S. Marine Corps, like all services, was understrength and still equipped with World War Two equipment so when ordered to Korea, all that could be provided initially was a provisional brigade, designated the 1st Provisional Marine Brigade. The Brigade was formed from assets of the 1st Marine Division and 1st Marine Aircraft Wing at Camp Pendleton, CA."

"The Brigade was activated on 7 July 1950 and built around two units, the 5th Marines as a regimental combat team and Marine Aircraft Group 33 (MAG-33). The air component was consolidated under Forward Echelon, 1st Marine Aircraft Wing whose commander was double billeted as the deputy brigade commander. Troops were hurriedly reassigned to the Brigade from 1st Marine Division units as supplies and mothballed equipment were arriving. Some 6,800 troops were sent from the 2d Marine Division at Camp Lejeune, NC for both the Brigade and to begin the rebuilding of the 1st Marine Division. Much of the equipment and vehicles came from Marine Supply Depot, Barstow, CA and were recovered from Pacific islands and refurbish during Operation ROLL-UP in the late 1940s. Regardless, many units were still short men and equipment. The 5th Marines' three battalions had only two rifle companies apiece. While third rifle platoons were hastily formed for these six companies, they were still short some 50 men each. The three artillery batteries had only four 105mm howitzers instead of the normal six and the regimental Antitank Company lacked its organic tank platoon."

"While the unit was enroute to Korea in July 1950, the first Army ground troops went into action at Osan and were simply overrun by the Soviet made T-34 tanks on July 5, 1950. Units of the 24th ID (Task Force Smith) were the first to encounter North Korean armored units and infantry near Pyongtaek. During the first several weeks, units were committed to battle in company and battalion-sized units, which had little success and suffered high losses. They were overrun and the survivors were progressively forced to retreat. None of the Americans were equipped, trained or mentally prepared for combat. Meanwhile, the Navy aviation units struck deep behind enemy lines and flew close support missions in operations intended to relieve the pressure on UN forces which were fighting a delaying action while withdrawing toward Pusan. Marine aviation units were involved in close air support of the retreating U.S. Army and RoK forces."

The VMF-214, VMF-323 and VMF(N)-513 along with the VMO-6 were on the USS Badoeng Strait (CVE-116) departed San Diego, CA on 12 July 1950. The HQ and Service Squadron 33 embarked for Japan aboard the U.S.S. General A.E. Anderson (AP-111). However, Bill Brennen of HQ-33 stated, "I was in Hq. 33 and I sailed aboard the "Bing Ding" as did all the personnel from my unit as far as I know. I believe all SMS 33 troops were also aboard, as were those of VMO-6." We were a little surprised that Bill mentioned that a few F7Fs accompanied them on the USS Badoeng Strait. He stated, "Our F7Fs first flew out of Itami, them Kinpo after it was captured. We also had about 6 to 8 Corsairs, but they are never mentioned in anything I have read. WM designated our aircraft, and one was featured on the cover of the booklet, "Corsairs to Panthers". ... Several of our aircraft sustained battle damage, but we lost none that I can recall. As the operating squadrons lost aircraft we replaced them with ours. We then received older Corsairs out of mothballs that mounted 6 fifty cal. machine guns rather than the four 20 mm cannon of our original aircraft."

Jim Westendorf of the VMO-6 stated, "As you have described, and rightly so, to the best of my memory, the aircraft {Corasir F4U- type fighter bombers of VMF{N}-513, VMF-323, VMF-214 were loaded aboard the B-D Strait. I can only assume that many, if not all of these squadrons' personnel were also aboard. We, of VMO-6 were also aboard with all of our aircraft four/six {?} Sikorsky HO3S-1 Observation type helicopters, and four or five Stinson Observation/ambulance type OY/L-5 aircraft: we also had all of our squadron personnel and equipment aboard. We docked at Kobe, Japan, off loaded our aircraft {OY'S and our H03S-1's }; re-assembled them and flew them off of the dock-side to nearby Itami airbase{?} for whatever repairs or maintenance needed. They then were later flown over to Pusan, Korea {K-1} excepting for the mechs and pilots needed to fly and check out the aircraft for flight to Korea, the remainder of us boarded a LST [Crewed by a Japanese crew], with all of our squadron gear and sailed off to Pusan, S. Korea, arriving Pusan on 02 Aug, 1950. We did not spend much time at K-1. By train and by 6 x 6's as a squadron, we moved on to Chinhe, S, Korea, about forty miles west of Pusan, and operated out of an old Japanese airfield/sea drome on the east shore of the bay separating Pusan from Masan. We, VMO-6 operated out of Chinhe during the battle of the Pusan Perimeter, til we moved out to make the Inchon Landing." (SITE NOTE: This leaves a question as who exactly of the MAG-33 was aboard the USS Anderson.)

San Diego Union (dated 14 Jul) photo of the loading
of the Badoeng Strait in San Diego. Caption read,
"At nearby dock, leatherneck Corsairs from El Toro
were going aboard the Badeong Strait, soon to sail."
(Click on photo to enlarge) (Courtesy Bill Brennen)


Loading Marine Corps F4U-4B "Corsair" fighters at Naval Air Station North Island, San Diego, California, for transportation to Korea, July 1950. Badoeng Strait carried planes and aircrew of Marine Air Group 33 as part of the trans-Pacific movement of the First Provisional Marine Brigade, the initial Marine Corps deployment of the Korean War. She left San Diego in mid-July and arrived at Kobe, Japan on 31 July, flying her planes off the following day. (Official U.S. Navy Photograph, from the collections of the Naval Historical Center.)




USS Badoeng Strait (CVE-116) Underway (14 Jul 1950) (Bill Brennan)

USS Badoeng Strait (CVE-116, later AKV-16), 1945-1972: USS Badoeng Strait, a 10,300-ton Commencement Bay class escort aircraft carrier, was built at Tacoma, Washington. Commissioned in November 1945, she served in the Pacific over the next dozen years, except for eight months out of commission from April 1946 to January 1947. Mainly occupied during the later '40s with anti-submarine warfare (ASW) functions, Badoeng Strait's mission changed with the start of the Korean War in late June 1950. Early in the following month, she embarked Marine Corps aircraft for transportation to the war zone. She operated some of these Marine planes for combat operations through a tour that lasted until January 1951, including participation in the September 1950 Inchon Landing and the Hungnam Evacuation in December.

Badoeng Strait strait made two more Korean War deployments, in October 1951 - February 1952 and October 1952 - February 1953, providing a base for both Marine Corps fighter-bombers and Navy anti-submarine planes, depending on the operational needs most critical at the time. Modernized after her last combat cruise, Badoeng Strait subsequently was employed in both ASW and vertical assault roles, including active participation in evaluating helicopters for these functions. She made one more Far Eastern tour during the mid-1950s and took part in the 1956 Operation "Redwing" nuclear tests in the Central Pacific.

USS Badoeng Strait was decommissioned in May 1957 and was laid up for the next decade and a half. Reclassified as an aircraft transport in May 1959, she received the new hull number AKV-16. She was stricken from the Naval Vessel Register in December 1970 and sold for scrapping in May 1972. (Source: USN Ships -- USS Badoeng Strait.)

The following is an excerpt from the Memoirs of Lt. Kinnear: "I joined USS Badoeng Strait (CVE-116) the end of June 1950. The Korean War had started on June 25, so we left about 4 July for Korea, with the planes of VMF-323 and VMF-512 on board, in company with the USS Sicily (CVE-118). (SITE NOTE: The VMF(N)-513 -- not the VMF-512 was on board.) Captain John (Jimmy) Thach was her CO. East of Kobe we were refueling and had a minor collision with the Gunston Hall (LSD-5) so we put into Kobe for repairs to the forward starboard section of the flight deck. It was strange for a lot of the crew, WW 2 veterans, to be ashore in Japan. The shipyard did a good job, with their scaffolding made of bamboo and rope, but they were good welders. We proceeded to the Tsushima Strait, and started combat strikes about 25 July. Our first General Quarters marked the appearance of a North Korean Yak aircraft which did no damage.

"We had put VMF-512 ashore at Atsugi, so we had VMF-323 aboard and the Sicily had VMF-214. These were the first close air support aircraft in Korea, and without them, the US forces would have been pushed off the peninsula. For this we were awarded the Navy Unit Citation. We flew continuous strikes, using a lot of ammunition. Sometimes we were resupplied at sea. We went to Inchon in early September and flew air cover for the invasion on 15 Sept. and thereafter. (SITE NOTE: There is a mistake in that was the VMF(N)-513 that was sent for shore duty under the 5AF.)

"Then in November, the Chinese entered the conflict, and we were pushed back. On Christmas Day, 1950, we were offshore Hung-nam covering the withdrawal from the Chosin Reservoir. It was very cold and snowing, and we replenished our ammo and refueled at sea. Our close air support operations continued until we returned to CONUS in March. The CO's for this cruise were CAPT A.W. McKechnie and CAPT John Alderman. We put the ship in the yard in Bremerton, Washington in May. On Memorial Day, I was assigned to lead a platoon of sailors in a march down main street. Sailors are not very good marchers, but I did my best. ..." (Source: Memoirs of Lt. Kinnear.)

The USS Achenar (AKA-53) was an Attack Cargo Ship that transported portions for the 1MAW to Japan. Wayne Inman wrote on the Korea War Project, "The USS Achenar got underway for Korea about 6 days after hostilities broke out. We hauled parts of the First Marine Air Wing to Japan."

On 14 Jul the USS General A.E. Anderson departed Long Beach for WESTPAC in company with USS Achernar. It joined up with TG 53.7 on 14 Jul consisting of USS George Clymer, USS Alshain, USS Badoeng Strait, USS Achernar, USS Whiteside, USS Bass. On 29 July 1950 the USS General Anderson, USS Achernar and USS Badoeng Strait parted from TG 53.7 and headed to Kobe, Japan.

U.S.S. General A.E. Anderson: AP-111 USS General A.E. Anderson was a General class Transport with a displacement of 10,650 tons (full load). Its length was 623' with beam of 75'6" and a draft of 25'. Its speed was 21 knots. Armament was: 4 5"/38 DP, 4x2 40mm, 18x2 20mm. It carried a complement of 507 and could carry 5,650 troops. It had geared turbine engines, twin screws, 18,700 shaft hp. It was built at Federal Shipbuilding, Kearny, N.J., and commissioned 5 October 1943. (Source: Ships of the US Navy 1940-1945.) (NOTE: For the passage the captain was Capt. Wilfred Eric Lankenau, USN 905628 DOB 11-04-01 DOD 12/89 CA. CO 6/1950 - ?/1951)

Assigned to MSTS in October 1949, she continued these duties until war flared again in the Far East when Communist troops crossed the 38th Parallel to invade the Republic of Korea. The Navy moved quickly to bring American force into action to halt and push back the North Koreans. General A. E. Anderson embarked the men and equipment of Marine Air Group 33 at Terminal Island (San Francisco), California, for San Diego, Long Beach and headed for Kobe, Japan. She reached Kobe 31 July 1950 with these Marine fliers who helped save the day for embattled South Korean and American ground forces as they struggled to maintain a foothold at the southern tip of the beleaguered Korean peninsula. (Source: Wikipedia: USNS General A.E. Anderson.)

From The Log of: Al Grobmeier, ENSIGN. "I was on the Andy from 12 Jan 49 through 28 Aug 50 as an Ensign, MMR, USNR. The following voyage information is from my diaries" (Source: USS General Anderson.)

• 8 JUL departed San Francisco Bay for San Diego
• 9 JUL arrived South Navy Pier, NSC San Diego
• 10 JUL departed San Diego for Long Beach. Arrived Pier 6 NAVSTA Long Beach. Loaded Marines and equipment of Marine Air Group 33
• 14 JUL departed Long Beach for WESTPAC in accordance with CTG 53.7 Movement Order 1-50 in company with USS ACHERNAR (AKA 53) as TU 53.7.2 with CTU aboard this ship. Joined up with TG 53.7 consisting of USS GEORGE CLYMER, USS ALSHAIN, USS BADOENG STRAIT, USS ACHERNAR, USS WHITESIDE, USS BASS.
• 15 JUL steaming in formation in Station 8. CTG 53.7 in GEORGE CLYMER. USS PICKAWAY joined formation. 2000 position 34-39N 125-02W
• 16 JUL 1200 position 35-42N 128-55W 17 JUL 1200 position 38-02N 135-37.5W
• 18 JUL 1200 position 40-01 N 142-20W 19 JUL 1200 position 41-00N 149-44W
• 20 JUL 1200 position 40-52N 157-33W 21 JUL 1200 position 40-53N 164-53W
• 22 JUL 1200 position 40-18N 172-16W 23 JUL 1200 position 38-58N 179-56E. Ship darkened 24 JUL this date omitted due to crossing International Date Line
• 25 JUL 1200 position 37-36N 173-21E. Ship darkened. Test fired all guns: 20 mm 801 rounds, 40 mm 144 rounds, 5"/38 12 rounds. USS FORT MARION and USS GUNSTON HALL joined formation. Ship darkened.
• 26 JUL en route Kobe, Japan. COMDESDIV 72 with DDs 836, 838 and DDRs 832, 833 joined as screen. 1200 position 36-02N 167-57E. Ship darkened.
• 27 JUL 1200 position 35-42N 162-17E. Ship darkened 28 JUL 1200 position 35-13N 156-27.5E. Ship darkened. GUNSTON HALL and DDR 833 departed formation.
• 29 JUL 1200 position 34-46N 149-59E. Departed from TG 53.7 in company with ACHERNAR and BADOENG STRAIT. OTC and guide in this ship. Ship darkened. (NOTE: USS Achernar was an Andromeda Class Attack Cargo Ship.)
• 30 JUL 1200 position 33-50N 142-39E. Ship darkened. 31 JUL 1200 position 33-20N 135-34E. Arrived Kobe, Japan, Pier 5, Berth U-V. Commenced offloading.
• 5 AUG departed Kobe, Japan for Yokosuka, Japan. Ship darkened. 19.6 knots, 95 rpm. 18.5 kts. 90 rpm 6 AUG arrived Piedmont Pier, U.S. Fleet Activities, Yokosuka, Japan

According to History of Marine Aviation, "At departure, the strength of the brigade was 6,534. MAG-33 totaled 192 officers and 1,358 enlisted men, and was composed mostly of VMFs 214 and 323, night-fighter squadron VMF(N)-513 and VMO-6. An important component of VMO-6 was a detachment of four HO3S-1 Sikorsky helicopters, hurriedly assigned and moved to El Toro from HMX-1 at Quantico. Aircraft strength at deployment added up to 60 F4Us, eight OYs and the four HO3S-1s. The original plan to hold the brigade in Japan temporarily was abandoned. This was a result of the deteriorating position of the UN command in Korea which, by the fourth week of the war, had drawn into a perimeter-type defense of the port of Pusan at the southern tip of the peninsula. MAG-33 shipping had been directed to Kobe and debarkation began there on July 31. The fighter squadrons were flown off the CVE Badoeng Strait to Itami near Osaka, where they were checked for combat by the ground crews, and hastily transported overland from Kobe. With one refresher hop at Itami, VMF-214 landed aboard the CVE Sicily for operations on August 3 and, on August 5, VMF-323 returned to Badoeng Strait for the same purpose."



Arrival in Japan: According to U.S. Marine Operations in Korea 1950-1953, Volume I, The Pusan Perimeter, Lyn Montross and Capt. Nicholas Canzona, USMC, 1954, "When Task Group 53.7 entered Far Eastern waters, the ships transporting the forward echelon of the 1st Marine Aircraft Wing veered towards Japan, while the others continued to Korea." Bill Brennen stated, "The Bing Ding (U.S.S Badoeng Strait) left San Diego on 14 July, 50. ... LSD's were traveling in our convoy, and we (the Bing Ding) collided with one of them (Gunston Hall (LSD-5)) while we were refueling it. We unloaded at Kobe, not Yokosuka. I believe we had about 75 aircraft aboard. The flight deck was full, as I recall."

On July 31, 1950, the Badoeng Strait arrived at Kobe, Japan, with elements of the First Marine Aircraft Wing on board. As the port facilities at Kobe were unsuitable for offloading, the Badoeng Strait stood offshore on 1 August and catapulted 44 Marine aircraft into the air. These immediately flew to Itami NAS. The following day, 26 more were launched to joined the original group.

Four days later,Sicilyarrived at Yokohama, Japan with a load of ammunition, and on 1 AugustPhilippine Seareported to Commander Seventh Fleet in Buckner Bay, Okinawa. These were the first carrier reinforcements to arrive in the Far East and the beginning of carrier deployment to the combat area that, by the wars end, totalled 11 attack, one light and five escort carriers sent into action--some for two or three tours.

Marine and Navy commanders agreed that the VMF-214 and VMF-323 would be carrier-based to achieve maximum mobility and fire power. On 3 August, the VMF-214 landed their planes about the U.S.S. Sicily and on 5 August, the VMF-323 landed about the Badoeng Strait.

The VMF(N)-513 arrived in Japan on 31 July 1950 aboard the U.S.S. General A.E. Anderson in preparation for operations in Korea. On August 2, 1950, theClymer, the lead ship of the convoy carrying U.S. Marines to Korea, steamed into Pusan Harbor. The Brigade consisting of 6,534 officers and men would be thrown immediately into battle. (Go toMarine Corps Historyfor details of the Marines in the Pusan Perimeter) According to Bill Brennen, "The first Marine unit to arrive in Korea was the 1st Provisional Brigade. MAG 33 was its air support unit. The brigade left California on 14 July, 50, and arrived at Pusan in early Aug. The Army units had been squeezed into the Pusan Perimeter at about the same time the Brigade arrived. It became known as the Fire Brigade, as it was deployed to the hot spots where the NK Army was pushing the hardest on the perimeter. The air support units were assigned to 2 small carriers, and to Itami Air Base, Japan."

On August 3, 1950 the VMF(N)-513 arrived at Itami AB, Japan.

On August 4, 1950 the Pusan Perimeter in southeastern Korea was established.

Move to Itazuke: According to History of Marine Aviation, VMF(N)-513 was assigned to the 5th Air Force (5th AF) for control and began shore-based operations from Itazuke airfield on the southern island of Kyushu. Its mission was to fly night heckler operations over the brigade, while the two carrier-based units provided close air support. On arrival at Kobe, a tank landing ship (LST) was waiting to reembark Marine Tactical Air Control Squadron (MTACS) Two and the ground echelon of VMO-6 for transport to Pusan. The aircraft of VMO-6 were readied at Kobe and Itami, and ferried to Pusan by air. Thus the air-ground integrity of the brigade was intact as it entered its first combat less than 30 days after activation, a truly remarkable achievement." (SITE NOTE: According to Ron Stout, the HO3S-1 helicopters of VMO-6 "were always based just behind the MLR to provide spotting and Helo evac to the hospital ship." According to Valor Remembered: VMO-6 History, "With the addition of HO3S-1 helicopters and pilots of HMX-1 Quantico, Virginia, VMO-6 became the first active Combat Helicopter Unit in the United States Marine Corps when it departed for the Far East on 14 July 1950. VMO-6 arrived in Kobe, Japan with four HO3S-1 Sikorsky Helicopters and eight OY-1 fixed wing aircraft. The unit staged through Itami, Air Base, Japan to Korea. Almost immediately VMO-6 began making a name for itself. The command capability of the helicopter was tried and proven with great success. The OY-s flew convoy escort for the First Marine Brigade as well as observation and reconnaissance missions. On 4 August 1950, VMO-6 flew its first casualty and was followed by an ever increasing number of "evacs" from day to day. Capt. Victor A Armstrong (now Colonel) flew the first night Evac of the Korean War.")

On August 7, 1950 the VMF(N)-513 moved to Itazuke AB, Japan. The VMF(N)-513 flew initially out of Itazuke (along with the VMF(N)-542) as an F4U-5N "Corsair" unit. (Note: Listed as "permanently shore-based in Korea" during the Korean Conflict, but it flew missions from Itazuke and Itami when the CCF overran its positions in Korea.) According to U.S. Marine Operations in Korea 1950-1953, Volume I, The Pusan Perimeter, (p90), "The squadron of night fighters, VMF(N)-513, was land-based. Having been assigned to the Fifth Air Force, it would be controlled by the Itazuke Field for night heckler missions over Korea. This unit had only a few night training flights before being committed to combat." (SITE NOTE: Paul Noel stated, "This is all from memory, but I was at El Toro at the time of deployment and was in Itami (the 1MAW eventually deployed) when 542 arrived. It all hits home because I was the only night fighter in 1MAW not assigned to one of these squadrons as I was one of the VIP pilots in 1MAW HQ and was sensitive to enjoying the Itami life while called up Reserves were launched in F7F on night mission with only one fam flight in the aircraft!!!)

In Air War Over Korea by Robert Jackson (p35), it states, "The remainder of the Marine Air Wing with no possibility of deployment in Korea for the foreseeable future, was placed under the temporary control of the Fifth Air Force in Japan. One of its Squadrons, VMF(N)-513, was a night fighter unit operating F4U-5N Corsair all-weather fighters; this was attached to the 8th Fighter Bomber Wing at Itazuke and immediately began night intruder operations over Korea as directed by Fifth Air Force." During this time, the VMF(N)-513 Corsairs accounted for up to ten of the 35 sorties per night carried out on average by the 5AF Intruders during August 1950.

In The Korean Air War by Robert F. Dorr and Warren Thompson (p27), it states, "While the Pusan Perimeter was being defended by the Marines bolstered UN air power by bringing in VMF(N)-513 "Flying Nightmares," a seasoned night-fighter squadron commanded by Maj. J. Hunter Reinburg and flying radar-equipped F4U-5N Corsairs. The squadron introduced the capability for air-to-ground operations at night. There were no more air bases on the ever-decreasing amount of Korean soil available to the UN, so Reinburg's Marines had to fly from Itazuke, which limited their Corsairs' range to the area of the Naktong River, the embattled northern boundary of the perimeter. Major Reinburg described the challenge: "The F4U-5N (was) equipped with a better radar than that used during WWII and besides being able to detect other aircraft, it had two other outstanding features: it could 'map' the terrain ahead for almost 80mi (128km). We also had four 20mms cannons mounted in the wing as compared to the older birds with their six .50cal machine guns. On my first mission into Korea, when the 20mms were fired, the recoil was like several mules kicking and the radar went blank! Needless to say, the factory people got right to work on some better shock mountings. In our first few weeks of night strikes over the Naktong front, we discovered that our mere presence over the hostile side of the lines did a great deal of good, even when we were not actively engaging. We got so proficient at uncovering him that the enemy thought we had a super electronic way of detecting his every move, so the North Koreans kept their lights out and stopped all movements and activity."

Between August 27 - September 15, 1950 the fiercest fighting of the war took place in the Perimeter battles. Between September 1-5, the North Korean Korean People's Army (Inmun Gun) attempted one last great Naktong Offensive. After the initial onslaught, the NKPA attack was stopped at Taegu and the Pusan Perimeter held. A major contributor was the FEAF (Far East Air Force) bombing and strafing missions that held the enemy in check. The North Koreans attacked relentlessly, but the rapid increase in UN reinforcements through Pusan helped to reinforce the line. On 7 September the North Koreans were escaping over the Nam River near its junction with the Naktong leaving more than two thousand of their dead behind. The outnumbered, outgunned enemy had fought fiercely but to no avail. The Pusan Perimeter was intact. The crisis was over.

Inchon Invasion: On September 15, 1950, the landings at Inchon took place. Under heavy support by naval gunfire and aircraft, elements of the First Marine Division landed on Wolmi Island at 0630 and, after landing craft were regrouped and the tide was again favorable, followed up with a successful assault of the mainland at Inchon. (Go toMarine Corps Historyfor details of the Marine Landing at Inchon.) On September 16, 1950, Col. Raymond L. Murray's 5th Regiment and Col. Lewis (Chesty) Puller's 1st pushed inland rapidly. By September 18, they had Kimpo Airfield. American air support could now fly from land bases.

On September 20, 1950, two days after the capture of Kimpo Airfield by troops working inland from Inchon, the first elements of the First Marine Aircraft Wing arrived from Japan, and early the next morning began air operations from Kimpo with strikes supporting troops advancing on Seoul. The F7F-3N night fighter was brought to Korea by VMF(N)-542 "Flying Tigers" (WH Tail Code) under Lt. Col. Max J. Volcansek, which arrived at dusk on 19 September 1950 with just two of the squadron's 24 F7F-3N Tigercats. Within five days, the squadron had all 24 Tigercats. It flew its first night interdiction mission against Communist supply routes on September 21, 1950, three days after Kimpo Airfield was captured by the 5th Marines.

Marines at Kimpo: Bill Brennen wrote, "The shot of the pup tents was taken the first day we were there, which I thought was 19 Sept. Everyone who had a camera took a shot of, and at, the butchered NK aircraft. The flight line photo, which includes Corsairs from VMF 323, was taken after we had been there a while." (Click on the photos to enlarge) (Photos Courtesy Bill Brennen)

Following the successful amphibious invasion at Inchon, the division fought its way in Seoul, South Korea's capital. On September 26, 1950 Seoul was recaptured. The 1st Marine Division was withdrawn and again loaded aboard ship to make another landing, this time at Wonsan on North Korea's east coast.

Move to Itami, Japan: On October 8, 1950 the VMF(N)-513 moved back to Itami AB, Japan from Itazuke, Japan in preparation for the Wonsan operations.On October 10, 1950, the carrier force moved into action off the east coast of Korea with strikes and sweeps from Wonsan to Chongjin in preparation for amphibious landings at Wonsan. When a heavy concentration of mines in the harbor delayed the scheduled landings, the carrier attack shifted northward and inland to assist the advance of United Nations forces which by the time the landings were made on the 26th, had swept past the intended objective area and were advancing toward the Yalu River.Move to Kimpo AB, Korea: On October 12, 1950 the VMF(N)-513 moved to Kimpo AB, Korea. On October 16, 1950 the squadron moved to Wonsan Airfield, North Korea.On October 19, 1950 Pyongyang, the capital of North Korea, was taken.

The 1st Marine Division was ordered to conduct an amphibious operation to occupy Wonsan, the principal seaport of North Korea. The landing at Wonsan began on October 26. (Go toMarine Corps Historyfor details of the Marines at Wonsan. Also see Korean War for more info.) However, by the time the combat assault landing was scheduled to take place, North Korean forces had collapsed and Wonsan was already in the hands of South Korean forces advancing up the east coast highway so the division was landed and then trucked northward to the Hamhung-Hungnam area of North Korea. From there, the division advanced up a narrow road leading to the Chinese-North Korean border via the towns of Koto-ri and Haga-ri.

Move to Wonsan, North Korea: In The Sea War in Korea by CDR Malcolm W. Cagle, USN and CDR Frank A. Manson, USN, 1957, (pp146-147), it stated that flying from Wonsan Airfield on October 26th, the VMF(N)-513 supported the X Corps landing at Wonsan. "Major General Field Harris, Commanding General, First Marine Air Wing and Tactical Air controller for the Tenth Corps, flew to Wonsan on the 13th, two days after the ROKs had captured the city. After inspecting the airfield, he determined that flight operations could be initiated immediately. He ordered VMF-312 to leave Kimpo the next day. To facilitate flight operations, the Far East Air Force Combat Cargo Command started to bring in aviation gasoline in 55-gallon drums. Bombs and rockets were loaded on Corsairs of VMF(N)-513 at Kimpo and air transported to Wonsan."

"According to original plans, VMF-312 was to be supported by airlift for only three days, pending the opening of the Wonsan port, when the surface echelon was due to arrive. But because the harbor was not cleared of mines until 25 October, flight operations had to be supported entirely by airlift for twelve days. The arrival of VMF(N)-513 on 17 October added to the logistical burdens."

"For twelve days, two Marine air squadrons were entirely dependent on airlift for all their supply. Fuel in 55-gallon drums were rolled along the ground a distance of one mile from the supply dump to the flight line, and then pumped by hand from containers into the aircraft. Operating with one jeep and eight bomb-trailers, the ordnance sections unloaded the transports, assembled the bombs and rockets, and reloaded them on planes. With muscle substituting for machines, flight operations were maintained."

From Wonsan, the VMF-312 and VMF(N)-513 gave direct support to the First ROK Corps advancing northward to Hamhung. In Night Wings: USMC Night Fighters, 1942-1953 by Thomas E. Doll, it shows a photo of an VMF(N)-513 F4U-5N Corsair uploaded with rockets on 2 November 1950 at Wonson. "The Squadron operated from a captured North Korean airfield in support of the 1st Marines advance towards the Yalu River. The VMF(N)-513 and VMF(N)-542 provided air cover for the Marines' breakout from the Chosin Reservoir one month later."

The official K-designator for Wonsan is "K-25". However, it appears that numbers were arbitrarily assigned as a means for Joint Operations Center (JOC) to direct aircraft back to its base. Wonsan has been heard to be called "K-45" and "K-75". There were four K-bases in the area: K-25 Wonsan Air Base; K-26 Sondok Airdrome; K-27 Yonpo Airdrome; K-28 Hamhung West Airdrome.(Go to Airfield Location and Designator Map.)

Ron Stout states, "The "K-45" I made reference to at Wonsan was a temporary base built by Marine engineers and from what I knew then was just some PSP with revetments of sandbags. At times I've also heard it referred to as K-75 but those designators were kind of hastily made up and loosely applied. Their main purpose was to facilitate the JOC air controllers in figuring out where you were coming from and where they should vector you back to when you were hauling ass home low on fuel."

The 71 Navy transports packed with the 28,000 Marines, waited for a week off Wonsan while Navy frogmen of the underwater demolition teams and mine sweepers cleared the landing area. The Marines came ashore standing up, an administrative landing. The North Koreans were gone, the city had fallen to Allied ground forces, and Bob Hope had already put on a USO show. On the 18 October, the Marines were greeted by jeering placards of welcome from the First Marine Air Wing after their a uneventful non-assault landing.

Between November 10 - 26, 1950, X Corps advanced toward the Yalu in the east and the Eighth Army in the west. MacArthur's planners had called for United Nations forces to push forward to the Manchurian border, securing North Korea in a three-pronged drive to the Yalu River. MacArthur confidently boasted that the troops would be home by Christmas. Units of the 1st Marine Division were ordered forward to occupy the Chosin and Fusen Reservoirs. Other elements of the division were dispersed over 300 miles to link with Allied units. The division was north of Yudam-ni at the far north end of the Choshin Reservoir when Chinese Communist Forces attacked in November 1950, blocking the road to safety. What followed was days of hell as the division fought its way out the trap in sub-zero temperatures and down the narrow road to Hungnam. This battle is a classic in the proud history of the United States Marine Corps.

MacArthur's "Final Offensive": On November 24, 1950 MacArthur's "final offensive" kicked off, but he was unaware that the Communist Chinese Forces (CCF) had entered Korea under darkness and were laying in wait. Unseen, there were eight Chinese divisions hidden within striking range of the Marines. On November 3, the division's 7th Marine Regiment, largely comprised of recalled reservists, was the first American unit to go head-to-head with the Chinese in a frontal attack near Sudong. Over the course of the four-day battle the Leathernecks gained less than a mile, as Marine air and artillery pounded in advance of the 7th Regiment. Chinese casualties were estimated at almost 9,000. There were 300 wounded and dead Marines. Intelligence remained faulty about the Chinese strength.

MacArthur ordered the advance to the Yalu for November 24, and units of the 1st Division moved north on the west side of the Chosin Reservoir through fields of snow. The 1st Marine Division and other United Nations forces were ordered forward to the vicinity of the North Korean and Manchurian borders bounded by the Yalu River. The forward Marine elements at the Chosin Reservoir were 125 miles south of the border but needed critical supplies.

On November 25, 1950 the CCF sprang the trap and struck the Eighth Army along Ch'ongch'on River in the west. On the 25th, Chinese forces had thrown massed assaults against the U.S. Eighth Army and the X Corps, and II Republic of Korean Corps who were also advancing on the Yalu.

The 1st Marine Division units had been largely consolidated and were repositioned north, northwest of Wonsan from the town of Hamhung to forward positions at the Chosin and Fusen Reservoirs. The Marines' main supply route from their rear support base at Hamhung to the Chosin was 56 miles. A bitter, sub-freezing winter had set in. Engineers improved the road, installed culverts and plans were made for a 5,000-foot airstrip at Hagaru-ri. Air dropped supplies could satisfy some, but not all of the needs.

Chinese Enter the Conflict: On November 27, 1950 the CCF struck the 1st Marine and 7th Division in Changjin Reservoir in the east. First contact was between elements of the 5th Marines and Chinese forces. Between November 26 - December 1, 1950 the U.S. 2nd and 25th divisions were defeated along the Ch'ongch'on in the west and were in full retreat. Massed Chinese assaults cut the Marines' main supply route separating the 5th and 7th Regiments from the rest of the division. The Eighth Army was by now in retreat also, and the two isolated regiments were threatened with being overrun. The Chinese commanders elected to throw the weight of their attack not against the fragmented United Nations units, but against the 1st Marine Division, the only strong concentration of forces.

The Division concentrated their firepower in four defensive perimeters: Yudam-ni, Hagaru-ri, Koto-ri and Chinhung-ni. By dawn of November 28, faced with the grim reality of a determined enemy, and 20 degree below zero temperatures, every man went online with a weapon. Fighting at the defensive perimeter was initiated at Yudam-ni, masses of Chinese against companies and platoons of Marines. Marines were forced off fighting positions, but would then counterattack. Headquarters and service support personnel, cooks, clerks, truck drivers, and a host of other non-infantry disciplines, were engaged in close quarters fighting.

Marine Corps close air support Corsairs blasted the Chinese at the next dawn, and then shifted to the Koto-ri area 25 miles south where enemy troop concentrations were massing. In The Sea War in Korea (p169) it states, "Courageous and tough fighting men that they are, itis certain that the First Marine Division could not have extricated itself as a unit from the clutches of six Chinese divisions without the close air support which ws to come from Navy and Marine pilots. Nor would the job have been as easy nor as many of the injured saved without the logistics and rescue support that was to come from the U.S. Air Force." In the Yudam-ni area Marine Skyraider and Corsair aircraft blanketed the area with rockets, bombs, and napalm. By the time the enemy jumped off at 1800, his estimated 2,000 strong had been slashed to an estimated five hundred.

In an article entitled "Anecdotes of the VMF(N)-513, The Flying Nightmares" by Joe Rychetnik in the Flight Journal (June 1998), there is a story of Ordnance Sergeant Rene Wattelet, now a retired corporate executive in Stonington, IL at Wonson during this time. "He had the hazardous duty of checking each returning nightfighter for dangling ordnance, a typical occurrence in Korea. This strip at Wonson was busy with night interdiction and day close air support missions. He would "eye ball" each fighter as it came in, giving the pilot a thumbs up, if he was clean. This night he was shocked to see two navigation lights from his ordie shack, instead of the starboard green light of a normal incoming plane. It meant that the Corsair was not on the normal level approach. He took a dive for the bomb shelter trench near the shack."

"He was not surprised to hear the plane land with some crunching sounds and the engine quit abruptly. The pilot had landed perpendicular to the runway and flipped over on his back. When asked how he happened to come in at 90 degrees to the runway, the pilot said, "I dunno. I guess I screwed up."

"Wattelet recalls Corsairs coming in with armed and dangling bombs that fell off on the first bounce of the landing -- in one case blowing the tail off the plane. Often, the bombs would drop onto the runway, bounce and then blow a crater in the surface, spraying rocks and fragments everywhere."



VMF-513 F4U-5Ns at Wonsan.
Top: Gil Garcia, a radar tech, is in the cockpit.
Bottom: Crashed aircraft.
(Click on photo to enlarge) (Courtesy Gil Garcia)

In two days the Marines had suffered the equivalent of a battalion in losses, 1,094 casualties -- 871 killed, wounded or missing, the remainder casualties mainly to searing frostbite. The eight Chinese divisions, two armies, at least 80,000 men, were massed along a 25-mile front against the 1st Marine Division.

Between November 27 - December 10, 1950 the X Corps fought back toward port of Hungnam in the east. The Marines retreated to Kot'o-ri. In Night Wings: USMC Night Fighters, 1942-1953 it relates the story of Capt Alfred F. Macabe of the VMO-6 and 1Lt Truman Clark of the VMF(N)-513 who flew TBM-3Es and 3Rs to evacuate the wounded out of Kotori. Because of the conditions, they used a Landing Signal Officer (LSO), Capt Malcolm Moncrief of the VMF(N)-312, as one would on a carrier landing. Clark commented on this daring rescue mission to get the wounded out, "We just did what any Marine would have done under the circumstances, that's the way it was."

The main supply route, broken and overrun at places, was critical for the Marines. The positions, like Koto-ri, had to be held and Colonel Lewis B. (Chesty) Puller led his Marines in holding the ground. Hagaru, the southern point of the Chosin Reservoir, was the thinly held defensive point for the resupply airstrip. Lt Col Thomas L. Ridges, 3rd Battalion, 1st Marine Regiment, fought from the hilltops, counterattacking and driving off the Chinese when their positions were overrun.

On November 29, 1950, emergency conditions existed on the front lines. This was created by the deep penetration of a Communist offensive. It required a shift of emphasis in fast carrier operations from bridge strikes to close air support. On November 29, the forward elements of Marines, Royal Marine Commandos and U.S. Army troops who fought their way through from Koto-ri, arrived with supplies. A rear element of the initial column had been turned back under fire. However, the bulk of the convoy had been overrun by the Chinese--130 Marines, soldiers and Royal Marines captured.

As the situation worsened, support operations of carrier forces were intensified through December to cover the withdrawal of troops toward east coast ports and their evacuation by ships, and continued into January as the Communist advance rolled past the 38th parallel and was slowly brought to a halt. With the Chinese attacks repulsed, General Smith's Marines now repaired the airstrip at Hagaru and awaited the December 1 arrival of C-47s which would bring in supplies and evacuate the wounded. As supplies flowed into Hagaru, decimated Army units began to straggle into the Reservoir perimeter, and were placed under General Smith's operational control. About 450 soldiers were issued Marine equipment and formed into a provisional battalion.

After four days on the defensive, the 5th and 7th Regiments took the initiative to break out from the vicinity of Yudam-ni and redeploy to Hagaru . The 1st Battalion of the 7th Regiment set out at night on December 1 and the remainder of the two regiments moved out shortly after daylight on December 2.

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• Marine Squadron VMF(N)-513 (1952-1953): "The Flying Nightmares"
  • Flying Nightmares:
  • On the Move: From WWII to Arrival in Japan to Itami to Wonsan, North Korea
  • On the Move: To Yonpo, North Korea to Itami to Kangnung to Kunsan to Pyongtaek
  • Arrival at Kunsan:
  • The Way We Did Business:
    • Close Air Support:
    • Flare-drop Mission:
    • Ground-level Friction between the Services:
  • F4U-5NL Corsair:
  • F7F-3N Tigercat:
  • F3D-2 Skyknight:
  • Squadron "kills":
  • Air-to-Ground Results:- A review of the "Final Air-to-Ground Results: Aug 1950 - May 1953"
  • Germ Warfare: -- The VMF(N)-513 is accused of using germ warfare from Kunsan
  • Departed Kunsan for K-6:
  • After Korea:
  • Footnotes:
  • 319th Fighter Interceptor Squadron: -- F-94 Squadron from Suwon providing B-29 air cover with VMF(N)-513 and Specifications of the Lockheed F-94 Starfire
  • B-29 Superfortress:-- Night bombing strikes on the North Korea (June 1952 - July 1953)

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19 June 2001

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