This page is graphically intense with long load times due to photos. However, the photos and narratives by the men who served at Osan Air Base makes the wait well worthwhile. The opinions expressed are those of the author and in no way represents any official statement of Osan AB or the USAF. If you wish to listen to some golden oldies from 1940s-1990s, click on the selection on the list below. There are about 80 full-length songs to choose from. (NOTE: Song audio degraded due to space limitations, but adequate for computer listening.) Click For Music 1940s: Billie Holiday_As Time Goes By 1940s: Kate Smith_God Bless America 1940s: Mills Brothers_Glow Worm 1950s: Big Bopper_Chantilly Lace 1950s: Bill Haley Comets_Youre Never Too Old To Rock 1950s: Coasters_Yakety Yak 1950s: Danny And TheJuniors_At The Hop 1950s: Del Shannon_Handyman 1950s: Doris Day_By The Light Of The Silvery Moon 1950s: Fats Domino_I Hear You Knockin 1950s: Freddie Canon_Palisades Park 1950s: Nat King Cole_Ramblin Rose 1950s: Pat Boone_Love Letters In The Sand 1950s: Red Skelton_Pledge Of Allegiance 1950s: Ricky Nelson_Listen To The Rhythm Of The Falling Rain 1950s: Ritchie Valens_Boney Maronie 1950s: Ritchie Valens_Donna 1950s: Ritchie Valens_LaBamba 1960s: Beach Boys_Surfin USA 1960s: Beach Boys_Barbara Ann 1960s: Beatles_Strawberry Fields Forever 1960s: Bobby Vee_Go Away Little Girl 1960s: Chubby Checker_The Twist 1960s: Chuck Berry_Johnny Be Good 1960s: Crosby Stills Nash_Teach Your Children 1960s: Dean Martin_Make The World Go Away 1960s: Elvis Presley_Blue Suede Shoes 1960s: Elvis Presley_Love Me Tender 1960s: Harry Belafonte_Day O 1960s: James Darren_Goodbye Cruel World 1960s: Johnny Mathis_Chances Are 1960s: Kingsman_Louie Louie 1960s: Marcels_Blue Moon 1960s: Marvin Gaye_Lets Get It On 1960s: Paul Anka_Put Your Head On My Shoulder 1960s: Harry Belafonte_Day O 1960s: Righteous Brothers_Youve Lost That Loving Feeling 1960s: Johnny Mathis_Chances Are 1960s: Peter Paul Mary_The Marvelous Toy 1960s: Roy Orbison_Only The Lonely 1960s: Roy Orbison_Pretty Woman 1960s: Sam The Sham_Wooly Bully 1960s: Shirelles_Soldier Boy 1960s: Silhouettes_Get AJ ob 1960s: Simon And Garfunkel_Bridge Over Troubled Waters 1960s: Thunderbirds_Hippy Hippy Shake 1960s: Tony Bennett_San Francisco 1960s: Ventures_Apache 1970s: Bette Midler_The Rose 1970s: Cher_If I Could Turn Back Time 1970s: Commodores_Three Times A Lady 1970s: Crystal Gayle_Ill Do It All Over Again 1970s: Dione Warwick_Ill Never Love This Way Again 1970s: Engelbert Humperdink_Release Me 1950s: Fleetwoods_Mr Blue 1970s: Lovin Spoonful_Rain On The Roof 1970s: Mamas And Papas_Age Of Aquarius 1970s: Mamas And Papas_California Dreaming 1970s: Mamas And Papas_Monday Monday 1970s: Tina Turner_Whats Love Got To Do With It 1970s: Tony Orlando And Dawn_Tie A Yellow Ribbon 1970s: Troggs_Wild Thing 1980s: Aaron Neville Linda Ronstadt_All My Life 1980s: Bruce Springsteen_Born In The USA 1980s: Kenny Loggins_Footloose 1980s: Kim Carnes_Betty Davis Eyes 1980s: Kris Kristofferson_Loving Her Was Easier 1980s: Lee Greenwood_God Bless The USA 1980s: LindaRonstadt_Desperado 1980s: Linda Ronstadt_Thatll Be The Day 1980s: Marie Osmond Dan Seals_Meet Me In Montana 1980s: Michael Jackson_Billie Jean 1980s: Michael Jackson_You Are Not Alone 1980s: Michael Jackson And Friends_We Are The World 1980s: Michael Jackson_Ill Be There 1980s: Phil Collins_In The Air Tonight 1980s: Ricky Nelson_Garden Party 1980s: Ronnie Milsap_Lost In The 50s Tonight 1990s: Kenny G_Auld Lang Syne 1990s: Luther Vandross_Id Rather 1990s: Ricky Martin_Livin La Vida Loca Free JavaScripts provided by The JavaScript Source OSAN AIR BASE AND THE SONGTAN AREA 1952 RETURN TO MAIN TABLE OF CONTENTS Acknowledgement: Jack Terwiel , Capt, USAF (Ret) of the Osan Retired Activities Office for: photos and narrative of Ron Freedman (1953); photos of Robert Furrer; photos of Dan Klopten (1954-1955), photos of Ed Stirling (1959-1960); Jim Denham (1961); Mike Dunnagan (1984); Curly Knepp (2001). Thanks to Bob Spiwak for photos from the USAFSS 136th CSS COMSEC Website. Special thanks to Jackie Turner, 7th AF Historian, and John Okonski, 51st FW Historian, for their assistance with photos and guidance on the history of Osan AB. Thanks to Bob West of the Korean War site for the use of the photos of Robert Evilsizor, 839th EAB (1952) and Curly Knepp of Osan. Special thanks to Bill Gray at Bob Ford Memorial for photos and narrative of life with 311th FBS (1956-1957). Thanks to Robert Spiwak for his photos and narratives of life on Hill 170 with Det 6, 136th Communication Security Squadron, USAFSS. Thanks to Kiyo Noriye, SMSgt USAF (ret), for his narratives and photos of the 8th TFW nuclear alerts (1958-1960). Richard (Dick) Seely at USAF Memories for photos and narratives of nuclear alert from Itazuke. Special thanks to Ms. Jin Dal-lae of the Jisan-dong Ward Office for taking the time to research and provide historical materials on Songtan and Pyongtaek. Korean historical material of the Pyeongtaek area drawn from Pyeongtaek City History (CD), Pyeongtaek Si Sa. Thanks to Don Tomajan for his comments on K-55. SCARWAF involvement at K-55 drawn from AF Civil Engineer, Aviation Engineer Contributions to Air War in Korea, Vol 9, No. 4, Winter 2001-2002, pp13-21, Don K. Tomajan. View of Osan AB (USAF Photo) THIS IS A WORK IN-PROGRESS AND FACTS ARE BEING ADDED/DELETED DURING THIS PROCESS. THIS IS NOT A COMPLETED HISTORY. Mid-1951 - 1952: MacArthur Replaced In April 1951, the friction between General MacArthur and President Truman reached a head and he was "fired" (relieved of duty) -- without being given the opportunity to resign. President Truman discharged General MacArthur over the issue military reunification of Korea and the use of nuclear weapons to achieve this goal. In doing so, he redefined American policy by abandoning his objective of military reunification of Korea. His aim was now a return to the status quo, even as the Chinese and North Koreans were advancing southward. Truman was unwilling to engage in an all-out war which could have led to a world war involving the Soviet Union. (Source: Asia Times, The Korean peninsula's imperfect past, Mark B M Suh.) He was replaced by Lt. General Matt Ridgeway. At this time, the U.S. policy was that if the U.S. forces were forced to fall back to Taejon again, they would be evacuated to Japan. In other words, the official U.S. policy was to hold Korea, but NOT at all costs. In May 1951, the Chinese launched the Fifth Chinese Campaign in which the Chinese suffered a major defeat with 17,000 dead and 10,000 captured. With the Chinese no longer capable of mounting another major offensive, Mao ordered his troops to turn the war into one of sheer endurance. The Chinese were used to guerrilla warfare and were not used to tunnels and trench warfare. In addition, the Chinese could only afford to pay for 10 percent of the costs, with the remaining 90 percent being provided by the Soviets. However, what worried Mao was that Stalin would not specify "how much" was owed. On May 31, 1951, the negotiations began -- shakily at first because of the insistence on it being held at Kaesong in North Korean territory. General Ridgeway told the JCS he would refuse to attend at Kaesong -- even if directed. However, finally it was agreed to hold it at Panmunjon. The truce talks began on July 10, 1951...and the war dragged on...and on...and on. Peace Negotiations Drag onAfter this point, the Korean War became one of trench warfare in trying to gain little pieces of worthless terrain in order to have leverage at the negotiating table. The negotiations was conducted in "fits and starts" with major lapses as each side accused the other of atrocities. The negotiations dragged on until Despite the fact that the armistice talks had resumed on 26 April 1953, accompanied by a major exchange of sick and wounded UN and enemy prisoners, flare-ups occurred again in late May and on 10 June, when three Chinese divisions attacked the ROK II Corps defending the UN forward position just south of Kumsong. By 18 June the terms of a final armistice agreement were almost settled, but when South Korean President Syngman Rhee unilaterally allowed some 27,000 North Korean prisoners who had expressed a desire to stay in the South to "escape," the final settlement was further delayed. The Chinese seized on this delay to begin a new offensive to try to improve their final front line. On 6 July they launched an attack on Pork Chop Hill, a 7th Division outpost, and on the 13th they again attacked the ROK II Corps south of Kumsong (as well as the right flank of the IX Corps), forcing the UN forces to withdraw about eight miles, to below the Kumsong River. By 20 July, however, the Eighth Army had retaken the high ground along the river, where it established a new defensive line. As the UN counterattack was ending, the P'anmunjom negotiators reached an overall agreement on 19 July. After settling remaining details, they signed the armistice agreement at 10 o'clock on the morning of 27 July. All fighting stopped twelve hours later. The cease-fire demarcation line approximated the final front. It ranged from forty miles above the 38th Parallel on the east coast to twenty miles below the parallel on the west coast. It was slightly more favorable to North Korea than the tentative armistice line of November 1951, but compared to the prewar boundary, it amounted to a North Korean net loss of some 1,500 square miles. Within three days of signing both sides were required to withdraw two kilometers from the cease-fire line. The resulting demilitarized zone has been an uneasy reality in international relations ever since. The bloody battles fought along the DMZ lasted until the Armistice Agreement in July 1953. (Source: Center of Militry History: Korean War) Building of Osan AB (K-55) The American move to build a base in 1951 still raises the hackles of anti-American groups. "On July 9, 1951, the 417th Squadron came to Songt'an with bulldozers to construct an airfield, causing 1,000 families, or 5,000 people, to lose their homes and land." (Source: Yangk'i ko hom, (Yankee Go Home), p. 72.) (NOTE: The unit was actually the Army 417th Engineering Aviation Brigade (SCARWAF).) According to GlobalSecurity.org: Osan AB: "Prior to its use as an air base, Osan's site housed an army regiment. In addition, Osan Air Base is the only American base in Korea built completely "from scratch" since there had never been a Japanese, Korean or American air strip on the location. The site was chosen as the locale for a two-wing base and 5th Air Force Advanced headquarters. Fifth Air Force at that time was headquartered in its forward location Seoul and its rear location at Taegu. In November 1951, work began on building two roads, one for hauling bombs and the other to service the administrative area. (SITE NOTE: This has created some confusion as to the number of roads initially cut to the base. Some SCARWAF personnel state that there was only the one road (Shinjang Mall Road) and the rail spur. There is photographic evidence that there was a road initially cut to the back gate side when the 839th initially set up (1952) and used while the road was being cut over Hill 180 for the Main Gate.) The 417th Engineering Battalion began runway construction July 9, 1951. (SITE NOTE: The 417th EAB was a Brigade of which the 839th, 840th and 841st Engineering Aviation Battalions were a part. Due to flooding conditions, the actual work did not start until June 1952.) The rolling hills were transformed into a base of operation and the runway was completed in less than six months. The runway opened in December 1952, with the advance elements of the 18th Fighter Bomber Wing arriving for duty late in the month. The 18th Fighter Bomber Wing provided air operations in support of United Nations ground forces during the conflict. After the conflict, the unit was transferred back to Kadena Air Base, Japan, and was replaced by the 58th Fighter Bomber Wing. Fifth Air Force advanced headquarters moved to Osan in February 1954 and remained until the following September. During 1954 and 1955, the 58th Fighter Bomber Wing moved to Osan from Taegu. The 58th Air Base Group became independent of the wing in March 1957 and assumed host unit responsibilities." SCARWAF Starts ConstructionThe SCARWAF Engineering Aviation units arrived in Korea in 1950, but there were severe problems dealing with equipment and materials. In Air Power, The Decisive Force in Korea (p229) it states, "Installations and Engineer Aviation units had very little equipment on hand at the outbreak of hostilities. This was particularly true of engineer heavy equipment. Bulldozers, cranes, shovels, motorized graders, and scrapers were not obtainable for several months. Most of the existing equipment had been in constant use for several years and required constant maintenance and replacement of parts to be kept operational. No equipment was available at the outset to fill shortages of organized units nor to equip organizations formed after hostilities began. Parts supply was a critical problem. In many cases it was necessary to cannibalize dead-lined equipment to keep other equipment operational. To make matters worse, much engineer heavy equipment was lost during United Nations withdrawals." "Many units were short equipment kits and sets that were vital to proper operations. When these items eventually began to arrive, it was found that essential parts were missing. In most cases these kits had been packed for use during the Second World War and were not inspected prior to shipment to the theater of operations. At the beginning of the Korean campaign, construction and repair materials were in low priority for procurement and transportation in comparison with the relatively high priority given other war materials. Consequently units were forced to resort almost entirely to purchase of most items of construction supplies and materials on the Korean market. As the supply channels broadened, many articles gradually became available in limited quantities. But when units moved from one location to another, equipment had to be transported primarily by the wierd Korean rail system. Without guards for each piece of equipment, thieves would remove every part they possibly could before it arrived at its destination. At times equipment was in such condition upon arrival at its destination that it had to be salvaged." (Source: Air Power, The Decisive Force in Korea (p229)) A bulldozer operator of the 1903d Engineering Aviation Battalion, a SCARWAF unit, helps prepare a new landing strip. The Korean soil was very hard when this picture was taken on January 19, 1953. (Click on photo to enlarge) "The shortage of trained engineering personnel was equally acute. Since none of the other United Nations participants was able to furnish its own airfield construction units, the Engineer Aviation and Installation units had to construct airfields for all the United Nations air forces in Korea. Enough Engineer Aviation units to cope with the workload was not available. Working on a twenty-four hour per day schedule, the few units in Korea concentrated their early efforts primarily on airfield traffic surfaces. Through their untiring effort and ingenuity, many new, converted, or rehabilitated Japanese airstrips were added to the list of cargo and tactical fields." (Source: Air Power, The Decisive Force in Korea (p229)) "The shortage of Engineer Aviation units shifted responsibilities for construction of major airbase facilities and in some cases for airfield traffic surfaces on wing installation squadrons. But their mission was to repair and maintain buildings and grounds, to operate and maintain base utilities, to provide structueral and crash fire protection, to train auxiliary fire fighters, and to provide organizational maintenance on assigned power equipment. Their equipment and personnel authorizations were based on the normal requirements at prepared operating bases. Thus the construction responsibilities assumed by the installation squadron constituted an almost impossible work load." (Source: Air Power, The Decisive Force in Korea (p229)) "The problem was partially overcome by both engineer units and installations squadrons through the use of locally hired labor and native contractors. The construction capability of Korean personnel generally was good when they could be given proper supervision. But because of their lack of knowledge of American construction methods and standards, the uses to which they could be put were limited. Highly skilled Korean labor was scarce -- only a few trained equipment operators, draftsmen, and engineers were available. Carpenters, electricians, plumbers, mechanics, painters, typists and others were available in various stages of skill, but the majority of the labor supply was in the "pick and shovel" class. Interpreters, of course were essential and proved invaluable. Labor battalions were organized and performed well in such jobs as ditching, filling, earthwork, and filling bomb craters. This help was of great importance on some jobs because of equipment shortages or inaccessibility of the site to heavy equipment. At one installation, the placing of a concrete runway fill was accomplished entirely by local contractors using native hand labor. Continuing experience in Korea led to better and more effective use of indigenous labor. But we were slow to realize the effectiveness of methods that appeared crude, slow and wasteful of manpower when compared to those employing modern construction equipment." (Source: Air Power, The Decisive Force in Korea (p229)) Later it said (p235), "...it required about four and one-half battalion months to construct a 9000-foot runway for modern jet fighters, as against the World War II average of one and one-half months to construct a 4000-foot fighter runway. To build a complete airfield required about two and one-half times the construction effort expended for the runway alone. This factor remained constant for both World War II and Korea. Under the best conditions, eight to ten battalion months were required for the construction of a runway, taxiway, and parking aprons for a jet-fighter group." (Source: Air Power, The Decisive Force in Korea (p235)) "Modern runways for fighter aircraft approximately doubled in length over World War II models, yet the time for construction tripled. What accounted for this extra one-third time factor? As previously discussed, several contributing factors were predominant: jet-blast erosion preventatives; procurement and previous preparation of a material for the upper base courses that had the natural strength to resist the shears imposed by small wheels with high tire pressures; and the additional time necessary to compact this material to high density required. Then too, sites readily adaptable to 4,000-to-6000-foot strips necessitated greatly increased earth work, drainage, and preparation for extension to 9000 feet. If the runway was to be used jointly by fighter, bomber and cargo aircraft, construction time was considerably increased over the four and one-half battalion months required for the fighter runway alone. With the type construction needed in Korea, at least one engineer aviation battalion per operational group was required to achieve maximum combat effectiveness and efficiency." (Source: Air Power, The Decisive Force in Korea (p235)) 1952: Shin Hung Presbyterian Church (1952) In the beginning, a few people met at various houses to hold prayer meetings. When the base opened, more people came into the area and joined these informal worship groups. No name was ever given to these groups. The Rev. Choi Hak-seong led the meetings. According to Songtan Shin Hung Kyohwi 40th Anniversary Edition (1952-1992), Rev. Choi Hak-seong met with Chaplain Feine from K-55 to discuss starting a Methodist church in 1952. (NOTE: In the 18th FBW History Jul-Dec 1952, there is no mention of a "Feine" as a base chaplain. Wing Chaplin (Capt) John J. Scahill (1952-1953) was replaced by Wing Chaplin (Major) George M. Rinkowski (Jan 1953-Apr 1954). The SAAF Chaplin was Chaplin C. Scott Shaw (1952-1953). (Source: History of 18th FBW (1 July 1952 - 31 December 1952).) However, at the same time, we know that the Methodist Board of Missions also was interested in starting churches in Korea and funneled funds through the base chaplains. Between Jan-Jun 1954, $600 was "contributed to the Methodist Board of Missions for work in Korea, and $420 to various other organizations in the interest of missions." (Source: History of the 18th Fighter Bomber Wing, 1 January 1954 to 30 June 1954.) We also know from the Shin Hung history that there were only two Methodist churches in Songtan at the time. This would be the Jwadong Methodist Church and the Shin Hung Church. Therefore, overseas funds would have been provided by the base chaplains to start and assist the Jwadong Methodist Church and Shin Hung Methodist Church before it switched to a Presbyterian church. As an added note, there seems to be a discrepancy in the shared historical start date of Jwadong Methodist Church. The Songtan Shin Hung Kyohwi 40th Anniversary Edition (1952-1992) stated that it started on 15 Mar 1952, while the Jwadong Methodist stated that their church started in 15 Oct 1953. This is only a minor point, but deals with the "bragging rights" of which is the oldest church in Songtan. At this time, Jwadong Methodist Church is viewed as the oldest church in Songtan because of Shin Hung's admission that it was an off-shoot of the church -- despite the conflicting dates.) On 15 Mar 1952, a meeting was held at the home of An Choon-ja that was attended by Choi Hak-seong and ten other members to discuss the formation of a church. On 17 Sep 1952, they formed the Jwadong Methodist Church (Jwadong Kamri Kyohwi) -- also called the Weslyan Church (Weslieum Kamuri Kyohwi). Kim Gi-hyuk became the elder. Choi Hak-seong attempted to build the Pyeongan Church at the four-way intersection where the church is now located in Bokchong-ri, near to the old Hill 180 gate of K-55. elder Kim Gap-jae, on the other hand, wanted to move the church closer to "downtown" where more buildings were located. The disagreement was not fierce. In the end, Choi Hak-seong prevailed and they bought the ground where the present Shin Hung Church resides. The first wood structure was built on 1 Jun 1952. An American bulldozer from K-55 leveled the ground for the church at the same time they were cutting the road up Milwal-dong and the dirt road to the Hill 180 Gate next to Makum-ni. The original church stood alone atop a hill with grass directly across a small depression from the Hill 180 gate. The first time the church framing was erected, they tried to construct a wall but the wind blew it down causing them to have to start over again. The congregation funds had only 80 hwan in it when they started the building. They built the frame, but they had no money to complete the structure so they borrowed money to put up the siding. First Church (1954) (Walter Faulkner) Fortunately at Osan Air Base (K-55), there was a big motorpool fire. Rev. Choi Hak-seong arranged to obtain the salvaged wood from the demolished building for use in completing the siding of the church in 1954. The building had a high pitched roof of 25 "ja" and the building floor area of 30 "ja." The church was approximately 20 feet wide by 40 feet long. The corrugated iron for the roofing most likely came from base materials as well as the Jamesway barracks (plywood with corrugated iron facing) and quonset huts were all constructed with this material. The roof of the church appeared to have reused corrugated iron on one end and new materials on the other end as seen by the discoloration. There were two doors on the front entrance and each side had four shuttered windows. The wooden church was finally completed "on the hill where there was a lot of grass" on 1 Jun 1952. When they finished construction of the main church, they built a smaller building to the rear. The church supposedly near a "four-way intersection." Rev Choi would serve at the new chuch until he departed on 1 Feb 1956 to study in America. After the church was completed a lot of people attended, especially North Korean refugees (Hyongbu). Though the congregation grew, the church remained poor. During the Korean War years, most of these refugees had no money so they built their houses adjacent to the church with mudwattle bricks or thin salvaged wood. The roofs of these houses were also made of thin wood or flattened ammo cans. The houses were so low that people had to stoop inside and during the summer, it was unbearably hot. These North Korean refugees were so poor that they ate the throwaway foods (slop) from base that was mixed together and water added. It was then boiled as food. The church at times was used for house these refugees. Congregation of Shin Hung Church with Pastor Choi Hak-seong (1954) (Songtan Shin Hung Kyohwi 40th Anniversary Edition (1952-1992)) Congregation of Shin Hung Presbyterian Church in Bokchong-ri with Church in background (1955) (Songtan Shin Hung Church 40th Anniversary Edition 1952-1992) Congregation of Shin Hung Presbyterian Church in Seomi-ri with Church in background (1955) (Songtan Shin Hung Church 40th Anniversary Edition 1952-1992) (NOTE: The windows are shuttered type as seen in 1954 photo, but will be changed to glass window frames later. The bell tower at the front entrance was added in 1955.) (SITE NOTE: Between Jan-Jun 1954, "Frequent contacts with the civilain clergy and Korean Citizens in charge of humanitarian and welfare projects have been maintained by both Protestant and Catholic Chaplains." "Beginning in April, regular worship services were conducted at K-55 for Indigenous Personnel by Kim Yung-Chul, Korean Minister. For the past month the same minister has been conducting a week-day Bible Class." (Source: History of the 18th Fighter Bomber Wing, 1 January 1954 to 30 June 1954)) In 1955, they added a steeple at the front of the church that blocked off the two doors at the front. On the side of the church, they later added a bell tower in 1955. The shuttered windows were replaced with glass windows in 1956. The church remained a Methodist Church, but membership dwindled after the war. (NOTE: In conversations with the present Pastor of Shin Hung Church, Ahn Jang-hyun, the date that the switch to a Presbyterian Church from Methodist is unknown. It is assumed that the changeover occurred after Rev Choi Hak-seong went to the US in 1956.) The reason was that there were only two Methodist churches in Korea -- and missionary funds to support the church dropped off. After Rev. Choi Hak-seong went to America to study, attendance dropped off significantly at the church. In Feb 1956, Bang Kwan-deok became an elder of the church. He would later took over as Pastor of the church where he would serve until June 1959. In 1956, the church would switch to a Presbyterian church, instead of Methodist church. (SITE NOTE: In Presbyterian churches, the office of bishop was abolished in the 16th-17th centuries, the heads of local congregations using the name minister. In this arrangement, the ministers' leadership is shared with presbyters (also called elders, usually elected by the local congregations), who help them shepherd the church while keeping their secular professions. In these traditions, the term presbyter is generally restricted to the Presbyterian churches, while other Reformed churches tend to use the term elder.) In Jun 1959, Rev Kim Man-keul took over the congregation. He would serve until Apr 1961. During his tenure, the Shin Hung Kindergarten was started and graduated three classes before it ceased its operations in 1963. In Jan 1962, Rev. Park Yeong-kyu became the senior Pastor. He would serve until Jan 1965. Shin Hung Church (1964) (Songtan Shin Hung Church 40th Anniversary Edition 1952-1992) In Jan 1965, Rev. Kim Chu-seon took over the reins of the church. He would remain the Pastor until 1 Jan 1976. On 1 Jan 1967, the church bought 324 pyeong of ground to expand its location. On 1 Nov 1967, the church was expanded into a 57 pyeong structure. Shin Hung Church (1973) (Songtan Shin Hung Church 40th Anniversary Edition 1952-1992) On 17 Feb 1976, Kim Myeong-ha became Pastor. He would remain the Pastor until Mar 1979. On 28 Aug 1977 the church celebrated its 25th anniversary. On 1 Oct 1977 Kim Jae-ok became the elder of the church and would remain so until 31 Dec 1979. In Mar 1979, No Sam-han became the Pastor. He would serve until Sep 1982. Kim Chal was appointed an Elder in 1979 and remained in the position until 15 Feb 1982. In Sep 1982, the present Pastor Ahn Jang-hyun took over the leadership of the church. A new church was built in 1983 and the first services were held in Feb 1984. The new church was officially dedicated on 12 April 1984. There are currently 1000 in the congregation, including children. Shin Hung Church (1984) (Songtan Shin Hung Church 40th Anniversary Edition 1952-1992) Services at Shin Hung Presbyterian Church in Bokchong-ri, Seojong-dong. (1992) (Songtan Shin Hung Kyohwi 40th Anniversary Edition (1952-1992)) Holding Services in Shin Hung Church with Rev. Ahn Jang-hyun delivering a sermon. (29 Nov 1987) (Songtan Shin Hung Kyohwi 40th Anniversary Edition (1952-1992)) Rev. Ahn Jang-hyun (Sep 2006) (Kalani O'Sullivan) Shin Hung Church (Sep 2006) (Kalani O'Sullivan) Korean War Events (1952) "Truces and POW exchanges played this most prominent role in the winding down of the stalemated war. Although their was still fighting, it had no effect on the final land holdings of either party." -- THE KOREA TIMELINE January 2 - The U.N. first proposes a POW exchange. January 3 - The proposal is immediately rejected by the Chinese and North Koreans. February 18 - POW riots begin in Koje-do Prison. March 13 - There is a second major clash at Koje-do Prison. April 28 - Communist negotiators reject a proposal for voluntary repatriation of the prisoners. May 12 to June 12 - General Colson is replaced by Brigadier General Haydon Boatner as Koje-do Camp Commandant, and he manages to quell the rebellions. General Mark Clark replaces General Ridgeway at FECOM. May 27 - South Korean President Syngman Rhee declares martial law in the Pusan area. June to October - The stalemate along the battlefront continues while truce talks are deadlocked over voluntary repartiation. Hill battles rage Baldy, Whitehorse, and elsewhere. June 23-24 - Combined elements of Air Force, Navy and Marine Corps virtually destroyed the electric power potential of North Korea with attacks on prime military targets which had been by-passed through almost 2 years of war. July 11-12 - Major coordinated air efforts of the war, Navy, Marine, Air Force, Australian, and British air elements launched a round-the-clock attack on the railroad yards and industrial facilities at Pyongyang. August 29 - War's largest air raid. FEAF and carrier aircraft bomb Pyongyang in a 1,403 sortie assault -- the largest single-day raid of the war. October 8 to November 18 - Truce talks stopped at Panmunjom, and General Clark authorizes Operation Showdown. November 2 - VMF(N)-513 Pilot Maj William Stratton and radar operator M/S Hans Hoagland shot down a North Korean Yak-15 Feather, the first jet-vs-jet night kill. December 3 - The U.N. passes the Indian Resolution concerning the repatriation of POW's. The resolution is rejected by China and North Korea. December 5 - 8 - President-elect Eisenhower comes to Korea to fulfill a campaign promise. Intensification of U.N. Psychological Warfare. (See Germ Warfare or Propaganda?) December 1952 to January 1953 - Deadlocked peace talks still endure while bloody hill battles are still continuing. The Area around what would become Osan-ni AB Osan-ni was considered the largest town in the local area. The next major village was Seojong-ni. The entire area was mostly rice fields. Between Osan and Seojong the Kyongbu-son Railroad and the road that would become MSR-1 (Main Supply Route-1). The villages between Osan-ni and Seojong-ni along the MSR-1 was Kaltong-ni, Habung-ni (Habuk), Ojwa (now gone in Deogok-dong), Chwa-dong (Jwa-dong) and Chijang-ni (Jijang-dong). A side road running west from Habung-ni (Habuk) connected Chinwi (Jinwi), Masan-ni (Masan), Sang-ni, and Sanha-ni. A side road running east connected to Cholmal, Anmal. Hoehwa-ri and Hwangguji-ri -- all north of the Chinwi-cheon (stream) and east of the Hwangguji-cheon (stream) in Seotan-myeon. Hoehwa-ri's road connected to Kuman-ni which led to the MSR-1. A bridge crossed the Chinwi-cheon (stream) to the west of where Osan AB would be built. It connected Hoehwa-ri to the north of the Chinwi-cheon to the village of Chokpong-ni to the south of the Chinwi. Osan-ni to Seojong-ni (1950) Chokpong-ni was at the base of what would become "Hill 180" to the north -- in the main base area. This Chokpong-ni (Jokpong-ni) remained within the boundaries of the base during its construction in 1952, and then relocated to the south of "Hill 180" when the 5th AF arrived in 1953. This road from Hoehwa-ri ran from Chokpong-ni on the west side of Hill 180 to the MSR-1. There were five roads from Chokpong-ni. (SITE NOTE: There is still a conflict whether or not Hill 180 was actually the site of the bloody battle that won Capt Millet the Medal of Honor. Capt Millet's notes indicate a Ginko tree on the hill and there was only one in the area according to local authorities on Hill 180. However, the US Army does not recognize it as the site of the battle.) (1) A road swung to the southwest to Kuong-ni, Nongso-ri to Hwangjogok. At Hwangjogok, it turned in two directions. (a) A road turned to the northwest through Kumgang-ni (Kumgak-ri). It continued on in a wide arc around the rice fields to Yari and crossed the Chinwi Stream (cheon) to Hoewari. (b) A road turned southeast to Turung-ni and on to Seojong-ni -- and reconnected to an offshoot west from Seojong near Kyeru-ri. This road the proceeded over the Chinwi River to Oyon-ni and Honsan-ni. This would later become Country Road 302 from Seojeong. (2) A road crossed the ricefields -- where the runway is now -- to Yari. (3) A road ran west through the area of what is now the Beta Gate to Sinjang-ni. Sinjang-ni is at what is now the end of the runway and near the Doolittle Gate. From Sinjang-ni the road led across the Chinwi Stream up to Taejong-ni and then to MSR-1. Also from Sinjang-ni a dirt road led up to the Kyongbu-son Railroad -- as shown on early 1951 photos of the area -- across the tracks to MSR-1. This is the basis of the road to the Doolittle Gate though it remained an undeveloped dirt road until the 1990s. (4) A road led over the hill through the valley between Hill 170 and Hill 180 -- the present Songtan Blvd -- to where the Main Gate is now. It continued straight ahead along the rice fields to the right to the railroad tracks and MSR-1 in the area of what is now Ichung-dong. At the same time there was a path from what is now the Main Gate to the Chwa-dong (Jwa-dong) area. Near this path a new road was built to the Main Gate from MSR-1 starting at the point near "Chwa-dong" on the map. This road was from MSR-1 through Chicol Village into the Main Gate. Area to become Osan-ni AB (1950) The area where Osan AB would be built was all rice fields in 1950. To the south of the Chinwi stream (cheon) was Yari and Sinya-ri (New Yari). These would be the first villages to be demolished when the airfield was constructed in 1952 and turned into sand pits. At the east end of what would become the east-west runway was Sinjang-ni. There were two hills -- the ammo storage area of the base and the hill where the Catholic church is located. The low area between these two hills was all rice fields. People lived on the slopes of what is now the Beta ammo storage area (unused) and in the Namsan-teo area below Hill 170. It is assumed that the farmers who were relocated from the Beta area formed what became known as Chicol-ni (Shinjang 1-dong) as the area where the road to the main gate was sparsely populated. To the south of Hill 180 was Makum-ni that is still located south of the Hill 180 Gate at the base of the slope. There was a footpath up what became Milwal-dong to Makum-ni (Hill 180 Gate area) and then over the hill down to Chokpong-ni. There appeared to be a reservoir between Makkum-ni and Kuong-ni in what became the base Golf course. Supposedly there was a village called "Enheng Jengui" after the Ginko tree planted in 1269 that is now on the Osan AB Golf Course. However, the 1950 map shows Kuong-ni approximately where "Enheng Jengui" was supposed to be located. A road from Chokpong-ni connected Kuong-ni to Nongso-ri and then Hwangjogok. To the west end of the base was a village of Changdung-ni where the base expanded to in the 1960s as an ammo storage area. A small road to the east of MSR-1 connected to Chisan-ni (Jisan-ni) and Udong-ni (now gone). The road proceeded down until Chijang-ni (Jijang-dong) and then onto Seojeong-ni. To the southwest of Chijang-ni (Jijang-dong) was Ich'ung-ni (Ichung-dong). A path was at the base of Burak mountain that went from Ichung-ni (Ichung-dong) past Chijang-ni (Jijang-dong) and Chwa-dong (Jwadong) to the Songbuk-dong area bypassing the swamp area in Chisan-ni (Jisan-dong). From Seojong-ni a road leading east connected to Kajae-ri (Kajae), Toil-li (Doil), Oegach'on-ni. To the north of Kajae-ri was Nae-ri which connected to Sanha-ni and on to Chinwi. To the south of Oegach'on-ni was Ch'irwon-ni; to the east was Chilgong-ni; and to the north was Chimun-ni, Sanjich'on and Songun-ni. Naming of Osan-ni AB As to the name selection of "Osan-ni Air Base", there appears to be no satisfactory answer from both long-time residents and other sources as to how the base got its name. Originally designated "Osan-ni Air Base" (K-55), the base was redesignated as "Osan Air Base" in September 1956. The name "Osan-ni AB" proved to be quite confusing to military personnel and by 1952, it had already slipped to oblivion amongst flying personnel with the base being referred to as "K-55" or "Osan AB." Interestingly, the specifications directive of the 934th Engineering Aviation Group for the construction of the runway in 1951 calls the project the "Osan Air Field runway" -- not "Osan-ni" -- throughout the document. It appears that the name Osan-ni started disappearing even before the runway was completed. Actually, the name "Osan-ni Air Base" was so confusing by 1952, military personnel were already referring to the base as "Osan Air Base." It took until 1956 to change all the paperwork. However, even till today, many Americans are confused by Osan City not being in close proximity to the base -- and many mistakenly follow the road maps to Osan City before realizing that Osan AB is NOT in that area. (NOTE: Koreans in the Songtan area do NOT use "Osan" to refer to the base as a matter of pride as "Osan" refers to the next city down the road. Instead the air base (piyanggi) is referred to "K-55" from the "K" base designator system used in the Korean War. Even the bus from Pyeongtaek to Songtan that follows the old MSR-1 route (Main Supply Route 1) paralleling the Kyongbu railroad. It continues to use the designation of "K-55" for the Osan AB area. Even today if you go to the Shinjang-1 dong House Office, the area map on the wall shows "K-55" -- NOT "Osan AB." Most traffic signs refer to "AFOC" (Air Force Operations Command" (AFOC Gate), "K-55" or "Piyangi" (Air Base in Hangul (Korean). There is only one sign we have seen on Route 1 at the Doolittle Gate (Back Gate) intersection that says "Osan Air Base" and only one sign on Shinjang Road that says "Main Gate.") The term "Osan Air Base" was not only confusing to Americans, it was also confusing to Koreans as well. A story related by Mr. Chong Kyu-sok told of how as a ROKAF airman he was ordered to Osan AB in 1958. He boarded a train and got off at Osan-ni. Arriving late at night, he asked where the base was. They pointed to the bright lights in the distance where search lights were lighting the sky. Not realizing the distance, he started walking and soon realized that it was not as near as the lights seemed to indicate. This experience was not only himself, but with most ROKAF personnel ordered to report to Osan-ni Air Base. Instead of getting off the train at the nearby Seojong-ni Train Station (1km down the road), most got off the train at the Osan-ni Train Station (8km away). (Source: Verbal conversation Kalani O'Sullivan and Mr. Chong Kyu-sok, 21 July 2005.) According to the Osan Air Base Historical Office, April 1999, "The base was not named for any of the villages on the site. The first base commander named the base Osan, as it was the only village shown in this region on military maps and because it was easy to pronounce. The word "Osan" means Crow Hill. The four villages that were moved to make room for the base were Jeuk-Bong-Ri, Chang-Deung-ri, Shin-Ya-Ri and Ya-Ri. A large ginkgo tree that was in the Village Square of one of these villages still stands on a hill in the present golf course site." (Source: Brief History of Osan AB. This version is parroted in many histories of Osan AB. The village with the Ginko tree was Eunheng Jengui -- and NOT one of the four villages cited in the Air Force histories. It is on the present golf course. The tree is near the reservoir that existed in 1950 near Makkum-ni. It is not reflected as a village -- though there may have been houses there --on the 1950 map of the area.) Unfortunately, the claim that Osan-ni was the "only village shown in this region on military maps" cannot be substantiated as the December 1948 Pilotage Charts (used at the start of the Korean War) has BOTH Osan-ni and Seojong-ni (Sojang-ni) shown on the maps. (Source: World Pilotage Charts provided by Hans Peterman. December 1948 USAF Pilotage Chart for Kyongsong (380C), scale 1:500,000 with air info current Jan 1951.) On the map, the name of Seojong-ni was "Sojang-ni" which was the Japanese name for the town. As Seojong-ni village was only about two miles from where K-55 was sited, it should have been the logical choice for the name. But somehow the name "Osan-ni AB" was selected and that was that. Another alleged reason was that "Osan" was easy to pronounce. The word "Osan" means Crow Hill. (Source: Retiree Activities Office (Osan AB).) We find this reason hard to justify as "Seojong" is two syllables long as well. Thus this is not a good reason for why "Osan-ni AB" was chosen. "Though the decision to construct Osan AB was made in 1951, actual construction did not start until 1952. The ROK government allowed the U.S. Air Force to purchase 1,250 acres in 1952 to expand the base. A fifth Korean village (unnamed) was relocated in 1953 to enlarge the compound area for the location of Headquarters, 5th Air Force, which maintained an advanced headquarters until the arrival of the 314th Air Division in 1954. Elements of the 839th, 841st, and 417th Engineering Battalions took part in constructing the base. The rolling hills were transformed into a base of operation and the runway was completed in less than six months. The runway opened in December 1952, with the advance elements of the 18th Fighter-Bomber Wing arriving for duty late in the month. The 18th FBW provided air operations in support of UN ground forces during the Korean conflict." (SOURCE: VFW Post 10216: Osan AB) (SITE NOTE: We take exception that the US did not "purchase" the land. The land was given to the US for its use in UN operations but even today all land use issues must be approved by the Ministry of Defense. As to the "unknown village", the Ginko Tree was in the center of Eunheng Jengui which is referenced on the marker of the tree on base. Some elements of the 5th AF (10th Liaison Squadron and 1st Radio Squadron) were billeted in this area, but we believe they mean where the 5th AF Headquarters was located. On the hillside in the area around the present Base Exchange and 7th Air Force Headquarters was the location of Chokpong-ni (Chokpong Village) which remained in place while the EAB built the runways. Korean farmers were allowed to retain their farms on base well into the early 1960s. Remember at that time there was no SOFA agreement until 1966 and the land use was controlled by the ROK.) According to GlobalSecurity.org: Osan AB, "Prior to its use as an air base, Osan's site housed an army regiment." (Source: Army presence reconfirmed in verbal conversation Kalani O'Sullivan and Mr. Chae Won-ho, 51st CES Real Property and 7th generation resident of Songtan, in July 2005) What these people fail to realize is that the Army unit was the 839th EAB which was SCARWAF -- Special Category Army with Air Force. They were NOT a separate Army regiment -- it was an Army BATTALION. Though there were some USAF personnel assigned (mostly in headquarters administrative functions), they were Army under the control of the USAF.) AIRFIELD LOCATION AND IDENTIFICATION CODES (Jack Barclay) This map and messages can be found at: The Korean War Project: K-Bases in Korea. The following was excerpted from the Korean War Project: 811th EAB. and tells the contributions of the 811th EAB at K-55 (Osan AB) Engineer Infomation Bulletin March 1953, Vol. 1 No.2 Headquarters Aviation Engineer Force, Wolters AFB Texas "When swift jet fighters or huge bombers take off into Korean skies, or when they land after a mission that makes headlines in the next days news, they do so on stout runways built by men who rarely achieve mention in the public prints. Yet those men and thier work are vitally necessary before the warbirds can ever take to the air. The story of thier achievements is also a tribute to sevice cooperation between the Army and the Airforce. These men are the Aviation Engineers....the men who build and maintain runways, taxiways, parking ramps, drainage systems, buildings, waterlines, roads, and fuel storage tanks that make an airfield a going concern. Most of them are engineers, but some are signal units. All are known as SCARWAF....SPECIAL CATEGORY ARMY with AIRFORCE. Their story actually begins in 1947 when the Department of the Airforce was established as a seperate entity under the National Security Act. The newly constituted Air Force had no engineering units; and the logical result was SCARWAF, Army personnel assigned for special work with the Air Force. Although this sizeable group of Army personnel performed essential work all over the globe, many newcomers in the service after 1947 apparently never realized this large group existed. Advancement of SCARWAF personnel was administered by the Air Force until July 1951 when promotional control was returned to the Army and the training program was expanded. Today Aviation Engineer units are organized, manned and given their initial training by the Army. They then go to the Air Force for specialized training, becoming part of the Aviation engineer Force. The Fifth Air Force's 417th Engineer Aviation Brigade is Headquarters for all Aviation Engineer activities in Korea. Ten Battalions and three Engineer Aviation Groups are serving there. The most outstanding and typical of these is the 811th Engineer Aviation Battalion, first elements of which landed at Inchon just nine days after the invasion of Sept. 15, 1950. Men of that Battalion pitched in immediately and have been hard at work building airstrips ever since. Their most recent job is considered a CONSTRUCTION MIRACLE of the Korean conflict....a 6,200-foot springboard to MIG Alley, wide enough for two Sabre jets to take off wing to wing, and completed in just twenty-five days!!!! Men of the Battalion claim the elapsed time would have been even less had it not been for the tail end of two typhoons that struck the area, pouring more than six inches of water onto the field. When it wasn't raining the workers sweltered in temperatures over 100 degrees F. mark. The runway is designed to last at least seven years without major repairs. When it is considered that jet fighters land with twice the impact as a four motored piston type transport, that is indeed a long life as runways go. When Aviation Engineers start a job, they usually spend twentyfour hours a day at it, working under floodlights at night, even foregoing trips to the Company kitchen or messhall. Trucks rush hot food to the men at work. Sometimes the paving moves ahead so rapidly that the Battalion must borrow extra trucks, and the mechanics must repair their equipment in odd moments snatched from their paving duties. Surveyors work until there is no more light. While completing onehalf a runway jets would take off on the other half, only a few yards from the staking or grading or running heavy equipment. When laying down new strips, the engineers concentrate on completing one half the width in order to make that portion available to the fighters and bombers. Sometimes as in the case of the huge 9,000 foot job, the strips are laid alongside smaller existing strips so that there is no interruption of air activities. Sometimes the engineers start from scratch to turn a Korean swamp or a jumble of rice paddies nto an airfield. At other locations, they rebuild former Korean fields into first class fghter-bomber bases. The work is never finished. Temporary installations must be replaced with permanent ones. Runways need patching. No sooner had the 811th finished thier record breaking runway job than they began work at two airfields on a 4,500 foot asphalt runway job for trasport planes, an 1,800 foot taxiway, a huge hanger, and four 3000 barrel fuel tanks and a few radar installations and parking area." Bert Miller on the Korean War Museum (21 Sep 2000) stated, "The 841st and 842nd Engineer Aviation Battalions (SCARWAF), arrived at Osan-Ni, Korea, in early June of 1952. Our mission was to build K-55 Air Base to handle the new jet engine fighters now in combat. I was with the 841st EAB Reserve Battalion based in Miami Florida. In April 1951 we were called to active duty and on June 2, 1951 sent to Ft. Huachuca Arizona for training. Next we went to Beale AFB, northern California in February before shipping out from San Francisco, May 16, 1952 on the General A. W. Brewster. We stopped in Yokohama Japan for a several hours and continued on to Pusan, Korea where we disembarked. From Pusan we headed north to Osan-Ni, about an hour south of Seoul." According to The U.S. Air Force in Korea (p499), "In May and June 1952, the 417th Engineer Aviation Brigade, the 934th Engineer Aviation Group, and the 366th, 840th, and 841st Engineer Aviation Battalions unloaded in Korea. From its command post at Taegu, the 417th Engineering Aviation Brigade filled a long-standing need for an agency which could supervise the construction of air facilities in the combat zone. The Fifth Air Force's director of installations now ordered construction and specified requirements; the 417th Brigade supervised the actual work and administered the aviation engineer troops." The 934th was tasked for construction of an entirely new jet fighter airfield on the flood plain of the Chinwi-chon River south of Suwon, at the village of Osan-ni." (NOTE: The 366th EAB built K-9; the 840th and 841st EABs assisted the 839th at K-55 and then in 1953, the 841st EAB went to Kunsan to complete the north-south runway. 839th EAB remained at Osan until 1955 when it was slated for deactivation.) The story of the construction at K-55 (Osan AB) was carried in an article about the contributions of the Special Category Army with Air Force (SCARWAF). These Engineering Aviation Battalions (EAB) were the backbone of the construction effort in Korea. (SOURCE: AF Civil Engineer, Aviation Engineer Contributions to Air War in Korea, Vol 9, No. 4, Winter 2001-2002, pp13-21. Written by Don K. Tomajan.) In mid-1951 Lt Col Robert Wood, 931st EAG, received a call from Fifth Air Force directing him to start site selection for a new air base for two jet fighter wings. The area he chose near the Osan-Suwon region was on the flood plain of the Chinwi-chon River, 8 miles south of Suwon and 38 miles south of Seoul. Occupying the site were four villages near the hillsides and a large number of rice paddies where the runway, taxiways and hardstands would be located. The villages of Jeuk-Bong-Ri, Chang- Deung-Ri, Shin-Ya-Ri and Ya-Ri were moved prior to starting construction. (SITE NOTE: Home movies of Robert Evilsizor in 1952 show Yari, Shin-yari (west of runway) and Chokbong-ri (Jeuk-Bong-Ri) (above Supply Warehouse Hill 180) still present while runway construction underway. Robert Spiwak's photo in 1953 shows Shinjang-ni near Doolittle Gate and Yari and Shin-yari in distance. Yari and Shin-yari disappeared in 1954 when perimeter road constructed. Chokbong-ri disappeared when Hill 180 construction started in late 1952. In Mar 2006, Alex J. Vallas wrote: "This is the first time I have looked up information on the 931st Aviation Engineering Group. Actually, I was surprised to find several articles. In yours, you state that the 931st was stationed in Taegu. That is not correct. (SITE NOTE: We are not certain of this remark the 934th EAG was at Taegu.) I reported to Lt. Col. Robert Wood and was the person who deciphered the orders transferring the 931st from Kadena AFB to Korea (signed by General McArthur). We landed in Inchon and went to Suwon where we set up headquarters in an old silk mill. I worked on the airstrips at Kimpo where I was later put on TDY with the 8th Air Force Headquarters. I also went on supply runs to Kwangju, Taegu and Pusan by air and train. I have only stayed in touch with two G.I's from that period - Jim Bianco of Binghamton, NY and Albert Allen of Alexandria, VA. It would be great to contact others. Alex J. Vallas") The village of Osan-ni remained near Route 1, also known as the main supply route, where the new base access road would be constructed. On September 11, 1951, Fifth Air Force directed the 931st EAG to start constructing access roads and an aviation engineer campsite and motor pools. In Novem- ber, the engineers began planning construction of a 9,000-foot concrete runway capable of handling jet fighters and modern transport aircraft. The paddy land had been drained and presented a dry surface. However, ground water was only 2-4 feet below the surface. The underlying soil to a depth of at least 15 feet was saturated clay and silt, which would not support construction equipment. At least one D-8 Caterpillar tractor from the 839th EAB was lost, actually sunk, during the early phase of construction. Overview Drawing Osan-ni AB: 931st Engineer Aviation Group (Aug 1951) (Courtesy 51st FW) Access Road Construction (Jan 1952) (Robert Evilsizor) (NOTE: Looking from MSR-1 side to the base in the distance. The rail spur was not constructed at this time.) Access Road Construction (Jan 1952) (Robert Evilsizor) (NOTE: Cutting the road to the Kyongbu Rail lines (tracks seen) and MSR-1 in the distance.) Access Road Construction (Jan 1952) (Robert Evilsizor) (NOTE: Looking towards base. Chicol-ni village to right. In distance where Main Gate will be situated.) Access Road Construction (Jan 1952) (Robert Evilsizor) (NOTE: Graders next to Chicol-ni Village and Main Gate area.) Initial Widening Access Road (Jan 1952) (Robert Evilsizor) (NOTE: Next to Kyongbu Railway (telephone poles). MSR-1 marked by second set of poles in rear.) Access Road Construction (Jan 1952) (Robert Evilsizor) (NOTE: Next to Kyongbu Railway (front telephone poles). MSR-1 marked by second set of poles in rear.) Sloping Hill Access Road (Mar 1952) (Robert Evilsizor) (NOTE: Hill near Kyongbu Railway where Hanil Church now located. Railway location marked by telephone poles. White line to right side is MSR-1 to Osan-ni.) Access Road (1952) (Robert Evilsizor) (NOTE: To the right the cut through the hill is where the Hanil Church is located today. Railway location marked by telephone poles in background. The faint white line at the base of the mountain is MSR-1. Village to right is the Songwang Village area where the Songwang Church (Onnori Church) is today.) Aerial View (1952) (51st FW Archives) Companies A, B and C of the 839th EAB arrived incrementally at K-55 between December 1951 and June 1952. The condition of the main supply route, which was gravel and dirt in most places and one lane or less wide in each direction, made it difficult to deliver heavy equip- ment. A single rail line west of the road was used to bring in oversize equipment. Bulldozers cut a road from the supply route through the hills in the area that would later include the Main Gate. The hills were cleared and flattened to construct the engineer campsites and motor pools. A secondary benefit was the tons of dirt made available for road construction and for fill in the paddy areas. According to the Korean War Educator, the following units were listed as at Suwon -- but not Osan AB. The confusion comes as there were elements of the 417th Engineer Aviation Brigade from Taegu and 919th Engineer Aviation Group at Osan (K-55) as well as a mix of Engineer Aviation Battalions that assisted the 839th EAB. 919th Avn Maint (less Det) – Suwon (Located near Hill 170) Det. #1 – Pusan 934th Avn. – Hq & Hq Co. – Suwon (934th Group HQ near Hill 170) 802nd Avn. – Suwon (Located at K-13 Suwon AB) 809th Avn (Less Co’s B & C) – kunsan Co’s B & C – P’yongtask (These units at K-6) *839th Avn – suwon (Primary builder of Osan AB (K-55) Co. C – Kimpo Air Base (Operated quarry at Suwon) 840th Avn – Suwon (Located Hill 180. Moved to Seoul after Hill 180 construction started.) 841st Avn – Shipment #4852 – A,B,C (Located Hill 170. After Runway completion moved to Kunsan in 1952) (Source: Korean War Educator) Pile Driving for Bridge (1952) (Robert Evilsizor) The Chinwi-chon River ran parallel, north of the new runway, which meant constructing a system of dikes and drainage canals. Finding suitable rock for concrete aggregate and dirt for fill was a continuous problem. Unfortunately, much of the rock in the hills around the base was decomposed granite, which crumbled and was unsuitable for concrete aggregate. Company B set up a new rock crusher in a stream- bed 11 miles north of Suwon and established its company living area there, affectionately referred to as .The Boondocks.. The 839th also set up and operated an asphalt plant brought from Okinawa. SITE NOTE: Don Tomajan wrote on 12 Aug 2005, "Just talked to Jerry Kraft a few minutes ago re. where the Company B, 839th rock crusher site was. He said go out the K-55 main gate, turn left, go almost to Suwon and turn right before you see the wall and the south gate structure, and go a few miles to the river/stream. He said that it seemed like the entire one-way trip was 10-12 miles. Entire company was resident there at the site. I have included a note from a friend (Dave Spiess) from H&S Co., who worked there as well. ... Road into K-55, Jerry said only one from Rte 1 that Ernie cut with Cat. Re. reference below to the D-9, pobably a D-8, do not think the D-9 was out yet, and if it was no way SCARWAF would getf front line eqp." Don added later, "One of our former 839th members said there was a cat house on the corner where you took the right turn to go to the river bed for gthe crusher site. Most likely long gone." Dave Spiess of H&S Co. wrote, "I doubt if this site was totally run by Company B. The site had some pretty big equipment assigned to it`s operation. One Manitowac sixty ton Crane on tracks with wrecker ball. There also was a D - 9 Cat for pushing gravel and a Large bucket loader on steel tracks for handling uncrushed material, that had to be lifted to the crusher jaws. It also was used to load trucks with crushed aggregate that went back to the base. All the machine operators were from HQ Company I remember one operator who on occasion hung out in our tent. His last name was Italiano. On occasion he would let me operate the big cat in the dry stream bed. Once he tried to teach me how to operate the crane, but that almost turned into a calamity. I was dropping the large wreaking ball on a hug boulder. After the wreaking ball hit the ground, I was slow in disengaging the clutch brake pedal. We ended up with about a hundred feet of cable on the ground. Getting back to the story all operators were in HQ Company. The line companies were laborers or truck drivers." Base Supply Building being assembled (1952) (Robert Evilsizor) Base Supply Concrete Pad (1952) (Robert Evilsizor) Red Cross Worker at Warehouse Pad (Mar 1952) (Robert Evilsizor) Base Supply Warehouse Pad (1952) (Robert Evilsizor) Bomb Storage area (1952) (Robert Evilsizor) BOQ Area (1952) (Robert Evilsizor) BOQ Bldg 1 (1952) (Robert Evilsizor) Btn HQ Slab (1952) (Robert Evilsizor) Unknown Building (1952) (Robert Evilsizor) Clearing Snow (1952) (Robert Evilsizor) Co A 839th EAB Orderly Room (1952) (Robert Evilsizor) Concrete Curing (1952) (Robert Evilsizor) Control Tower and Auxiliary Building (1952) (Robert Evilsizor) Culvert Preparation (1952) (Robert Evilsizor) Drainage Ditch Construction (1952) (Robert Evilsizor) Culvert Preparation (1952) (Robert Evilsizor) Battalion area (1952) (Robert Evilsizor) Heating Units to Accelerate Concrete Pour (Nov 1952) (Robert Evilsizor) H&S Area Orderly Room (1952) (Robert Evilsizor) Initial Layout Slab -- but too cold (Nov 1952) (Robert Evilsizor) Making Crushed Rock (Jan 1952) (Robert Evilsizor) Motor Pool Co A (Jan 1952) (Robert Evilsizor) Motor Pool Co A (1952) (Robert Evilsizor) Motor Pool Co A building area (1952) (Robert Evilsizor) Motor Pool Co A (1952) (Robert Evilsizor) Motor Pool Co A Maintenance Building (1952) (Robert Evilsizor) Motor Pool Co A Tournadozer (Jan 1952) (Robert Evilsizor) Officers Mess Boring Holes (1952) (Robert Evilsizor) Overloaded Crane (Jan 1952) (Robert Evilsizor) Prefab Storage Building (1952) (Robert Evilsizor) Rock Crusher (1952) (Robert Evilsizor) Rock Crusher Setup (1952) (Robert Evilsizor) Runway Placement with Smudge Pots (1952) (Robert Evilsizor) Service Club Floor (Jan 1952) (Robert Evilsizor) Sgt Clark in Mud (1952) (Robert Evilsizor) Spreading Fill (1952) (Robert Evilsizor) Supply Warehouse complete with Rail Spur (1952) (Robert Evilsizor) Supply warehouse Initial Stages (1952) (Robert Evilsizor) Valley below Co B Mess Hall (1952) (Robert Evilsizor) Warmth for Man and Machine (Jan 1952) (Robert Evilsizor) Widening Road to New Airstrip (Jan 1952) (Robert Evilsizor) Wood Culvert on Drainage Ditch (Jan 1952) (Robert Evilsizor) Night Runway Placement (1952) (Robert Evilsizor) Night Runway Placement (1952) (Robert Evilsizor) Soft Subgrade (1952) (Robert Evilsizor) Fuel Tank Farm construction (1952) (Robert Evilsizor) Fuel Tank on Hill and Protected Concrete (1952) (Robert Evilsizor) Making Forms for Concrete 30 inch Drainage Pipes while Temperature at 20 degree F (1952) (Robert Evilsizor) Concrete 30 inch Drainage Pipes while Temperature at 20 degree F (1952) (Robert Evilsizor) Twin 24 inch Drainage Culvert (1952) (Robert Evilsizor) Twin 24 inch Drainage Culvert (1952) (Robert Evilsizor) Local Families (Jan 1952) (Robert Evilsizor) Local Families: Papasan Entering house with A-frame (1952) (Robert Evilsizor) Local Families: Buddhist Temple next to Choga-chip (NOTE: Believe at Top of Hill 170 in Namsan Village.) (Jan 1952) (Robert Evilsizor) Ed McManus wrote, "The 839th operated a gravel(river-run) site up route 1 (A total of 22 miles round trip for our dump truck convoys) where the gravel for the cocrete batch plant was procured. They had a rock crusher set up there. The 839th had tried to set up a quarry on hill 180 but had no luck in finding usable rock so moved their operation to river south of Suwon. . It was impractical to haul all the rock we needed such a long way so the mission was given to the 841st to find usable rock closer to the airfield and set up a quarry. Prior to the 841st success in getting a quarry operating on hill 180 , some crushed rock was brought in by rail from a quarry operated at Anyang north of Suwon. Availability of an adequate rock supply in close proximity was one of the major problems encountered early on in the construction of K-55." The 839th became an integrated battalion prior to its deployment from Okinawa to Korea. It had been an all-black unit, except for officers, during World War II. White troops from other SCARWAF battalions on Okinawa were assigned to the unit prior to the Korean deployment and in subsequent replacements in Korea. The 811th and 822nd EABs were integrated in the same manner. Battalion area (1952) (Robert Evilsizor) Pouring Concrete Slab for Co. A Mess Hall (1952) (Robert Evilsizor) K-55 SCARWAF tent city (1952) (Robert Evilsizor) (NOTE: Notice the 12-man tents used by the Army. This the standard layout for an Army unit of the period. In the foreground is the Motor Pool sheds. Behind that would be the mess facilities. Then the tents are laid out by company in rows. On the left are the supply tents which are larger than the 12-man tents. To the far left is the administrative/HQ section. Nearest the runway is the heavy equipment parking area. Photo taken from Hill 180 and villager "Choga-chip" houses (mud wattle with rice-thatched roofs) are still located there. Towards the runway is Hill 170. Notice in the distance other farm houses that would have to be cleared later.) (SOURCE: Photos by Robert Evilsizor, former Commander, Co. A, 839th EAB. Retirees Activities Office: Then-Now ) The master plan for Osan called for: a 9,000 x 150- foot concrete runway with overruns; a parallel concrete main taxiway with five connecting taxiways; two parking aprons; four diamond-shaped aircraft dispersal areas with 20 hardstands each; three maintenance aprons; a ware- house area; two cantonment areas with housing and headquarters for two air wings; a four-fuel POL system to support two wings of jet and conventional aircraft; a motor pool and bomb dump; a railroad line connecting to the main Osan-Pyongtaek line with two spurs; a road net to tie the installation together and provide access to anti- aircraft gun installations around the base; and the full range of utility systems and perimeter security installations. In May 1952, command responsibility for all aviation engineer units in Korea was consolidated under the newly organized 417th Engineer Aviation Brigade Headquar- ters. Fifth Air Force continued to serve as the coordinator for construction projects and specified the requirements. On June 16, the 417th was directed to make construction of K-55 the highest priority. To help pick up the pace, two reserve EABs (the 840th from Kingsport, TN, and the 841st from Miami, FL) were activated for service in Korea. They were subordinate to the 934th EAG, which was also activated from the Army Reserve in the Montana Military District. The 934th arrived at Inchon May 15, 1952, and picked up responsibility for the 839th EAB. Adequate troops, training and equipment for the two reserve battalions was a problem. The 841st, for example, had only 37 officers and NCOs as its initial cadre when it was called up for active duty. Erecting Control Tower (1952) (Robert Evilsizor) (NOTE: Capt Robert Evilsizor's method was to construct the frame on the ground that the use a crane to set it vertical.) Erecting Control Tower (1952) (Robert Evilsizor) Erecting Control Tower (1952) (Robert Evilsizor) Airfield construction started July 9, 1952, with two shifts. The typical work schedule was two 12-hour shifts, with one hour out of the 12 for equipment maintenance, seven days a week. Some SCARWAF units worked two 10-hour shifts with equipment maintenance between shifts. Availability of lighting equipment to support the night shifts was a problem. Equipment arrived after the project was underway, but there were never enough sets to adequately illuminate the project. The 840th started runway paving August 10 with a 20-foot wide paver modified to lay a 25-foot concrete strip. Another modified concrete paver was put into operation August 15 by the 839th. Later, all three battalions were given various assignments on the runway and taxiways. The fill dirt, sand, base course rock and rock for concrete aggregate produced in the riverbed near Suwon were inadequate to keep up with the pace of construction. A quarry was established at Hill 170 to provide fill, a second rock crusher was put into operation at Hill 180, and sand was brought in from the Chinwi- chon River. West End of Runway (1952) (Robert Hasselbring) (NOTE: Lt. Hasselbring was with the 840th EAB.) 840th EAB area from Hill 180 (1952) (Robert Hasselbring) Double Paver with WWII Equipment (1952) (Robert Hasselbring) 840th EAB area from Hill 180 (1952) (Robert Hasselbring) Hill 180 Remains of Decomposed Granite used for runway base course (1952) (Robert Hasselbring) Robert Hasselbring and Houseboy (1952) (Robert Hasselbring) Pipeline from Inchon constructed by 841st EAB (Double Exposure) (1952) (Robert Hasselbring) Prepare to Pullout: Cann Crane (1952) (Robert Hasselbring) Runway Smudge Pots to cure cement (1952) (Robert Hasselbring) Tents at Sunrise (1952) (Robert Hasselbring) Recreation End of Officers Mess Xmas (Prior to turnover to USAF) (1952) (Robert Hasselbring) Recreation End of Officers Mess Xmas (Prior to turnover to USAF) (1952) (Robert Hasselbring) Inclement weather disrupted the schedule in mid-July when two weeks of rain caused the river to rise and flood into parts of the construction site. This turned the project and the motor pools into a quagmire so that heavy equipment could not work. Fill and sand had to be diverted from the project and used in the motor pools to create a firmer surface to support the weight of the heavy equipment. Two weeks of rain in mid-August and intermittently during the subsequent three months caused delays and increased the time required for concrete to dry. In November and December, cold weather set in and freezing temperatures created additional problems, especially for equipment operators. Heavy Construction in Preparing Airsrip (1952) (Robert Evilsizor) Heavy Construction in Early Preparations of Airsrip (1952) (Robert Evilsizor) Heavy Construction in Airsrip (1952) (Robert Evilsizor) Drainage culvert in Preparing Airsrip (1952) (Robert Evilsizor) Drainage culvert in Preparing Airsrip (1952) (Robert Evilsizor) Mixing Concrete (1952) (Robert Evilsizor) Mixing Concrete (1952) (Robert Evilsizor) Pouring Concrete (1952) (Robert Evilsizor) Pouring Concrete (1952) (Robert Evilsizor) Airstrip nearly complete (1952) (SOURCE: Photos by Robert Evilsizor, former Commander of Co "A", 839th EAB. Osan AB History Web Page) Heavy Construction (1952) (Robert Evilsizor) (NOTE: During the construction of retaining wall a culvert for drainage had to be constructed because water table so high.) Forming Wall (1952) (Robert Evilsizor) Forming Wall (1952) (Robert Evilsizor) Backfilling Wall (1952) (Robert Evilsizor) Placing Concrete for Wall (1952) (Robert Evilsizor) First Permanent Building at K-55 (1952) (Robert Evilsizor) (NOTE: Notice the Co. A 839th EAB left their mark on the loading ramp.) First Permanent Building at K-55 (1952) (Robert Evilsizor) (NOTE: This supply warehouse structure is still located across from the new BX on the Food Court side. In pouring the retaining wall for the warehouse, a culvert for drainage had to be constructed because the water table is so near the surface. The railroad spur tracks still exist was laid down to bring in the ammunition and supplies -- and there is another offshoot of this same spur that connected to the main gate area that is still seen on the Shinjang Shopping Mall.) First Permanent Building at K-55 (1952) (NOTE: Notice the rice paddy and farmer's houses still on the hill.) (SOURCE: Photos by Robert Evilsizor, former Commander, Co. A, 839th EAB. Retirees Activities Office: Then-Now ) Many personnel who worked on the runway and taxiways have stated that the concrete .floated on the waterlogged, former paddy land. Although the area had been pumped dry before construction began, 1st Lt Fred Williamson, B Company commander, 839th EAB, tells the story of water .squishing. out from the sides of the runway when heavy aircraft landed. In the end, K-55 was built faster than some bases were upgraded to concrete runways. The 18th Fighter- Bomber Wing (FBW) was the first unit assigned to K-55. The wing commander, Col Frank Perego, faced signifi- cant challenges overseeing the transition from F-51 to F-86 aircraft and the move from Chinhae to the new base still under construction. The 18th moved to Osan on December 26, and the first three F-86s arrived on base on January 28. The 18th FBW flew its first F-86 combat mission on February 25. C-47 First Takeoff from K-55 (1952) (USAF Photo) (SOURCE: Osan AB History Web Page) Robert Millberry, Col, USAF (ret), was Director of Installations for Korea in 1952. He stated in his memoirs, "A completely new airfield had been planned near the village of Osan (K-55) just south of Seoul. When I arrived, one engineer battalion was already in place, draining the rice paddies. That work force was augmented by the other two battalions and the headquarters of the 930th Engineer Aviation Group, one of three groups that made up the construction capability of the 417th Engineer Aviation Brigade. In less than seven months, just before Christmas 1952, Colonel Frank Perego led his F-86 wing to his new base, complete with all aircraft surfaces, housing, utilities, fuel tank farm and support facilities. I attribute the rapidity of construction of this base to the chief of my Construction Division, Lieutenant Colonel William W. Wilson. Bill was a reserve officer recalled to duty to serve in Korea. He was a rough, blunt civilian construction contractor from Ohio. Due to the magnitude and complexity of this project, I assigned him as my on-site representative. His astute ability to establish and enforce work priorities, to utilize engineer troops effectively and to maintain the flow of construction materials was crucial to our success." (Source: Millberry Geneology: Robert Millberry) B Company commander with the 841st, Capt Ed McManus, furnished personal insights on the construction at K-55: We had just about everything drop in. Our first customer was a Marine F9F from MAG 33 at Pyongtaek that made an emergency wheels-up landing in the July timeframe when the runway was under construction. Our big prob- lems were the water table, flooding from the river north of the runway, spare parts, operator training (heavy on OJT and hard on equipment maintenance), supply of construc- tion materials, light sets/generators for night operations, and weather conditions . monsoon rains, heat and cold. My big problems at the quarry were the loss of drill steel rods due to the granite fissures, explosives availability, re- placement engine and jaws for the 150-ton primary crusher unit. We wore that baby out with continuous two 10-hour shifts per day. My dynamite came from Japan, when it came. I got a boxcar of frozen dynamite that we had to defrost, a dangerous operation. My demo people, unlike the USAF EOD/bomb people, were not authorized demo- lition pay, and we blasted every day. When we ran out of dynamite we resorted to the use of black powder and C-4 demolition blocks scrounged from the Army. Statistics compiled by the 417th Brigade during the course of the construction showed the engineers moved more than 325,000 cubic yards (CYs) of earth, unloaded and used 59 railroad cars of cement and 104 railroad cars of asphalt; hauled 136,470 CYs of base course material, 148,053 CYs of sand, and 549,923 CYs of fill; and poured 93,650 CYs of concrete. The military armistice agreement at Panmunjom was signed at 10 a.m. July 27, 1953. Work on K-55 continued for the next two years by aviation engineers. The 839th EAB was the last SCARWAF unit to leave K-55 when the battalion was inactivated May 1, 1956. USO Show (1952) (Robert Evilsizor) (NOTE: Ron Freedman with the Army Anti-Aircraft unit wrote, "We refused to go to a concert given at the base by Dick Contino (the accordionist), as he was a well-known draft dodger. He might have been a CO (conscientious objector), but we didn't care – his butt was not in the mud like ours." Of course there were other USO shows with a female accordianist that the men did attend. K-55 was designated Osan AB in September 1956. The base transitioned to standby status and hosted only temporary duty or transient units involved in PACAF tactical operations. Concrete surfaces were restored in 1957, and total renovation projects were completed in 1958 when the base became a permanent installation. Upgrades to strengthen the runways and taxiways, concrete resurfacing and reconstruction to the flight operations areas have been accomplished from time to time over the years, but the flightline layout, taxiways and aircraft dispersal areas remain essentially the same as they were when the base was built in 1952. This is a tremendous tribute to the work of the aviation engineers, whose original task was to design and quickly build a wartime airfield that could be used for five years. Incorporated into the 9,000 ft runway was an aircraft arresting system developed because aircraft were still being lost when they overran the runways on takeoffs and landings. Beginning work in September 1972, a FEALogFor project drew upon aircraft carrier experience and devised a successful aircraft-arresting barrier. Given operational tests at Kimpon in April 1953, the aircraft arresting gear installed at the ends of the runway proved so successful that it was soon placed in use at Taegu, Suwon, and Osan-ni. The inexpensive barriers saved so many expensive aircraaft that USAF adopted them for use at its world-wide fighter bases. (USAF in Korea, Robert F. Futrell, pp 635-636) Runway with Diamonds D, C, B, A (Circa 1955) (Courtesy Don Tomajan) After its job was done at K-55 (Osan), the 841st EAB replaced the 808th EAB at Kunsan. Sometime in early 1953, the unit boarded trains for the long trip to Kunsan. Orval (Bud) Leach wrote on Korean War Project (2003), "I was assigned to the 841st Aug 1952 until July 1953 as a heavy equipment operator. I was an Air Force Staff Sgt. at the time and I remember how cold it was sleeping in the tents at K55 Osan. Our unit was moved to Kunsan by train in early 53. My unit Co B was assigned to rebuild the rock crusher and asphalt plant. I was also the First Shirt for a time. I don't remember any names, just faces. Age does take its toll. I spent another 28 years in the Air Force and retired in 1980. Loved every minute of it. Was also in Vietnam from 1968-69. Was also in WWII on merchant ships in the South Pacific/Atlantic." (For details of the 841st EAB at Kunsan go to How it was Kunsan AB: 808th/841st EAB.) 839th EAB 1952 Christmas Menu with Message from Capt Evilsizor on rear (1952) (Robert Evilsizor) (Provided by Curley Knepp) 18th FBW 67th FBS and 12th FBS Nickname: Fighting Cocks and Fightin' Foxy Few 2 Sqdn SAAF Nickname: Flying Cheetahs Motto: "Upwards and Onwards". 18th FBW Moves to Osan-ni AB On 26 Dec 1952, the 315th AD airlifted the 18th FBW headquarters from Chinhae to Osan-ni AB and its attached No. 2 Squadron SAAF from Hoengsong Airfield to Osan-ni, the largest airlift of an USAF unit up to this time. (Source: AFHRA) (NOTE: Osan AB was still being referred to as "Osan-ni AB" but soon would quietly cease to call itself by that name in the future. However, it would not be until 1956 when it would be officially changed to "Osan AB.") The base was not fully completed when the 18th occupied it during the latter months of the war. According to an article by Warren Thompson, "The shoulders to the runway, taxiways, and parking areas had not been stabilized nor graded flush with the concrete. The drop at the edge of the concrete ranged from 3 to 12 inches in some spots," recalls Maj. Flamm "Dee" Harper, the 18th group operations officer during that period. "A young pilot landing on a wet, slick runway with a heavy load [when his bombs had failed to release] faced a real challenge. If he got in trouble and a wheel left the hard surface of the runway, he washed out the aircraft." An 8mm movie by Robert Evilsizor of the 839th EAB in 1952 showed a variety of other prop-driven aircraft landing at that time, while EAB crews were working on the runway. One segment showed a C-119 landing, taxiing to a spot and later taking-off from the same spot -- giving the impression that some might have been using portions of the taxiway as the runway. On 18 July 1952 orders were "cut" to the effect that both the 8th and 18th FBWs would convert over to the new F-86F (with its new engine, "6-3 hard wing" and additional wing pylons) fighter-bomber as soon as North American's production line could churn out sufficient aircraft to equip both wings. Initially, the target date set for introduciton of the new aircraft was mid-November 1952, and this date proved to be crucial, for MiG-15 units were now trying out new tactics that saw them employing drop tanks. These allowed the communist fighter pilots to range further south in airspace used by F-51Ds and F-80Cs. Granted, the MiG pilots were flying at extremely high altitudes whilst "down south" remaining well above the vulnerable fighter-bombers. However, their use of external tanks was allowing them to employ "pincer" tactic in order to catch fuel-critical F-84s returning south after deep penetration sorties. The arrival of new F-86Fs meant taht the MiGs would have their hands full if they "jumped" returning fighter-bombers. Indeed, the F-model proved to be such a worthy opponent for the communist fighter taht it did not require a dedicated escort to protect it. (Source: F-86 Sabre Fighter-Bomber Units over Korea, Warren Thompson, 1999, pp15-16) The 2 SAAF had flown its last F-51 missions at Hoengsong in preparation of receiving the F-86F, but delivery stalled transition. The 12th FS and 67th FS were still flying their F-51Ds. Thus when dispatched to Osan, the 18th FBW was still flying their F-51s awaiting the arrival of their promised F-86Fs. 12th FBS F-51D BRIEF HISTORY OF 18th FBW: In late Jul 1950, the group and two squadrons deployed to Korea for combat, converting to F-51s, while the wing continued air defense of the Philippines. (Location: Pusan AB, South Korea, 1 Dec 1950; Pyongyang East, North Korea, 1 Dec 1950; Suwon AB, South Korea, 4 Dec 1950; Chinhae, South Korea, 10 Dec 1950) (F-51D: 44 Fighter-Bomber (later, 44 Tactical Fighter): attached 25 Jul-30 Nov 1950; 35 Fighter-Interceptor: attached 7-24 May 1951; 67th FBS 12th FBS ; 6204 Photo-Mapping: attached 17 Dec 1949-1 Dec 1950.) (Source: AFHRA) On 25 June, 1950, the tenuous peace in the Far East was shattered once again, when the North Korean Communists invaded South Korea. The 18th Group was again immediately involved, when they dispatched a Provisional Sqdn of volunteers to the primitive airstrip at Taegu, from where they reclaimed war weary F-51 Mustangs from storage in Japan, and promptly commenced low-level ground attacks against the North Korean troops. This first 18th unit into Korea was soon redesignated the 12th Sqdn, and continued the war until the eventual truce in mid-1953. (Source: A BRIEF Unofficial HISTORY of the 18th FIGHTER WING by Duane E. 'Bud' Biteman, Lt Col, USAF, Ret.) During the initial days of the Korean War, the 67th FBS flying F-51Ds was attached to the 8th Fighter Bomber Wing and operated from Johnson AB, Japan, 24 Jul 1950; Ashiya, Japan, 30 Jul 1950; Pusan East, South Korea, 8 Sep 1950; Pyongyang East, North Korea, 21 Nov 1950. (Source: AFHRA) During the initial days of the Korean War, the 12th FBS flying F-51Ds was attached to the 8th Fighter Bomber Wing and operated from Taegu AB, South Korea, 28 Jul 1950; Ashiya AB, Japan, 8 Aug 1950; Pusan–East AB, South Korea, 8 Sep 1950 (a detachment operated from Pyongyang–East, North Korea, c. 5–19 Nov 1950); Pyongyang–East, North Korea, 20 Nov 1950; Suwon AB, South Korea, 3 Dec 1950. (Source: AFHRA)

The following was excerpted from Brief History of 12th FBS, A brief unofficial history compiled by D. E. 'Bud' Biteman, Lt.Col., USAF Ret:



US Far East Air Forces ordered the 18th Fighter-Bomber Wing to form the 'Dallas Provisional Squadron' for immediate deployment to Korea. A full cadre of volunteers... experienced pilots and crews, were promptly assembled from the three Squadrons and various Clark Field base units, then flown to Ashiya, Japan, from where they collected battle gear... except airplanes, and moved to the primitive, dirt K-2 airstrip near Taegu, South Korea. There they joined forces with the 'Bout One' pilots who had flown 10 derelict Mustangs belatedly donated by President Truman to the fledgling South Korean Air Force; the combined unit became the '51st Provisional Squadron' and on 10 July 1950 began flying those ten F-51s in combat against the advancing enemy from the North. Finally, with the arrival of the aircraft carrier USS Boxer in late July 1950, carrying a complement of 150 F-51s collected from National Guard units in the US and accompanied by scores of qualified Mustang pilots, coupled with transfer of the 67th Squadron from the Philippines, the '51st Provisional Squadron' soon became identified as the '12th Fighter-Bomber Squadron', the designation carried throughout their Korean War action.

South Korean President Syngman Rhee, commenting upon the gallantry of those early volunteer crews of the newly-redesignated 12th Fighter-Bomber Sqdn., comparing their actions with those of the AVG (American Volunteer Group) in China early in World War II, referred to them as the "Flying Tigers of South Korea". Within days the 12th Squadron Mustangs were repainted with the ferocious Sharktooth nose design, 'proudly retained throughout the War.

Major Louis J. Sebille's 67th Fighter Bomber Squadron moved from Clark Field, P.I., to Ashiya, Japan, and commenced flying combat on 1 August, 1950. They too, remained in combat until the truce in 1953. Within the week Major Sebille would be killed in action, later to be awarded a posthumous Medal of Honor, the first of only two awarded to Air Force personnel during the Korean War. (SITE NOTE: MOH info about numbers of recipients incorrect.) (Source: A BRIEF Unofficial HISTORY of the 18th FIGHTER WING by Duane E. 'Bud' Biteman, Lt Col, USAF, Ret.)

The imminent potential loss of Taegu's K-2 airbase to advancing North Korean ground forces during the dark days of the "Pusan Perimeter", led to a hasty evacuation of the 12th Sqdn. to Ashiya, Japan, on 6 Aug.'50, where they joined the 67th Sq. and 18th Group Headquarters. But allied ground forces held their ground despite enemy forces within artillery range on three sides, and the base at Taegu did not fall, but continued to be used as a staging base. Another airfield, K-9, near the port city of Pusan, it's paving badly deteriorated by heavily-laden transports early in the war, was quickly refurbished to minimal operation, so that the 18th's two Squadrons (12th and 67th) could move back across the Sea of Japan from Ashiya on 8 Sep.'50. The move to Pusan allowed the 18th to resume it's heavy pounding around the Pusan Perimeter without having to resort to long-range auxiliary wing tanks as had been required for the flights from Ashiya.

The invasion of Inchon on 15 Sep 1950, produced an immediate change to the face of the Korean war, and within days the enemy in South Korea was running north in headlong retreat. The months of October and early November 1950, provided almost-continuous advances to the north by United Nations forces until, following the fall of Pyongyang, the North Korean capitol, in mid-November, 1950, the 18th Group, on 21 Nov.'50, was able to leap-frog all the way North to the former capitol city's heavily damaged 'Pyongyang East' airfield for a very brief stay... until they were forced out by the massive intrusion of Chinese forces into the war, whereupon they moved south to Suwon in early Dec.'50, and ultimately, in mid-December '50, to Chinhae, K-10, on the southern coast. A very busy forward staging base was operated from a former lightplane landing strip on a small sand island in the middle of the Han River near Seoul, K-16; actions which resulted in two additional U.S. Distinguished Unit Citations for the Group.

At approximately the same time, the "Flying Cheetahs" of the South African Air Force (SAAF) No. 2 Squadron, also flying F-51 Mustangs, was attached to the 18th Group for operational support and control, where they fought alongside USAF's 18th Fihter Bomber Wing fighters for the remainder of the war.

The battle lines continued to see-saw north and south in the general vicinity of the 38th Parallel and on 7 May '51, the 39th Fighter-Interceptor Squadron was transferred from the 35th Fighter-Bomber Group to the 18th Group in order to consolidate all F-51 Mustang units into a single Group. The 18th Group continued with their F-51 Mustangs... the last in the Korean Theater and the last Mustangs in USAF combat, until the 18th finally upgraded to F-86Fs in early 1953.

The increasing appearance of MiGs led to No 2 Squadron SAAF being re- equipped with F-86F Sabre jets, and training courses were held in Japan in November. (Source: A BRIEF Unofficial HISTORY of the 18th FIGHTER WING by Duane E. 'Bud' Biteman, Lt Col, USAF, Ret.)

Wing rejoined the group in Korea on 1 Dec 1950 and resumed operational control. The unit's squadrons were involved in the movement to Suwon when the Chinese entered the fray and fell back to Chinhae. When the drive to retake Seoul in Mar 51, the unit's squadrons moved to Suwon and then to Seoul (F-51D: 67th FBS; 12th FBS; 2 SAAF; 39 Fighter-Interceptor: attached 25 May 1951-31 May 1952.;) (Source: AFHRA)

During this period, the 67th FBS operated from Suwon, South Korea, 1 Dec 1950; Chinhae, South Korea, c. 16 Dec 1950 (operated from Pusan West, South Korea, 27 Mar–c. 23 Apr 1951; Suwon Aux AB, South Korea, 7 Apr–c. 8 May 1951; Seoul, South Korea, 8 May– 9 Aug 1951 and 19 Aug–30 Sep 1951; and Hoengsong, South Korea, 1 Oct 1951–1 Jun 1952); Hoengsong, South Korea, 2 Jun 1952 (operated from Taegu AB, South Korea, 17–21 Sep 1952);

During this period, the 12th FBS operated from Chinhae, South Korea, 22 Dec 1950 (a detachment operated from Suwon AB, 22 Dec 1950–4 Jan 1951; part of the squadron operated from Suwon AB, 24 Mar–8 May 1951, and another part from Pusan–West AB, South Korea, 24 Mar–23 Apr 1951; operated from Seoul AB, South Korea, 8 May–9 Aug 1951 and 19 Aug–30 Sep 1951; operated from Hoengsong, South Korea, 1 Oct 1951–1 Jun 1952); Hoengsong, South Korea, 2 Jun 1952. (Source: AFHRA)

2d Sqdn SAAF F-86 (1953) (Bob Spiwak)

18th TFW departed Chinhae (along with attached No. 2 Squadron South African Air Force (SAAF)) for Osan-ni, South Korea on 26 Dec 1952. The 67th FBS was assigned on 10 Jan 1953. (F-86F: 12th FBS, 67th FBS, 2 SAAF) Combat operations included armed reconnaissance, strategic bombing, close ground support, aerial combat and interdiction. Converted to F-86s in early 1953 and continued counterair and ground attack missions until Jul 1953 armistice.

The 67th FBS departed Osan AB for Kadena, Okinawa on 30 Oct 1954. The 18th TFW colors left Osan AB for Kadena AB, Okinawa on 1 Nov 1954. (Source: AFHRA)

BRIEF HISTORY OF 2d SQUADRON SOUTH AFRICAN AIR FORCE (2d SAAF): "The United Nations acceded to the request of the United States to intervene militarily on the side of South Korea. On 12 August 1950, the South African government announced its intention of placing No. 2 Squadron, the so-called "the Flying Cheetahs" of the South African Air Force at the disposal of the United Nations. The offer was accepted, and on 26 September 1950, 49 officers and 206 other ranks, all volunteers, left from Durban for Johnson Air Base in, Yokohama, Japan, prior to their deployment in Korea. All these men were seasoned pilots and technicians having an outstanding World War II record from operations in Eastern Africa, Ethiopia, Sicily, Italy and the Middle East.

2 Squadron had a long and distinguished record of service in Korea flying F-51D Mustangs and later F-86F Sabres. Their role was mainly flying ground attack and interdiction missions as one of the squadrons making up the USAF's 18th Fighter Bomber Wing.

The first flight of four F-51D Mustangs departed for Korea on 16 November 1950 and the first operational sortie was flown three days later from K9. This was at a stage when the United Nations forces were retreating in front of the advancing enemy. In freezing cold and poor weather, the aircraft had to continue operating and be maintained and armed in the open, moving from K-24 (Pyongyang East Air Field) to K-13 (Suwon Airbase), K-10 (Chinhae Airbase) and finally K-55 Airbase at Osan in January 1953, which became the all jet fighter base for the 18th Fighter Bomber Wing. Here the squadron immediately started to convert to the Canadian F-86F Sabre jet fighter. On 11 March 1953 the squadron flew it first operational sortie with the F-86F Sabre. The Squadron now flew, in addition to its ground attack role, high-level interdiction and standing patrols along the Yalu River. The cease-fire was signed at Panmunjom at 11:00 hours on 27 July 1953. During the Korean conflict the squadron flew a grand total of 12 067 sorties.

A total of 243 Air Force officers and 545 other ranks served in Korea. 34 pilots out of 152 and 2 other ranks gave their lives. Eight prisoners of war were returned. Aircraft losses amounted to 74 out of 97 Mustangs and four out of 22 Sabres.

On 31 October 1953, the last South African Force left Korea."

The Squadron received the United States Presidential Citation, the Korean Presidential Citation and the USAF Unit Citation. Individual medals were 2 Silver Stars, 50 Distinguished Flying Cross (DFCs), 1 cluster to the DFC, 40 Bronze Medals, 176 Air Medals, 152 clusters to the Air Medal and 1 Soldier Medal.(Source: 2 Sqdn SAAF )


2d Sqdn SAAF F-86 (1953) (Bob Spiwak)

As the SAAF was to leave, the Commanding Officer of the 18th Fighter Bomber Wing, under which command the squadron was under, issued a directive at the end of the war that: "In memory of our gallant South African comrades, it is hereby established, as a new policy that at all Retreat Ceremonies held by this Wing, the playing of our National Anthem shall be preceded by playing the introductory bars of the South African National Anthem, 'Die Stem van Suid-Afrika'. All personnel of this Wing will render the same honours to this Anthem as our own." (Source: 2 Sqdn SAAF (Flying Cheetahs) in Korea ) The Flying Cheata's in Korea by Deeermot Moore and Peter Bagshore states, "Two bars of the SA National anthem is always played before the US National anthem on official parades to this day."

77d Sqdn RAAF Meteor (1953) (Bob Spiwak) (NOTE: The Meteor on Osan AB was stationed at K-14 (Kimpo AB). (NOTE: "A77-570" indicates Australia 77d Sqdn Tail No. 570) The unit was one of the first units to enter the war in 1950. It was preparing to depart Japan for Australia after completing its Occupation duty when the North Koreans invaded. First flying out of Itazuke AB, Japan, it moved to Kimpo after the city was retaken in 1951. After the Armistice in1953, it pulled air-defense alerts at K-8 (Kunsan AB) until it returned home in 1954.) Bomb Dump, Rail line, Original Front Gate -- Namsan-ni and Makum-ni When the construction was going on in 1952-53, the front gate to the base was in the area where the Bravo Gate is now. In the photo of the bomb dump, you will notice a road on the left that runs from the rear of the hill and connects to another road in the distance. Don Tomajan wrote in Jun 2005, "Related to me by Ernie Harper, now deceased. Ernie was with the lead 839th party that started work in the area. Bull dozed the first road from Rt 1 toward the rice paddies that later became the base area." We believe this is the road that leads from the present Doolittle gate and connects to Route 1 -- what used to be called Main Supply Route 1 (MSR-1). It was initially used to relocate the equipment to the base using the road past Shinjang-ni. Once the initial earth-moving equipment was on base, the rail spur was built to bring in the heavy equipment. Then the construction of the road to the MSR-1 (Shinjang Mall Road) was started -- at the same time the quarrying operations were making a passable route to the Main Gate. Until a passable route over Hill 180 was possible, the route was down the MSR-1 road (Shinjang Mall Road) and then they would turn right at the "Freight Gate" (road the paralleled the rail spur). Once the Main Gate road was opened, the back gate road to the MSR-1 fell into disuse. Bomb dump and Makum-ni from Hill 170 (1953) (Bob Spiwak) An old aerial photo of the base shows that there were three roads into the base in the area of bomb dump hill. (The date of the photo is unknown, but it is prior to the late-1980s as the road connecting Shinjang to the Bravo Gate had not been constructed.) (See AF Civil Engineer, Aviation Engineer Contributions to Air War in Korea, Vol 9, No. 4, Winter 2001-2002, pp13-21, Don K. Tomajan.) One road shown was the perimeter road that passed on the far side of the bomb dump hill and circled back to near the end of the runway -- approximately where the Doolittle Gate is today. The second ran directly into the base in line with the railway spur past the bombdump hill. The third is a fainter road that runs parallel to the perimeter road up to the right of where the Doolittle Gate is today and seems to terminate in a cluster of farm buildings. This would be the Village named Shinjang-ni on the Aug 1951 drawing (931st EAG). Osan AB (Circa 1970s) (Courtesy Don Tomajan) The Doolittle Gate was not constructed until the mid-1980s when the railroad overpass was built and a road from Rte 1 built to the base in an attempt to reduce the congestion at the Main Gate for construction vehicles. The Doolittle Gate was built at the base of the bomb dump hill. However, when the off-base road to the present Doolittle Gate was built in the mid-1980s, it appears that the road followed the original 1952 road from Rte 1 (MSR-1) but at the base of the bombdump hill, it linked to the old perimeter road and then to the Doolittle Gate. Aerial View (1952) (51st FW Archives) MSR-1 is the white line that runs from right to left. The Kyongbu Railway runs slightly to the west of MSR-1 and follows the same basic route as MSR-1. MSR-1 goes from the right of the photo where the Shinjang Mall Road intersects with the MSR-1 -- over the ridge past the two original villages of Jwa-dong and Jijang-dong are to the east of the road. A rail spur was constructed in 1952 to bring the heavy construction equipment into the base by rail. At the right side of the photo, is where the Bravo Gate is now located next to the Bomb Dump hill. The rail spur entered between Hill 170 and Bomb Dump Hill with Namsan Village along the perimeter. The runway runs north-south. The railroad spur entered the base at this area and the munitions were off-loaded and stored in the earthen bunkers dug into the hillside. The bunkers were on both sides of the hill. In a 8mm movie shot in 1952 by Robert Evilsizor, a small village appeared on the bomb dump hill. It was located approximately where the Bravo Gate to the base is now located. In the photo above in 1953, the village is gone and earthen revetments have taken its place. On base, the 839th was situated somewhere near the present BX and Movie Theater. The 841st were up along the base of Hill 170 in the present barracks area between the present Alabama and Texas Streets. In the photo, notice that the area ends with a hill and the road to the main gate curves around this hill. (NOTE: The present day Songtan Blvd did NOT exist over the hill. There was a road that between the 839th EAB area and Chokbong Village that was still on base in 1952. This road extended up the hill where the 18th FBW BOQ quarters were built and enlisted barracks lower down the slope.) Though the work on the road from the main gate to the MSR-1 (Shinjang Mall Road) began earlier, old photos indicate the bulk of the construction took place in Jan 1952. In the photo below, there were houses that sprang up along the road. (See Photo below: C-Ration Village Outside the Gate (1954) (Robert Furrer) for a view of how the houses followed the road.) On base, the road veered right at the base of Hill 170 past the large warehouse for the storage of concrete. The spur then split with one going towards the long Supply warehouse with its loading platform now across from the BX and the other to the POL storage area at the base of Hill170. The 839th EAB was housed in 12-man tents in the area where the movie theater and Turumi Lodge is now located. To the left of the railway spur at the bomb dump hill was a "dimple" area where Koreans resided. In 1953, this was called "Makum-ni." Hill 170 overlooked this area -- just as the USAF Radar antenna does today. We are not certain of the exact front gate location at this time, but we make the assumption that the rail line and bombdump were ON-BASE territory so the front gate would be at the end of the bomb dump hill. However, in the bomb dump photo there doesn't appear to be any fence line between Hill 170 and Makum-ni making a "front gate" worthless. A quarry was set up on Hill 180 and in 1953, it had to be reached by using the perimeter road until the front gate in the bomb dump area. Then one would follow the railroad tracks until you came in line with where the main gate was and turn right. The new Main Gate was opened sometime in late 1954 after a safe road had been cut over the hill. Prior to 1954, it took a 4-wheel drive to get over the hill. MSR-1 looking north towards Osan-ni village. On the bomb dump photo above this would be the straightaway on MSR-1 right after the intersection showing the road in Jinwi-myeon leading to Osan-ni. The trees were supposedly planted after 1953 by the ROK with monies provided by the US to pave the road. (1954) (Dan Klopten) MSR-1 started in Yongdong-po on the Han River; down through Suwon and Osan-ni; through Seojong-ni; and on to Pyeongtaek. It would then connect to Taegu and down to Pusan. Notice on the right of the picture, the road makes a slight diagnol drop. This is where the present Songtan Fire Station is and where there is a diagnol intersection to the "old" section of Songbuk-dong/Shinjang-dong. (NOTE: In the 1990s, the "new" Rte 1 was cut to go straight over the hills when the rice paddies were filled in to make usable land to build apartments in Jisan-dong. It reconnects to the old MSR-1 (Rte 1) down past the Seojong Train Station area in Jungang-dong and continues to Pyeongtaek Station on the same basic route.) View from Doolittle Gate side. (2005) (Kalani O'Sullivan) The hill is the tail end of bomb dump hill before entering Shinjang. Indentations in the hillside for bomb bunkers still remain. On the other side of the hill is the train spur from the Shinjang area to the Bravo Gate. The road at the base of this hill is the old perimeter road that led to the "new" main gate. The apartment buildings are in the approximate area as where farm village of Namsan-ni. In 1953, it was the first bar row for Osan-ni AB -- and its first prostitution area. (See American Off-base Bar Culture for expanded coverage.) The local girls of Namsan-ni. (1953) (Bob Spiwak) The girls in Namsan-ni are self-explanatory. Robert Spiwak who was in a compound on Hill 170 above Namsan-ni stated in June 2005, "I still remember the medics chasing the girls around the village to give them shots of penicillin." Observe the structure of the building. The building to the right has rough thatch roof, but it appears to not have been replaced in many years. There is a rough patch to the left side of the roof that was made by simply the throwing thatch over the leak and tying it down instead of using thatch bundles to repair a leaking area. The building on the right is an old farm house with a tile roof indicating that it was pre-Korean war. There was another prostitution village on the west side of base called Makum-ni. It was frequented mostly by members of the 338th AAA AW Batteries on the top of Hill 180. Ron Freedman a 2d Lt with the anti-aircraft unit on Hill 170 stated, "There was a village called Makum-ni down the bottom of the hill on the west side. It was filled with prostitutes, and we had a terrible time keeping the GI's out of it. Our CO told us that we had the highest VD rate in all of Korea. And of course the stench from the use of night soil was overpowering. The place was so backwards it was unbelievable. No roads, no electricity, no water, and the main road through Osan-ni was just dirt. The villagers paid their taxes by keeping the road somewhat repaired. We had a garbage truck that came to our outfit every few days. Its tires were held on by bolts and the mound of garbage was covered by 8 or 10 men sitting on top of it eating the stuff." There was no perimeter fence in the early stages of the base, the base was literally wide-open. The off-base areas was not off-limits in 1952 and American soldiers could visit the Makum-ni area at will. Later a barbed wire fence was erected around the perimeter, but soldiers and airmen simply would crawl through the widely spaced strands. However, there appears to have been a double standard at Osan-ni AB (K-55) AFTER the USAF arrrived in December 1952. On one hand, the areas off-base were placed off-limits, but at the same time, the bars in Namsan-ni, Makum-ni (and later Chicol-ville) and road-side beer stands along the MSR-1 sprang up. At first there was no perimeter fence to stop any individual from simply walking out for a "cold one" (beer), though "off-limits" signs were posted off-base alongside the roads leading to the base. The VD rates for all the bases in Korea soared and proved to be a problem -- primarily with enlisted. The general impression was the Korean prostitutes were all disease ridden. Many would wait to go to Japan for an R&R to rent a Japanese prostitute for their stay and believed the Japanese prostitutes were much cleaner. Despite the prevalence of VD in Japan, officers and enlisted men actually considered Japan to be a better place to solicit the services of a prostitute. "It was looked down upon even for an enlisted man to go with a Korean prostitute," recalled George bBerke. Furthermore, many wings placed surrounding Korean villages "off-limits." The 51st Wing placed Suwon off-limits and ordered Paul Turner to patrol the city in a jeep and hunt foor violators -- a job called "pussy patrol." The 18th Wing did not place its nearby village of Osan "on-limits" until May 1953; it did so only after all base personnel and "probable contacts" were administered antibiotics as prophylaxis. Clearly, the Air Force believed Korean prostitutes to be disease ridden even toward the end of the war. Consequently, Japan remained the favored spot for illicit sexual activity Rest and recuperation (R&R) leave became known as I&I -- intoxication and intercourse. (Source: Officers in Flightsuits, John Darrell Sherwood, 1996, p132) The off-base areas was placed back "on-limits" in June 1953 but only after "antibiotics" were given to all base personnel. (Ref: 18th Fighter -Bomber Wing, Fifth Air Force, Far East Air Forces, Historical Report, January-June 1953). Abandoned homes in Shinjang 1 area of what used to be Makum-ni (2005) (Kalani O'Sullivan) The fence is unusual as it appears to be rough cut lumber that is warped. With the scarcity of lumber in Korea normally boards or even crooked tree limbs were used for construction of houses -- not a fence. This leads us to believe that these materials were scrap plywood pieces that were left-over as refuse from the prefab (plywood) Jamesway buildings from Japan that were being erected on Hill 180. The warpage of these plywood pieces would be reasonable. A bar in Makum-ni. (1953) (Bob Spiwak) The second picture has a sign above the door that says "ICE COLD BEER SOLD HERE." Every store and little stands along MSR-1 had this same sign -- specifically for the GI trade. But notice the roof construction. The material appears to be tar paper that is tacked down by strips. This same type of construction was typical in Chicol-ni when the shanty-town went up. Again the assumption is that the materials were obtained from refuse (or otherwise) materials from Osan AB. The louvered construction of the windows are unusual for Korea at that time as they prefered shutters for better air circulation. View of Shinjang 1 from the Doolittle gate side. (2005) (Kalani O'Sullivan) Notice the Catholic church sitting on a low hill. It appeared there shortly after the base moved in and is the second oldest church in the area next to the one near the Seojong-ni Train Station. If you look closely at the road leading to MSR-1, you will notice a crossing. This is the Kyongbu Train Line. There were no rail overpasses in 1953 -- only rail crossings. The rail line is hidden by the low hill and leads to the Shinjang area. (NOTE: The area was known as Jae Yok-dong up to 1960 and then became Shinjang-dong.) The rail line would continue down past the base of Hill 180 where there was the rail spur to the base. This was the initial road for setting up operations through the back gate area. At the same time, Co. A of the 839th EAB built the original access road to the Main Gate. It swung off the MSR-1 diagonally and then proceeded across the railroad tracks. (This is the intersection next to the Songtan Police Box and the railroad crossing is where the Mokchon Pedestrian Underpass is.) It then made a straight run to the Main Gate. The construction of this road explains why the Shinjang Mall is fifteen feet above the reclaimed rice field areas below on each side. It was not a hill, but constructed of fill. (NOTE: After this road was constructed the back gate area road fell into disuse and only was used for the Shinjang-ni Village area.) At the time, all materials came into the base by train and truck. Tracks and spurs had to be built and rebuilt constantly because of the settling problem due to the water table. The railroad track still exists today -- though unused. The rail spur tied into the Kyongbu line on the north-bound track where the rail overpass in Shinjang 1 now is. The rail continued straight through the Shinjang area and into the base at the base of a low hill with the Catholic Church on top. The rail spur entered the base on the far side of the church at the base of its low hill and continued straight ahead until it passed what is now the Bravo Gate. The train tracks veered left and followed the base of the Hill 170 until it split into two tracks one to the supply building (now across from the BX) and the other into the Hill 170 POL area. After the new front gate at the base of Hill 180 was opened, a shanty town called Chicol-ni ("Chicoville") sprang up. However, the local populace called the area to the left as one exited the base Chicol-ni. The shanty town to the right was called Chongmun-eup (Front Gate Town). The buildings were constructed of anything that people could lay their hands on. Contrary to popular belief, the primary residents were not prostitutes. People from all over the country came to Osan because they heard that there was work available in constructing the new base. Many North Koreans came to the area because as a dispossessed people, they had no where else to go. Most of these people clustered in groups in the Milwal-dong area on the west side of base. Kids filled sandbags for 25 cents a day and people were even hired to dump water down a trough to flush the latrines. Coolie laborers were required also for much of the manual work in the quarries and in the construction of the strip. Pak Chan-yang, a long-time employee of the Mess Hall stated that in 1953 as a 15-year old North Korean refugee, he had come from Kunsan to Osan AB to seek work. He ate when he could and lived in a shack made of cardboard boxes discarded from the base. But each time it rained he had to rebuild it. "And it rained a lot," he said. He like many others lined up outside the Osan base gate looking for work. During the early years, the 839th EAB was the primary employer of temporary workers as coolie labor. C-Ration Village Outside the Gate (1954) (Robert Furrer) The 1954 photo above is the area outside the Main Gate that became known as "C-rats village" and later became known as Chicol Village (Chicoville) and after 1962, it was known simply as "Songtan" (Jae Yok-dong) -- and finally in 1997 called the "Shinjang Shopping Mall area." The roofing material most likely is tar paper (obtained from the base as refuse or otherwise) and tacked down with strips. The tar paper was used for inner wall water-barrier insulation on the Jamesway buildings and Quonset huts used on base. The "roof tiles" appear to be the Korean War variety made out of flattened beer cans. These houses claptrap houses were made from mudwattle and scrap lumber -- even cardboard. In between the houses, you will note there is an open strip -- this is the location of the Kyongbu Railroad line and railroad spur area to the base. The hill in the background is the hill between the base and MSR-1. There is a faint line on the hill indicating the road that joins MSR-1 at the base of the hill. The Songbuk-dong business area and farmers market had not been built as yet. Don Tomajan arrived in late 1954. "I got there in late 1954, and construction still going on but for the base infrastructure."). He stated in June 2005, "Two rock crusher sites, Hill 180 where I worked and the Company B site in a stream bed northeast (I think) from Suwon. Nothing on Hill 180, not even a tree--dirt road over the top, that was only used with 4-wheel drive." He later wrote, "Going to Hill 180, most traffic went on a road that went around the base of the hill to the rock crusher site. One night, going to work I thought I would try to go over the hill and made it in a 3/4-ton truck--did not try it again since sort of dangerous." The road Don speaks about became the old perimeter road that still exists on the Doolittle Gate side next to the fence line. Along the Doolittle Gate side of the hill are igloo type weapons storage areas. A new road from the Doolittle gate road to the Bravo Gate and the Shinjang area intersected the road in the 1990s. The land towards Shinjang-dong was returned to the ROK. In the old photo above, the Bravo Gate would be located to the right about where one sees an isolated building on the hill. Old perimeter road from Doolittle Gate (2005) (Kalani O'Sullivan) Old perimeter road across with new road to Bravo Gate intersecting it (2005) (Kalani O'Sullivan) Old perimeter road looking back to the new intersecting road (2005) (Kalani O'Sullivan) Old bomb dump bunker cut into hillside (2005) (Kalani O'Sullivan) Old perimeter road looking towards where it intersects with railroad spur into Shinjang (2005) (Kalani O'Sullivan) Church on hill and the base of the bomb dump hill (2005) (Kalani O'Sullivan) The old perimeter road continued into the area now returned to the ROK. The road followed the base of the low bomb dump hill where the dug-out earth bunkers still remain. In the 1953 photo above these dug-out earth bunkers are on the far side of the hill. The perimeter road continued down to where the railroad tracks from the Chicol-ni (Shinjang area) entered at the southern tip of the bomb dump hill. In the 1953 picture it is just off the picture to the right. There is now the Songtan Catholic Church on the hill at this spot. Once the road entered the Chicol-ni area (Shinjang), the road continued straight following the rail spur until it intersected with a road leading directly to the front gate. (NOTE: The road is now called Plaza Road and it intersects with the Shinjang Mall Road at the World Plaza.) Railspur looking towards base from Bravo Gate area (2005) (Kalani O'Sullivan) Railspur looking towards Shinjang from the Bravo Gate area (2005) (Kalani O'Sullivan) Railspur at the Bravo Gate area (2005) (Kalani O'Sullivan) Railspur looking towards from Bravo Gate from Shinjang. This is the area where the old perimeter road joined the railspur and continued into Chicol-ni (Shinjang) (2005) (Kalani O'Sullivan) Railspur entering Shinjang area (NOTE: the rails are being filled in with dirt as they are no longer used.) (2005) (Kalani O'Sullivan) Railroad sign and stop sign in Shinjang next to tracks (2005) (Kalani O'Sullivan) Railspur in Shinjang mall area next to Railroad Overpass (2005) (Kalani O'Sullivan) Railspur entering Shinjang area from the Kyongbu line (2005) (Kalani O'Sullivan) Main crossing in Songtan in 1959 looking towards Osan-ni village. The Kyongbu railroad had not changed since 1952 and the railspur tie-in to the base was to the right of this photo and continued through the clap-track houses of then-Chicol-ni (Shinjang-dong) to where the Bravo Gate is now. Notice the train departing the area on the left track. This crossing is now the railroad overpass area to Jisan-dong. (1959) (Ed Stirling)

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