HOW IT WAS! KUNSAN AIRBASE 8th BOMB SQUADRON (L-NI) (1951-1954) Page 1 of 4

• 8th Bombardment Squadron (L-NI)
  • Squadron Insignia
  • History
    • World War I
    • Between the Wars
    • World War II
    • Korean War
    • After the War
      • After the Korean War -- Johnson AB (1954-1960) and Yokota AB (1960-1964). Convert to B-57Bs (1957) with nuclear alerts at Kunsan AB (1958-1964)
      • 8th Attack Squadron -- 3rd Bomb Wing (Tactical) goes to Florida. 8th attached to 41st AD and 2nd AD. (1964-1969). B-57s to Vietnam (1969-1971)
      • 8th Special Operations Squadron -- Move to Clark AB (1972-1974). 8th SOS to 8th Fighter Squadron to 8th SOS again. Move to Eglin with 1st Special Operations Wing (1974-Present).
  • The Way We Did Business
  • The Early Days of the 8th Bomb Squadron at Kunsan
  • Night Flying
  • Maintenance Sections
  • Deployed to Pusan (Apr-May 52)
  • Flight Line Accident (Dec 52)
  • Germ Warfare
  • The War is Over
  • 8th Attack Squadron Association Reunion

Amgrunt Award Amgrunt (NR) Nicely done Marine Vietnam Amtrac Unit Site

Award of Honor USS Harlan Dickson (NR)

Kalani O'Sullivan (2000)

Acknowledgment: Special thanks to Hans Petermann of San Diego, California for his technical notes on the B-26, photos and narratives that are used throughout the site. Also thanks to Jack Boyer of Santa Clarita, California for his photos and narratives to this section. Also thanks to Dave Bradburn for his narratives. We are extremely grateful to Al Gould for his narratives, commentary and photos. In addition, we wish to express our gratitude to the late Jack Barclay of Bohemia, New York for his photos, maps and other invaluable reference materials. (Godspeed, Jack!)

Squadron Insignia

The Squadron insignia was adopted in February 1924. The official description is as follows: "An American Eagle with outspread wings, clutching the top of the Liberty Bell super-imposed upon a ring target." This insignia was chosen because the 8th was the first American Air Service unit to use the deHavilland DH-4 aircraft in combat, powered by the famous Liberty engine. The Liberty Bell and the American Eagle have always symbolized America's stand for freedom. The combination of Air Service, the Liberty Bell, the American Eagle and the Liberty engine all contribute to make this an appropriate insignia to be officially adopted by the 8th Squadron.

Unofficial Motto: "The Friendly Eighth." This motto was used throughout the Korean Conflict. However, how it came about and exactly when it started being used is unknown. Dave Bradburn wrote, "The 8th was called "The Friendly 8th" for no reason that I know of, as early as fall of 1950 at Iwakuni, where there was a sign with that inscription in the bar. So this moves it back a little, but doesn't say, 'Why.'"

History

World War I

The 8th Bombardment Squadron (Light Night-Intruder) traces its roots to the 8th Aero Squadron of WWI flying deHavilland DH-4s. The 8th Aero Squadron was organized on June 21, 1917 at Camp Kelly, Texas. It was hurriedly sent to Selfridge Field, Michigan in July 1917 and then on to Garden City, New York between October-November 1917. On December 8, 1917 the unit arrived at Dartford, England (with detachments at Thetford, Wyton and Northolt, England). Between May 1-July 11, 1918 the unit was at Amanty, France -- the Observation Training Center of the First Corps. From there it moved to Ourches, France on August 1918; Toul, France Sept 1918; Saizerais, France October 1918. It distinguished itself with WWI Campaigns in the Toul Sector, Chateau Thierry, Lorraine, St. Mihiel and the Argonne-Meuse first and second offensives. In these actions it flew combat missions as a Corps observation unit with the IV and VI Army Corps from August 25 - November 11, 1918.

The Armistice was signed on November 11, 1918. In the post-War period, the unit moved to Colombey-les-Belles, France in February 1919; and then on to Fargues-St. Hilaire, France from February 22, 1919 - April 18, 1919.

Between the Wars

Relocated stateside, it was first assigned to Mitchel Field, Long Island, New York in May 1919 and then sent to Kelly Field, Texas on May 25, 1919. Still flying the deHavilland DH-4, it was redesignated at the 8th Squadron in June 1921. It conducted air operations patrolling of the Mexican border from August 1918 - June 1921. It also provided flood-relief in the lower Rio Grande Valley in June 1922.

On January 25, 1923, the unit was redesignated as the 8th Attack Squadron. It continued flying the deHavilland DH-4 until 1926. It moved to Fort Crockett, Texas in June 1926. During this time it flew many aircraft. These aircraft included the GAX (GA-1) in 1923; O-2 1926-1928; A-3 1928-1934; Curtis A-12 Shrike 1934-1936 (including Curtis A-8s & O-19s during 1932-1936); and Northrop A-17 1936-1940. During this period the Squadron participated in the development of aviation in general and the development of light bomber tactics specifically. When the Air Force started to carry the mail in 1934 the 8th BS was one of the first Squadrons selected to be used in this capacity.

On March 1, 1935 the Squadron transferred to Barksdale Field, Louisiana and became a Service Test Organization. The Squadron went immediately into a strenuous and successful training period which included formation flying, attack and aerial gunnery, bombing night flying and many navigation missions. On September 15, 1939 the Squadron was redesignated as the 8th Bombardment Squadron (Light). The Eighth continued in this capacity until October 1940 and during this period participated in all major field exercises and tactical maneuvers though the country. During this period, the unit flew the A-18 from 1937-1941; Douglas B-18A Bolo twin-engined light bombers (DC-2/DC-3 Bombers) from 1939-1941; and Douglas A-24 Dauntless from 1941-1942.

World War II

On October 6, 1940 orders were received to move the Squadron to Savannah, Georgia. On January 10, 1941 the Squadron received its first shipment of Douglas A-20A Havoc attack bombers and six months later they received a small number of A-24 dive bombers.

According to the Carl Pettypiece site on the A-24, "The first A-24 was delivered to the Army on June 17, 1941. The first operational A-24 unit was the new 27th Bombardment Group (L) based at Savannah, Georgia. Three of the four squadrons of the 27th BG were equipped with the A-24, plus one squadron of the 3rd Bombardment Group. The remaining squadrons of these groups were equipped with A-20A twin-engined level bombers."

In December 1941 the Japanese attacked Pearl Harbor and the 8th readied itself to enter the conflict. Acting on secret orders the Squadron moved to California and shortly thereafter boarded the USS "Ancon" on January 31, 1942 bound for Australia. They arrived in Brisbane, Queensland, Australia on February 25, 1942. A few days later the Squadron moved to Charters Towers, Australia. A camp was set up in on 17 March 1942. In May 1942, the air crews started intensive training in their Douglas A-24 Dauntless aircraft.

One must remember that in the early months of 1942, the outlook for the U.S. forces in the Pacific was very bleak. The allies were being pushed back by the Japanese on all fronts -- and the Philippines was about to fall. A report of February 27, 1942 read, "SOUTHWEST PACIFIC AREA (SWPA, 5th Air Force): The Battle of Java Sea. Allied air and naval units try to stop a convoy of some 80 ships approaching Java from the NE. All available B-17's, A-24's, P-40's and LB-30's are put into the air but achieve only insignificant results. An Allied naval force, 5 cruisers and 11 destroyers, under Rear Admiral Karel W Doorman, Royal Netherlands Navy, meets the enemy near Surabaya, Java and is decisively defeated, losing 5 ships. Most of the 5th Air Force ground echelon in Java is evacuated by sea. The SS Sea Witch delivers 27 crated P-40's to Tjilatjap, Java, but these will be destroyed to prevent their falling into Japanese hands. 32 P-40's aboard the Seaplane Tender USS Langley (AV-3), which sailed from Australia for India on 23 Feb, are lost when the USS Langley is sunk by aircraft 100 mi (160 km) S of Tjilatjsp. The pilots are rescued by other vessels in the convoy, but the enemy sinks these ships with the exception of a destroyer, which delivers 2 of the pilots to Perth, Australia. 13th Reconnaissance Squadron (Heavy), 43d Bombardment Group (Heavy), arrives at Melbourne, Australia from the US with B-17's; first mission is Oct 42." Things were not looking good. In April it looked even bleaker. Reports read, "Japanese capture Bataan, Luzon, Philippine Islands after 3 months. The US-Philippine forces surrender unconditionally. Japanese artillery emplaced on Bataan opens fire on Corregidor Island in conjunction with air attacks." It was into this bleak situation that the 80th Bombardment Squadron was thrown.

The Squadron moved to Port Moresby, New Guinea on 31 Mar 1942. At dawn on April 1st, A-24 Dauntless' led by Captain Rogers took off on the first combat mission flown against the Japanese by a Bombardment Squadron based on New Guinea. The target was the airfield at Lae. The squadron moved back to Charters Towers, Australia on 9 May 1942.

Harassing missions were flown until 29 Jul when an eight ship convoy was spotted 50 miles north of Buna. A flight of seven A-24's took off for the attack. In the succeeding battle against overwhelming Zero odds and shattering anti-aircraft fire the Squadron suffered heavy losses. One ship returned to the base and another made an emergency landing. The other five failed to return; however, an 8,000 ton Japanese vessel was sunk and several damaged. For its action, it received the Distinguished Unit Citation for Papua (July 23-29, 1942).

According to the Carl Pettypiece site on the A-24, "The 27th BG was in the process of been shipped to the Philippines when the war broke out. The airmen were in the Philippines, but their aircraft were on their way via ship from Honolulu. The shipment was diverted to Australia, where they arrived on December 22. Some of the 27th BG pilots were evacuated from the Philippines to join their aircraft in Australia. Eleven A-24s flew up to Java in February of 1942, but this battle was already lost. The remainder began operations from Port Moresby with the 8th Bombardment Squadron on April 1, 1942. These units suffered heavy losses in the face of the Japanese advance. After five of seven A-24s were lost on their last mission (July 29), the A-24s were withdrawn from action as being too slow, too short-ranged, and too poorly armed. However, in all fairness to the A-24, their pilots had not been trained in dive-bombing operations and they often had to operate without adequate fighter escort."

After the tragic Buna Battle, the A-24s were removed from service and the rest of the 3rd BG units, including the 8th, were forced to wait impatiently for their A-20 aircraft. According to the Carl Pettypiece site on the A-20A, "...the first operational unit to fly the A-20 in actual battle was the 89th Bombardment Squadron of the 3rd Bombardment Group which began operations from Port Moresby in New Guinea on August 31, 1942." Finally, the Squadron was supplied with Douglas A-20 Havoc aircraft shortly after the 89th. They returned to Australia for a short time to train in this new type of aircraft. On September 28, 1942, the Squadron was redesignated as the 8th Bombardment Squadron (Dive).

On January 28, 1943, the ground echelon of the Squadron had moved back to Port Moresby. After the A-24s were removed from combat, the pilots of the 80th flew with the 89th Squadron (of the 3d Bombardment Wing) on missions including the famous Bismarck Sea Battle on March 3-4, 1943. During this engagement 5th Air Force units sank an entire 20 ship convoy carrying reinforcements which the Japanese needed badly to hold their positions at Buna. (NOTE: Other sources say there were 12 ships sunk.)

A-24B Dauntless

B-25 Mitchell Bomber

When Buna fell the 8th continued its assault on the Japanese with the primary mission of attacking coastal shipping that was bringing reinforcements in to the Japanese front lines. It was at this time that the 8th made one of the first raids on Wewak. For this successful mission the Squadron received its second Distinguished Unit Citation for August 17, 1943. Slowly the Japanese were pushed out of the "deep" South Pacific. Air and sea battles raged from Hollandia to Wewak. The net cost to Japanese airfields, personnel, planes and ocean-going vessels were tremendous.

According to the Carl Pettypiece site on the A-20A, "In early 1944, the 3rd Bombardment Group was joined in New Guinea by the 312th and 417th Bombardment Groups. The 312th and 417th Bombardment Groups began their combat operations with the A-20G from the start and the 3rd BG converted to the A-20G at about the same time. In September of 1944, there were 370 Havocs on duty with the Fifth Air Force in the South West Pacific Area. They received quite a bit of action in the New Guinea theatre of operation. Most sorties were flown at low level, since Japanese flak was not nearly as intense as was German flak in Europe. During these low level bombing operations, it was found that there was little need for a bomb aimer. Consequently, the bomb aimer was often replaced by additional forward-firing machine guns mounted in a faired-over nose. The A-20's heavy firepower, maneuverability, speed and bombload made it an ideal weapon for pinpoint strikes against aircraft, hangers, and supply dumps. In formation, their heavy forward firepower could overwhelm shipboard anti-aircraft defenses and at low level the A-20s could skip their bombs into the sides of transports and destroyers with deadly effect. These tactics were initially worked out by Army Captain Paul I. "Pappy" Gunn, who also adapted the same tactics to the B-25 Mitchell. The spectacularly successful results of these field adaptations led to increases in the forward firepower of production A-20 which were introduced on the production line with the A-20G model."

Several more moves were made throughout the Pacific Islands. These included Nadzab, New Guinea (February 1, 1944); and Hollandia, New Guinea (May 6, 1944). Finally the New Guinea Campaign was over. According to the Carl Pettypiece site on the A-20A, "The A-20 groups turned their attention to the Philippines following the end of the New Guinea campaign. By mid-April of 1944, three full four-squadron A-20 groups of the 5th Air Force were active in the island hopping campaign that led to the invasion of Luzon on January 7, 1945."

In November 1944, the 8th again prepared to move -- this time to Dulag, Leyte, Philippines on November 15, 1944 and then to San Jose, Mindoro, Philippines in December 30, 1944. Upon arrival in the Philippines the 8th continued to fly missions against the enemy in support of ground force action. For their actions in the Philippines, the unit received the Philippine Presidential Unit Citation.

According to the Carl Pettypiece site on the A-20A, "The old 3rd Bombardment Group still retained its A-20s until the end of the war, becoming the last operational Army A-20 unit. At the end of the war, it was in preparation to move to Okinawa in anticipation of the invasion of Japan." Finally on August 6, 1945 the Squadron moved again, this time to Okinawa. From the the 6th of August until hostilities ceased on the 12th of August, the 8th was flying missions as part of a group effort against strategic targets on Kyushu and Honshu. When peace came the 8th was transferred to the island of Honshu. In 1945, the unit was re-equipped with the Douglas A-26s Invader (later redesignated as B-26s after the B-26 Marauder was decommissioned). First stationed at Atsugi, Japan on October 26, 1945, the unit moved to Yokota AB, Japan on August 30, 1946. The 8th would remain here until the outbreak of the Korean Conflict.

For its actions in World War II, its honors include: Campaign Streamers: Antisubmarine, American Theater; East Indies; Air Offensive, Japan; Papua; New Guinea; Bismarck Archipelago; Western Pacific; Leyte; Luzon; Southern Philippines. Decorations: Distinguished Unit Citations: Papua, 23-29 Jul 1942; New Guinea, 17 Aug 1943. Philippine Presidential Unit Citation.

Korean War

On June 22, 1950, the 8th Bomb Squadron went on TDY to Ashiya AFB, Japan for the FEAF (Far Eastern Air Force) readiness test. The Squadron was in position on June 24th but due to adverse weather conditions was unable to complete the test.

On the 25th of June, the Korean hostilities broke out. Upon being notified of North Korea's attack, the U.N. Security Council immediately called for the end of aggression. While the U.N. was debating this issue, the evacuation of Korea was underway. The first missions flown by the 8th Bombardment Squadron were escort duty for the ships returning personnel from Korea to Japan. According to the Korean Military Assistance Group (KMAG) at the time, "The movement of the American dependents from Seoul to Inch'on began at 0100, 26 June, and continued during the night. The last families cleared the Han River bridge about 0900 and by 1800 682 women and children were aboard the Norwegian fertilizer ship, the Reinholt, which had hurriedly unloaded its cargo during the day, and was under way in Inch'on Harbor to put to sea. At the southern tip of the peninsula, at Pusan, the ship Pioneer Dale took on American dependents from Taejon, Taegu, and Pusan. American fighter planes from Japan flew twenty-seven escort and surveillance sorties during the day covering the evacuation."

However, General MacArthur only had authority to support the KMAG up to the waterline of Korea. He could not act on his own initiative and order the air units in Japan into action -- the could only cover the evacuation. Finally, on June 27th the U.N. asked its members to go to the aid of the Republic of Korea. MacArthur received the Joint Chiefs of Staff directive which instructed him to assume operational control of all U.S. military activities in Korea.

On the 27th, the 8th was called on to aid in the Korean police action from their TDY location at Ashiya, Japan. The first combat mission of the 3rd Bomb Group was flown by the 8th on June 27, 1950 against the rail yards at Munsan. The first losses were due to adverse weather conditions rather than to enemy action. On the 28th of June, the 3rd Bomb Wing had recorded the first Korean war combat casualties, a crew from the 13th Bomb Squadron was killed when their B-26 crashed on landing at Ashiya, Japan. Lost were lLt Remer Harding, and SSgt William J. Goodwin. On the same day, the 8th lost two men south of Seoul, lLt Raymond J. Cyborski and SSgt Jose C. Campos. In addition, 1Lt Vernon A. Lindvig and 1Lt Derrell B. Sayre of the 339th Fighter Squadron (All Weather) from Yokota AB, Japan were lost. These six men were the first casualties of the Korean Conflict. The 7th Air Force erected a stone monument outside the Osan AB Chapel in their honor in June 2000.

Dave Bradburn remembers the brave men from the 8th. He wrote, "I was at Johnson Air Base near Tokyo with the 8th, but not flying combat missions at the time. I did bring the message about Cyborski and Campos to their families. Cyborski and Campos were on the same plane, probably a single-control model. There was also a navigator on the plane who survived the crash by bailing out. He was Harry Lister. I recall that he said later he believed Cyborski had his parachute tangled in the upper turret. No one saw Campos leave the plane, but he might have. I believe there probably would not have been a copilot on Cyborski's plane." Ed Shook added, "On 28 June,l950, l/Lt. Raymond J. Cyborski and his crew bailed out of a B-26 Aircraft approximately 50 to l00 miles south of Seoul, Korea. ... Ray Cyborski was never found and later was listed as missing in action. I believe that was changed to killed in action, sometime later."

The following words were placed on a memorial stone marker at the Osan AB Base Chapel on 28 June 2000. Deryl Danner, 7AF/51FW Historian sent the following, "I appreciate the input I received from so many people in our efforts to analyze to a factual conclusion, a seemingly impossible task. Freedom is not free, and with this small token, I hope, further honors those past warriors who gave their all."

On June 30, 1950, President Truman ordered ground troops into action at Osan. As the first American soldiers of Task Force Smith encountered the enemy, overhead were the 8th Bombardment Squadron's B-26 attack bombers. From Yokota Air Base, Japan they hit the North Korean forces with napalm, high explosives, rockets and incendiaries.

During the remainder of the month of June, the Squadron flew forty sorties and acquitted itself well in spite of a shortage of ground personnel and maintenance men. Before many missions had been flown, this shortage of trained crews, ground personnel and equipment became apparent. However as the Squadron became better organized and help arrived from the United States, it soon turned into an efficient organization. The 8th soon started flying daylight low-level bombing and strafing attack missions against the main enemy supply routes, bridges, marshalling yards and all types of vehicular transportation.

When the Korean conflict broke out, it was planned to base the squadron at Ashiya, but then orders came through to move. In March 1950, the unit moved to Johnson AB, Japan; and then in July, 1950 the Squadron personnel and equipment were moved to Iwakuni. Flying daily missions they pounded the enemy troops and tanks, ripping up his supply lines, and blasting his supply depots. After the breakout from the Pusan Perimeter in November 1950, the 8th flew daily strike missions. Dave Bradburn (then a flight commander with the 8th) remembers flying missions out of Iwakuni and at times recovering in K2 (Taegu). In the Crimson Sky -- The Air Battle for Korea by John R. Bruning, it relates these missions. It stated (p113), "The 3d Bomber Wing operated out of Iwakuni Air Force Base, Japan, until late in the summer of 1951, which forced the crews to fly long, arduous missions that sometimes lasted more than six hours. When the Chinese had attacked that spring, FEAF requested that the light bomber wings increase their nightly sortie rate. The only way to do this was to double up some of the missions. For several months, the crews flew from Iwakuni to their patrol sectors in North Korea, completed their mission, and then flew to K-2 Airfield in Taegu, South Korea. Landing a B-26 at night at Taegu was no easy feat because the pierced-steel planking on the runway had begun to deteriorate. The B-26s landing there tore up dozens of tires, and more than a few accidents resulted. Also, the tires were in short supply, so each one lost at K-2 was hard to replace. If the B-26 crews got down at Taegu without incident, they could find a place to grab a quick catnap as their planes were readied for the next mission. About an hour later, they were airborne and heading north to their next target area. Four hours later, utterly exhausted, they were back in Japan, after up to ten hours of flight and combat."

On 1 August 1950 the 8th started flying night intruder missions. The 8th flew this type of mission for the remainder of the war except for an occasional special mission. According to an article "Korean Targets for Medium Bombardment," (p. 66), nightly visual reconnaissance of the enemy supply routes were ordered, beginning on 6 August. On the 8th, night sorties were increased to fifty for ALL bombers (B-26 and B-29); by 24 August, Fifth Air Force B-26's alone averaged thirty-five sorties nightly. Late in August the Air Force began flare missions over North Korea. B-29's would release parachute flares at 10,000 feet that ignited at 6,000 feet, whereupon co-operating B-26 bombers attacked any enemy movement discovered in the illuminated area. These M-26 parachute flares from World War II stock functioned poorly, many of them proving to be duds.

According to an article "Korean Targets for Medium Bombardment," (p. 21-22), On 15 August FEAF included the B-26 in interdiction attacks against all key bridges north of the 37th Parallel in Korea. This campaign sought the destruction of thirty-two rail and highway bridges on the three main transportation routes across Korea: (1) the line from Sinanju south to Pyongyang and thence northeast to Wonsan on the east coast; (2) the line just below the 38th Parallel from Munsan-ni through Seoul to Ch'unch'on to Chumunjin-up on the east coast; (3) the line from Seoul south to Choch'iwon and hence east to Wonju to Samch'ok on the east coast. The interdiction campaign marked nine rail yards, including those at Seoul, Pyongyang, and Wonsan, for attack, and the ports of Inch'on and Wonsan to be mined. This interdiction program, if effectively executed, would slow and perhaps critically disrupt the movement of enemy supplies along the main routes south to the battlefront.

However, later analysis of this idea would reveal that air interdiction in Korea was not effective because it was not combined with ground initiatives as part of an overall strategy of attrition. But this was balanced out by profound role airpower played in the war. In a paper entitled, "Air Power in Peripheral Conflict: The Cases of Korea and Vietnam.", it stated, "What role, if any, did air power bear in that conflict? Its shortcomings are generally well-known: There were few strategic targets worthy of the name in Korea, and interdiction, while seriously draining the Communist forces of supplies, was never able to totally inflict supply denial upon them. Further, Communist antiaircraft fire took a high toll of attack aircraft, even if Communist fighters (in contrast to Nazi and Japanese fighters in World War II) did not. (UN forces lost approximately 1,200 aircraft to enemy action, only 147 in air-to-air combat). But in many other respects, air power was of profound importance. Postwar assessment found that the majority of Communist losses came from United Nations air attack: 47% of troops killed, 75% of tanks destroyed, 81% of trucks lost, and 72% of artillery destroyed. More significantly, it is not merely arguable but highly likely that South Korea was, in fact, saved by joint and coalition air operations during the critical opening weeks of the war, from late June 1950 down through the bitter fighting on the Pusan perimeter in August and September of that year before MacArthur's Inchon invasion. Further, after the Chinese Communist intervention in the late fall, United Nations air attacks seriously blunted the communist offensive and, in the case of the eastern withdrawal from the port of Hungnam, enabled the retrieval of what otherwise would have been entrapped forces. ..."

It goes on to say, "United Nations fighters, spearheaded by U.S. Air Force F-86 Sabres, consistently dominated their Communist opponents, many of which were Soviet-built MiG-15 fighters flown by Soviet airmen. Thus, throughout the war, United Nations bomber and attack aircraft were free to essentially operate unmolested except from the risks of antiaircraft fire and, at most, only sporadic fighter attack (unless they were operating in or near the so-called 'MiG Alley' in northwestern Korea). United Nations ground forces therefore had a near-constant UN air presence above them, assisting them in their fight on the ground via airborne forward air controllers working with incoming, on-call, or orbiting strike flights. ..."

Mike Voskian with Jersey Bounce. (Courtesy Larry Caseria) Larry Caseria added, "Mike Voskian. You will find him in the supply section. He originally worked for me (engines) but transferred to supply right after Lt. Schmidt and I took Mike for a ride. He had never flown so we took him on a check ride and let him fly in the nose so he would have good visibility. It turned out to be a traumatic experience for him and never wanted to be around airplanes again. He would actually get physically ill when he heard the airplanes running so we had to remove him from flight line duty."

The deadly accuracy of the 8th was soon felt by the enemy as more and more trucks and locomotives were destroyed and the main supply routes to the Communist front lines became hazardous for daytime movement of troops and equipment. The enemy was soon forced to camouflage their trucks by day and move only at night. The versatile 8th countered this move however. On June 25, 1951 the 8th was redesignated as the 8th Bombardment Squadron (Light, Night Intruder).

After the mammoth Chinese drive was stopped short of Seoul and the Communists were steadily driven northward again. Only a Chinese request of "peace talks" and international politics halted the United Nations advance in June of 1951. As the peace talks at Kaesong dragged on through July and August, the 3rd Bomb Wing moved to Korea to be nearer its targets. On 18 August 1951, the Squadron moved to Kunsan, Korea under the command of Lt. Col. Stanley V. Rush. While the front line positions remained stagnant, the 8th flew hundreds of missions to hamper the Red efforts to build up their supplies in order to recover from their ill-fated Spring offensive.

At first the 8th's efforts were confined mainly to night route recce's (reconnaissance) although bomber streams, rail recce's and daylight formations were used effectively. With the solidification of the front line, a new kind of bombing came into being. The "tadpole," striking at enemy front line positions protected by weather or darkness, hit with such uncanny accuracy that the Chinese and North Koreans developed a mystical fear of the "planes that can see in the dark."

Rare Daylight Mission from K-8 (1951) (Courtesy Al Gould) Click on photo to enlarge

Rare Daylight Mission from K-8 (1951) (Courtesy Al Gould) Click on photo to enlarge

For almost two years the air war went on and losses mounted and the claims piled up. The statistics compiled for the 3rd Bomb Wing was staggering. Suddenly in June of 1953 the pace picked up with a full-scale max effort. Armament crew chiefs met the ships at night and readied the aircraft for early morning flights. Combat crews returned from missions, debriefed, and climbed back bleary-eyed and weary into their ships for early morning sorties. For 2 months this grueling routine was adhered to as schedule requirements rose.

Then on June 27, 1953 came the long awaited climax. The Armistice had been signed and at 2200 the Cease-fire would take effect. How fitting it was that Col. LeBailly, Wing Commander selected the 8th to fly the last mission -- as it had been the Squadron who had accomplished the first mission in Korea. (Go to Thanksgiving menu for Col. LeBailly's 1952 Thanksgiving message hoping for the end of the war.) With a few scant minutes remaining before the 2200 deadline, a B-26 Night Intruder bearing the Liberty Squadron's yellow tail, opened its bomb bays and dropped the last load of explosives that detonated in North Korea. And then the stillness of the Armistice took hold.

From the Third Bombardment Wing Welcome brochure in 1954 they said, "In World War II we did a lot of our flying during the daylight, but when the fracas started here we had something a little different because the enemy did most of his work at night. We became the "night shift" of the Fifth Air Force, flying from dusk to day. We concentrated on hitting enemy supply lines, railroads and highways both. A new type of ace came out of this conflict. He was the person who destroyed enemy locomotives. If a person got five, he became a "Loco Ace." By the end of the conflict, they had totaled up "337 locos, 31,026 vehicles and 2,920 boxcars." In the book The Grim Reapers, History of the 3rd Bomb Group 1918-1965, the following statistics are cited: "5,000 vehicles destroyed, 60,000 enemy soldiers killed, 700 surface ships destroyed and 3,000 planes destroyed on the ground and in the air." Whatever numbers you use, the fact remains that the aircrews of the 3rd BG racked up some incredible totals in combat.

For its efforts in the Korean Conflict, the unit earned the Distinguished Unit Citations: - June 27-31, 1950; April 22 - July 8, 1951; May 1 - July 27, 1953; Republic of Korea Presidential Unit Citation - June 27 - July 31, 1950; April 22 - July 8, 1951. Campaign streamers: Korea: UN Defensive; UN Offensive: CCF Intervention; First UN Counteroffensive; CCF Spring Offensive; UN Summer-Fall Offensive; Second Korean Winter; Korea Summer-Fall, 1952; Third Korean Winter; Korea, Summer 1953.

After the Korean War

The 3rd Bombardment Group was reduced to one officer and an enlisted man on 13 August 1956, essentially becoming a paper organization. The wing headquarters assumed direct control over the 8th, 13th, and 90th Bombardment Squadrons. Finally, the Air Force inactivated the 3rd Bombardment Group on 25 October 1957, as part of a reorganization plan that created wing deputy commanders for various functional areas and gave wing commanders more direct control over their units. While the group ceased to exist after 36 years of service, its proud heritage, in the form of its emblem and battle honors remained with the 3rd Bombardment Wing.

Pad-C patch (circa 1962)
(Courtesy Robert W. Koeser)

Nuclear Alerts at Kunsan: The 3rd Bomb Group in the Far East at Johnson AB in Japan traded in its B-26s for B-57Bs in 1957. It stood nuclear alert in Japan and Korea during the height of the Cold War. The nuclear alert was on a monthly rotational basis between the squadrons of the 3rd BW. (Go to 3rd Bomb Wing (Tactical) at Kunsan AB for details of the nuclear alert at Kunsan AB.) It flew the B-57Bs until 1965.

On 18 November 1960, the 3rd Bombardment Wing moved to Yokota Air Base where it continued to train in bombardment, reconnaissance and aerial refueling operations. The wing also stood nuclear alert with its B-57s. For a period, from 1 September 1963 until 8 January 1964, the wing’s headquarters remained in a non-operational status pending Air Force plans to convert it to a tactical fighter wing. During its time in Japan, it received two Air Force Outstanding Unit Awards - June 1 1958 to June 30, 1960; July 1, 1960 to March 31, 1962.

In August of 1958, Mainland Chinese forces began bombarding the Nationalist-held island of Quemoy. The 3rd BG stood by in Japan to strike strategic targets in China, North Korea and possibly even the Soviet Union should the crisis escalate out of control. Fortunately, the crisis soon cooled and hostilities were averted. After the 345th BG deactivated in 1959, the 3rd BG was the only active B-57 unit in the Air Force. Plans were underway to also convert the 3rd to F-100 Super Sabres, but Vietnam cropped up.

B-57s to Vietnam: The following writeup of the B-57B is from Baugher site:

This would ordinarily have been the end of the service of the B-57B with the USAF, with the 3rd BG being inactivated and all its planes being transferred to the Air National Guard. However, the worsening situation in Indochina led to orders for the 8th and 13th Bomb Squadrons of the 3rd BG to deploy to Clark AFB in the Philippines for possible action in Vietnam. As it happened, this move did not take place until August 5, following the Gulf of Tonkin incident in which North Vietnamese gunboats clashed with US destroyers.

According to the initial plan, 20 B-57Bs of the 8th and 13th BS were to be deployed to the Bien Hoa air base near Saigon. This would mark the first deployment of jet combat aircraft to Vietnam. This was technically a violation of the Geneva Protocols which forbade the introduction of jet combat aircraft to Vietnam, but the Gulf of Tonkin resolution which had just been passed by Congress was taken as a pretext to remove all such restrictions.

The initial deployment to Vietnam got off on the wrong foot. The first two B-57Bs to land collided with each other on the ground and blocked the runway at Bien Hoa, forcing the rest of the flight to divert to Tan Son Nhut Airport on the other side of Saigon. One of the B-57Bs dived into the ground during approach at Tan Son Nhut and was destroyed, killing both crew members.

During the next few weeks, more B-57Bs were moved from Clark AFB to Bien Hoa to make good these losses and to reinforce the original deployment. Things got so crowded at Bien Hoa at that time that some of the B-57s had to be sent back to Clark AFB. Initially, the B-57Bs were not cleared for actual combat missions, the aircraft being restricted to unarmed reconnaissance missions that were mainly designed to boost the morale of the population.

However, actual combat was not to be delayed very long. On November 1, 1964, Viet Cong squads shelled the airfield at Bien Hoa with mortars, destroying five of the B-57s parked there and damaging 15 others. Further Viet Cong mortar attacks led General William Westmoreland on February 19, 1965 to release B-57Bs for combat operations. The first such mission took place on that same day, a strike against suspected Viet Cong guerrillas near Bien Gia, about 30 miles east of Saigon. This strike was, incidentally, the first time that live ordnance had been delivered against an enemy from a USAF jet bomber.

The B-57Bs hit North Vietnamese territory for the first time on March 2, some 25 miles north of the DMZ. This was the first of a series of interdiction strikes that came to be known as Rolling Thunder. The usual bomb load on these operations was nine 500-lb bombs carried in the main weapons bay and four 750-lb bombs on the underwing pylons.

In April of 1965, B-57B crews began night interdiction strikes against enemy supply lines along the Ho Chi Min Trail. Operations were carried out in cooperation with C-130 or C-123 flare-deploying aircraft that illuminated potential targets and with USMC EF-10B Skyknight electronics warfare aircraft that jammed radar-controlled AAA and detected enemy missile sites that were preparing to launch. Eventually these night interdiction missions extended into North Vietnam, the first such attack taking place on April 21, 1965. However, it was considered too dangerous to fly C-130 flare-deploying aircraft into North Vietnamese airspace, so each B-57B carried a set of MK-24 flares in addition to bombs.

On May 16, 1965, while waiting to takeoff on a mission, a B-57B exploded on the ground at Bien Hoa, setting off a whole chain of secondary explosions. The resulting conflagration destroyed ten B-57s, eleven VNAF A-1H Skyraiders, and a US Navy F-8 Crusader. The surviving B-57s were transferred to Tan Son Nhut and continued to fly sorties on a reduced scale until the losses could be made good. Some B-57Bs had to be transferred to Vietnam from the Air National Guard, and 12 B-57Es had to be withdrawn from target-towing duties and reconfigured as bombers to make good these losses.

In June of 1965, the 3rd Bomb Group moved to Da Nang to carry out night interdiction operations over North Vietnam and Laos. Principal targets were trucks, storage and bivouac areas, bridges, buildings and AAA sites. When deployed at Da Nang, the 8th and 13th Squadrons came under operational control of the 6252nd Tactical Fighter Wing which became the 35th TFW about a year later.

Combat attrition in the B-57 force plus the increasing availability of higher performance fighters to carry out the air war against the North caused the 3rd BG to be withdrawn from operations against the North in October of 1966 and relocated to Phan Rang, just south of Nha Trang and Cam Ranh Bay. It carried out attacks against Communist forces in the Central Highlands and supported US ground troops in the so-called "Iron Triangle". While there, the B-57s operated alongside the Canberra B. Mk. 20s of No. 2 Squadron of the Royal Australian Air Force.

In January of 1968, the 13th Bomb Squadron was deactivated, and the 8th BS was left in permanent residence at Phan Rang. The main emphasis was again on night interdictions against the Ho Chi Minh Trail. By July of 1969, the 8th BS's strength was down to only 9 aircraft, and it was decided that it was time to retire the B-57B from active service. The surviving aircraft were sent back to the USA in September and October and put into storage at Davis-Monthan AFB. The identity of the 8th BS was transferred to another unit at Bien Hoa to become the 8th Attack Squadron, which was equipped with Cessna A-37s.

Out of the 94 B-57s that were assigned to the Southeast Asia theatre, 51 were lost in combat (including 15 destroyed on the ground). 11 were withdrawn early to support the B-57G program.

In 1964, the 3rd Bombardment Group was rotated to the States and deactivated in 1965 -- after 46 years of continuous service. However, the 3rd Bombardment Wing was changed to the 3rd Tactical Fighter Wing and relocated to England AFB, Louisiana on 8 January 1965. See the 3rd Wing History.) The 3rd Tactical Fighter Wing kept the 90th Bombardment Squadron, now redesignated as a Tactical Fighter Squadron, and gained the 416th, 510th and 531st Tactical Fighter Squadrons. While at England AFB, the 3rd TFW was brought up to full strength and equipped with the North American F-100 Super Sabre.

After this the 8th and 13th were attached to the 41st Air Division and later to the 2d Air Division as they mulled over the fate of the squadrons. In the end, the 80th's sister units went their own ways. In 1965, the 90th BS became the 90th Special Operations Squadron attached to the 3rd TFW flying A-37Bs; and the 13th BS was attached to the 405th Fighter Wing flying B-57s.

Along with its B-57s, the 8th Bomb Squadron (Tactical) was sent to Clark AB, Philippines on 24 Apr 1964. It was first attached to the 405th Fighter Wing in 1964 and deployed at Bien Hoa AB, South Vietnam, 5 Aug-3 Nov 1964. It was then attached to the 6252d Tactical Fighter Wing in 1965-1966 and deployed to Tan Son Nhut AB, South Vietnam, 18-28 Jun 1965; Da Nang AB, South Vietnam, 28 Jun-15 Aug 1965, 16 Oct-16 Dec 1965, 15 Feb-18 Apr 1966, and 15 Jun-15 Aug 1966. From Tan Son Nhut AB, it was deployed to Phan Rang AB, South Vietnam with the 35th Tactical Fighter Wing, 12 Oct-12 Dec 1966, 11 Feb-12 Apr 1967, 7 Jun-2 Aug 1967, and 26 Sep-22 Nov 1967. On 17 Jan 1968 it was attached to the 35th Tactical Fighter Wing in at Phan Rang AB, South Vietnam, 17 Jan 1968 where it remained until 1971.

Convert to A-37B Dragonflys: By July of 1969, the 8th BS's strength was down to only 9 aircraft, and it was decided that it was time to retire the B-57B from active service. The surviving aircraft were sent back to the USA in September and October and put into storage at Davis-Monthan AFB.

A-37B Arrival at Bien Hoa (1970)
(Bob Mead)

In 1969, it phased out its B-57s and started flying the A-37B Dragonflys. Still attached to the 35th TFW, it moved to Bien Hoa AB, South Vietnam on 15 Nov 1969. The identity of the 8th BS was transferred to another unit at Bien Hoa to become the 8th Attack Squadron, which was equipped with Cessna A-37s. Three days later on 18 Nov 1969, it was redesignated as the 8th Attack Squadron.

The 90th Squadron "Dice" and the 604th "Raps" closed out and combined the aircraft and personnel to become the 8th Attack Squadron. (NOTE: Its old sister squadron, now the 90th SOS had conducted the combat acceptance testing of the A-37B Dragonfly at Bien Hoa in 1969. The 80th took over the A-37B Forward FACs at Bien Hoa when the 90th SOS moved to Nha Trang, South Vietnam in Oct 1970.)

A-37B Arrival at Bien Hoa (1970)
(Bob Mead)

The following is excerpted from A-37 Dragonfly:

The Dragonfly pulled alert duty at Bien Hoa Air Base (about 30 miles from Saigon) and from there was able to reach into most of the southern areas of South Viet Nam. It flew both day and night missions in visual meteorological conditions.

The moderate speed of the aircraft gave it much greater accuracy than other fighters of that time. The speed caused experienced enemy gunners to overlead the aircraft and shoot in front of it. The A-37's small size also reduced its vulnerability and increased survivability. It did not go through the war without losses, but its survivability surprised many.

One of the few aircraft made with an unusual ability, it could carry its own weight. This meant a combat configuration of 4 Mk82 500 lb bombs, 2 pods of rockets, and a load of gun ammo. This was equivalent to the load carried by the F-100 Super Saber (not counting the 20MM gun). In close range missions, the A-37 could actually get bombs on target faster than the F-100 since the "Hun" had to burn off some fuel before it could go to work. It could also hit the target, climb up to pattern altitude and return to make another pass quicker than any other fighter.

As a side note of history, 1st Lt. Michael Blassie, an 8th SOS A-37 Dragonfly pilot, was shot down on May 11, 1972 by North Vietnamese anti-aircraft guns. They sliced apart Blassie’s A-37 attack jet while it made a low-level bombing run near An Loc, 60 miles north of Saigon. The story in Air Magazine: Unknown, No More stated, "Maj. James Connally, the flight lead, craned his head back in time to see Blassie nosedive into a thick jungle of rubber trees and watched his wingman’s plane explode on impact. “It’s a snapshot that will forever be imbedded in my brain,” said Connally, now a retired colonel living in Bethesda, Md. “I knew he didn’t make it. He was the first and last man I’d ever lose in combat, and I felt deeply responsible. For the past 26 years, I’ve thought of Michael Blassie often, and I’ve asked myself what I could’ve done differently. I have no answers.”

Burial of Lt. Blassie (1998)

Although Blassie's remains were recovered later that year, positive identification couldn't be made at the time -- partially due to an administrative SNAFU -- and the remains were reclassified as "unknown." On Memorial Day 1984, Blassie's remains were placed in Arlington National Cemetery's Tomb of the Unknowns. In May 1997, Lt. Blassie's body was disinterred to undergo DNA testing and identified with a "99.9-percent degree of certainty." Lt. Blassie's body was flown home to St. Louis on a MC-130E of the 8th SOS from Hurlburt Field -- Returning one of their own home. (Go to Return home for the full story.)

8th Special Operations Squadron: The 8th Attack Squadron became the 8th Special Operations Squadron on 30 Sep 1970. It continued to fly its A-37B aircraft until 1972.

For its actions in Vietnam, it earned the following honors. Campaign streamers: Vietnam: Vietnam Advisory; Vietnam Defensive; Vietnam Air; Vietnam Air Offensive; Vietnam Air Offensive, Phase II; Vietnam Air Offensive, Phase III; Vietnam Air/Ground; Vietnam Air Offensive, Phase IV; TET 69/Counteroffensive; Vietnam Summer-Fall, 1969; Vietnam Winter-Spring, 1970; Sanctuary Counteroffensive; Southwest Monsoon; Commando Hunt V; Commando Hunt VI; Commando Hunt VII; Vietnam Ceasefire. Presidential Unit Citations: [12 Oct-12 Dec 1966 and 11 Feb-10 Apr 1967]; 6 Jun 1967-18 Jan 1968; 15 Nov 1968-31 May 1969.

After the draw down in Vietnam it moved to Clark AB, Philippines from 1 Oct 1972-1 Mar 1974. Still flying its A-37Bs, it was attached to the 315th Tactical Airlift Wing in 1971 and then the 377th Air Base Group (later 377th Air Base Wing) from 1971-1972. It was assigned to the 405th Fighter Wing on 1 Oct 1972 and on 1 Jul 1973, it changed its name to the 8th Fighter Squadron. It departed Clark AB for Florida in March of 1974.

8th Special Operations Squadron:

The 8th SOS flies four MC-130H and MC-130E "Combat Talon I", a highly specialized variant of the Lockheed C-130. It participated in Iranian hostage rescue attempt in Apr 1980. It has seen combat in Grenada, 24 Oct-3 Nov 1983; Panama, 20 Dec 1989-14 Jan 1990; and Southwest Asia (Desert Storm), 16 Jan-17 Mar 1991. (Go to 8th SOS for more information. To learn more of this astounding unit, visit the 8th SOS fact sheet.)

The following is excerpted from 8th Special Operations Squadron [8th SOS]:

The primary mission of the 8th SOS is insertion, extraction and re-supply of un-conventional warfare forces and equipment into hostile or enemy-controlled territory using airland or airdrop procedures. Numerous secondary missions include psychological operations, aerial reconnaissance and helicopter air refueling. To accomplish these varied missions, the 8th SOS uses the Combat Talon I, a highly specialized variant of the Lockheed C-130. The history of the Talon I stretches back to 1966 when the first C-130E was modified and a small squadron established at Pope Air Force Base, N.C. Later that year four of these specially modified MC-130s were deployed to Nha Trang, Republic of Vietnam, in support of the war in Southeast Asia.

During the Southeast Asia conflict, Combat Talon Is were extensively involved in covert/clandestine operations in Laos and North Vietnam. They routinely flew unarmed, single-ship missions deep into North Vietnam under the cover of darkness to carry out unconventional warfare missions in support of Military Assistance Command's Special Operations Group. Since its initial development, major modifications have been made to the Combat Talon I to ensure its continued viability through technological superiority. Today's Combat Talon I with its state-of-the-art computer systems is capable of terrain following operations as low as 250 feet in all weather conditions. Crews from the 8th SOS can drop equipment or personnel on small, unmarked drop zones with pinpoint accuracy, day or night. Additionally, the Talon I gives the squadron a truly global reach with the ability to receive gas from Air Force tanker aircraft and transfer gas to special operations helicopters. The Talon I is equipped with an electronic warfare package to counter the threat of detection by enemy radar by deceiving or jamming many types of enemy radar. The aircraft also employs infrared jamming pods, chaff, and flares to combat the threat of enemy missiles. These updates ensure the Combat Talon I will remain a weapon of choice into the 21st Century. Combat Talon I forces have been tasked on numerous occasions to use their unique capabilities in the interest of national objectives. In 1970, Combat Talon Is led assault forces on the North Vietnamese Son Tay prisoner of war camp. During the raid they also functioned as an airborne jammer and command post, providing vectoring information for mission aircraft.

Members of the 8th SOS were deployed as part of a joint task force that landed in the Iranian desert in April 1980 in support of the American hostage rescue attempt. During that mission, five members of the squadron lost their lives. The squadron received its motto "with the guts to try" from this operation. The squadron was called on again in October 1983 to lead the way in the rescue of American students endangered on the island of Grenada. After long hours of flight, the aircrew members faced intense ground fire to airdrop Army Rangers on time, on target. They subsequently followed up with three psychological operations leaflet drops designed to encourage the Cubans to discontinue the conflict. Members of the 8th SOS were mobilized in December 1989 as part of a joint task force for Operation Just Cause in the Republic of Panama. Following the conflict, it was an 8th SOS Combat Talon I that flew General Manuel Noriega back to the United States to stand trial.

During Operation Desert Shield, the 8th SOS was deployed to Saudi Arabia as a deterrent against the Iraqi threat to its southern neighbor. In January 1991, when Iraq failed to comply with United Nations directives to withdraw from Kuwait, the skills of the 8th SOS were called on once again as Desert Shield escalated into Desert Storm. The 8th SOS played a pivotal role in the success of coalition forces as they liberated Kuwait by dropping eleven 15,000 pound BLU-82 bombs and 23 million leaflets and conducting numerous aerial refuelings of special operations helicopters. The U. S. Air Force relies on the proven abilities of the 8th SOS as evidenced by its recent deployments in support of Operations Provide Promise and Deny Flight in Bosnia, Operation Assured Response in Liberia and Operation Southern Watch in Saudi Arabia. Even Hollywood relied on the crews of the 8th in the 1997 hit movie "Air Force One".

MC-130H

This is excerpted from Skytamer Images:

The MC-130H Combat Talon II provides global, day, night and adverse weather capability to infiltrate, resupply and exfiltrate U.S. and allied special operations forces. Features:

The aircraft is equipped with in-flight refueling equipment, terrain-following and terrain-avoidance radar, an inertial and global positioning satellite navigation system, and a high-speed aerial delivery system. The special navigation and aerial delivery systems are used to locate small drop zones and deliver people or equipment with greater accuracy and higher speeds than possible with a standard C-130. The aircraft also can penetrate hostile airspace at low altitudes, and crews are specially trained in night and adverse weather operations.

The Combat Talon II features highly automated controls and displays to reduce crew size and workload. The cockpit and cargo areas are compatible with night vision goggles. The integrated control and display subsystem combines basic aircraft flight, tactical and mission sensor data into a comprehensive set of display formats that assist each operator in performing tasks efficiently. The pilot and co-pilot displays on the cockpit instrument panel and the navigator/electronic warfare operator console -- on the aft portion of the flight deck -- each have two video displays and a data-entry keyboard. The electronic warfare operator also has a data-entry keyboard and two video displays, one of which is dedicated to electronic warfare data.

The primary pilot and co-pilot display formats include basic flight instrumentation and situational data. The display formats are available with symbology alone or with symbology overlaid with sensor video. The navigator uses radar ground map displays, forward-looking infrared displays, tabular mission management displays and equipment status information. The electronic warfare operator's displays are used for viewing electronic warfare data and to supplement the navigators in certain critical phases.

MC-130E

The MC-130E also has a deep penetrating helicopter refueling role during special operations missions. These aircraft are equipped with in-flight refueling equipment, terrain-following, terrain-avoidance radar, an inertial and global positioning satellite navigation system, and a high-speed aerial delivery system. The special navigation and aerial delivery systems are used to locate small drop zones and deliver people or equipment with greater accuracy and at higher speeds than possible with a standard C-130. The aircraft is able to penetrate hostile airspace at low altitudes and crews are specially trained in night and adverse weather operations.

The lineal descendant of this proud squadron is the famed 8th Special Operations Squadron ("Blackbirds") of Hurlburt Field, Florida flying MC-130E Combat Talon I aircraft as part of the 16th Special Operations Wing. The 8th Special Operations Squadron is currently the second longest continuously operational active duty squadron in the U.S. Air Force since its inception in 1917. The primary mission of the 8th SOS is insertion, extraction and re-supply of un-conventional warfare forces and equipment into hostile or enemy-controlled territory using airland or airdrop procedures. Numerous secondary missions include psychological operations, aerial reconnaissance and helicopter air refueling.

To accomplish these varied missions, the 8th SOS uses the Combat Talon I, a highly specialized variant of the Lockheed C-130. The history of the Talon I stretches back to 1966 when the first C-130E was modified and a small squadron established at Pope Air Force Base, N.C. Later that year four of these specially modified MC-130s were deployed to Nha Trang, Republic of Vietnam, in support of the war in Southeast Asia.

During the Southeast Asia conflict, Combat Talon Is were extensively involved in covert/clandestine operations in Laos and North Vietnam. They routinely flew unarmed, single-ship missions deep into North Vietnam under the cover of darkness to carry out unconventional warfare missions in support of Military Assistance Command's Special Operations Group.

In early spring 2000, the 8th SOS transfered to Duke Field with its Combat Talon I aircraft. The unit will combine its forces with the 711th SOS, which also flies the Combat Talon I aircraft.

Under the associate unit concept, an active-duty unit owns the aircraft and Reserve crews and maintainers augment the missions. In this case, however, the Air Force Reserve will own all the Combat Talon I aircraft as both units form an associate unit flying the Combat Talon I aircraft.

The move is part of an overall plan for Air Force Special Operations Command to combine Reserve and active-duty components onto common airframes. These changes result from mission changes, adjustments for efficiency, congressional directives and implementation of the expeditionary aerospace force concept.

• 8th Bombardment Squadron (L-NI)
  • Squadron Insignia
  • History
    • World War I
    • Between the Wars
    • World War II
    • Korean War
    • After the War
      • After the Korean War -- Johnson AB (1954-1960) and Yokota AB (1960-1964). Convert to B-57Bs (1957) with nuclear alerts at Kunsan AB (1958-1964)
      • 8th Attack Squadron -- 3rd Bomb Wing (Tactical) goes to Florida. 8th attached to 41st AD and 2nd AD. (1964-1969). B-57s to Vietnam (1969-1971)
      • 8th Special Operations Squadron -- Move to Clark AB (1972-1974). 8th SOS to 8th Fighter Squadron to 8th SOS again. Move to Eglin with 1st Special Operations Wing (1974-Present).
  • The Way We Did Business
  • The Early Days of the 8th Bomb Squadron at Kunsan
  • Night Flying
  • Maintenance Sections
  • Deployed to Pusan (Apr-May 52)
  • Flight Line Accident (Dec 52)
  • Germ Warfare
  • The War is Over
  • 8th Attack Squadron Association Reunion

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