8-9-10 november 1950

Squadron was alerted for movement for overseas, destination unknown. Men were notified or proposed move. They were told to pack belongings they would need for an extended TDY (Temporary Duty).Wife and I spent a somber evening at dinner at the old Saville (Austin, Texas) for our anniversary - almost exactly like the one we spent eight years ago (Bergstrom was called Del Valley Army Air Field in 1942).

10-11-12 November 1950

Intense preparation for movement. Breaking down and assorting of equipment, packing, crating, banding (used tin bans to seal pallets of spare parts, materials, etc. There were no plastic straps or bungie cords available at the time), weighing, labeling, of boxes and crates for airlifting to the west coast. Many long hours of hard work and very little sleep for everyone. First increment from base left by Airlift for west coast.

13 November

Remainder of squadron said their good-bys at (Bergstrom Air Force Base: http://www.strategic-air-command.com/bases/Bergstrom_AFB.htm) Base Operations. Climbed onboard a C-97(http://www.boeing.com/history/boeing/c97.html) and departed for a west coast base. Arrived five and a half hours later where we received bileting space, chow, and spent the night.

14 November

Boarded the US Navy aircraft carrier, Bataan (CVL-29, http://www.history.navy.mil/photos/sh-usn/usnsh-b/cvl29.htm) at 1000 hours and started loading our aircraft, Republic F-84 Thunderjets, and associated material. The USS Bairoko (CVE-115, http://www.history.navy.mil/photos/sh-usn/usnsh-b/cve115.htm) left today at 1300 hours.

15 November 1950

Continued to load aircraft carrier and material. Called home.

16 November 1950

Our carrier pulled up anchor today and we pointed west for a destination still unknown. Was impressed with weight of Navy rank and accompanying responsibilities and privileges. Chow was fair; sometimes good, sometimes poor. Coffee at all hours!

17 November through 22 November 1950

Sick!!!

23 November 1950

Moderately heavy seas have caused a good deal of roll and the side stress imposed on the aircraft caused one of the nose wheel tires to blow and break the wheel rim.

24 November 1950

One of the men standing on the observation platforms just off the hanger deck was hit with a large wave and nearly washed overboard. Someone spotted him unconscious on the platform with his leg bent awkwardly under him. They rushed him down to the ship's dispensary and checked him over - found some torn ligaments.

Had a wonderful Thanksgiving dinner. Menu attached. One man operated on for appendicitis.

No Friday this week; crossed over the International Dateline (http://www.worldatlas.com/webimage/countrys/timeovalview.htm).

26 November 1950

27 November 1950

Same as yesterday; nice weather, smooth seas.

28 November 1950

Wind very high. Seas choppy with blowing sprays and land swells. Made landfall and sighted Mt. Fuji.

Martin - arrived 30 Nov

Johnson - Myers - arrived 30 Nov

Hampton - Copeland - arrived 30 Nov

Arbon - Peterson (?) - arrived 2 Dec

Roberts - Jeffers - arrived 2 Dec

Wilmans - arrived 5 Dec

Luther - arrived 6 Dec

7 December 1950

62 4015th personnel arrived from Kisarazu (http://www.britannica.com/EBchecked/topic/319351/Kisarazu) at the Jaijima RTO and were transported by bus to barracks 110 and then to chow. All men fed and bedded ok.

8 December 1950

Remaining 4015th airmen were processed for shots and received shots at Yokota (http://www.yokota.af.mil/) dispensary then drew winter clothing.

9 December 1950

Remainder (approx 40) 4016th airmen turned in Blues and started crewing remaining 523rd aircraft until they are flown to forward area. Orderly room personnel and some others are to board train this evening for southern destination.

Fourteen airmen and one officer departed Haijima station at Yokota at 1810 for Itazuki Airbase(https://en.wikipedia.org/wiki/Fukuoka_Airport). A dining car was picked up and attached at 2015, but no food was served this evening.

10 December 1950

Fourteen airmen and one officer arrived at the Rakata RTO at 2320, Dec 10, where we were met by Col. Ruddell and transported to the Itazuki Airbase Number 1. We were fed, bedded for the night at Base No. 1.

Lt. Macy, M/Sgt Arbon,M/Sgt Barker, M/Sgt Schneider, T/Sgt Critas, S/Sgt Martin, Sgt Hampton, Sgt, Peterson, Sgt Roberts, Sgt. Wilmers, Cpl Ferguson, Cpl Gunther, Cpl Coffins, Pfc Meyers, Pfc Copeland

11 December 1950

All 4015 airmen remaned in the barraccks or immediate vicinity for the entire day and night.

12 December 1950

All 14 airmen of the 4015 moved to the Itzuki flight strip and in very fine type barracks. 12 of our lower four grades will live in one tent, the remaining 61 will live in one story barracks.

13 December 1950

At 2345 M/Sgt Lynn arrived on strip #1 with 10 men and himself from Yokota. All of them were fed before bedding was issued. M/Sgt. Lynn, T/Sgt Bainwell, S/sgt Blood, S/Sgt Burkey, Sgt Baker, Sgt Dabkowski, Sgt Greer, Sgt Ortiz, Sgt Wadzinski, Cpl Bowen, Sgt Johnson 14 December 1950

M/Sgt Hardy arrived with a total of 9 airmen. They flew from Yokota to Atami, and had a Japanese radio for the room. Plays fine. No mail from Peg. Mail is a major moral problem right now because we have so far managed to stay ahead of most of it. Some of the men are getting anxious to receive mail.

16 December 1950

Heard President Truman address at noon today stating he would proclaim a state of national emergency.

17 December 1950

37 remaining airmen arrive at midnight 17 December. Except for one airman, this completes the strength for our squadron. T/Sgt Luther has not yet arrived. It is believed he is at K-2(http://www.flickr.com/photos/55440677@N02/sets/72157626900054888/with/5776282626/).

18 December 1950

Newly arrived personnel slept in this morning and went to work this afternoon.

19 December 1950

Aircraft began arriving from K-2 for periodic inspections today. One aircraft arrived with a bullet hole in his right wing. It pierced the underside, went into a fuel cell and didn't come out of the other side, so they figured it must have been a ricochet from his own guns. Heard from a tech rep (Thompson) that last Suday the F-86s(https://en.wikipedia.org/wiki/North_American_F-86_Sabre) tangeld with their first MIG 15s. Shot one down, chased another in a dive until he went out of control and clobbered in.

Lt. Stephenson, flying and F-84 on a strafing run in Korea flew right into the target with his guns still firing.

20 December 1950

Two more aircraft arrived damaged. One from his own bomb damage, the othr from 20mm (supposed) flak.

We have a dog, Cocker spaniel female pup. Sgt. Ortiz stiffed her in his coat upon departure by air from Bergstrom AFB. Smuggled her on board the A/Carrier Bataan and brought her here to Japan with us. She is now residing at the Itazuki Dependent quarters of the sister of S/Sgt Blood of our organization.

21 December 1950

Nothing much.

22 December 1950

Payday. All troops except Luther (still at K-2) were paid. Went to town in afternoon to export bazaar. Bought colered pencils and drawing paper. Returned at 1730. T/Sgt Luther in Fm K-2 at 2130 to boresight guns. Gave him a bed and chowed him up. Stevens and Jones left this evening - did not sign in.

23 December 1950

Mess in latrine this morning. Broken liquor bottles all over floor going to start investigation. Hell to pay. Lynn, Barbera and myself fortot to sign in on return from town. Passes pulled for ten days. Stevens and Jones signed in at 130 22 hours AWOL. Wrote letters to Leecia, Bill and Peg.

24 December 1950

Christmas eve- Business as usual. Christmas Day is to be a normal work day also.

Capt. Janto dropped in for a moment this morning to announce midnite mass for Christmas and Protestant services at 1800 Christmas Eve. 'B' Baggage beginning to arrive.

25 December 1950

Christmas Day. Normal workday. Not too much Christmas spirit. Everyone too new away from home.

News approved tonight that the Hungnam beachhead had been successfully evacuated.

Had wonderful Christmas dinner at the mess hall. Menu attached on other side.

26 December 1950

My day off. Several men had to work until after midnight to get aircraft out

27 December 1950

Lots of mail from Peg today. Mr. Hess and Lt. Drake (27 FW HQ) in to see us (orderly room staff and squadron commander.) on training program for squadron under combat system. To go under new AFSC's, Jan 1. Tomorrow we are to begin screening airmens' forms for correct and accurate conversion to new AFSC.

1 Jan 1951

Very little celebration.

19 January 1951

M/Sgt Lankard placed three days TDY to Kurotsu seaside hotel to investigate possibilities at this hotel for R&R activities for 27th FTESW (Fighter Escort Wing).

20 January 1951

Rumors have been running for a week now on a projected move to another area on the base - as yet nothing has materialized.

Also continued speculating on date of return to ZI (Interior Zone) - some say Feb, some say March, some say April and some say not at all.

Total VD as of today - 5.

Work runs heavy for periods and light of periods in the periodic inspection section.

21 January 1951

M/Sgt Lankard returned from Koratsu.

22 January 1951

7 airmen arrived from K-2 to help perform inspections on their ACs. They are crew chiefs. Arrived at 1147- were fed and bedded - will billet in 4015 barracks.

18 January 1951

Capt Peterson found by phoning home that his father had died. He contacted Red Cross for emergency leave.

20 January 1951

Some of our F-84s tangled with some MIG 15s (https://en.wikipedia.org/wiki/Mikoyan-Gurevich_MiG-15) today. Don't know how the MIGS made out, but some of our guys were shot up.

21 January 1951

More MIGS and 84s tnagled today. One 84 was lost(Lt. Simpson) near the Yalu River (MIG Alley). One MIG was confirmed and one probable. Lt. Col. Bertram was the man who got it. Gacpt. Gall got the probable.

23 January 1951

Heard today that 32 F-84s went up near Sinuiju and Andung. Eight stayed low to bait out the MIGS. Sixteen MIGS scampered across the border for the kill. Twenty four 84s sitting at 25000 feet sailed in and nailed four plus MIGS in a 15 minute engagement (not confirmed). 23 January 1951

Capt Peterson's emergency leave was approved and he is going to leave today for Tokyo and San Diego. Six additional airmen arrived today from K-2 for work with 4015th. They are billeted in one of our tents.

24 January 1951

Yesterday's engagements cofirmed. Had another engagement today. One probable - 2 probably damaged. Three airmen (Cpl. Bon___, Pfc. Hanley, Pfc Reed) transfered to us from Air Police squadron. Captain Peterson chose those three from 18 available.

25 January 1951

One more man joined us for a few days from K-2, Howard, form the 524th.

26 January

27 January 1951

Squadron moved into tent area today. Move into billet and administration tents was accomplished in one day.

28 January 1951

Periodic maintenance equipment and a/c were moved today to new area on the line. So - as of this evening, the 4015th is in full production in their new area.

29 January 1951

No entry

31 January 1951

Advanced echelon moving back to Itazuki, planes and all.

1 February 1951

Same

2 February 1951

Inspector down for quarterly inspection. Administration, supply and maintenance covered.

3 February 1951

Same

12 February 1951

M/Sgt Nish - line chief received wire in WNG HQ informing him his wife was seriously ill. Emergency leave. He went home on emergency leave.

13 February 1951

Lt. Macy - C.O. was briefed today on method for fulling out and submitting income tax forms. Squadron patches were received and distributed among remainder of airmen.

14 February 1951

Gun racks completed today - weapons being turned in for storage.

19 February 1951

Certain airmen were relocated among the tents to reduce the personality clashes which have occurred among them.

20 February 1951

Peterson - Austin - San Diego paid to troops

21 February 1951

Breakdown by organization of all inventoried equipment on hand. Receipt to the Sq was typed for wing A4.

New supply SOP in making for equipment for this unit, which yet has no I/O & E of its own.

Review and mobilization of mobility plan.

Raffle of radio to raise rubber fund (discuss VD problem)

Leadership program reinitiated.

Conversions of AFSCS.

Definite tent heater refueling problem. Interferes with squadron mission.

A limited 3 day pass system has been initiated where by deserving individuals may go to the Karatsu seaside hotel for rest and recuperation. Reservations are made by the First Sergeant through the 6160 Special Service Office.

22 February 1951

M/Sgt Lynn notified he is being recalled and assigned to MacDill field, Florida(https://en.wikipedia.org/wiki/MacDill_Air_Force_Base). Began processing today. Should leave in a few days.

Orderly room begins night classes on morning report tonight. Also, Col. Packard to speak to (1st/B) Troops tonight at Mess #3.

Capt. Santella, Lt. Macy and Lt. Wakefield discussed method for making equipment to 4015th on permanent basis.

17 airmen have completed Ges H.S.L. 5 have successfully completed.

Promotion list sent to group.

23 February 1951

M/Sgt Lynn discharged. Dropped from squadron rolls.

24 February 1951

M/Sgt Lynn sworn in as 1st Lt.

25 Feb 1951

M/Sgt Lynn left by air at 0730 for Tokyo and ZI - then to MacDill Air Force Base.

1 March 1951

Leadership meeting held with Flight Commander and Flight and Element leaders.

5 March 1951

Cpl Powers joined the organization assigned by Payroll clerk.

6 Mar 1951

Occupied and additional tent. Nine men assigned to tent from other tents reducing the crowded conditions of all the tents. Tents now average approximately nine men each.

Fine inspection was made by the 6160th Fire Department. Such discrepancies as blocked doors, hazardous wiring, etc, were corrected immediately.

7 March 1951

M/Sgt Crites, and T/Sgt Marin are drawing up squadron requirements for( ?)uplel property for a to and E(?) (Proposed).

Capt Peterson expected to return daily.

Captain Peterson returned today, 1530.

8 March 1951

Captain Peterson resumed command today.

1st/Sgt as OJT NCO attended.

Wing conducted meeting on OJT policy and proceedures at Base one.

9 March 1951

Gen Partridge and staff visited the 27th for a command inspection. He visited the periodic dock area in the morning.

11 March 1951

Captain Dardin was hit by flak over Korea - tried to belly in behind our lines but blew up when he hit.

20 March 1951

Ground forces located Capt Dardin's body today.

Squadron CO held First Welfare Council today with F/Sgt Arbon. M/Sgt/ Janyssak (Line Chief), T/Sgt. DeVelbis, Sgt. Castleberry, and Sgt Edwards. This council meets to bring gripes and suggestions to the CO from airmen of the unit.

21 March 1951

All forms 93 were screened and corrected. Corrected forms were sent to Bergstrom and Air Adj. General. Lt Savage's AC was hit by flak over the target. He is reported to have climbed to 500 feet, sailed south and bailed out. He was later picked up and retuned by helicopter - he is OK.

21 March 1951

Stroop, Rancolli, Dabkowski - Prom to S/Sgt. today. Ramirez promited to Sgt. today.

9 April 1951

Drafting Mobility Plan

1 May 1951

Colonel Packard and Major Smith killed in T-33 accident about 30 miles north of Itazuki today.

5 March 1951

Capt Wilder wing P. O.is going to try to syndicate my cartoons.

15 May 1951

Got word today that 670 airmen and officers from 136th FW, a national guard wing (http://www.nationalmuseum.af.mil/factsheets/factsheet.asp?id=16808), will arrive 18 May and our first increment will leave on or about 1 June. Morale has suddenly been lifted sky high!

18 May 1951

First elements of the 136th began arriving today.

19 May

More men of the 136th arriving. We are turning in excess clothing some field equipment and stenciling bags for return home.

14 June 1951

Completed processing and attaching first increment to 522nd Squadron for air travel to IZ.

End

This is the end of Dad's diary. He omitted much of March, April and May. We can't tell by his diary if he ever went to K-2 in Korea; probably not because air space over Korea was limited and only priority flights and missions went in and out during the short time Bergstrom's 27th Fighter Escort Wing was deployed. Dad's mission was as one of the non com staff in the 4015th Organizational Maintenance Squadron. This squadron was made up of highly skilled aircraft mechanics who overhauled Begrstrom's F-84 aircraft on a time frame basis whereby each designated airplane were pulled out of combat and completely disassembled, repaired and test flown before returning to front line duty. This unit was the prototype of the Strategic Air Command (to which Bergstrom's fighter bomber wings were assigned. That was before there was a Tactical Air Command in the airforce and, of course, later F-84s could actually carry a nuclear bomb), a technique of scheduled maintenance that was to become standard operating procedure with SAC's B-47s, B-52s, B-58s and so on. Once again dad was on the cutting edge of air force development.

Don't know if you remember, but Carl Ashford was a pilot in Korea flying an AT-6 spotter plane for ground support missions and artillery strikes. I remember him talking to dad one night expressing his fear about one flight over enemy territory when a large hole suddenly appeared in one of his wings. Anti aircraft fire had hit his plane, but didn't cause severe damge. He obviously made it back to base, but the experience scared him and he talked about it.

Uncle Norman was in Japan during the Korean war. I don't know where he was stationed, but I remember he was in the Air Force. I remember Dad saying he and Norman got to have some days off together so it would be great if Uncle Norman would tell us about his Japan duty and he and Dad's travels in Japan.

There are many surprising and unpleasant notes about the Korean war of which the American people were (once again) ignorant. Russian pilots played a major role in the air battles over Korea and China (where we claimed we weren't allowed to go - but did, routinely!). Since the fall of the Soviet Union much information has come to light that demonstrates our forces didn't fare as well against the enemy as both the military and civilians believed. Added to that was the fact that due to what has come to be called MIG fever, friendly fire was responsible for the downing of our own F-86 aircraft as our pilots believed thinking they were shooting at MIGS. Here are some important links to these stories. Of particular import is the fact that the first jet losses of the air war were suffered by both sides on the same day. Prior to this, the US always (and perhaps still does, officially) claimed US forces drew first blood.

This first link is authored by Lt. Col. Lawrence Spinetta, a current U.S. Air Force officer and pilot of F-15s in Yugoslavia and Iraq. It is a chilling piece and makes you realize how tragic and wasteful warfare is and always has been.

http://www.historynet.com/mig-madness-the-air-war-over-korea.htm

Here is a piece by one of the Russian pilots and his viewpoint obtained after the fall of the Soviet Union. I have always said we were underestimating our enemy during the Cold War, Vet Nam, and ... ever since for that matter. When your citizens are blinded by their own arrogance, only bad things come and ours, in many respects, just keeps on coming. Your milage may vary, but here is a heads up. These links are only two of many many many pieces of information that you can find in literature or online that shows the outcomes of our military adventures rarely match the promise.

http://www.rt66.com/~korteng/smallarms/russianpilots.htm

And lastly:

http://www.korean-war.com/ussraircombat.html

Currently I am reading a book on the Korean War by Bevin Alexander entitled Korea: The First War We Lost. His point is that the US defeated the North Korean invasion, but failed to end the war there, instead tried to recapture northern Korea and failed to heed Chinese warnings to not threaten their borders. Alexander, who was an Army historian in Korea at the time, basically says that any war where our forces become bogged down in a long drawn out war is not won and results in costs that are too high in the way of human and economic losses. His book was published in 1986.

Addendum

Note from brother Norman Arbon about his experience in Korea and Japan during the Korean War

"Fukuoka Japan December 1950/June 1951 Assigned to Stockton, California, December 9th, 1950 and spent Christmas 1950 at Stockton, Calif, waiting to be shipped out to Asia on the USNS General William O'Darby troop transport. A record storm in San Francisco Golden Gate the day our ship sailed. Seven day Troop ship trip to Yokohama, Japan. New record at the time. Most GI's and veteran sailors were seasick right from the beginning. I didn't get seasick. GI's on troop ships were assigned duties like KP and guard duty. I never had KP on the ship. I was assigned to the ship store, like candy, cigarettes, drinks, snacks. I smoked then so I bought mine on my shift so I didn't have to wait in line. GI's were assigned eating times by where they were bunked. The mess lines were hugh. It took forever to get fed. One day we were tired of waiting and went to the hold of the ship and found an unlocked cooler. We rescued a couple of canned hams and lots of crackers. That lasted us a couple of days.

There were a bunch of F-84 jet fighter pilots from the Pennsylvania Air National Guard on the ship. They were very bitter because they left their jobs and businesses and families back home. I wondered why they were in the Guard, if they didn't want to go when called up. The trip was boring and spent long hours on the Fantail at night watching the iridescent wake and in the day watching fish in the wake. I didn't play cards, so that's about all there was to do.

Train trip to Fukuoka/Brady AFB. I was assigned to the 1942nd AACS (Airways and Air Communications Service)Detachment, Location 2. We were not CIA, but evidently they didn't want us known. We were so small that we never had to pull KP or guard duty but had to work shifts. We were responsible for control tower, Ground Controlled Approach (GCA), Airways, Air Weather Service (AWS) and the remote DF (Direction Finding) sites usually on mountain tops. We were also responsible for maintaining all of the communications equipment. Brady (not it's Japanese name) was a Japanese Kamakazi training base during WW II. They were suicide pilots trained to crash their explosive filled planes into U S ship. Kamakazi means Divine Wind. Brady was a very small field and we lived in tents. Brady was a C-46 base (twin engine transport) used to supply men and equipment to Korea. The base was primarily 4 man tents with oil fueled stoves in the tent center, inside "sand boxes" intended to prevent fires. The stoves would glow bright red when burning, which was most of the time. To keep warm, you needed to be as close as possible to the stove. The side of your body next to the stove was hot enough to burn you and the side away would freeze. The latrine/shower was centrally located in the complex and was quite a long walk in freezing weather. I developed the habit of drying with a washrag so my towel wouldn't get wet and freeze on the way back to the tent. A habit I still have. Had a friend who liked to walk on the beach and plot taking a Japanese fishing boat and sailing to Australia. I had a Motor scooter called a Rabit that I rode up and down the beach to watch the sand crabs run to their holes. I sold it to a friend called "Red" when I went to Korea.

My brother Lee was stationed at Itazuki AFB across the bay when I was at Brady. I travelled there to see him. I took an Air Force bus to Itazuki and went to the Base Chaplain, who found where Lee was and took me there. It was an exciting reunion.

Itazuki was a P-51 fighter base and had night patrol P-82's there. They are like two P-51s joined together at the wings. One day we watched from the tower a P-82 returning from a routine mission but couldn't descend because his wing tank fuel was exhausted and had full fuselage tanks that couldn't be switched. He was too tail heavy to land so the radar observer and pilot bailed out over Fukuoka Bay and their plane crashed. On another occasion, three Marine Douglas AD's were taking off. Two lifted off but the third flipped over on the runway killing the pilot. The other airborne pilots asked for permission to land on a taxi strip. Permission was granted. No one on-base saw it happen. People heard machine gun fire but no one looked...they just dove for cover. Later investigation found that the wing lock on one wing failed and it folded at takeoff speed. AD's have folding wings for carrier operation.

Teague Korea September 1951/June 1952 The Korean war started June 25, 1950 and I was shipped there in September, 1951. The Chinese invaded Korea September 16, 1950. We flew from Brady Field to Seoul City. It was a bombed out mess. The Seoul City Airport was heavily damaged with Destroyed Russian Yak airplanes scattered around. You could hear artillery firin and exploding in the distance. In the movies, gunfire and bombs explode with immediate sound. Not true in real life. It's like lightning in the distance. It takes many seconds for the sound to reach you...you hope! The nearby women's college and the South Korean Presidents mansion were in ruins. I went on to Teague, (King 2, K-2 Airways).

Now for the boring part. Airways are like highways in the sky. In Korea all airways designations started with K. K-1 was Seoul, Teague was K-2, Pusan was K-9, etc. A plane flying from K-1 to K-2 was Seoul to Teague. The numbers started with 1 in the north and got larger going south. The Airways (Air Traffic Control) part of AACS controlled planes from departure airport to destination. Control was handed over to the tower when the plane was approximately ten miles out. When air traffic was very heavy or weather slowed things down, planes were "stacked", with jets having priority because of their high fuel consumption. Emergency flights moved to first in line to land. The term "stacked" in airplane terminology probably came from the two vertical inclined rods that support the flight information panels. The panels are stacked on top of each other and when the bottom flight is turned over to the tower, that panel is removed from the stack. The tower then directs the landing. So, when lots of planes are held for landing, they're stacked. They just fly around in circles at assigned altitudes until they're number one to land. When taking off, the tower gives necessary info like weather, altimeter, etc and directs plane safely from the ramp to take off position. After takeoff the tower hands the plane off to Air Traffic Control (ATC). And that's how they did it then.

Not a lot of recreation in Teague. Roads were all dirt. Everything was dusty or muddy. Houses were small square things and women did laundry in the river. Cloths were stacked on a big rock, pounded with a smaller rock until they were "clean". When we wanted our laundry done we gave it to our "houseboy". He probably gave it to his mother to take to the river to be stoned to death.

We did manage to go to the river occasionally and find a boat to float in. Had a laid back friend from southern California...J. Ed Thompson who played drums or base or something in a band. He was purely a Jazz guy who liked to jam. sometimes we would go to one of the crippled Russian T-34 tanks and take souvenir pictures to send home. F-84's returning from missions to the north would sometimes fired off their 8 fifty caliber wing guns before landing. The smoke from the guns always beat the sound by quite a bit. It sounded more like a high performance race car engine running than guns firing.

Matcom Mountain Direction Finding Station (DF-2), Dog Fox 2 K-2 DF was a mountain top outpost about 10 miles west of K-2 airfield. It was about a half-hour drive over dusty dirt roads and steep curved mountain one-lane trails.We had our own chef..usually Army and great steaks and other food to keep us happy. And army guards. The F-84 pilots flew over us real low on their return flights to show their appreciation and intimidate any intruder. And we had our own M-16 automatic rifles that we lived with for nine months. I drove a six by six truck down the mountain once and almost missed a turn. The brakes weren't good and I had to actually stand on the peddle to slow down. Just made it and got a real adrenalin boost.

The main K-2 airfield was a temporary facility made of pierced steel interlocking sheets hooked together over rice mats to form an airstrip and taxiways. Summer heat radiating from the steel runways caused mirages and the planes looked airborne long before they really were. Every day F-84s loaded with so many bombs and rockets that the tires looked under inflated would taxi to the end of the field in pairs. They were fitted with RATO (Rocket Assisted Take Off) bottles. They couldn't get airborne without them. The first pair had a clear view of the strip...all the rest were flying "blind" in dense smoke. Once in a while one would have a malfunction and not get off the ground. There were rice patties beyond the runway and that's where they would "land", usually in a huge ball of orange JP-4 flame. Most pilots got out, some didn't. I watched as one made a rice patty landing, saw the pilot with a bright red helmet somersault out of his burning plane an run through the knee high patty water. The bombs and rockets usually didn't detonate because they weren't armed until dropped or fired. A rocket was accidentally ignited while a tech was loading it on an F-84. It went through a barrack but most people were at work and no one was hurt except the tech who was killed. F-84Õs tail sections separate just aft of the wing, to allow easy access to the engine. They were painted with squadron colors. Usually, a colored ring around the air inlet and a tail splash of the same color. They returned so often with damage that damaged sections were removed for depot repair and another section was substituted. That made for colorful mismatches between forward and aft sections.

We were located near the runway for work and "home". Our barracks were built to hold six or eight people but no latrine. The latrine was a large building at the center of the complex. An open building with no interior walls. Shower spigots along one side and a long "outhouse" bench along the other side. It was a long hike to the latrine if you had to go in the night. Our barrack was on the outer edge of the complex so we had to walk a bit. The mess hall was on one edge of base and there was always a line. Dogs waited for a handout. The hall was always open. Three or four 55 gallon drums were at the exit: one with hot soapy water, one with hot "clear" water for washing your utensils. The others for dumping leftovers. That's where the dogs waited. At the far end of the base was our "transmitter farm". A secure area with a building for all of our transmitters for local and global communications. Around that were hundreds of large and small antennas. You know about fluorescent lights glowing near high tension power lines. Transmitter antennas were similar. We had to add or remove antennas frequently and you were trained to ground them while they were being handled so you wouldn't get burned. A couple of us learned that lesson well one time when stretching a "close line" antenna. The instant it lifted off the ground, we got "burned". Some distance away was a smaller building for receivers. We spent most of our time in these buildings. They had to be manned around the clock. Some long range transmitters and receivers had to be tuned twice a day to adjust to the ionosphere shift. Our work shifts were sometimes four days on and three days off. On my shift I liked listening to Radio Moscow. A lady disk jockey spoke flawless English and played the best American music. She dedicated each song to a specific unit, squadron or group and asked why we didn't pack up and go home to our loved ones. How do you tell that sweet lady we don't get to vote? A modern Tokyo Rose.

Every six weeks we got "R and R" in Japan. Stayed in the Imperial Hotel (designed by Frank Lloyd Wright) in Tokyo and went to places that had steak. One good place was Peters French Restaurant...owned by an American. Went to department stores and shopped for stuff. I bought a drafting set. Pretty crude by American standards but useful later in my college life. Also bought a knife and scabbard that I still have. Toured the sidewalk shops..couldn't find anything I had to have. Didn't have much money anyway. We couldn't use American money. We were paid in script. Script was like monopoly money but more colorful. Tried Japanese rice beer. Pretty good but always got headaches. I think the beers were called Asahi and Nippon.

I left Korea in June 1952. Took a plane from Teague to Japan. Troop ship from Yokohama, Japan non-stop to Treasure Island, San Francisco, California. Real eggs, milk and orange juice, first time in eighteen months."