36th TFS Flying Fiends

History Post World war II

The 36th converted to P-51s (later designated F-51s) in early 1946. The squadron moved back and forth among many bases in Japan during the next three years. Primary training was centered around squadron assumed Alert commitments for Japan. On 22 December 1949, the 36th landed its first F-80 at Itazuke. Maj Richard A. McNees, the commanding officer, and three other pilots had flown F-51s to Misawa AB where they exchanged them for the F-80s for the return trip home.

On 25 June 1950, the 36th was alerted for possible combat duty in South Korea due to the invasion of Communist Forces. The next day, the squadron flew protective cover near Kimpo AB, while American personnel were being evacuated by transport aircraft. Three North Korean aircraft were sighted, but US aircraft held their fire. On 28 June 1950, F-80s of the 36th attacked advancing North Korean forces, hitting tanks, trucks, artillery and troops. On 30 June 1950, the 36th recorded its first enemy aircraft kill of the Korean War as 1Lts John B. Thomas and Edwin T. Johnson narrowly escaped death in his F-80 which was damaged by antiaircraft fire and hit overhead cables following an attack against the marshaling yards near Suwon. The history of the 8th Group described his encounter and resulting predicament as follows:

Both his tip tanks and the ends of each wing had been torn completely off. Each wing had three or four gashes almost all the way through. Most of his canopy and windscreen were gone. The upper half of his rudder and vertical stabilizer had been sliced off, as had half of the left elevator and horizontal stabilizer. At 13,000 feet, with the entire tail section moving back and forth as though it was about to fall off, Lt Johnson bailed out, hitting the right horizontal stabilizer, breaking it free from the plane. He landed near Suwon and was picked up and airlifted back to Itazuke that same afternoon, with one tremendous headache.

On 11 August 1950, the squadron moved to Tsuiki, Kyushu, Japan and converted back to F-51 aircraft. They were considered better than F-80s for useful operations over Korea. Following the success of the United Nations counter-invasion in September 1950, the 36th began a move into Korea. On 5 October 1950, about one-half of the squadron moved by train to Ashiya, Japan and them by transport to Suwon, Korea. On 29 October 1950, the remaining portion of the 36th and its F-51s moved to Kimpo AB, Korea, where the element that had been at Suwon joined them. On 24 November 1950, the 36th relocated to Pyongyang (now located in North Korea), following the successful UN offensive. However, as a result of an enemy counter-offensive in December, the 36th moved south to Seoul AB and later to Itazuke, Japan. Once there, the squadron converted back to F-80s. On 25 June 1951, the anniversary of the North Korean Invasion, the 36th completed it 9,000th sortie of the war and moved back into Kimpo AB. Twelve F-80s of the 36th encountered twelve Mig-15s over North Korea on 3 October 1951. Final score for the 36th: two Mig-15s killed, one damaged; Reds – zero!

In a one-day strike on 11 March 1952 against enemy troop and supply concentrations in the Mulgae-Ri area of Korea, the 8th Group flew 254 sorties and delivered 153 tons of bombs, 124 tons of napalm and 46,000 rounds of ammunition, heavily damaging and killing dumps, buildings, troops, anti-aircraft positions and vehicles. Two months later, the group destroyed positions near Pyongyang. On 23 June 1952, the 36th successfully bombed the Suiho hydroelectric plant on the Yalu River and one of the chosen hydroelectric plants in northeast Korea. The raids were highly successful and electric power was cut off for industrial areas of North Korea and Manchuria. On 29 August 1952, the 8th Group flew 166 combat sorties against targets near Pyongyang.

By February 1953, the 36th had converted to F-86 aircraft. Their first deep thrust into North Korea was against the Army General Headquarters and radio broadcasting stations at Pyongyang. During June and July, the 36th was tasked with heavy bombing and strafing missions against enemy airfields to prevent any possible reinforcements of air elements during cease-fire negotiations. Following hostilities, the 36th remained at Suwon AB and conducted training operations. That training was primarily fighter-bomber oriented. On 19 October 1954, the 36th returned to Itazuke, Japan and participated in Fifth Air Force operations and exercises for the next ten years.

F-86F Sabre 52-4408, 36th FBS Itazuke Air Base, Japan. 1954

In January of 1957, the 36th began converting to F-100 aircraft. In March of that year, the 8th Fighter Wing flew F-100s to Bangkok, Thailand where it participated in a series of air exercises with other nations. The 36th received numerous excellent reports for their participation in those exercises. The next jet fighter to join the 36th arsenal was the F-105. That conversion took place during May 1963, when the squadron moved to Yokota AB, Japan. In June the following year, the 36th and the 8th Tactical Fighter Wing were assigned to the 41st Air Division. For two years, the squadron participated in exercises over Korea.

On 6 August as a result of the Gulf of Tonkin Crisis, the 36th deployed to Korat, Thailand by way of Clark AB, Philippines. On alert at Korat Royal Thailand AFB, the 36th flew missions on 14 and 18 August 1964 to escort rescue aircraft and suppress anti-aircraft fire during rescue operations. It was the unit’s first action in what would become the Vietnam War. When the 36th returned to Yokota in December of that year, it participated in a huge ceremony. On 7 December 1964, the Japanese Government presented retiring General Curtis E. LeMay, USAF Chief of Staff, Japan’s First Order of the Grand Cordon of the Rising Sun. In a flyover that followed, the 36th formed the letters ” C E L ” in the General’s honor.

The 36th was deployed TDY to Takhli RTAFB, Thailand twice during 1965. During the first deployment, the 36th flew mostly interdiction and armed reconnaissance missions. Numerous aircraft received battle damage; however, none were lost. During the second deployment, flying the same types of missions, four pilots were lost and listed as missing-in-action. One of those missing was Major Dean A. Pogreba, who was later awarded the Air Force Cross. In May 1966, the F-105s and nearly all of the men of the 36th were reassigned to the 34th Tactical Fighter Squadron, only one airman and the commander remained. Supplies and equipment were assigned to other USAF units at Yokota AB. Thus, the 36th began accumulating technical orders and equipment for F-4C aircraft.

The F-4Cs arrived during December 1967, and personnel and equipment resources began increasing throughout 1968. The 36th continued to support tactical air operations and air sector defense in Japan and Korea for the next three years. In 1971, due to increased commitments, a reduction in the number of aircraft, and a move to a Forward Operating Location (FOL) at Kunsan AB, Korea (on a rotating basis) the squadron faced a period of extreme hardship. Individuals were confronted with turbulence in their work environment and made large individual sacrifices for the sake of the mission.

In February 1971, with the transfer of the 36th TFS to the 3rd Tactical Fighter Wing, the 36th became the only remaining fighter squadron in the 347th Tactical Fighter Wing. The squadron was divided into two sections; A and B. In March 1971, Section A moved to Kunsan AB, to assume alert duties. Section B moved to an FOL at Osan AB. As the year progressed, each month the squadron’s two sections would switch assignments, with an occasional return to Yokota AB. By mid May 1971, the 36th was officially reassigned from Yokota AB to Kunsan AB as a part of the 3rd Tactical Fighter Wing. In July preparations began for moving the 36th to Osan AB. The greatest problems were the installment of runway barriers and briefing Osan AB personnel on coordination of high performance aircraft with normal air traffic in that sector. However, those problems were overcome and the 36th moved to Osan AB on 13 November 1971.

In late November 1971, the F-4Cs were housed in hardened arches/shelters, called Wonder Arches by maintenance personnel. The primary mission of the 36th was to maintain a combat ready posture, assume alert requirements and continue aircrew training.

On 19 August 1972, torrential rains caused all flying operations to cease, and aircraft and aircrews were briefed on plans to evacuate aircraft to Japan in case of flooding. Fortunately, rains subsided and evacuation plans were canceled at the last minute. The 36th, supporting the 314th Air division Operations, was later awarded the ORK Presidential Unit Citation for the aid it rendered the Korean people during the storms.

The 36th TFS changed over from the F-4C to the F-4D aircraft in 1972. In June 1974, the squadron changed to the F-4E model. In late September, the 36th TFS was reassigned to the 51st Composite Wing and moved permanently to Osan AB, Korea. Some of the F-4Ds were previous bedded down in Taegu AB. To maintain that constant state of combat readiness, the 36th participates in a myriad of exercises. They include: Cope Thunder, Cope Jade, Cope Strike, Cope Cat, Cope CAS, Cope Sage, Team Spirit, Foal Eagle, DACT, and the normal ORI/Stan Eval/and UEI visits from higher headquarters.

On 18 August 1976, the Fiends and their F-4Es were placed on alert following the murder of the United Nations Command Guards at Panmunjon, referred to as the Tree Cutting Incident. The next time the Fiends went on alert was in September 1988 to provide prompt response during the 88′ Olympic Games in Seoul.

In late 1988, the first F-16C models (blk 30) began to arrive and ushered in a new era in combat capability for the Fiends. The conversion was completed in mid April 1989. Shortly there after Cope Thunder 89-7 took place with the new aircraft.

December 19, 1989 was a black day for the Fiends when tail #7251 landed gear up at Osan. This following an engine flameout due to a trapped fuel situation.

From mid-January 1990 to late June was filled with numerous exercised and deployments. On 21 July 1990, an F-16 lost its brakes and was unable to steer the aircraft away from a C-130 in the MAC ramp. In November of 1990, the lst of the navigation pods arrived, and night training starts to pick up.

Throughout late 1991 to December 1992, the Fiends showed remarkable flexibility in mission training and combat capability with the addition of the targeting pod and increased emphasis on CAS. This is a testament of its ability and desire to carry the load and do it right. With the upcoming conversion to the F-16C (blk 40) the pace won’t slow down. But in fine Fiend fashion, the 36FS will excel as usual.