F-82: Twin Mustang in combat

Flight Journal, Apr 2001 by Thompson, Warren E

"MY first checkout in the F-82G was unusual because I rode in the right cockpit (radar observer's station), and there were no flight instruments. The ride I got from the pilot was awesome! I had been flying the P-61 Black Widow, and the difference was quite noticeable-mainly during a slow roll. The cockpits were about twelve feet apart, and when he rolled to the right, I experienced a most unusual feeling of being on the end of some sort of crack-the-whip maneuver. As a result of that first ride, I found out the F-82 had great performance, great power and plenty of speed. When I flew in the left seat for the first time, I wrote in my logbook that it was the greatest flying thrill yet! "We flew a lot of aerobatics and aerial gunnery. That was when I knew that this aircraft was a great fighter. I was unable to compare it with the famous P-51 Mustang, but the pilots in our squadron who had Mustang time said that it compared favorably. On one maintenance hop, I had feathered the right prop and was checking engine performance when I was jumped by an F-80 that was also based on Okinawa. I immediately turned into him, and we went around for a few minutes before I realized that I had shut down one of my engines. By the time I got it unfeathered, the F-80 was long gone. He had the speed, but I could sure turn inside of him.

"On many occasions, we flew over Okinawa in squadron strength. One morning, we briefed on a flyby of the island's airfields with all twelve aircraft. After this was accomplished, we broke off and assumed the line astern position and proceeded to follow our leader, Lt. Col. John Sharp, through rolls, loops and various other weird maneuvers. We ended up at about a thousand feet, headed back to Naha Air Base. I was in the rear of the gaggle when I noticed that Col. Sharp had feathered his right prop, and each aircraft followed his lead. I sure didn't remember this at the briefing, but we all roared across the field on one engine! It was a very forgiving airplane in all respects, and to this day, I believe that period was the highlight of my flying career in the Air Force."

Lt. John L. Redrup

Pilot, 4th All Weather Squadron Naha Air Base, Okinawa

The North American F-82 twin Mustang was originally designed as a long-range fighter escort for B-29s in WW II. The abrupt end to the War in the Pacific prevented the new fighters from being used operationally against Japan. Though production of most fighter and bomber types that were coming off the assembly lines in September 1945 was canceled, the F-82 was simply reconfigured. Its mission, however, would change over to the All Weather (AW) mode. This changed the cockpit arrangement from two pilots to one pilot and a radar observer. To enhance its nighttime capabilities, a large black radome was mounted under the center section of the wing to house the aircraft's radar equipment. These new specialized fighters would be produced in three very similar models: the F-82F, G and H. The two-pilot configuration already coming off the assembly line was designated the F-82E, and its production was quickly halted in favor of the new concept.

On June 25, 1950, the United States military in Japan was caught in a weakened state of readiness. The North Koreans were under the impression that South Korea was not important enough to be defended by the U.S. or the United Nations. Under cover of very bad weather, the invasion rolled southward past the 38th Parallel. The immediate priority for Far East Air Forces (FEAF) was to evacuate the American civilians from Seoul. That this operation would require sufficient protection against the North Korean fighters that might appear over the Seoul/Kimpo Air Base (AB) area pointed out a glaring weakness in the highly touted all-jet force based in Japan: F-80s did not have the range to fly from Itazuke AB, loiter over the area for any length of time and return. This would produce dangerous gaps in the coverage. No F-51 Mustangs were available in the theater, so this left only one available fighter type that could fill the need-the twin Mustang!

A call went out immediately for the 4th and 339th All Weather squadrons (AWS) to furnish as many F-82s as they could. The 339th had detachments at Misawa and Yokota Air Bases, which sent a total of seven aircraft to Itazuke AB to pool forces with the 68th AWS. Over on Okinawa, the 4th rounded up eight twin Mustangs. The next order of business was to form up the 347th All Weather Fighter Group (Provisional), with Lt. Col. John F. Sharp in command. Out of fewer than 35 F-82s in the Far East, 27 answered the call.

On June 26, the 68th had several twin Mustangs airborne over Seoul, and they did encounter a few enemy fighters, but they were ordered to maintain their station over the evacuation. At least one of the F-82s was fired on, but it did not return the fire. Now it was June 27. Fortunately, the Norwegian freighter Reinholte, then visiting Inchon Harbor, had helped evacuate many civilians the day before. The job had to be completed on that day, and it had to be done by a C-54. The F-82s were assigned to provide an effective top cover for this operation. If necessary, they could remain on station for hours. This set the stage for the greatest day in the short operational history of this big, deadly, all-weather fighter, and it would be at the expense of the North Korean Air Force. Within the span of approximately five minutes (or less), three enemy aircraft went down under the withering .50-caliber fire of the F-82. Not only did it make the first kill of the Korean War, but more than likely, it made the first three.