Robert Dahlberg VMF-513 The Flying Nightmares - Korea



Robert "Bob" Dahlberg became a Reserve officer, he spent 4 years in WWII just missing going into action and then with Mpls. Reserve Marine fighter squadron (F4U Corsairs). He was recalled in August 1950 to serve in the Korea war. He flew with VMF(N) 542 and 513 for 11 months in Korea (F7F-3n Tigercats)-had some interesting hops, including a flight over Vladivostok. He served in what was referred to then as a police action in which thousands of Americans died. Korea has recieved little attention vs WWII and Vietnam but the men and women who served there did so with the utmost courage under most difficult conditions.

Bob Dahlberg was born in St. Paul, Minnesota, on October 21, 1925. His parents were Laurence and Esther Dahlberg, both first generation Americans, born of Swedish immigrants. Bob attended Harding High School, in St. Paul and upon graduating in 1943, he volunteered for the Avaition Cadet program serving 4 years in Marine Corps. The farthest he had been from home prior to joining the USMC was Probably 120 miles, visiting his uncles' farm in northern Wisconsin. Bob says of himself "What a green kid!"

In 1941 he was just barely 16 when the Japanese struck at Pearl Harbor.

Bob: " Oh, yes, all of my high school classmates knew where Pearl Harbor was and the pending impact it would have on our lives. In the Spring of my senior year--I was 17-- five buddies, knowing that they would be drafted as soon as they graduated, decided to enlist in the Naval Aviation Cadet program and become fliers, rather than be drafted as foot soldiers. They talked me into joining them, so we went over to Minneapolis to enlist--and I was the only one to pass the physical! So the navy took me, but waited until June when I graduated. A couple weeks after I graduated, I was off to the Navy. During WWII, Marine pilots were trained as NAVY cadets.
Bob did not have any family members serving in the service during the war and none of his faimily was working in the war factories but his mother did have a star in the window for her son. Bob: "Yes--My mother was proud of the fact (Bob was in the service)--in fact, the whole city block was full of stars in the front windows.

Where did you train for basic and where for specialist role?

Bob: " When I first learned to fly, it was at Arkansas State Teachers College in Conway , Arkansas and the instructors were civilians.

Cantrell Field circa 1941 and the civilian instructors at the time. Photo courtesy of David Bowie JR.

Subsequent locations, ("Primary" at Memphis NAS and "Final" at Pensacola) had military officer instructors, both Navy and Marine. I learned to fly in US Navy-built N3N, the "Yellow Peril" biplane at Conway Arkansas. The cadets were barracked at Arkansas State Teachers College there and had all our "ground school" classes at the college. My flight instructor was a civilian--a cute little lady named Emma Lou Walden. She was great! Didn't have the strength to hold the N3N all the way around in a slow roll, so she used to ask me to help her hold the stick over. A few weeks later, while flying solo (after about 3-4 hours of solo flight time) , I was caught by the head instructor, doing slow rolls by myself. I was about to get washed out, but Emma Lou vouched for my future value to the Navy, and I got by with it!

During WWII, Marine pilots were trained as Navy Cadets,--there was no difference in their training, and the election to go into the Marines was offered just before graduation if there were open billets for Marine pilots. I selected Marines, as I had two buddies who were a year ahead of me in high school who went into the Marines. The Marines had a few open "slots" for new Marine pilots in each class and accepted applicants up to the total slots available. OUR FAVORITE STORY, OF COURSE, IS THAT THE TOP 10% OF EACH CLASS WERE PRIVILEGED TO BECOME MARINES!!!


As soon as I got my wings, I went to Ft. Lauderdale, then after "Operational" training (in Torpedo planes!), I went to El Toro MCAS (Marine Corps Air Station) and then straight to Honolulu for further assignment to a squadron then serving in the Pacific theatre.

When I got to Honolulu, the BOMB had just been dropped, so the Corps decided that they would not send us (a group of about 6-7 brand new 2d Lts) to the Pacific squadrons. Since I had not flown the F4U Corsair before, I was given a checkout at Ewa Air Station, my first flight in the F4U. The next day, all the new Lts. were called to a meeting, where we were told that we would be assigned to one of two F4U squadrons, one in Peiping, China, and one at Midway Island, and we could state our preference. So I asked for China, and, sure enough (!!!) I was assigned to
VMF 322

The Fighting Cocks', 322 was led by (then Major) Walter Lischied, my first skipper, who was killed in action in September 1950 flying a Corsair near Seoul on a close air support mission.

Patch Courtesy of Rene L. (Doc) Bureau, HM3, USN (FMF)

which was going to Midway. While there Bob and his friends were out on the town and an incident reminicent of Harv Jacobs (9th AAF)occurred but with a noicer ending. Bob: "(This goes back to the time when we green pilots were in Honolulu, waiting reassignment) Four of us were walking down the sidewalk at Ewa Air Station, two-by-two, and were met by a two-star general and a full colonel. I and my buddy, in front, threw a proper salute, but the guys behind us hadn't seen the brass, so they didn't. The pompous Colonel stopped them with a snide, "Lieutenant, aren't you in the habit of saluting Two-Star Generals?" Lt. Bob McPherson said, "Gosh, Colonel, I don't know--I've never seen one before." The Colonel was just about to blow a gasket, when the General started laughing loudly. Happy ending.

The squadron left Pearl a few days later, and since I was one of only a few 2d.Lts who was carrier-qualified, in Torpedo planes, remember, I got the privilege of taking a Corsair off the carrier at Midway. didn't make a carrier landing, of course, but landed on Sand island, Midway. That episode was a valuable basis for many bar stories, later in life, however, whenever any NAVY guy commented about how hard the corsair was to handle, I countered with, "Hell, my second hop in one was off a carrier", never clarifying that it was not a carrier landing, however. I stayed on Midway for 8 months till about mid-1946 , just flying patrols and searches--I guess the squadron assignment was put there just in case the Japanese weren't serious about surrendering. Anyway, I finally got the fighter time I was wishing for back in Pensacola.

From Midway, I landed by air transport at North Island, San Diego, got my discharge papers at Camp Pendleton and then on to St. Paul (home). I married Bernice Pritchard between wars, on September 3, 1948. Bernice and I were high school chums, although we never dated. She was 3 years behind me at school. After I got back from the Pacific, I ran into her on a St.Paul street, just by chance, and asked her to a movie and it was all downhill from there. Now, after 53 years, we are still together, and, surprisingly, still very good friends! I attended the University of Minnesota , earning a Math degree in 1949.

During training there was no location censoring at that time so the family knew where Bob was--when he was sent to the Pacific, there was only a Fleet P.O. address and they did not know where he was until the BOMB dropped, and everything opened up.

To Korea 1950 - 1951 With VMF-542 and VMF-513

I was activated for Korea in Mid-August, 1950. Had mixed emotions--I had a contract to teach Math in a West St.Paul high school and had been married less than two years, but, on the other hand, I had been training for such an eventuality and looked forward to active duty. The thought of avoiding active call up never entered my mind--it was just, "Got my orders, so I go." That was the feeling of all the pilots--I never heard any Marine pilot grumble about unfairness, or unwillingness to go. The squadron I was assigned to, VMF(N) 542) left San Diego near the end of 8/50 on a "baby" flattop named the USS Cape Esperance. The F7's were lifted aboard in port, and lifted off when we got to Japan. The trip was VERY slow, and included 2 days just drifting when the ship's engine (engines?) broke down. I was in VMF-542 (tail code WH) and we had F7F's. VMF- 513 had Corsairs, but 542 preceded them into combat. We set up squadron parking area at Kimpo Airport, just southwest of Seoul, the day after the Inchon invasion, which went well and cleared the field of enemy the day of the landing. 542 was the first fighter squadron to occupy Kimpo (known as "K-14")
The F7F shown just below is a day fighter version, which never saw action in Korea
The second is a picture of the F7F-3N after 542 merged with 513 in March, 1950, showing the "WF" tail insignia of 513. Note also, the 513 plane was repainted a flat black color in the mistaken thought it would make us harder to see at night--all it did was slow the plane down.





What was your most difficult assignment and why?

Night close air support-Korea. Difficulty in locating targets in mountainous terrain, poor visibility near friendly Marine troops. When 542 went into Kimpo, the Marine Regular pilots, who had been flying the F7F in the States, were the pilots. The Reserve pilots were Marine pilots, alright, but were CORSAIR pilots. The odd thing was that, due to fiscal limits, the Reserves had many, many more hours of recent flight time--but it was Corsair time, not Tigercat time, so we had more recent training--just not in F7's. My transition to F7F's was one familiarization flight (affectionally known as a "Fam" flight) in the daytime, when I met my new RO (radar operator), Byron Hall, a seasoned , old (had 4 years on me) REGULAR Sergeant, who I am sure was not too pleased with his assignment. My second hop in the F7 was a night convoy interdiction flight, searching and shooting up truck convoys. Training? It was "just do what you've been trained to do in the Reserves--only at night." After I got used to the F7, I was comforted by having that extra engine. The cockpit was more crowded (narrow), but it was faster by 30-40 knots. Not as control sensitive as the F4U, but seemed more stable as a gun platform.

What did you fear most when in the Korea?

Bob "Radar-controlled anti-aircraft fire. They weren't too sharp, but it still bothers you when you go in on a hill and see those orange golfballs floating lazily your way." There was no air opposition, but lots of ground fire. I had gone home 7/51 before 513 got B29 escort duty."

In all of Bobs 82 missions primarily ground support he was fortunate never to have been wounded.

In October, 1950 , I was scheduled for a daytime flight to fly fighter escort to a F7F photo plane--and not told the exact photoscan destination, just that it would be north of the "bomb line" and a long flight, so belly tanks were rigged. We flew right up into the NE corner of North Korea, and I thought, right over the border at Vladivostok. The purpose, it turned out, was to see the extent of MIG strength parked at the airfields. This was early in the "war", before the Russian-made jets were real active in the North Korean skies, but the sphincter muscles were still tight. Then, after pictures were finished, we turned east out over the water, then south, and headed home at minimum altitude right over the water. An uneventful flight, but some MIG pilot could have had two lonely F7's very easily..

On October 3, 1950 Bob had his worst experience. Night close air support of the Marine 7th Div. at Uijongbu, Korea (just north of Seoul). This was about my 4th or 5th hop in an F7F--I shouldn't have been there. Had trouble identifying the target, close to the Marines, then in final dive, rear canopy exploded, and partly departed the plane, but the remainder was beating Byron Hall on the head, the Forward Air Controller shouting, "Pull up, pull up!" then got vertigo in pullup, ended upside down at about 70 knots--don't know how I recovered. Then when I got back to Kimpo, it was socked in and I had to make a GCA approach. Was so shook, that I made two overspeed passes at the strip and had to go around with Byron Hall sitting out in the cold under a flailing canopy. Finally put it down and when getting out on the wing, Hall said, " I'll be DAMNED if I ever fly with you again!" I was scared shitless, too. But Hall relented, and we ended up flying 82 missions together.

How many bases did your unit stage out of. The 1st one and the last one? Was there often a former enemy base to reconstruct or did you have to go from scratch?

Three bases--all were formerly enemy-held. The base at Kimpo had a concrete strip and the base at Yonpo (Chosin Reservoir battle) was solid ice, as far as I know, and the base at Masan was marsten matting and mud. Did you ever make a landing roll-out sideways? It can be done on marsten matting with mud oozing up through the holes!--FUN!

What did you do to relax in the Pacific/Korea, where did you go?

While in Korea, we played a lot of volleyball. In the year that most of us were in Korea, we got to go to Japan 3 or 4 times on R&R. R&R stands for Rest and Recuperation, --or Rack and Ruin, depending one one's demeanor. While on R&R, various social events and artistic soirees were available--Opera, symphony, etc. Bob returned from Korea, in July 1951, after 11 months with the Night-fighter squadron. Returning form Korea in July, 1951, I landed via air transport at El Toro MCAS and was joined there by my wife, Bernice. Then I held various operational positions in fighter training squadrons, going to inactive duty in mid-'53.

After I returned to civilian life after Korea, in 1953, I worked for Honeywell Aero Div. in Minneapolis and went to Night law school, receiving a law degree in 1956 from the St. Paul College of Law (now merged with St Thomas College' law school, I believe. I never have directly used either degree, but both have stood me in good stead during my business career.

Was it difficult to find work after the war?

No--I went out for two interviews one day and came home with two offers. One was as copilot for North Central Airlines, flying out of Minneapolis and the other was as a production Coordinator fo Aero Div of Minneapolis Honeywell. I took the Honeywell job, as Bernice and I had had enough separation--and also flying the DC3 Gooneybird appealed to me like it was a bus driver's job.



Robert 'Bob" Dahlbergs career spanned both WWII and Korea.

The Korean Service Medal (Est 1950) Dates: 1950-54 Criteria: Participation in military operations within the Korean area during the above period.

Bob received the DFC and air medals. Returned to reserve duty in Mpls in 1953. The Minneapolis Marine Air Reserve Detachment flew out of "NAS" Minneapolis, actually the North side of (which is now) the Minneapolis - St. Paul International Airport. We had two squadrons, VMF 213 and VMF 234, and we flew the same planes on alternate weekends, and the NAVY reserve squadrons flew them on the other weekends. Between wars, we had F4U Corsairs (actually, FG-1D's, built by Goodyear). After the Korean war, the detachment was equipped with F4U4's, then AD5 Skyraiders, then F9F-2 Panther Jets, then, finally in 1962, or near then, R4Q Cattlecars. The R4Q is the Marine designation for the Air Force C119 , a twin-boomed monster that all the fighter pilots hated. (I forget the proper name of that plane, but "Cattlecar" fits. I think it may have been Flying Boxcar, or somesuch) We complained that, when you rolled the yoke over (NOTE--YOKE, not stick!!!!), there was a 60 second delay before the plane started turning. I retired in '64 as Lt. col. Have flown 20-30 different aircraft types.

The Opposition in Korea

......
The DFC Distinguished Flying Cross and the Airmedal
The Distinguished Flying Cross (Est 1926) Criteria: Heroism or extraordinary achievement while participating in aerial flight.
The Air Medal (Est 1942) Criteria: Heroic actions or meritorious service while participating in aerial flight.


Bob had a long career and successful career in business working for Honeywell-1953-1968 Ending up as Director of Material and Purchasing, then for LTV Corp (Dallas) 1968-1978. he was a Corporate Purchasing Director, VP of Real Estate subsidiary Harris Corp. (Dallas), 1979-1983 Dir Materiel & Purchasing Otrona Corp (Boulder, CO computer mfg) 1984-1984-Dir of Manufacturing and ITT Corp (Boulder, CO computer div) 1985-1993 VP, Mfg, Eng and Administration American Indian Science & Eng. Society (Non-profit educ.) 1993-1999 Dir of Ops.

His hobbies are Tennis, golf and woodwork. He and Bernice have two daughters, one in Texas, who raises and breeds Arabians. One, in Rye, Colorado, finishing her education. They are aware of some of the things in Bobs past, yes, but he never has talked about any of the details. He also belongs to several veterans organizations, including the Marine Corps Aviation Association and the Marine Night Fighters Association. He does see some old friends every other year or so and attends reunions including the The Chosin Few--survivors of the Chosin Reservoir battle in North Korea. He is a VFW life member, but not active.

When asked if there had been no war, what do you think you would have become or done differently?

Bob: ' I really don't know--before I had a chance to think about it, the war became the ONLY immediate future for us kids. That's really all we were--kids--and the Marines made men of us.

E-Mail Me @ worldwar2mem@yahoo.com


Copyright © Ken Arnold 1999. All rights reserved.

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VMF-542 patch from the time of Bob's service and 513 Squadron Patch version from later after he had left the squadron
(542 courtesy of Bobs web site)
VMF-513 reincarnation as VMA Marine Attack (see links)

A Few Links VMF & A 513 site

VMF & A 513 site number 2

Bob's web page linking his fellow Marine avaitors

Kusan AFB....great history on the 513th and F7F links includes one of Bobs missions

Doc Bureau's VMF Squadron Insignia

Bob's Family hopme page

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