HISTORY OF

THE

5TH RECONNAISSANCE SQUADRON

5 May 1917 to 31 December 1998

 9th Reconnaissance Wing History Office
Beale AFB, California

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 Table of Contents

TABLE OF CONTENTS ………………………………………..……………………………… ii

SQUADRON EMBLEM ………………………………..........................……………………… iii

THE EARLY YEARS …………………………………………………...................................... 1

WORLD WAR II ………………………………..………………………………………………. 2

REBIRTH ……………………………………………………..………………………………… 5

HIGH ALTITUDE RECONNAISSANCE …………………………………………..………….. 6

APPENDIX A “LINEAGE” ………………………………………………………..………….. 8

APPENDIX B “DECORATIONS” …..…………………………………...…………………… 10

APPENDIX C “ASSIGNMENTS” …………………………………………………………..... 11

APPENDIX D “COMMANDERS” ……………………………………………………………. 12

APPENDIX E “STATIONS” ………………………………………………………………….. 14

APPENDIX F “AIRCRAFT FLOWN/WEAPON SYSTEMS ASSIGNED” …………..……. 15

APPENDIX G “AIRCRAFT FACT SHEET” …………………………………...…………….. 16

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 Squadron Emblem

On a blue disc piped with yellow, a yellow increscent moon and five stars. On the lower horn of the
crescent a black and white owl holding in his right claw a silver telescope. (Approved 27 May
1924.)

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 The Early Years

The 5th Aero Squadron organized on 5 May 1917 at Kelly Field, Texas. The squadron
trained new pilots to fly JN-4 “Jennys.” A year later, on 15 July 1918, the Army redesignated
the unit as Squadron A at Souther Field, Georgia. When the armistice ended World War I on 11
November 1918, Squadron A demobilized.

A second 5th Aero Squadron organized at Hazelhurst Field, New York, on 24 October
1919. The squadron moved to Mitchel Field, New York the following month. In 1921, the unit
became the 5th Squadron (Observation) and two years later the 5th Observation Squadron. In
1924, the original 5th reconstituted and consolidated with the 5th Observation Squadron.

Three years earlier, in May 1921, the 5th attached to General Billy Mitchell’s 1st
Provisional Air Brigade at Langley Field, Virginia. From May to October 1921, the squadron
and other units of the Air Brigade bombed battleships off the eastern seaboard. Mitchell was
determined to prove airplanes could sink warships. In July, in the well known Ostfriesland
incident, brigade airplanes sunk a modern, German-made battleship. General Mitchell
proclaimed the era of battleships had ended and the age of airpower had begun.

On 1 August 1922, the 5th Observation Squadron joined the 1st Observation Squadron to
form the 9th Observation Group, today’s 9th Operations Group and the 9th Reconnaissance Wing’s
predecessor. In 1928, the Army attached the 99th Observation Squadron to the 9th Observation
Group and assigned the squadron to the group the following year. Throughout the 1920s and
early 1930s the 5th flew normal observation and training missions and participated in air shows.
Squadron pilots flew a variety of “bamboo and bailing-wire,” World War I-vintage aircraft,
including the DH-4, O-1, O-2, A-3, B-6, and several others.

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 In the mid-1930s, as tensions increased in Europe, the United States began to build its air
arm. On 1 March 1935, the Army redesignated the 5 th Observation Squadron as the 5th
Bombardment Squadron. Soon after the redesignation, the squadron received new Martin B-10
bombers. The B-10, a small bomber best suited for costal defense, could out-fly the best Army
pursuit plane of its day. In 1938, the 5th switched to the larger Douglas B-18.

World War II

By November 1940 German U-boats actively patrolled waters off Central America near
the Panama Canal. The Army dispatched the 9th Bomb Group to guard the canal. First, from Rio
Hato, Panama, then from Beane Field, on the Caribbean Island of St. Lucia, the 5th Bombardment
Squadron patrolled the Atlantic near the canal’s entrance. The squadron received a campaign
streamer for its antisubmarine duty.

The 5th and its sister squadrons changed missions in October 1942. The 9th Bomb Group
moved to the Army Air Forces School of Advanced Tactics at Orlando, Florida. The group left
its B-18s behind. B-24 “Liberators” awaited the 5th Bomb Squadron at Orlando. Within a few
months, the B-17 “Flying Fortress,” B-25 “Mitchell Bomber,” and B-26 “Invader” joined the
squadron’s inventory. For the next sixteen months, squadron pilots developed new tactics, tested
equipment, perfected glide bombing techniques, and trained crews in high-altitude precision
bombing.

In February 1944, the Army mysteriously relieved the 9th Bomb Group and its component
squadrons from the Tactics School and transferred them first to Dalhart Army Air Field (AAF),
Texas, then to McCook AAF, Nebraska. The group left its aircraft behind in Florida. At
McCook Field, the 5th and its sister squadrons received new Boeing B-29 “Super Fortresses.”
Squadron crews spent the next six months training in their new airplane.

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 Then, in November 1944, the 5th Bomb Squadron and the rest of the group moved to
North Field, Tinian, a Pacific island in the Marianas. By 20 January 1945, the squadron was
ready for combat operations. A week later the 5th flew its first combat mission: a bombing raid
against Japanese installations on the northern Marianas. The squadron attacked its first defended
target on 9 February in a bombing run over a Japanese seaplane base on Moen, an island in the
Truks. Three days later, 5th bombers struck heavy gun emplacements on Iwo Jima, in preparation
for the upcoming amphibious landing there.

On 14 February, squadron B-29s, each carrying an experienced naval officer as observer,

searched for Japanese picket ships as the Navy prepared a carrier attack against Japan’s main
islands. Five days later, the 5ths bombers inflicted heavy damage on a well-defended aircraft
factory in Tokyo. Joining bombers from other units, the 5th Bomb Squadron returned to Tokyo
in 25 February. Using incendiary bombs against the wooden structures that housed Japan’s war
industry, American bombers kept up a relentless attack on Japanese aircraft factories, chemical
plants, naval bases, and airdromes throughout the final months of the war. Despite stiff
opposition – heavy and light antiaircraft fire, search lights, flak boats, and fighter planes –
squadron aircraft inflicted heavy damage on Nagoya, Osaka, Kobye, Tokyo, and other cities.

Conditions were so difficult on two of the missions the squadron earned Distinguished
Unit Citations. First, on 15 – 16 April, 1945, the 5 th and other 9th Bomb Group units attacked the
industrial area of Kawasaki, Japan. Kawasaki provided vital components for Tokyo and
Yokohama’s industry. Strategically located, Kawasaki’s industrial area was heavily defended,
both on the flanks and surrounding the target area. This made the approach, bomb run, and
breakaway extremely hazardous. Adding to the danger, squadron pilots flew the 1,500 miles
from Tinian to Japan low-level, over water, at night. Severe turbulence along the way affected
the mechanical navigation equipment, but the bombers held their course.

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 Attacking according to the bombing plan, the 5th Bomb Squadron was in the last run over
the target. By then the Japanese defenders were fully alerted and knew the approximate bombing
altitude and direction of the attack. Exceptionally close coordination between the enemy
searchlights and antiaircraft guns subjected the bombers to powerful concentrations of
antiaircraft fire on their way to the target, over the target, and after their breakaway. Intense,
accurate fire from flak boats on the flight to and from the target caused more damage.
Approximately 56 Japanese fighters attacked the 5th and its two sister squadrons. The American
strike destroyed Kawasaki’s industry, but the squadrons of the 9 th Bomb Group paid a heavy
price. Four of the group’s 33 B-29s crashed during the mission. Six other sustained heavy
damage.

The squadron won a second Distinguished Unit Citation the following month.
Effectively mining the Shimonoseki Straits and the waters around the harbors of northwest
Honshu and Kyushu would block sea traffic on the Inland Seas and isolate important northern
ports. By laying mines in the seas around Japan, the Allies hoped to isolate Japan’s main islands
and deprived them of resources from conquered territories in China, Manchuria, and Korea. The
mines would also prevent reinforcement of Japanese-held islands.

Between 13 and 28 May, the 5th Bomb Squadron flew eight missions laying mines in
these strategic areas. Flying at 5,500 feet, on alternating nights, the crews faced adverse,
unpredictable weather and determined antiaircraft batteries and fighters. Such conditions forced
squadron navigators to devise new techniques to accurately lay the mines. Despite inclement
weather, heavy flak, and Kamikaze fighter attacks, the bomber crews systematically covered the
vital sealanes.

On 18 and 19 May, squadron B-29s successfully mined the Inland Sea approaches to the
Shimonoseki Straits. Again on 20 and 21 May, crews mined the approaches to the straits. On
the night of 22 – 23 May, the 5th mined the main channel of the Shimonoseki Straits. The mine-

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laying operations crippled Japanese efforts to move shipments of food, raw materials,
manufactured war supplies, troops, and combat equipment to and from their homeland.

Between January and August 1945, 5th Bomb Squadron B-29s repeatedly attacked Japan.
Besides the bombing and mine-laying operations, missions included sea search, weather
reconnaissance, radar scope, counter-radar, wind runs, and photo reconnaissance. When Japan
surrendered on 14 August 1945, bombing missions ended, but the squadron remained active
transporting personnel and supplies around the vast Pacific Theater. In March 1946, the 5th
moved to Clark Field, in the Philippines, and in June 1947 to Harmon Field on Guam. In
October 1948, the 5th Bomb Squadron and the rest of the 9th Bomb Group inactivated.

Rebirth

Following World War II, the National Security Act of 1947 established the U.S. Air
Force as a sister service of the Army and Navy. The concurrent establishment of major
commands within the Air Force brought wholesale realignments, including creating new wings
with subordinate groups and squadrons. The Air Force established the 9th Strategic
Reconnaissance Wing on 25 April 1949 and activated it on 1 May. The Air Force also activated
and redesignated the 9th Bomb Group and its subordinate squadrons, making them the 9th
Reconnaissance Group, and the 1st, 5th and 99th Reconnaissance Squadrons. The 5th
Reconnaissance Squadron’s new home was Fairfield-Suisan (later Travis) AFB, California. For
the next 11 months, squadron crewmembers flew RB-29s on visual, photographic, electronic,
and weather reconnaissance missions.

On 1 April 1950, the Air Force again redesignated the 9th Win and its subordinate
squadrons. The squadron again became the 5th Bomb Squadron. In February 1951 the Air Force
placed all flying squadrons directly under the wing. On 19 June 1952 the 9 th Bomb Group
inactivated. The 5th continued to fly B-29s from Fairfield-Suisun AFB until 1 May 1953. After

5
the Strategic Air Command assumed jurisdiction over Mountain Home AFB, Idaho, the Air
Force Moved the 9th Bomb Wing there.

The following year, B-47 “Stratojets” replaced the 5ths B-29s. For the next twelve years,
the squadron served as an important element in the Strategic Air Command’s nuclear deterrent
force. Massive retaliation became a cornerstone of national policy and an effective deterrent to
perceived threats. Crewmemebers trained and practiced incessantly to achieve and maintain the
high state of readiness needed to fulfill their demanding and vital mission. They then spent
alternating weeks in Alert Sites, ready to launch their bombers at a moment’s notice. For its role
in testing a new deputy-commander organizational concept to improve America’s immediate
retaliatory strike capability, the 5th received an Air Force Outstanding Unit Award in 1958.

By 1966, however, the B-47 was obsolete, replaced by the newer, larger B-52
“Stratofortress.” On 25 June the 9th Bomb Wing and its subordinate units inactivated at
Mountain Home AFB. Although the 9th immediately activated at Beale AFB, California as the
9th Strategic Reconnaissance Wing, only the 1st and 99th squadrons activated with it.

High Altitude Reconnaissance

When the 9th Wing moved to Beale AFB in 1966, it became the parent organization for
the SR-71 “Blackbird.” Ten years later the U-2 “DragonLady” joined the 9 th. The wing was the
home for both America’s high altitude, manned, reconnaissance aircraft. In 1986, the 5th
activated and rejoined the 9th as the 5th Strategic Reconnaissance Training Squadron.

The squadron recruited, screened, and trained U-2 pilots to fly operational missions
around the world. Because the U-2 is so unique and difficult to fly, the instructor-to-student ratio
was one-to-one. For the next four years, 5th pilots taught students at Beale AFB and also flew
operational missions around the world. When the Air Force removed the SR-71 from active

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service in 1990, however, U-2 pilot training moved to the 1st Reconnaissance Squadron and the
5th again inactivated.

On 1 October 1994 the 5th Reconnaissance Squadron activated and replaced the 9th
Reconnaissance Wing’s Detachment 2 at Osan AB, Korea. Detachment 2, the “Blackcats,” had
operated from Osan AB since 1976. The 5th had a “real world” mission-flying classified
reconnaissance in Korea and the Far East.

In October 1995 the squadron flew the first operational mission in the new U-2S aircraft.
The unit also brought the Enhanced Moving Target Indicator, which monitors troop and vehicle
ground movement, on-line. Lockheed presented the “Blackcats” the Hughes Trophy as the Best
Reconnaissance Squadron in the Air Force for 1995.

Today, the 5th Reconnaissance Squadron’s rich tradition lives on in approximately 200
men and women serving at Osan AB. They act as America’s eyes and ears in a volatile area.
Their diligence and sacrifice show the devotion to duty that has characterized the 5th since its
birth in World War I.

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 APPENDIX A

LINEAGE

ORGANIZED: 5th Aero Squadron 5 May 1917

REDESIGNATED: Squadron A, Souther Field, GA 15 July 1918

DEMOBILIZED: 11 November 1918

ORGANIZED: 5th Aero Squadron 24 October 1919

REDESIGNATED: 5th Squadron (Observation) 15 March 1921

REDESIGNATED: 5th Observation Squadron 25 January 1923

RECONSTITUTED: (Squadron A): 1924

CONSOLIDATED: Squadron A into 5th Observation Squadron 1924

REDESIGNATED: 5th Bombardment Squadron 1 March 1935

REDESIGNATED: 5th Bombardment Squadron (Medium) 6 December 1939

REDESIGNATED: 5th Bombardment Squadron (Heavy) 20 November 1940

REDESIGNATED: 5th Bombardment Squadron, Very Heavy 28 March 1944

INACTIVATED: 20 October 1948

REDESIGNATED AND ACTIVATED:

5th Strategic Reconnaissance Squadron, Photographic 1 May 1949

REDESIGNATED: 5th Bombardment Squadron, Heavy 1 April 1950

REDESIGNATED: 5th Bombardment Squadron, Medium 2 October 1950

INACTIVATED: 25 June 1966

REDESIGNATED: 5th Strategic Reconnaissance Training 12 February 1986

ACTIVATED: 1 July 1986

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INACTIVATED: 30 June 1990

REDESIGNATED: 5th Reconnaissance Squadron 21 September 1994

ACTIVATED: 1 October

1994

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 APPENDIX B

DECORATIONS

Distinguished Unit Citation:

Kawasaki, Japan -- 15 April – 16 April 1945
Shimonoseki Straits, Japan -- 13 May – 28 May 1945

Air Force Outstanding Unit Award:

1 January 1957 – 31 January 1958
1 July 1986 – 30 June 1987
1 July 1989 – 30 June 1990
1 July 1994 – 30 June 1995
1 June 1996 – 31 May 1998

Campaign Streamers:
WWII:
Antisubmarine
American Theater
Air Offensive, Japan
Eastern Mandates
Western Pacific

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 APPENDIX C

ASSIGNMENTS

Unknown 1917 – 1918

3rd Observation Group (attached to Eastern Department) 24 Oct 1919

Eastern Department 24 Mar 1920

Second Corps Area 20 Aug 1920

Attached to 1st Provisional Air Brigade for operations
6 May – 3 Oct 1921

9th Observation Group 1 Aug 1922

1st Division, Air Service (later, 1st Division, Air Corps; 1st Division, Aviation)
30 Jun 1923
th
Attached to the 9 Observation Group 30 Jun 1923 – 15 Feb 1929

9th Observation (later, 9th Bombardment) Group 1 May 1949

Attached to the 9th Bombardment Wing 10 Feb 1951 – 15 Jun 1952

9th Bombardment (later 9th Strategic Aerospace) Wing 16 Jun 1952 – 25 Jun 1966

9th Strategic Reconnaissance Wing 1 Jul 1986 – 30 Jun 1990

9th Operations Group 1 October 1994 – Present

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 APPENDIX D
UNIT COMMANDERS

Unknown 1917-42
Maj Earl C. Trees 20 Nov 1942
Lt Col Rolle E. Stone Jr. 10 Feb 1943
Lt Col Malvern H.W. Brown 22 Jun 1944-Unknown
Maj Homer W. Morris by 15 Mar 1946
Capt Orien T. Clark 13 Jul 1946
Capt Richard O. Giles 16 Sep 1946
Maj Charles G. Allen 14 Nov 1946
Capt John R. McPherson 16 Feb 1947
Capt William G. Broach Jr. 13 Mar 1947
None, unmanned 1 Apr 1947-20 Oct 48
Inactive
Maj John M. Clayton 1 May 1949
Lt Col Walter Y. Lucas 23 Aug 1949
Lt Col Raymond E. Holsey 18 Sep 1951
Lt Col Edward A. Vivian 2 Sep 1953
Lt Col Charles E. Bailey 1 Mar 1956
Lt Col Jack D. Templin Apr 1958
Lt Col Henry W. Ritter 10 Jul 1961
Lt Col Edward T. Solomon Mar 1963
Lt Col Dean W. Willson Apr 1965-25 Jun 1966
Inactive
Lt Col Charles W. Hinkle 1 Jul 1986-9 May 88
Lt Col Michael G. Danielle 9 May 1988-31 Jul 89
Lt Col Bruce R. Cucel 31 Jul 1989-30 Jun 90

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Inactive
Lt Col Scott D. Mefford 1 Oct 1994-28 Jun 95
Lt Col Charles P. Wilson II 28 Jun 1995-8 Jul 96
Lt Col John B. Feda 8 Jul 1996-24 Jul 97
Lt Col Peter J. Szyjka 24 Jul 1997-20 Jul 1998
Lt Col Greg August 20 Jul 1998-Present
Commanders, Detachment 2
Colonel L.M. Kidder Feb-Mar 1976
Lt Col R.B. Biurkett Mar-May 1976
Lt Col David G. Young May-Jul 1976
Lt Col Jerry C. Sinclair Jul 1976
Lt Col William R. Horton Jul 1977
Maj Gardner Krumrey Jul 1978
Lt Col James E. Wrenn Jul 1979
Lt Col Donald R. Schreiber Jul 1980
Lt Col John L. Cantwell Jul 1981
Lt Col Charles C. Crabb Jul 1982
Lt Col Stanley A. Rauch Jul 1983
Lt Col Charles W. Hinkle Jul 1984
Lt Col Jimmy L. McLean Jul 1985
Lt Col Dale O. Smith Jul 1986
Lt Col Louis V. Campbell Jul 1988
Lt Col Paul Roberts Jul 1989
Col Kenneth L. Stanford Jul 1990
Lt Col James E. Burger Jul 1992
Lt Col George W. Carrington Jul 1993
Lt Col Scott D. Mefford Jul-Oct 1994

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 APPENDIX E
STATIONS
Kelly Field, TX 5 May 17
Souther Field, GA 1 May-11 Nov 18
Inactivated
Hazlehurst Field, NY 24 Oct 19
Mitchel Field, NY Nov 19
(Operated from Langley Field, VA) 6 May -26 Oct 21
Rio Hato, Panama 13 Nov 40
Beane Field, St Lucia 28 Sep 41
Orlando AB, FL 31 Oct 42
Pinecastle AAFld, FL 15 Apr 43
Brooksville AAFld, FL 7 Jan 44
Pinecastle AAFld, FL 13 Feb 44
Dalhart AAFld, TX 9 Mar 44
McCook AAFld, NE 19 May-18 Nov 44
North Field, Tinian 28 Dec 44
Clark Field, Luzon 14 Mar 46
Harmon Field, Guam 9 Jun 47-20 Oct 48
Inactivated
Fairfield-Suisan AFB, CA 1 May 49
Mountain Home AFB, ID 1 May 53-25 Jun 66
Inactivated
Beale AFB, CA 1 Jul 86-30 Jun 90
Inactivated
Osan AB, Korea 1 Oct 94

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 APPENDIX F

AIRCRAFT FLOWN/WEAPONS SYSTEMS ASSIGNED

Manufacturer/Model # Dates

Curtiss JN-4, “Jenny” 1917-18

De Havilland DH-4 1919-28
Douglas O-2 1919-28
Curtiss O-1 1928-36
Curtiss O-1 1928-36
Douglas O-25 1928-36
Douglas O-31 1928-36
Douglas Y1O-35 1928-36
Curtiss O-39 1928-36
Curtiss A-3 1928-36
Keystone B-6 1928-36
Fairchild C-8 1928-36
Martin B-10 1936-38
Douglas B-18, “Bolo” 1938-42
Consolidated B-24, “Liberator 1942-43
North American B-25, “Mitchell 1943
Douglas B-26, “Invader” 1943-44
Boeing B-17, “Flying Fortress” 1944
Boeing B-29, “Super Fortress 1944-48
Boeing RB-17 1949-50
Boeing RB-29 1949-50
Boeing B-29 1949-54
Boeing B-47, “Stratojet” 1954-66
Lockheed U-2/TR-1, “Dragonlady 1986-90
Northrup T-38, “Talon 1986-90
Lockheed U-2 1994-Present

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 APPENDIX G

AIRCRAFT INFORMATION SHEETS

U-2 DRAGONLADY

The U-2 is a single-seat, single-engine, high-altitude, reconnaissance aircraft. Long,

wide, straight wings give it glider-like characteristics. It can carry a variety of sensors and
cameras. The U-2 can operate above 70,000 feet and linger in an area for several hours. The
aircraft’s cruising speed is about 430 miles per hour and range is more than 4,000 miles.

The U-2 made its first flight in August 1955. The 9 th Reconnaissance Wing operates the
newest version of the aircraft, the U-2S, from Beale AFB, California, and detachments
worldwide. The U-2s fly high-altitude reconnaissance, air sampling, and other specialized
missions. The pilot wears a full pressure suit. Since 1957, the U-2 has sampled radioactive
debris in the stratosphere. Data collected from these worldwide missions contribute significantly
to the understanding of the environment and provide valuable scientific data.

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 It was the U-2 that obtained the first photographs, on 14 October 1962, of the Soviet
military buildup and installation of offensive missiles in Cuba. U-2 cameras gathered further
evidence of the missile buildup in the following days.

Air Force U-2s also have provided important nonmilitary mission support. Many
missions have supported the Department of Agriculture land management and crop estimate
programs. The U-2 has made photographs for the Army Corps of Engineers for flood control
studies, and for state and federal agencies to determine damage from earthquakes, floods,
hurricanes, and tornadoes.

The U-2 is an extremely reliable reconnaissance aircraft and enjoys a very high mission
completion rate. It can be a very difficult aircraft to handle because of its unusual landing
characteristics. The U-2 and the pilots who fly it are flying the most important reconnaissance
missions in the Air Force today.

SPECIFICATIONS

Primary Function: High Altitude Reconnaissance and air sampling

Prime Contractor: Lockheed Aircraft Corporation
Power Plant: One General Electric F118-GE-101 engine.
Thrust: 17,000 lbs.
Dimensions: Wingspan 103 feet; length 63 feet; height 16 feet
Speed: 430 mph
Range: More than 4,000 miles
Ceiling: Above 70,000 feet
Crew: One pilot
Status: Operational

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