Biography

Major General Clements McMullen, USAF

Retired: 28 February 1954

Died: 9 January 1959

Figure 1: Major General Clements McMullen

wearing his US Army Air Corps uniform

Since the United States Air Force has no biographical sketch of General Clements McMullen, I have provided one based on the primary source information found in the estate collection and other public resources found on the general.

General Clements McMullen had a long and colorful career with military aviation. He is held in high esteem and is considered to be one of our nation=s early air force aviation pioneers. The general started his aviation career in the early ”Barnstorming” days, flew as a military aviator during WWI in the United States, was the winner of an air race and broke aviation speed records between the wars and served during World War II and the Korean War as an able commanding general officer. He continued to serve his country to 1954 as the Commanding General of the San Antonio Air Materiel Area, Kelly Air Force Base, San Antonio, Texas and retired on February twenty-eighth of the same year.

Clements McMullen was born to William A. and Rosa B. (Ramage) McMullen on 5 February 1892. He was a native Floridian of Scotch ancestry originally from Largo. He attended Washington and Lee University in Lexington, Virginia from 1907 to 1911 and became a civil engineer. Prior to his entrance into the military, he was an engineer for the state of Florida from 1911 to 1917.

With the outbreak of World War I and having a love for flying, he first enlisted as a private and then entered the School of Military Aeronautics at the Georgia School of Technology in Atlanta in September of 1917. Upon completion of his technical training as an air cadet, the young McMullen was sent to Kelly Field outside of San Antonio, Texas for continued flight training. He was commissioned a second lieutenant and received his wings on 6 March 1918 and was placed in the Aviation Section of the Signal Reserve Corps and continued his training in aerial combat.

Figure 2: The young proud

Lieutenant Clements McMullen

after receiving his wings

In July 1918 he became officer-in-charge of flying at the Gunnery School at Rockwell Field, California and would eventually join the 90th Aero Squadron at Eagle Pass, Texas for border patrol duty. Within a short period of time he became the flight commander of the First Surveillance Group at the same station. In 1920, Lieutenant McMullen was commissioned in the Regular Army with the same rank and shortly after (20 October 1920) was promoted to First Lieutenant. In January 1921 he was transferred to Camp Nichols in the Philippine Islands with the Second Observation Squadron and would eventually transfer to the Third Pursuit Squadron at Clark Field, Philippines.

The short time between World War I and World War II was a period of aviation advancement and experimentation. Air races became popular and aviators became national and worldwide heroes. The military urged their aviators to participate in competitions in order to gain knowledge and experience of the changes taking place in aviation. One only has to examine a list of participants from one of the air races to see that many of the aviators were representing the US Army or US Navy.

Figure 3: The young Lieutenant

Clements McMullen aviation

trophy winner

Because of his love of flying, the young Lieutenant McMullen entered a number of aviation competitions and races. In 1923 he was in St. Louis, Missouri and won the ALiberty Engine Builders Trophy Race@ which was sponsored by the St. Louis Post Dispatch and held at St. Louis Field. Representing the US Army, he won the race using a Fokker CO4 traveling at the amazing speed of 139 miles per hour. His win made headlines.

Figure 4: Lieutenant Clements McMullen with the

Fokker CO4 number 32 that he used to win the

Liberty Engine Builders Trophy Race in St. Louis, 1923

Figure 5: A frozen moment in time. Lieutenant Clements

McMullen as he is actually winning the Liberty Engine

Builders Trophy Race in St. Louis, 1923

Again making headlines, in February 1930, Lieutenant McMullen along with Lieutenant W.W. White would break a number of flying records. Using a Lockheed-Vega monoplane powered with a single Pratt & Whitney Wasp engine, they broke the overall flying record from New York to Buenos Aires with a registered flying time of 52 hours and 15 minutes.

In charting their flight from New York to Buenos Aires, they used a flying route that broke another aviation record and accomplished an aviation first time event. As they flew to break the record to Buenos Aires, they also broke the record for a flying time from New York to Miami, Florida. It was also the first time a non-stop flight was made between the United States and the Panama Canal. When the two young aviators reached their South America destination they were given a hero’s welcome and their exploits were radioed around the world. When Lieutenant McMullen was asked for his own views of the flight he stated:

“We have had a good run and it is naturally

a source of satisfaction that we have beaten

the time for the New York to Buenos Aires

route. What is to me equally thrilling is the

fact the we broke the New York to Miami

record by such a large margin and that we

were the first to bring a land plane from

Miami to Cristobal.”

It is estimated that the total distance flown by McMullen and White was 6,870 miles with an average speed of 130 miles per hour. A month later, Lieutenant McMullen returned back to his duty station in Dayton, Ohio. On his return, the city’s leading officials gave him a welcome as a national aviation hero. When asked to comment on his exploits he stated “It’s all in a days work for an aviator.”

Figure 6: Prior to their flight.

Lieutenant Clements McMullen and Lieutenant W.W.

White standing in front of the Lockheed-Vega monoplane

in which they broke the flying time from

New York to Buenos Aires, 1930

Figure 7: International Newsreel Photo 1930

Prior to their flight.

Lieutenant Clements McMullen and Lieutenant W.W.

White in front of their plane at the Newark Airport, New Jersey.

Figure 8: Associated Press Photo 26 February 1930

McMullen and White photographed on their arrival

At Las Palmas Airfield. Left to Right: Commander

Melgar, Chief of the Las Palmas Airfield; the American

Military Attaché, Captain Harold Harris; Lieutenant

Clements McMullen; Commander Harold B. Grow, Chief

Of the Peruvian Air Forces; Lieutenant White; and

Sergeant Majors of the Peruvian Army, Alvarillo and Chilardi.

Figure 9: Associated Press Photo 5 March 1930

Lieutenants McMullen and White photographed on their

Arrival at the Argentine army aviation field El Palomar from

Santiago, Chile completing their flight.

Figure 10: Associated Press Photo 26 March 1930

Lieutenants McMullen and White shown on the deck of the

Southern Cross on their return to the United States

After making aviation history.

In 1926, Lieutenant McMullen married Miss Adelaide Palmer Lewis. Miss Lewis had been married once prior on 15 August 1917 to Major Arthur Dow Newman, US Army. Major Newman was accidentally killed in a government polo match on 1 July 1922. She had two children from her previous marriage, Edward Lewis Newman born 19 April 1919 and Frank McCoy Newman born 12 September 1920. Lieutenant McMullen will adopt the two children and their names are legally changed to McMullen. Miss Lewis was the daughter of Major General Edward Mann Lewis, West Point graduate of 1886 and brother to Major General Henry Balding Lewis, West Point graduate of 1913. Eventually, the McMullen family will have two more children.

Figure 11: Lieutenant Clements McMullen (fourth from the

right) with some of his aviator friends

In July 1928, Lieutenant McMullen entered the Air Corps Engineering School at Wright Field, Ohio. He graduated in June 1929 and remained at the school as chief of the Repair Branch within the Experimental Engineering Section. While on assignment at Wright Field, Ohio, Lieutenant McMullen was blessed with the birth of his first biological child, Thomas Henry McMullen on 4 July 1929. By 1932, he was chief of the Power Plant Branch and earned the promotion to captain. As Chief of the Power Plant Branch, Captain McMullen was responsible for the introduction of turbo-super-chargers and fuel injection into actual operations in the US Air Corps. Still wanting to further his military aviation education, Captain McMullen entered the Air Corps Tactical School at Maxwell Field in Alabama. By June 1934 he graduated and remained as the base engineering officer.

Figure 12: Captain

Clements McMullen

In March 1935, Captain McMullen was transferred to the General Headquarters Air Force located at Langley Field, Virginia. He first assumed the duties of assistant to the Operations and Training Officer and would eventually be appointed assistant Chief of Staff for the operations of GHQ Air Force. By July 1936 he was promoted to the rank of major and soon after became the G-3 General Headquarters Air Force.

In August 1937, Major McMullen was chosen to enter the Command and General Staff School located at Fort Leavenworth, Kansas. He graduated in June 1938, was transferred, and became Chief Engineering Officer at the San Antonio Air Depot located at Duncan Field in Texas. By December 1940, Major McMullen was promoted to lieutenant colonel and assumed command of the of the air depot. While in this position he would submit a proposal for a 150-foot extension to the Engineering Building at a cost of $434,000.00. The Engineering Department was in dire need of space and suffered from a severe case of congestion. Another proposal was submitted for the “Blitzkrieg Hanger.” This hanger would have measured 120x200 feet with two-story lean-tos on either side. It would have been used for final paint touch-up work, armament installation and minor repairs. Because of congestion and overcrowded conditions much of this work was done outside in adverse weather conditions. Neither of the proposed development projects came to fruition while he was in command. However, he had laid the groundwork for an expansion that would be crucial with the advent of World War II.

Figure 13: Lieutenant Colonel Clements

McMullen in his dress blues uniform

Colonel McMullen was brilliant at analyzing a logistical problem and coming up with the appropriate solution. He was foresighted and could recognize pending problems. In 1941 he pleaded for base reorganization between the four Army Air Bases located in the San Antonio, Texas area. Kelly, Duncan, Brooks and Stinson Army Air Bases were all located within a few miles of one another and very close to the population center of San Antonio. Kelly and Duncan were adjoining air bases. Each base generated a multitude of flights on a daily bases setting the stage for a potentially dangerous situation. Recognizing the potential danger, he wrote to the Chief, Maintenance Command and suggested various solutions to remedy the problem. A number of his recommendations were taken into consideration and eventually implemented.

With the outbreak of war after the bombing of Pearl Harbor on December 7, 1941, Lieutenant Colonel McMullen=s career slipped into high gear as a capable command officer. Now on a war footing, and as the commanding officer of Duncan Field, he saw the need for immediate expansion and development projects that would be essential to the mission of the base and the overall U.S. war effort. He recommended that there be additional railroad spurs to service new and enlarged warehousing facilities, that a paint, oil and dope storage building be built, that a chemical storage building be built and that six (6) temporary engine test stands be built in lieu of the permanent four-cell construction types which existed. Once again, many of his recommendations were completed but only after he was transferred to a new duty station. By the end of January 1942 he assumed the position of Commanding Officer of the Third Air Service Area Command, Atlanta, Georgia and was promoted to colonel.

The exigencies of war created a lot of fast promotions for individuals who had proven themselves capable of increased responsibilities. In June 1942, Colonel McMullen was promoted to Brigadier General. He was transferred in August 1942 to the Air Service Command Headquarters located in Washington, D.C. and was appointed Chief of the Maintenance Division. The Gravely Point Depot located near the Washington National Airport was experiencing numerous logistic problems that impacted its overall effectiveness and, in turn, the general war effort. Between the efforts of General McMullen and a special investigator appointed by General Hap Arnold, the problems were pinpointed and a resolution was determined.

Half of the Army Air Corps aircraft that depended on parts from the Gravely Point Depot were grounded because the parts could not be obtained. A logistical problem existed in regard to the protocol required to order parts. The logistics problem created an overall breakdown within the depot. Once the problem was identified General Hap Arnold reacted swiftly to solve the problem. General Arnold ordered the materiel office at Gravely Point to be closed and that “logistics control” be centered in the Air Service Command (ASC) headquarters in Dayton, Ohio. Shortly thereafter, General McMullen was transferred to Patterson Field in Dayton, Ohio and assumed the same position that he held while serving in Washington, D.C. Proving himself to be capable of higher responsibilities, General McMullen was given his second star and promoted to major general in April 1943.

On 17 September 1944, General Hap Arnold personally offered Major General McMullen’s services to General George C. Kenney as the man to take over supply and maintenance for the Far Eastern Services. General Kenny accepted the offer from General Arnold as he knew General McMullen “was tops in the supply and maintenance field” and, in addition, was a personal friend of twenty-five years. According to General Kenney, he had tried to get General McMullen in the Pacific theater of operations for the past two years but without success as his expertise was needed in other places. General Kenney requested that General McMullen’s transfer be given top priority and that he be flown out right away.

Figure 14: Major General Clements McMullen

in front of his command plane with

his pilot. Notice the two stars

for his rank located on the tail of the plane.

In September of 1944 General McMullen learned he was a commanding general of the Far Eastern Service Command in charge of air materiel, supply and maintenance. He reported to General Kenney on 13 October 1944 for duty. General McMullen was to take care of the needs of the Fifth and Thirteenth Air Forces in the Pacific Theater of Operations. General McMullen proved to be the perfect person for the job. He executed his responsibilities with precision and he moved through the Pacific Theater of Operation with his headquarters first located at Brisbane, Australia, then at Hollandia, New Guinea and eventually at Fort McKinley in the Philippines.

Figure 15: Headquarters building of Major General

Clements McMullen located at Fort McKinley

in the Philippines

Following the end of World War II, General MacArthur announced the amalgamation of the Far East Air Forces and the U.S. Strategic Air Forces. The amalgamation created the Pacific Air Command United States Army, PACUSA. General Kenney was given command of PACUSA. In turn, General Kenney, in December 1945, appointed Major General McMullen (“the best supply man in the business”) as Chief of Staff, PACUSA with headquarters in Tokyo, Japan. General McMullen remained with PACUSA till October 1946 at which point he was ordered to return to Air Force Headquarters in Washington, DC.

Figure 16: Pacific Air Command U.S. Army

28 April 1946. From left to right – Mr. Roy W. Howard,

correspondent, Colonel A.A. Fickel, Lieutenant General

Ira C. Eaker, Brigadier General F.O. Carroll, Major

General Clements McMullen and Brigadier General

Emery S. Wetzel

At some point during World War II, General McMullen was stationed in the European Theater of Operations. The time period and reason for which he was in Europe is not clear. However, the general wears the European-African-Middle Eastern Campaign Medal on his uniform and has a photo of himself taken with General Eisenhower within the estate photo collection.

Figure 17: Major General Clements McMullen, to

the left, with General Dwight D. Eisenhower,

European Theater of Operations

At this point, I would like to comment about the children of General McMullen and their World War II experience. Edward Lewis McMullen, the general’s first son by adoption, entered the military prior to World War II and received his commission through OCS at Fort Sill. He was an American hero in the true sense of the word serving the entire war as a forward observer in the 113^th Field Artillery Battalion, 30^th Division. For his actions during World War II, he was awarded the Silver Star, Bronze Star with oak leaf cluster and the Purple Heart with oak leaf cluster. After the war he graduated from Texas A&I University with a degree in petroleum engineering.

Frank McCoy McMullen, the general’s second son by adoption, graduated from West Point in 1943 and served during World War II in the Army Air Corps. Frank flew missions out of England as first pilot in B-24s and B-17s. He flew with the 490^th Bomb Group, 8^th Air Force and was awarded the Air Medal. He continued his military career in the US Air Force following the war. It is his estate that has provided the McMullen collection.

Both Thomas Henry McMullen and William C. McMullen, the general’s two biological sons, were too young to serve in the military during World War II. Thomas started his college education at St. Mary’s University, San Antonio, Texas, transferred to West Point and graduated in 1951. He would have a distinguished career in the US Air Force and retire as a lieutenant general. William C. McMullen earned his wings in 1953 at Foster Air Force Base, Victoria, Texas and served with distinction.

Figure 18: Major General Clements McMullen

with his four sons. From left to right –

William C. McMullen, Edward Lewis

McMullen, General McMullen,

Frank McCoy Mcullen and

Thomas Henry McMullen

In the fast-moving, eventful postwar period, many changes were taking place rapidly and in short succession in the Air Force. In November 1946, General McMullen, for a short period of time, took command of the Eighth Air Force located at Carswell AFB, Fort Worth, Texas. Two months later, in January 1947, he relinquished his command of the Eighth Air Force to Brigadier General Roger M. Ramey. General Kenney had other plans for his good friend General McMullen.

Shortly after General Kenney was named commander of PACUSA, the War Department felt he would better serve his country and the Air force stateside. He was in demand as one of the senior high ranking generals in the Air Force with invaluable experience. In March 1946, General Kenney was named Commanding General of the newly formed Strategic Air Command. In January 1947, General Kenney designated General McMullen as the Deputy Commander of the Strategic Air Command. General McMullen transferred to SAC Headquarters then located at Andrews AFB, Maryland. In March 1947 he also assumed the duties of Chief of Staff of SAC while also retaining the position of Deputy Commander. In line with his duties as Deputy Commander and Chief of Staff of SAC, in April 1947 the general met with Captain Charles E. (Chuck) Yeager at Wright Field, Ohio to discuss the prototype YP-84 (F-84), one of the first jets mass produced by the United States.

CM44

Figure 19: Major General Clements McMullen

and Captain Charles E. (Chuck) Yeager

as they examine the YP-84

Major General McMullen was in the position of Deputy Commander/Chief of Staff of the Strategic Air Command from January 1947 to October 1948. While in this position the Air Corps was separated from the US Army in September 1947 and became the Department of the United States Air Force. General McMullen was officially transferred from the Army Air Corps to the United States Air Force and retained the rank of Major General in the post war/Cold War period of the United States.

If General McMullen had a challenging period in his career it has to be the time he spent as the first Deputy Commander and Chief of Staff of the Strategic Air Command from January 1947 to October 1948. Major General McMullen was gifted, resourceful and tough but all these talents would be no match for the responsibilities and historical events he was about to face. The very qualities of firmness (his nickname was “Cement Head” McMullen) and stern dedication to the task at hand that served him so well during World War II became a hindrance in the new post war/Cold War world.

As the commander of the newly formed Strategic Air Command, General Kenney should have been present to his command on a daily bases and involved with its overall administration. However, General Kenney found little time to devote to commanding SAC. Besides being a senior air advisor to the newly formed United Nations and Air Force representative to the Joint Chiefs of Staff, he was a gifted public speaker often called upon to sell the idea of an independent U.S. Air Force. Strapped with so many responsibilities, General Kenney failed to make SAC a top priority until it was too late. Instead, he delegated broad powers and the everyday running of SAC to his deputy, Major General Clements McMullen. General Kenney should have never allowed this situation to take place. General McMullen was an expert in engineering, logistics, air materiel, supply and maintenance, not strategic long range bombing. He answered the call to his new duties with sincere enthusiasm and devotion as he always had done in the past but did so with the mind-set of prewar logistics air materiel supply officer.

Following World War II all military services were confronted with monetary constraints and down sizing. The newly formed US Air Force was not immune to this process but they faired far better because SAC was the only nuclear ready command ready to deal a crippling blow to any adversary worldwide. As General Kenney declared “Destruction is just around the corner for any future aggressor against the United States. Quick retaliation will be our answer in the form of an aerial knock-out delivered by the Strategic Air Command.”

Unfortunately, SAC boasted about a capability which it did not posses. By the end of 1947 only two of SAC’s eleven groups were combat ready. General McMullen was determined to meet mandatory force reductions and at the same time increase efficiency. He accomplished this through a two-fold program by which he purged SAC of non-flying officers and allowed the aircrew to absorb the non-flying responsibilities, and by instituting a cross training program whereby a pilot could also be the navigator, bombardier and radar operator. Through the two-fold program fewer personnel would be required and the efficiency levels of existing personnel would be raised. Leading by example, General McMullen combined the positions of Deputy Commander and Chief Of Staff for himself and absorbed other SAC staff positions and organizations into his headquarters. General McMullen expected the US Air Force to revert to its prewar levels of highly professional and versatile small groups forced to economize and do everything as in the 1930s.

There was another problem that vexed the Strategic Air Command that was not the fault of General McMullen or General Kenney. The command had no power or control over the atomic stockpile. The atomic stockpile was under the control of the Manhattan District and its successor, the Atomic Energy Commission. Even if all SAC groups were combat operational, there were not enough atomic weapons or trained personnel to go around. Many SAC groups would not have had the bomb in case of war. It was estimated that it would have taken weeks to prepare a few dozen bombs for an atomic defense.

The storm clouds of the Cold War had been building since the end of World War II and in February and June 1948 it seemed the storm was going to become a tornado. In February 1948 a Soviet coup took place in Czechoslovakia and in June, the same year, the Berlin blockade became a sobering reality. In response, the United States answered the Soviet threat with the Berlin Airlift also known as Operation Vitals. The Cold War slipped into high gear and once again the world seemed to be poised for another shooting war. SAC was not ready and the reality was disturbing to many ranking officers. General Hoyt S. Vandenberg, US Air Force Chief of Staff, requested that Charles A. Lindbergh inspect six SAC bases. Lindbergh filed his report in September 1948. Citing General McMullen’s program, he stated that SAC was suffering from low standards of professionalism, morale and proficiency. He continued to state that there were many personnel disruptions and that cross training policies “seriously interfered with training in the primary mission of the atomic squadrons.” General Vandenberg replaced General Kenney the following month along with his deputy commander.

It is correct to say that the Strategic Air Command experienced setbacks while General McMullen was Deputy Commander. However, a number of things were accomplished while he was in command. The Hobson Plan of Reorganization of SAC combat unit structure was introduced. The Hobson Plan is best described in the book Strategic Air Command: The Development of the Strategic Air Command: 1946 – 1973 by John T. Bohn:

“Under this plan, wing headquarters bearing the same numerical

designation as the bombardment and fighter groups, were organized

and placed in a supervisory capacity over all combat and support

elements on the base. Prior to this reorganization, the base or

installation commander, who was often a non-flying administrator,

was the immediate supervisor of the combat group commander. The

Hobson Plan reversed this unwieldy arrangement. It elevated wing

headquarters to the highest echelon of command and placed the wing

commander in the position of directing rather than requesting that

his flying activities be supported. The flying activities remained

assigned to the combat group, which was normally composed of

three combat squadrons and a headquarters. The group commander

was directly responsible to the wing commander. The remaining

functions were divided among three groups, maintenance and supply,

airdrome, and medical, each of which was assigned to the wing.”

In 1947, personnel assigned to SAC did not increase significantly but the scope and volume of operations increased dramatically. SAC adopted the group character and attitude of an elite force and experienced its first stage of growth expanding from 279 aircraft to more than 700. The first SAC Maximum Effort Mission was accomplished. Simulated attack missions were flown in the United States using major metropolitan areas such as New York, Los Angeles and Chicago as targets. One such mission was over New York on 16 May 1947 in which 101 B-29s theoretically dropped their bombs. Such missions over American cities helped cultivate favorable public opinion and simultaneously trained flight crews.

Arctic aerial mapping missions were accomplished along with cold weather flying studies. The 311^th Reconnaissance Wing was involved in “Operation Eardrum,” the aerial mapping of Greenland. Operation Snowman studied the feasibility of landing on Greenland’s ice cap and established a weather station at Eureka Sound. Operation Polaris studied cold weather landings and flying between Iceland and Alaska. The Arctic studies provided invaluable information. Such Arctic missions helped SAC learn how to live, work and fly in cold weather on the Polar Cap. This information was necessary in order to establish a “top-of-the-world” air route and possible attack routes to and from the United States by the Soviet Union.

SAC became a symbol to the rest of the world of American airpower. It gave credence to President Truman’s diplomatic initiatives with both allied and enemy nations during the Cold War. SAC flew numerous short-term rotations to a number of allied nations in Europe and in the Orient. Through the short-term rotations, aircrews obtained valuable training and demonstrated the long distant combat capability of the United States. In addition, numerous training missions were flown as “goodwill” flights to Belgium, Holland, England, West Germany, Italy and France. A “Good Neighbor Flight” of six B-29s was made to Uruguay for the inauguration of their president, Tomas Beretta. SAC became a key element in American foreign policy, a role it played until the end of the Cold War till 1992 when it was eliminated in the US Air Force reorganization.

Figure 20: INP Soundphoto 1 August 1947

Major General McMullem greets the pilots of seven

B-29’s arriving at Andrews Field, Maryland.

A SAC training mission in which a 1 stop flight was

Made from Tokyo, Japan to Washington, DC

In 33 hours and 28 minutes. The pilots delivered

A package from Lieutenant General Whitehead

Of the Far East Air Forces to General Carl Spaatz,

US Air Force Chief of Staff.

Another historical event took place while General McMullen was the Deputy Commander of SAC. The event has become General McMullen’s public claim to fame. In July 1947, the Roswell UFO incident took place that involved the 509^th Bomb Wing located at Roswell Army Air Field, Roswell, New Mexico.

The 509th was under the direct command of the Strategic Air Command as a SAC base. This wing was the designated group to drop the atomic bombs on Japan at the end of World War II and thus the only nuclear capable atomic wing in the country. Because of its experience with atomic weapons, the 509^th was the core atomic organization of the newly formed Strategic Air Command and therefore under the direct command of General McMullen/General Kenney.

It has been allegedly reported that General McMullen, acting as the Deputy Commander of the Strategic Air Command, gave direct orders to create a cover story for the incident and therefore create what has become known as the government cover-up of the Roswell UFO incident. This biography will neither prove nor disprove the historical allegations of a UFO cover-up. If the US Government classified the situation, I am sure General McMullen, as a professional Air Force Officer, responded in an appropriate manner to control and contain the situation.

In October 1948, General McMullen was named commanding general of the San Antonio Air Material Area (SAAMA) located at Kelly Air Force Base, San Antonio, Texas. He was back in his area of expertise and ready to go full steam ahead. In the summer of 1949 the pace at Kelly Air Force Base was settling into a normal tempo following the end of the Berlin Blockade and airlift. However, on June 25, 1950, North Korea invaded South Korea and the US was in another shooting war. Kelly AFB and SAAMA responded with the Air Force’s top expert in logistics and air materiel at its helm.

Figure 21: When General McMullen traveled on

official USAF business he would pilot the plane himself

Within three days of the start of Korean hostilities the Air Materiel Command (AMC) initiated Project Hold-Off that held back items going to other destinations and gave those item priority for the Far East. General McMullen wrote an inspiring message to SAAMA personnel explaining the mobilization and the sacrifice requested of each individual. In an amazing response, Kelly Supply personnel worked two shifts seven days a week and all requests for the Far East Air Forces were processed within a twenty-four hour period of their receipt. In the months to come, Kelly Supply employees would complete as much as 50 to 60 percent of the overall work load of Project Hold-Off.

When a request was made of supply, SAAMA personnel were ready to spring into action. Kelly aircraft mechanics started working 24 hours a day. Individuals sacrificed personal vacation time. Thousands of aircraft were being pulled out of storage and they had to be readied for Korea. General McMullen monitored a hiring program that swelled the ranks of all SAAMA departments in order to meet the growing need of the US Air Force and the Korean effort. The Maintenance Division alone jumped from 6,620 to 8,011 workers by December 1950 in order to meet increased production schedules. At the end of 1952, 23,463 employees reported to work on a daily bases. By General McMullen’s retirement in 1954, SAAMA and Kelly Air Force Base was the largest employer in Texas and the Southwest.

By December 1950 it was clear to everyone the police action in Korea was not going to end soon. By this time SAAMA had clear directives for the war effort but also had to contend with the supplies and needs of the US Air Force within the continental US. The Air Materiel Command (AMC) adopted the “Two-Zone Support System” and SAAMA was responsible for bases within the United States west of the Mississippi River, Pacific air bases and the Korean War effort. On 16 December 1950, President Truman declared a state of national emergency and the draft was implemented. Kelly lost a number of its male employees to the draft. To fill the vacated positions, General McMullen welcomed the “Kelly Katies” back into the work force. A number of these women served during WWII and were back to resume their old jobs. By the end of 1951 there was 3, 297 women on the base payroll and the numbers continued to rise.

A massive training program was implemented under the guiding eye of General McMullen. Experienced workers taught new workers by using “on-the-job-training” (OJT) techniques. In addition, the Kelly Apprentice Training Program was established which trained individuals for more complex jobs that required extensive classroom training. The program was essential in helping to meet the growing needs of skilled craftsmen. Even after the secession of hostilities on 27 July 1953, many of the Kelly training programs continued to educate the large work force that was maintained after the war. The work force did not draw down as had been in the past wars. Americans learned that the price of peace during the Cold War was continued vigilance.

General McMullen was a proactive commanding officer of SAAMA. He was not a desk general but rather one that could be seen during the course of the day at a number of locations gathering information and doing “hands-on” work himself. One of his largest contributions was the mechanization of SAAMA. He became personally involved with an extensive modernization project that brought the machine-age to Kelly Air Force Base. In one such project, General McMullen himself conceived an “aircraft loader.” He sent the blue prints to the Kelly maintenance shop at which point a prototype was built. The loader was placed into use and the result was that it took one-fourth the time to load and unload cargo from aircraft. In another instance, Kelly boasted the largest conveyor system in the world measuring 5,564 feet long. The cargo loader, conveyor systems and overall mechanization project was so successful that corporations across the country sent representatives to Kelly to observe what they had done. The corporations that came to Kelley were impressed. The following are comments made by one such corporation and published in the local newspaper:

“May I say that if the entire Federal Government, and military

establishment in particular, was operated as efficiently as your

base the state of the nation would be the best in our history.”

The reaction from related American industries was positive. The mechanization breakthroughs initiated at Kelly AFB created the impetus for future innovations in material handling at major commercial airports. In a popular reaction to the mechanization project two new words entered the vocabulary of Kelly employees and related corporations. People started referring to the “McMullenization” of SAAMA in the hopes that others could “McMullenize.”

On numerous occasions General McMullen would take time out of his busy schedule and walk amongst the civilian and military personnel at Kelly and stop to listen to what they had to say. He was always open to good ideas and constructive feedback. A monetary rewards program was established for ideas that saved the US Air Force and, in turn, the US Government money. General McMullen tried to make every Kelly employee and serviceman feel like they were an integral and important part of the system. On numerous occasions he would issue certificates of award and use other forms of public recognition to support their efforts. He also used the base newsletter, Kelly Air Force Base Flying Times, for kudos and accolades for the employees and servicemen. His rapore with the employees at Kelly made him very popular and they would fondly refer to him as “General Mac.”

During the early years of the Cold War, America’s deterrent against a Soviet threat was the Consolidated-Vultee (Convair) B-36 Peacemaker. The B-36 was our long-range bomber that could deliver a nuclear blow to any adversary at any point in the world. Initially, SAAMA was the maintenance depot for the for the Pratt and Whitney R4360 engines used on the B-36. By the spring of 1952, through Project SAM-SAC (Specialized Aircraft Maintenance-Strategic Air Command), SAAMA had complete responsibility for the B-36 and XC-99 within the western bi-zonal area. Whether it was engine maintenance, crash repair, or a modification, SAAMA, under the command of General McMullen, was responsible for maintaining SAC’s nuclear might.

The XC-99, also built by Consolidated-Vultee, was SAC’s long-range cargo carrier and the world’s largest land based aircraft. In 1950, Kelley became the home for the XC-99 so the aircraft could be properly maintained. There was only one XC-99 ever built. General McMullen, recognizing the popularity of the XC-99, also recognized its value as a tool for positive public relations between the city of San Antonio and SAAMA. As the largest employer in San Antonio, he wanted the city to feel as if they were an important part of the Kelly Air Force Base family. School children, civic organizations, newspaper reporters and Kelly employees were permitted to walk through the aircraft and experience its huge size and amazing capabilities.

Figure 22: On 9 January 1953, General Clements McMullen

presents Captain Jimmie Pittard, Jr. with a special award for

1,000 hours of flying time with the XC-99 on scheduled

runs from Kelly to the west coast. Notice the XC-99

in the background.

General McMullen never lost a chance to foster good public relations between Kelly, the city of San Antonio and the other military bases in the area. A yearly ten-day cultural and patriotic city wide celebration called Fiesta San Jacinto became the focus of his energy for building bridges amongst the civilian and military populations. He took great pride in leading the military organization that co-operated with Fiesta groups in staging various events. On numerous occasions, he allowed Kelly and SAAMA personnel to become involved with Fiesta events, opened the doors of Kelly and invited “King Antonio” to review his troops, provided luncheons for Fiesta dignitaries, brought in military marching bands and provided parade floats in the hopes of raising positive public support.

Figure 23: Open house at Kelley Air Force Base.

Major General Clements McMullen poses on one of first

planes while the new planes of the USAF are in the background

General McMullen was popular with Kelly employees because he let them know they were important to him. Military personnel had housing provided. However, civilian employees could not find adequate housing. In addition, many of the civilian workers did not understand the intricacies of owning a home. To alleviate this situation, General McMullen established the “Buy-a-Home” program in March 1951. Consultants were made available to Kelly employees to explain and assist with mortgages and financing. Numerous homes were obtained for Kelly employees along with savings amounting in the thousands of dollars. The program was such a success that General McMullen was presented with a Resolution Commendation from the San Antonio Home Builders Association and the National Association of Home Builders on 13 April 1952.

The date 20 October 1952 was special to General McMullen. It was the day he celebrated 35 years of active duty in the service of his country. His entire career was spent in the air arm of the country whether it was the Army Air Corps or the United States Air Force. Quite a number of the 35 years were spent at Kelly one way or another. He started his flying career at Kelly during World War I. As he continued his career, he was stationed at Kelly in 1920, 1925, 1938 and finally in October 1948. General McMullen liked his work at Kelly and loved the people at Kelly and in San Antonio. He was quoted saying “I think it would be nice to go on serving at Kelly for the rest of my life.”

Figure 24: Major General Clements McMullen on the

occasion of his 35^th anniversary of service to his country

is presented with a hand-made tea table from the 2899^th

Depot Training Group by Colonel Burton H. Rowden,

Chief of Personnel and Administration.

One last large project had to be accomplished before General McMullen retired. Due to the large number of employees going to and coming from Kelly, road congestion and parking was always a problem especially at the changing of the shifts. To help solve this problem, he needed the help of the city and county for legal issues and the Federal Government for funding. General McMullen sparked the idea of a four lane super highway that would run from Kelly AFB to the north side of San Antonio and bus routes that would be added so as to alleviate parking. From the period in which the project was suggest to 1954, before his retirement, General McMullen worked vigorously with city and county officials for the expansion of Stephenson Road and also assisted in obtaining $1,050.000 in federal grants to finance the new artery. Construction on the road started in February 1954, the same month in which General McMullen retired. For his work in making the expansion a reality, and in recognition of all that he had done for San Antonio as the Commanding Officer of SAAMA, Kelly AFB, the City Council voted unanimously to name the Stephenson Road expansion in honor of Major General Clements McMullen.

Figure 25: General McMullen Drive sign as it appears

today in San Antonio, Texas.

General McMullen retired on 28 February 1954 at the age of 62 with 37 years of active service to his country. Upon his retirement, he was the oldest active pilot in the United States Air Force and in command of the largest air depot in the world. He was one of the longest serving local commanders in the history of Kelly AFB and was loved and admired by both the civilian workers and the officers and airmen under his command.

Prior to his date of retirement, General McMullen attended a series of luncheons and farewell parties sponsored by groups from Kelly AFB and the City Council of San Antonio at which he was the guest of honor. “General McMullen Night” was on February 26 at which point he made his farewell address to his beloved Kelly AFB family. His retirement date was marked by one of the largest military celebrations in the history of the service.

Figure 26: Token and button given

as a memorial souvenirs to those who

attended “General McMullen Night”

by the Kelly Management Club and

at his retirement ceremony.

The celebration was attended by thousands of Kelly AFB civilian employees and military personnel, 62 active and retired USAF generals and 238 city, county and federal distinguished guests. The US Air Force Band played while 1,800 troops passed in review and an aerial salute flew overhead which included General Mac’s Queen, the XC-99. General McMullen was awarded his second palm to the Distinguished Service Medal, the third highest military award of our nation. General Edward W. Rawlings, Commander of Air Materiel Command, presented the DSM palm to General McMullen and in closing said “It’s hard to comment on the end of such a career. He has done a terrific job for the Air Force and we are going to miss him.” Tears were seen in the eyes of many at the conclusion of the ceremony as the band played “The Eyes of Texas Are Upon You.”

Figure 27: Major General Clements McMullen looks

on as six C-124 Globemasters fly over head as part of the

arial salute at his retirement ceremony.

General McMullen and his wife decided to make their retirement home in San Antonio. Because of his reputation for leadership and sound fiscal management, many in San Antonio felt he was destined for an important position, maybe even become city manager. There were many who thought he could “McMullenize” San Antonio. General McMullen never pursued any lofty city political position but rather became an active civic worker behind the scenes. Becoming a member of the Chamber of Commerce, he was named a chamber director and became chairman of the chamber’s Industrial Committee. In this position he helped organize the Greater San Antonio Development committee and was a member of that group’s original executive committee. General McMullen was also a board member for Wolff & Marx, a department store in San Antonio.

General McMullen’s death came as a surprise and with little warning on 9 January 1959. He had been in poor health a year prior to his death as he was diagnosed with a chronic heart condition. He was admitted to Lackland AFB hospital for further treatment of his condition but suddenly died at 6:15 a.m. He was buried at the National Cemetery at Fort Sam Houston in San Antonio with full military honors.

Figure 28: The grave site of Major General Clements

McMullen at the National Cemetery at Fort

Sam Houston in San Antonio, Texas

Major General McMullen was rated a command pilot, combat observer and technical observer. He had flown a multitude of different types of AAF and USAF fighter and bomber aircraft including the XC-99. His awards included the Army Distinguished Service Medal with two oak leaf clusters, the Air Medal, World War I Victory Medal, American Defense Service Medal, American Campaign Medal, European-African-Middle Eastern Campaign Medal, Asiatic-Pacific Campaign Medal with three service stars, World War II Victory Medal, Army of Occupation Medal for Japan, Philippine Liberation Ribbon with service star and the Philippine Independence Ribbon.

General McMullen was one of the charter members of the Order of Daedalians, a military society founded by Billy Mitchell in 1921 to commemorate all commissioned pilots who flew during World War I, the first war our country fought using aviation. He was a member of the Institute of Aeronautical Sciences, the Air Force Association, was listed in Who’s Who In America from 1944 to 1954, and listed in Who’s Who in American Aeronautics Third Edition 1928. The city of San Antonio, Texas honored General Clements McMullen by naming him to the position of “Honorary Alcalde (mayor) of La Villita” and by naming a drive/street in his honor, General McMullen Drive.

Figure 29: Major General Clements McMullen and his wife

receives the certificate of “Honorary Alcalde of La Villita”

from City Councilman Lester.

The Order of Daedalians has honored General McMullen’s memory by instituting an award in his name that is given to this day. The Major General Clements McMullen Weapons System Maintenance Award is a Daedalian trophy presented annually to a USAF unit (wing level) for the best weapon system maintenance records for the preceding year. It was first awarded in 1960. The 56^th Fighter Wing at Luke Air Force Base, Arizona was the recipient of the 2006 award.

“The evil that men do live after them while the good is oft interred with their bones…” (Julius Caesar by William Shakespeare) I believe the passage written for the play Julius Caesar by Shakespeare is descriptive of General McMullen’s contemporary public image. As humans we tend to accentuate the negative and forget the positive. He was a dedicated professional US Air Force officer with a distinguished career, a true patriot and American. His achievements and successes were many and he worked his way through the ranks based on his merit expertise and exceptional abilities. He served his country during two wars and never flinched when it came to getting the job done. Hopefully, history will remember him for his accomplishments.

Research Paper by:

Bro. John Schlund, SM

8 April 2007

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