[703] Technically, FAF had also been the controlling agency for air support during Pusan operations. Marine aviation units, as a component of an integrated Fleet Marine Force, however, were directed to fly support for 1st ProvMarBrig as their highest priority. Except for the formality of checking in with the FAF Tactical Air Control Center (TACC) at JOC, 1st MAW units operated under the Marine Corps-Navy CAS doctrine. During the Seoul-Inchon campaign, control of air operations came under ComNavFE, since it was an amphibious operation, and the air system followed Marine-Navy doctrine. USMC Board Rpt, v. I, p. IV-B-9, 14.
The Marine movement south from Hagaru was protected by one of the greatest concentrations of aircraft during the entire war. Twenty-four CAS aircraft covered the breakout column, while attack planes assaulted enemy forces in adjacent ridge approaches. Marine planes on station at Yonpo (south of the Hamhung-Hungnam axis) and carrier-based VMF-323 flew some 130 sorties daily. Another 100 attack sorties were flown daily by Navy carrier-based planes, while FAF flew interdiction missions beyond the bombline. Marine Panther jets of VMF-311, operating with the Air Force from the Pusan area, got into the action at Yonpo. It was also at this time that an airborne TADC (tactical air direction center) was first improvised when the radio jeeps moving south with the column had communication failures. For six days, a VMR-152 R5D transport orbited 2,000 to 4,000 feet above the Marine units to control air support between Hagaru and Chinhung-ni as a flying radio nerve center.
From late November to early December, as the division battled its way from Chosin to Hamhung, Marine, Navy, and Air Force aircraft evacuated more than 5,000 Marine, Army, and ROK casualties. And during the most critical period, the little OY spotter planes and HO3S-1 helicopters from VMO-6 provided the only physical contact between units separated by enemy action. Marine tactical squadrons in these three early major offensives of the war, from 3 August to 14 December, flew 7,822 sorties, 5,305 of them CAS for the battered UNC ground units.
From 1951–1953, 1st MAW pilots and planes came under direct control of FAF. They alternated between principal missions of interdiction raids to harass and destroy Communist supply lines north of the battlefront, general support sorties outside the bombline, and CAS flights to support infantry forces threatened by enemy penetration. Typical of FAF focus on massive aerial assaults were the following assignments that Marine flyers participated in:
In January 1951 (prior to Operation KILLER), the 1st MAW undertook a series of interdiction raids against the Communist supply net located in the Korean waist between the 38th and 39th Parallels, to disrupt the CCF transport-truck system.
On 9 May 1951, 75 1st MAW Corsairs and Panther jets were part of the 300-plane raid staged by FAF against Communist airfields at Sinuiju, on the Korean side of the Yalu.
Operation STRANGLE, a major Fifth Air Force all-out interdiction effort to cripple the enemy supply life line, was undertaken 20 May. When the Chinese Communist spring offensive broke shortly thereafter, MAG-12 Corsairs and -33 Panther jets delivered maximum support to the MLR regiments, the 1st and 7th Marines. When the truce talks began in Kaesong, in July 1951, 1st MAW planes and the radar searches of MACG-2 stood guard. Batteries of the Marine 1st 90mm AAA Gun Battalion, attached to the wing, were also alerted to keep under surveillance the approaches to key military ports.
New tactical developments pioneered by 1st MAW during the Korean War advanced the UNC air effort and added to the 1st MAW reputation for versatility. Several major steps forward were taken toward Marine aviation’s primary goal of providing real operational 24-hour CAS, regardless of foul weather conditions. The new MPQ-14 radar-controlled bombing equipment, developed between 1946 and 1950, was employed by MASRT-1, as a device to control night fighter sorties of a general support nature flown by day attack aircraft. By means of height-finding and directional radars, it enabled a pilot to leave his base, drop a bomb load on target, and return to home field without ever having seen the ground. It offered major practical improvement in blind bombing methods. MPQ was limited, however, in its use in sudden, moving battle situations because of some of its sophisticated, hand-built ABC components. A real tactical breakthrough in night CAS came in April 1953 when VMF(N)-513 and the VMO-6 spotter planes evolved the new searchlight beam control system which made possible 24-hour coverage for 1st Marine Division ground units.
In other innovations, it will be remembered that the Air Force in late 1952 had requested escort by VMF(N)-513’s new two-place jet-intruder F3D Skyknights on Air Force B-29 night bombing missions. During a four-month period from 1952–1953, the Marine night fighters downed one enemy plane or more a month while escorting the B-29s. Once the F3Ds began their night escort role, Air Force bomber losses became negligible.
A unique capability of the long-range, jet-intruder night-fighter was that the F3D carried a radar operator who replaced the ground controller, thereby extending air-defense radar range to the aircraft. It could thus operate independently and effectively at great distance from its base. Without GCI (ground control intercept) aid, VMF(N)-513 direct escort to bombers at night was so successful that the squadron’s planes were used as exclusive escort of the Bomber Command B-29s. In November 1952, the Marine squadron’s two night kills were the first ever recorded by airborne intercept radar-equipped jet fighters. At the end of the war, Skyknights and -513 pilots (flying F3Ds as well as the earlier F7Fs) had destroyed more enemy aircraft than any other Marine or Navy day or night fighter plane. Tactics employed by VMF(N)-513 were original in concept and required a high-level of training and individual pilot-AIO (airborne intercept operator) proficiency. It was noted that: