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--- = List of ground-based radars used by the United States Marine Corps =

The United States Marine Corps has utilized ground-based radars since fielding its first set in 1940. Radars were initially used for early warning against enemy aircraft and for rudimentary fire control of anti-aircraft guns. As radar technology progressed the Marine Corps also incorporated counter-battery radar and radars for ground-directed bombing. Radars were initially fielded to newly established Defense Battalions and Marine Aircraft Groups containing fighters. Beginning in 1943, Marine Corps aviation commissioned specialized command and control units responsible for training and deploying radars to provide Ground-controlled interception (GCI), for both day and night fighter operations.

Long Range Early Warning
A long range/early-warning radar is any radar system used primarily for the long-range detection of its targets, i.e., allowing defenses to be alerted as early as possible before the intruder reaches its target, giving friendly forces the maximum time in which to operate. These radars typically operates at lower frequencies, and thus longer wavelengths, than other types. This greatly reduces their interaction with rain and snow in the air, and therefore improves their performance in the long-range role. Today these radars are also used for tracking the high-altitude, exo-atmospheric trajectory ballistic missiles.

Heightfinders
A height finder radar is a type of 2-dimensional radar that measures altitude of a target.

Formation, training, and departure
Marine Photographic Squadron 2 (VMD-2) was commissioned on April 1, 1942, at Naval Air Station North Island, San Diego, California. Squadron pilots originally trained on a mixture of Grumman F4F Wildcats and SNJ Texanss. In July 1942 the United States Navy was granted an allotment of B-24 Liberators to use for long range photo reconnaissance. Navy and Marine Corps B-24s carried the naval designation of PB4Y-1. The squadron was redesignated as VMD-254 on September 15, 1942, the same day it arrived at Marine Corps Air Depot Miramar. On October 19, 1942, it was determined that VMD-254 was in a higher state of readiness than its sister squadron VMP-154. Because of this, and the fact that when the unit deployed it would be in support of the 1st Marine Aircraft Wing in the Solomon Islands, the squadrons exchanged names and VMP-254 was redesignated again as VMP-154.

The squadron's main body departed San Diego on December 2, 1942 onboard the SS Bloemfontein and the SS Japara arriving at Expiritu Santo on Dec 23, 1942.

Overseas
The squadron immediately began flying missions to map out the entire South Pacific area alongside local B-17s from the United States Army Air Forces. In November 1942, Australian Coastwatchers on the island of Munda reported that the Japanese were building an airstrip and camouflaging their work by keeping the tree tops in place with wires while they built the airstrip underneath. On December 5, 1942, VMD-154 aircraft were the first to confirm that the Japanese had completed the new airstrip on Munda. On January 26. 1943, aircraft from VMD-154 were the first photo reconnaissance planes to take photos of the area around Truk Lagoon and the Poluwat Atool.

VMD-154 provided photo reconnaissance over Bougainville prior to the amphibious assault of the island in November 1943. During this time the squadron regularly sent two aircraft to Guadalcanal for two-week rotations. On February 7, 1943, the squadron suffered its only aircraft loss of the war when a PB4Y-1, BuNo 31958, crashed approximately 600 yards offshore at 0416, 30 seconds after takeoff from the airfield on Espiritu Santo. All onboard were killed including 2 pilots, 9 Marines, and a Lieutenant from the United States Army Air Corps. None of the bodies were ever recovered. At the end of November 1943, aircraft and personnel from VMD-254 began to arrive at Espiritu Santo. VMD-254 received all of its aircraft in the first week of December 1943 and immediately began flying reconnaissance missions.

MCAAF Kinston & decommissioning
On June 30, 1945, 9th MAW Wing Transfer Order #110A-1945 directed that all personnel be transferred to VMD-954, and the squadron placed in an inactive status with just a small cadre of personnel remaining to close out remaining administrative affairs.

The squadron was officially decommissioned on September 10, 1945 at MCAS Kinston.

Commanding Officers

 * Maj Elliott E. Bard - April 1, 1942 - April 12, 1942
 * LtCol William C. Lemly - April 13, 1942 - April 16, 1942
 * LtCol Elliott E. Bard - April 17, 1942 - January 31, 1944
 * Maj William G. Thrash - February 1, 1944 - June 1, 1945
 * LtCol Michael Sampas - June 2, 1944 - January 12, 1945
 * Maj William G. Thrash - January 13, 1945 - February 21, 1945
 * Maj Albert L. Jones - February 22, 1945 - June 29, 1945
 * 1stLt John E. Ward - June 30, 1945 - September 4, 1945
 * 1stLt Richard M. Riddell - September 5, 1945 - September 10, 1945

Casualties

 * Sgt Kenneth D. Antle - June 17, 1943 - He fell from a horse, hitting a coconut tree and rupturing his liver. Passed away in sick bay later that evening.

Unit awards
A unit citation or commendation is an award bestowed upon an organization for the action cited. Members of the unit who participated in said actions are allowed to wear on their uniforms the awarded unit citation. VMD-154 was presented with the following awards:

MABS-12
MABS-12 was commissioned on December 1, 1951, at K-18 Airfield near Gangneung, South Korea.

MABS-17
MABS-17 was commissioned on July 1, 1953 at Itami Air Base, Japan. In late 1954 the squadron moved to MCAS Iwakuni. MABS-17 deployed to South Vietnam in June 1966 establishing its headquarters at

MABS-26
MABS-26 was commissioned on June 16, 1952 at MCAS Cherry Point, NC. In 1954, the squadron relocated to MCAS New River. The squadron operated and trained in eastern North Carolina for the majority of its existing. In June 1970, Marines from MABS-26 deployed to Peru to support HMM-265 as it delivered relief supplies in the wake of the Ancash earthquake, the deadliest event of 1970 and the deadliest event in Peruvian history. MABS-26 was decommissioned on xxx xx, 1986.

MABS-26 has been awarded the following unit awards:

MABS-32
Marine Air Base Squadron 32 was commissioned on May 8, 1952, at Marine Corps Air Station Miami, Florida. The squadron relocated to Marine Corps Air Station Beaufort, South Carolina beginning in August 1957. The squadron remained in eastern North Carolina for the duration of its existence supporting Marine Aircraft Group 32.

MABS-32 has been awarded the following unit awards:

=MAG-33=

Marine Aircraft Group 33 (MAG-33) was a United States Marine Corps aviation training group that was originally established during World War II.. Fighter squadrons from MAG-33 fought most notably during the Battle of Okinawa and also as the first Marine aviation units to support the Korean War when they arrived as part of the 1st Provisional Marine Brigade. They helped stabilize the United Nations positions during the Battle of Pusan Perimeter and fought in Korea for the remainder of the war. The group was decommissioned in 1970 and since then no other group, to include MATSG-33, has carried the lineage and honors of MAG-33.

Mission
Provide administration and training support to all Marines aboard NAS Oceana. While the MATSG's mission is administrative in nature, the command monitors the flow of students through the Naval Air Training Command, provides Marine Corps discipline and Marine Corps peculiar training

World War II
Marine Aircraft Group 33 (MAG-33) was commissioned on February 1, 1943 at Marine Corps Air Station Cherry Point, North Carolina. They moved to Marine Corps Auxiliary Field Bogue on September 27, 1943. On April 6, 1944, the group again transferred, this time to Marine Corps Air Station Eagle Mountain Lake, Texas where they spent the remainder of the summer training. In August, they moved on to Marine Corps Air Station Miramar, California to prepare for their deployment to the South Pacific.

In September 1944, MAG-33 left California for the Marshall Islands. They eventually settled in Espiritu Santo on November 29, 1944 after travelling through Pearl Harbor, Eniwetok, Peleliu, Ulithi and Manus Island. On April 2, 1945, the group arrived off Okinawa and eventually based out of, what is today, Kadena Air Base. They served throughout the Battle of Okinawa, providing close air support for the Marines and Soldiers on the ground. The group remained on Okinawa for the remainder of the war. Under the command of Col. Ward E. Dickey, MAG-33 set the record for most air-to-air kills on Okinawa at 214.

In January 1946, the group returned to the United States and was based out of Marine Corps Air Station El Toro.

Korean War
On July 2, 1950 the Joint Chiefs of Staff voted to commit the 1st Provisional Marine Brigade to combat in Korea. At the outbreak of the war, MAG-33 was part of the 1st Marine Aircraft Wing (1st MAW) and located at Marine Corps Air Station El Toro, California. The group was well below normal strength due to force cuts which came after World War II. Because it was a skeleton of itself, the majority of 1st MAW had to be stripped bare to reconstitute the MAG. Air group personnel and equipment boarded the transport USS General A. E. Anderson (AP-111) and the attack cargo ship USS Achernar (AKA-53) at Terminal Island; aircraft and aircrews were embarked on USS Badoeng Strait (CVE-116). On 14 July, exactly twelve days after the receipt of the warning order to deploy, MAG-33 set sail for Korea.



MAG-33 had offloaded in Kobe, Japan and were composed of the F4U Corsair squadrons of VMF-323 and VMF-214, the Flying Nightmares of VMF(N)-513 flying the night-fighting versions of the Corsair and the F7F Tigercat and VMO-6 with its eight OY-2 observation aircraft and four HO3S1 helicopters. VMF-323 stationed itself on board the USS Badoeng Strait (CVE-116), VMF-214 would fly off the USS Sicily (CVE-118), VMF(N)-513 would operate from Itazuke under Fifth Air Force control and VMO-6 would be based in Pusan. The first offensive action of the group came on August 3 when VMF-214 launched an eight plane strike package against the North Korean 6th Division in the vicinity of Jinju. MAG-33 would also deploy with the first helicopter ever to be employed by the United States in combat.

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=MABS-32=

Marine Air Base Squadron 32 (MABS-32) was a unit of the United States Marine Corps that provided airfield services and base operations in support of Marine Aircraft Group 32. Originally commissioned in 1952, MABS-32 never deployed overseas during all of the time that it was active. The squadron was last based at Marine Corps Air Station Beaufort, South Carolina and was decommissioned June 6, 1986 when the Marine Corps reorganized all of its aviation ground support units into combat formations that trained and operated the same in both peacetime and combat. Since that date, no other Marine Corps squadron has carried the lineage and honors of MABS-32.

Mission
Provide necessary air base facilities and services (except airfield construction) for Marine Aircraft Group 32 when on an advanced base and supplement base facilities and services provided by a supporting air station or facility when based thereon.

Subordinate sections

 * Base Services
 * Communications
 * Launch and recovery
 * Motor Transport
 * Tactical Airfield Fuel Dispensing
 * Utilities

Commissioning through the 1960s
Marine Air Base Squadron 32 was commissioned on May 8, 1952, at Marine Corps Air Station Miami, Florida. The squadron relocated to Marine Corps Air Station Beaufort, South Carolina beginning in August 1957.

Unit awards
Since the beginning of World War II, the United States military has honored various units for extraordinary heroism or outstanding non-combat service. This information is compiled by the United States Marine Corps History Division and is certified by the Commandant of the Marine Corps. MABS-32 has been awarded the following unit awards:

Fielding
Marine Requirements Oversight Council (MROC) Decision Memorandum 09-2002 authorized the Marine Corps to purchase 27 systems between FY10 & FY-13. CTNs were fielded to all active and reserve Marine Air Control Squadrons.

Background
CAC2S is not the first ground-breaking aviation command and control software fielded by the Marine Corps that has experienced development issues. From 1956 to 1966, the Marine Corps developed the Marine Tactical Data System which was the first command and control system that fused aviation data from multiple services. At the time, MTDS was the largest research and development project undertaken by the Marine Corps.

Development
Raytheon Technologies was awarded the first contract to develop CAC2S in 2001. Raytheon leveraged its Ship Self-Defense System (SSDS) software utilized by non-AEGIS surface combatants to help develop its original system architecture for CAC2S.

On September 10, 2007, the Joint Requirements Oversight Council (JROC) approved the Key Performance Parameters and Capability Production Document for CAC2S in JROC Memo 212-07. In December 2007 the program was upgraded to being classified as a Major Automated Information System.

In 2008, after numerous development issues, delays, and assessment failures Raytheon was removed as the prime vendor. In April 2009, after a Critical Change Report to Congress, the CAC2S program was restructured and divided into two phases. Increment I focused on the development of the Process and Display Subsystem (PDS) and Communication Subsystem (CS) to support the Direct Air Support Center (DASC) while providing limited capability to the Tactical Air Operations Center (TAOC). Increment II's focus was on the fusion engine of CAC2S known as the Sensor Data Subsystem (SDS).

Four companies were given $5 million-dollar developmental contracts to prototype solutions for the second iteration of CAC2S. Boeing, General Dynamics C4 Systems, Northrup Grumman and a joint venture from Thales/Raytheon all competed in operational testing with the contract being awarded to General Dynamics C4 Systems at the end of 2012.

In September 2013, Increment I, Phase I of CAC2S achieved Full Operational Capability.

On February 28, 2015, CAC2S Phase I, Increment II achieved Milestone C approval allowing the program to move to low-rate initial production (LRIP) and full operational assessment.

Increment II of CAC2S was fully fielded by July 2021

https://www.dote.osd.mil/Portals/97/pub/reports/FY2015/navy/2015cac2s.pdf?ver=2019-08-22-105640-897

Fielding
The first engineering Design Model was delivered to the Fleet Marine Force

https://defenseinnovationmarketplace.dtic.mil/wp-content/uploads/2018/02/PEO_LS_CompleteSection_12-2.pdf

https://www.alsa.mil/News/Article/2601056/the-future-direct-air-support-center-implementing-tactical-data-links-to-enhanc/

https://www.shephardmedia.com/news/digital-battlespace/general-dynamics-secures-cac2s-full-rate-productio/

https://www.defensemedianetwork.com/stories/common-aviation-command-and-control-system/

Variants

 * V1 -
 * V2 -
 * V3 -
 * V4 -
 * Small Form Factor -

Subordinate units

 * H&MS-35
 * MAMS-35
 * VMR-153
 * VMR-252
 * VMR-253

World War II
Marine Aircraft Group 35 was commissioned at Marine Corps Air Station Cherry Point, North Carolina, on April 1, 1943, under the command of Lieutenant Colonel John Wehle. The group departed MCAS Cherry Point on April 20, 1944, originally destined for Marine Corps Air Depot Miramar, California. On April 24, the United States Army transferred control of it newly constructed airfield in Corvallis, Oregon over to the Navy. This led to MAG-35's orders being changed while they were enroute to Marine Corps Auxiliary Airfield Corvallis. The first elements of the group began to arrive on April 27, 1944. During this time the Group's mission was to train pilots, mechanics, and aircrew on transport aircraft operations. These trained personnel were sent as replacements for forward deployed cargo squadrons while also helping to ferry new aircraft into theater.

On June 28, 1944, an aircraft from VMR-953 dropped fire fighters from the United States Forest Service supporting efforts to extinguish nearby forest fires. On October 20, 1944, the group began movement to its new home at Marine Corps Air Station El Centro, California. All aircraft and personnel were moved by November 19, 1944. Beginning in December 1944, the group also maintained a detachment at Naval Auxiliary Air Station Camp Kearny with the mission of ferrying personnel returning from overseas to airfields closer to their homes.

Reactivation and the 1950s
In October 1955, 18 R4Qs from MAG-35 supported relief operations throughout the Yucatán Peninsula in Mexico after Hurricane Janet made landfall on September 28, 1955. By mid-October, MAG-35 was delivering more than 130 tons of relief supplies each day including dropping supplies by parachute to isolated areas.

MAG-35 was decommissioned in a ceremony at MCAS Cherry Point, North Carolina in June 1959.

Commanding Officers
The following is an incomplete list of Commanding Officers for MAG-35:
 * LtCol John Wehle - April 1, 1943 - June 30, 1943
 * LtCol Hamilton D. South - July 1, 1943 - December 8, 1943
 * Col Frank M. June - December 9, 1943 - May 17, 1944
 * Col Wyman F. Marshall - May 18, 1944 - August 31, 1944
 * LtCol John P. Coursey - September 1, 1944 - September 7, 1944
 * LtCol Neil R. MacIntyre - September 8, 1944 - November 26, 1944
 * LtCol Harry H. Bullock - November 27, 1944 - April 1945
 * Col Allen C. Koonce - April 1945 -

Early years and beginning of military career
Jack Cram was born February 25, 1906 in Berkeley, California. His family later moved to Washington where he attended the University of Washington graduating in 1929. In 1930 he joined the United States Marine Corps Reserve training as a naval aviator. He flew with VMO-8 which was based out of Naval Air Station Sand Point. During this time he was also hired as the first pilot for the Washing State Highway Department. In October 1935, Cram Flying Services leased 3.2 acres of property adjacent to the Olympia Regional Airport in Olympia, Washington building a hangar and running a flying school and charter services in and out of the city. In 1939, Cram turned over his lease to a colleague after he began devoting more time to the Marine Corps with World War II looming.

Background and Description
The entire system consisted of three groups of equipment: primary power source, radome, and operations shelter. The Marine Corps purchased the first two radars in 1962 at a cost of $3,575,000. In 1963 the service purchased 10 more systems at a cost of $15 milion dollars.

Operational history
The first operational use of the AN/TPS-34 was in 1965 with Marine Air Control Squadron 7 in South Vietnam. The TPS-34 was also the first radar used in conjunction with the Marine Tactical Data System when it was brought into Vietnam by Marine Air Control Squadron 4 in July 1967.

Units That Utilized the AN/TPS-34

 * United States Marine Corps
 * MACS-1
 * MACS-2
 * MACS-4
 * MACS-5
 * MACS-6
 * MACS-7
 * MACS-8
 * MACS-9
 * MCCES
 * MCTSSA
 * No. 1 Air Control Centre RAF
 * No. 1 Air Control Centre RAF

Early career
Howard G. Kirgis was born in Mitchell, Kansas on March 15, 1912. He was commissioned as an officer

Decorations
Here is the ribbon bar of Lieutenant General Robert H. Pepper:

Subordinate units

 * H&MS-40
 * HMHT-401
 * HMMT-402

History
Marine Helicopter Training Group 40 was commissioned on June 30, 1969 at Marine Corps Air Station New River, North Carolina. The Group immediately moved into a brand new $10 million dollar training facility complete with new hangars, warehouses, administrative space for each unit. The group was responsible for post-graduate flight and maintenance training for new pilots and aircrew and also provided transition instruction for jet pilots that converted to helicopters. MHTG-40 was decommissioned on May 1, 1972.

Subordinate units

 * H&MS-20
 * VMFAT-201
 * VMAT(AW)-202
 * VMAT-203

History
MCCRTG-20 was decommissioned on May 1, 1972.

Background
The incredible growth of the Marine Corps and Marine Corps Aviation during World War II also made necessary the development of an aviation command and control system to coordinate the employment of large numbers of Marine and Joint aircraft during amphibious operations. At the outset of the war, the Marine Corps had no dedicated plan to construct such a system. There was institutional recognition that the Marine Corps needed to embrace emerging technologies such as radar and night fighters however these new technologies were initially viewed as stand-alone capability sets and not part of a larger, integrated command and control system. The agencies and units that eventually provided aviation command and control functionality were formed out of tactical necessity based on hard lessons learned during each successive battle in the Pacific. As a service, the Marine Corps displayed a high degree of organizational flexibility by rapidly incorporating lessons learned and reorganizing units to meet new requirements or quickly standing up or standing down units based on the latest tactical realities. During the course of the war, in a span of less than four years, the Marine Corps progressed from issuing a few brand new radar sets to its newly formed defense battalions before the war to providing a fully formed aviation command and control system that deployed for the Battle of Okinawa, the largest amphibious assault in the Pacific Theater.

Today's Marine Air Command and Control System includes the Marine Corps' ground based air defense units however air defense did not originally arise as part of Marine Aviation. The first defense battalions were commissioned in 1939 and their assigned tasks included both coastal defense and air defense of advanced naval bases. These battalions found their earliest advocates in the Marine Corps' artillery community. During World War II, these battalions worked hand-in-hand with local Marine Aviation flying and early warning units to identify threats and deconflict their fires from friendly aircraft operating in the same airspace. By 1945 almost all of the defense battalions had been converted to antiaircraft artillery battalions and after the war the Marine Corps drastically cut its air defense capabilities. In 1962, the confluence of networked technology and command authority pushed Marine Corps leadership to move its air defense units under the command of Marine Aviation. It is because of this later dynamic that the history of Marine air defense is included in this narrative.

Early Air Defense and the growth of the Defense Battalions
On December 7, 1933, Secretary of the Navy Claude A. Swanson issued General Order 241 establishing the Fleet Marine Force. This change was enacted because the Marine Corps had recently adopted the concept of amphibious warfare in order to seize and defend advanced naval bases in conjunction with the fleet. Defending advanced naval bases brought with it the need for an air defense capability. In the fall of 1933 the Marine Corps assigned four students to the Coast Artillery School at Fort Monroe, Virginia. Then 1stLt James P. S. Devereaux, of later Battle of Wake Island fame, was one of these four men. These men graduated in the summer of 1934 and were assigned to the two new batteries of coastal artillery that were commissioned at Marine Corps Base Quantico. One of these new batteries was a .50cal antiaircraft machine gun battery. Concurrent to this in 1934, the Marine Corps also started a nine month long Base Defense Weapons Course at MCB Quantico. This course instructed Marines on both coastal defense and antiaircraft weapons. This remained the sole antiaircraft battery in the Marine Corps until July 20, 1937 when the 1st and 2d Antiaircraft Battalions were formed at MCB Quantico.

By 1937 the Marine Corps began formulating plans to defend United States outposts in the Pacific as part of War Plan Orange. Then Commandant of the Marine Corps (CMC), Lieutenant General Thomas Holcomb, saw the creation of "Defense Battalions", responsible for providing coastal and air defense for advanced naval bases, as a means of increasing the Marine Corps' end strength prior to the war in a way that did not conflict with isolationist tendencies that still existed in the United States Congress. In 1938, the Navy's Hepburn Board determined that Wake, Midway, Johnston and Palmyra needed to be developed to support naval aircraft and a garrison of Marines to defend. The task of designing these newly envisaged "Defense Battalions" fell to two artillery officers at Headquarters Marine Corps, Colonel Charles D. Barrett and Lieutenant Colonel Robert H. Pepper. Their vision and hard work enabled the first two defense battalions to commission in 1939.

In July 1940 the 5th Defense Battalion was sent to Iceland as part of the 1st Provisional Marine Brigade in order to defend the island against possible German attack. Three SCR-268 fire control radars were part of the 5th Defense Battalion's Table of Organization for this deployment. This marked the first ever operational use of radar in the United States Marine Corps.



By December 1941, the Marine Corps’ six Defense Battalions consisted of 5,000 Marines and constituted 20 percent of the total Fleet Marine Force. These six battalions were given sole responsibility for defending Wake Island, Johnston Atoll, and Midway Atoll, and represented the Allies’ first line of defense against any Japanese aggression in the Pacific. Defense Battalions were among the first to embrace the “detachment concept” and task organize as required for the unique mission of defending individual islands. After the attack on Pearl Harbor, where defenders shot down three planes, the defense battalions expanded rapidly. On December 8, 1941 the Japanese began an assault on Wake Island, and the defenders, including 399 Marines of the 1st Defense Battalion were able to repel the first Japanese attempt at an amphibious landing sinking two destroyers in the process. The second Japanese landing on December 23 was successful and the garrison surrendered after a pitched battle.

In November 1941, an SCR-270B long range radar was provided to the Air Warning Detachment, 1st Special Defense Battalion at Cavite Philippines. After the initial air raids against the Philippines on December 8, 1941 and the destruction of the Naval Station Sangley Point on December 10, the Marine's SCR-270 was the only operational early warning radar still in service for the upcoming Battle of Bataan. The radar detachment, nicknamed the "Rogues of Bataan," kept the radar operational until the American surrender on April 8, 1942.

In December 1941, Major Walter L. J. Bayler became the "Last Man off Wake Island" because it was imperative that the Marine Corps remove him before the fall of Wake because he was one of the few Marine Corps officers that had experience establishing air-ground communications networks and he also had knowledge of the United States' still top secret radar program. Bayler was next sent to Midway and Guadalcanal to establish radar posts and fighter direction networks.. Marines from the 6th Defense Battalion defended the atoll against the bombardment of two Japanese destroyers on December 7. During the engagement, First Lieutenant George H. Cannon was killed by shrapnel becoming the first Marine to be awarded the Medal of Honor for combat operations during World War II. At 0555 on June 4, 1942, the 6th Defense Battalion's SCR-270 radar picked up a large force of Japanese aircraft approximately ninety miles out and approaching from 320 degrees. Thirty-six Japanese bombers eventually made it to Midway in two waves and were engaged by the guns of the reinforced 6th Defense Battalion. Japanese after action reports detail losing three aircraft to antiaircraft fire that morning.



On August 7, 1942, the 3d Defense Battalion, landed in support of the 1st Marine Division on Guadalcanal. The battalion participated in the defense of the island against numerous Japanese counterattacks over the ensuing months. The battalion's machine gun and antiaircraft artillery units were able to get ashore almost immediately however the seacoast artillery units were not able to establish themselves until the end of August. During these early stages of the battle, 3d Defense Battalion was tasked with providing air and coastal defense for the nascent Marine Corps beachhead surrounding Henderson Field. Soon after coming ashore, an SCR-270 was established for early warning and SCR-268s were utilized for target tracking and cueing anti-aircraft guns. These radar's along with reports from the coastwatchers, helped provide early warning of incoming Japanese warplanes. The close proximity of friendly fighter aircraft and friendly antiaircraft artillery over Guadalcanal then necessitated the need to develop tactics and control measures to help prevent fratricide.

Early warning at the beginning of the war
The Marine Corps' first steps towards developing aviation command and control capabilities involved educating young officers on numerous new technologies prior to American involvement in World War II. Marine Aviators such as Edward C. Dyer, Frank Schwable and many others travelled to Great Britain to learn about the fundamentals of radar, conducting ground-controlled interception, and the tactics and techniques necessary to successfully operate night fighters. New technologies such as radar, improved Air-to-ground communications and Radio navigation aids were initially fielded as individual capability sets to be used by specialized units. As there utilization became more common, it became necessary to design a standardized command and control apparatus capable of integrating these new technologies in support of the general purpose force.



Upon his return from England, Capt Dyer was assigned to Headquarters Marine Corps Aviation and tasked to develop an air warning program for the Marine Corps. He knew that the essential element for any day/night air defense capability was a robust system of ground-based radars. One of his first official tasks was to brief LtGen Holcomb on what he had seen in England and what he recommended going forward. When he informed CMC that the current purchase of 12 x SCR-268 radars for the defense battalions was not sufficient and that the service needed a mix of 50+ radars at a minimum, the Commandant replied, “Gee whiz, thats an awful lot.” Dyer left that meeting having not been told no, so newly promoted Major Dyer immediately piggy-backed onto an existing US Army purchase and placed an order, sight unseen, for $23 million dollars’ worth of VHF radios, VHF direction finding equipment, IFF equipment and GCI radars. Dyer was also responsible for the Marine Corps establishing a radar school at MCB Quantico in the summer of 1942. In December 1942, an SCR-588 was also set-up at MCAS Cherry Point to assist with the instruction of GCI to new fighter controllers.

Initially ground based radars were issued to the defense battalions, the headquarters squadrons in each of the fixed wing Marine Aircraft Groups (MAG) and as part of the newly formed night fighter squadrons. Defense battalions used the SCR-270 long range radar for early warning and the SCR-268 radar to provide fire control data for its 90mm antiaircraft artillery. For the fixed wing MAGs, the table of organization was increased to account for a small radar detachment to provide rudimentary control of assigned aircraft.

This need for greater air-ground integration during the defense of Guadalcanal necessitated the addition of an early warning detachment belonging to Marine Aircraft Group 23 (MAG-23). This additional radar arrived on August 28 along with its crew of ten Marines. These were the first 10 Marines to graduate from the new radar school that Maj Dyer had recently established at MCB Quantico. Under the leadership of Master Technical Sergeant Dermott MacDonnell, these Marines worked tirelessly to keep this radar operational 24 hours a day for the next six months. This radar, along with fighter coordination provided by LtCol Walter Baylor and the 1st Marine Aircraft Wing team, allowed the Cactus Air Force to husband its critically short fighter planes instead of maintaining a permanent combat air patrol overhead. The Marine Corps was beginning to transform its command and control based on real-time lessons learned in combat.



The Marine radar detachment on Guadalcanal was relieved by a radar crew from the Royal New Zealand Air Force in March 1943. At the time there was a shortage of AMerican radars available for the Pacific so Admiral William Halsey asked the New Zealand government if they could assist. The Marine Corps attached three officers and a senior NCO to this detachment, led by Major Ethridge C. Best, to assist with training and to provide liaison with American fighter units.

Rise of the night fighters
The Marine Corps' first foray into utilizing ground based radars for fighter control originated with the development of the night fighter program. US Navy Captain Ralph E. Davison set the Marine Corps down this path in January 1942 when he wrote, "The job of the Marines is to seize a beachhead and hold it until replaced by the Army. To do this, night fighters will be an absolute necessity." On July 25, 1942, LtGen Holcomb authorized the formation of the Marine Corps' first night fighter squadron beginning in 1943 based on after action reports from air operations in Europe. LtCol Frank Schwable, recently returned from England, was designated as the first commanding officer of Marine Night Fighting Squadron 531 (VMF(N)-531) which was commissioned on November 16, 1942 at Marine Corps Air Station Cherry Point, North Carolina. The squadron was organized with both a flying echelon and a ground based radar detachment which was necessary to provide GCI for the night fighters. The twin-engine, medium bomber PV-1 Ventura was selected as the Marine Corps' first night fighter and was to be kitted out with the an SCR-540 airborne intercept radar, an IFF transponder and VHF radios for communication with GCI controllers.

The development of the Marine Corps' night fighter program was further hastened by reports from the Cactus Air Force on Guadalcanal that enemy night raids were having debilitating effects on the Marines on the ground. VMF(N)-531's formation was hampered by slow aircraft delivery, poor VHF radios, uncalibrated radars and an inconsistent electrical system on the aircraft. Good news arrived on December 19, 1942 when Lt William D. Felder arrived from the Army Air Forces School of Applied Tactics at Camp Murphy, Florida as the squadron's first schoolhouse trained GCI controller. In February 1943, the squadron sent nine pilots, including Marion M. Magruder, to England to learn night fighting from the Royal Air Force. At the same time, Marines from the squadron's GCI detachment, led by Major Robert O. Bisson, were sent to the General Electric plant in Schenectady, New York to get instruction on operating the newly developed SCR-527 mobile radar. Although the squadron was experiencing numerous growing pains, there was also intense pressure from Headquarters Marine Corps Aviation to get this capability overseas as quickly as possible.

Maj Bisson and the GCI detachment departed for California on May 15, 1943. After a short period of additional training on the SCR-527 at Marine Corps Air Station El Centro, the detachment boarded the USS Hammondsport (AKV-2) in San Diego and set sail for Vella Lavella. Early in the deployment, while at Espiritu Santo, Maj Bisson set up the squadron's radar equipment near the coast to test the reflective effects of water on the radar's performance. What his team discovered is that siting the radar near water actually improved the radar's accuracy. This was contrary to what they had been instructed. The detachment developed a simple correction formula of "100 feet per mile per foot of tide" to account for the changing tides. This ingenious, yet simple solution, for such a complex problem was a real breakthrough that enabled extremely accurate altitude information from land based radars in a littoral environment. VMF(N)-531 GCI controllers were not able to operate with the squadron's planes until October 18. The first successful night interception in the Pacific was conducted by VF(N)-75 while being controlled by VMF(N)-531 GCI equipment and controllers.

Marine Night Fighting Group 53 (MAG(N)-53) was formed on April 1, 1943 at Marine Corps Air Station Cherry Point, North Carolina. It was the first night fighter group in the Marine Corps and was responsible for the training of all night fighter squadrons.

Development of the night fighter program was a critical to establishing a Marine Corps air command and control system. VMF(N)-531's successful operations confirmed the need to land air warning equipment early during an amphibious operations in order to provide early warning and fighter direction for night fighters.

Organizing, training and equipping this new capability
In February 1943 the Commandant of the Marine Corps convened a "Radar Policy Board" headed by LtCol Bayler after his return from Guadalcanal. The board was tasked with making recommendations regarding the establishment of a program for radar early warning, radar fire control and radar fighter direction for Marine Corps units during amphibious operations. Board recommendations included the organization of air warning squadrons and groups requiring nearly 12,000 officers and Marines, placing organic fighter direction with night fighter squadrons and the creation of an Air Defense Section within the Division of Aviation at Headquarters Marine Corps. The report, "Standard Operating Procedures for Radar Air and Surface Warning and Radar Fire Control in the Marine Corps," was published on March 17, 1943 and later endorsed by the Commandant of the Marine Corps on May 4, 1943.

The initial concept for the air warning program detailed by the report called for the establishment of Air Warning Groups composed of a Headquarters & Service Squadron, four Air Warning Squadrons and one Air-Transportable Air Warning Squadron. Each Marine Aircraft Wing had its own Air Warning Group and the Air-Transportable squadrons were to be utilized during the assault phase of amphibious operations. 1st Marine Air Warning Group was established at Marine Corps Air Station Cherry Point, North Carolina on July 1, 1943. 1st MAWG's mission was to form and train Air Warning Squadrons capable of providing expeditionary air defense during amphibious operations. The group maintained its training gear at Marine Corps Outlying Field Oak Grove in Pollocksville, North Carolina where newly commissioned air warning squadrons rotated through for their initial training. During World War II, 1st MAWG oversaw the formation and training of eighteen air warning squadrons. Once these squadrons were formed and had conducted initial training they were shipped to the west coast for follow on training as part of Marine Air Warning Group 2 at Marine Corps Air Depot Miramar. MAWG-2 was commissioned in October 1943 for the purpose of overseeing the training of these squadrons throughout the Southeastern United States then deploying them to the Pacific. Eleven squadrons were trained by MAWG-2 prior to deploying overseas.

As originally envisioned, the air warning squadrons were to be solely responsible for early warning while the headquarters of the MAGs retained responsibility for GCI. Marine Corps leaders learned early on that this arrangement was not ideal for the employment of either capability. Attaching GCI gear to the flying squadrons limited the squadron's tactical mobility while at the same time possibly restricting the best tactical employment of the radar detachment because flying squadron needs were different and usually of greater importance. On August 13, 1943, Col E. A. Montgomery, commanding officer of MAG(N)-53, recommended to the Commandant that all controllers, fighter directors and radar maintenance personnel be transferred to the newly established air warning program. Headquarters Marine Corps agreed with this recommendation and on October 1, 1943 all ground radar personnel were transferred to AWG-1.

The original table of organization for the first Air Warning Squadrons showed 14 officers, 185 enlisted and 6 Navy Corpsman. The squadrons were organized with an H&S section, two long-range air warning sections, three short range air warning sections, and a control division. These numbers were increased in March 1944 to show 20 officers, 259 enlisted men and 6 Corpsman. The additional personnel were a result of the need to man an Air Defense Control Center and the addition of a direction finding and wire sections. Japanese tactics of using massed raids, simultaneously attacking from multiple vectors and the increased need to control combat air patrols meant that a larger command center was needed for increased crew size and necessary coordination.

The first squadron in the new air warning program to commission was Air Warning Squadron 1 on September 1, 1943. By the end of 1943, five squadrons had been commissioned. On November 4, 1943 the Director of Aviation signed off on a plan to expand the air warning program from twenty to thirty-four squadrons. This necessitated the creation of two squadrons per month beginning in January 1944. The Marine Corps was able to keep pace with this increased throughput until June 1944 when severe personnel shortages required a pause in creating new squadrons.

The first air warning squadron to participate in combat in the Pacific was AWS-1 which went ashore at Engebi on February 20, 1944. It was commanded by Captain William D. Felder who had also served with VMF(N)-531 as its first GCI controller. The squadron established its radars and an Air Defense Control Center and assumed primary responsibility for local air defense on March 1. The first combat casualty from the new air warning program was Staff Sergeant Jacob E. Marty who was killed by shrapnel from a Japanese air raid against Engebi on March 8, 1944.

Electronics Training Program
In order to meet the demand for tens of thousands of new Marines trained on radar and radios to fill out this new air warning program, the Marine Corps piggybacked onto the US Navy's Electronics Training Program (ETP). The ETP combined college-level classroom instruction with laboratories in order to train Sailors and Marines on highly complex electronic systems that were classified Secret. This resulted in a level of training reported to have been the most intense and difficult ever given to enlisted servicemen. Colleges and universities with electrical engineering programs were invited to submit full proposals. After very speedy evaluations and visits to the campuses, contracts were awarded to six schools: Bliss Electrical School, Grove City College, Oklahoma A&M College, the Agricultural & Mechanical College of Texas, Utah State College of Agriculture, and the University of Houston.

A basic list of topics to be covered was prescribed, but it was up to the schools to develop this into a three-month instructional program. Mandatory topics included the following: advanced d-c and a-c circuit theory, electrical motors and generators, vacuum-tube characteristics, power supplies, amplifiers, oscillators, modulation techniques, filters and wave-shaping, receiver circuits, transmitter circuits, transmission lines and antennas, and basic electromagnetic propagation theory. Mathematical topics (mainly trigonometry and elementary calculus) were taken up when necessary for developing theoretical equations. Each student built a superheterodyne receiver, and fault-finding was taught using systematic signal-tracing.

Eight hours per weekday were devoted to lectures and laboratories, and there were at least four hours of homework or supervised study in the evenings; athletics and some drill were fitted in wherever possible. Saturday mornings were devoted to examinations on the topics of the previous week. The repeat of a week was not allowed except under extenuating circumstances. By 1943, collectively, the primary schools were graduating about 1,000 men per month.

First all-black units and reorganizing the defense battalions
On June 25, 1941, President Franklin D. Roosevelt issued Executive Order 8802; the elimination of racial discrimination from federal departments, agencies, the military, and from private defense contractors. US Navy Secretary Frank Knox was then directed by the President to accept black recruits in the Navy and Marine Corps. In February 1942, the Marine Corps agreed to accept African American recruits for the first time since the Revolutionary War. In order to comply with the Presidential directive yet still maintain strict racial segregation, Lieutenant General Holcomb proposed the establishment of an all black defense battalion. A defense battalion was preferred because in most cases these units deployed to semi-isolated locations which helped Marine leadership maintain [[Racial segregation in the United States
 * segregation]]. To initially make these battalions self-supporting so they could train in isolation and deploy independently, Holcomb determined that a rifle company, special weapons platoons, and light tank platoon were added. In August 1942, the 51st Defense Battalion was formed at Montford Point Camp near Marine Corps Base Camp Lejeune as the first African American unit in the Marine Corps. Another all-black battalion, the 52d Defense Battalion, was commissioned in December 1943 and was the last defense battalion commissioned in the Marine Corps.

The dramatic growth in the number of personnel required for the defense battalions during the war necessitated the need to move the Base Defense Course from MCB Quantico to MCB Camp Lejeune in 1943. MCB Lejeune was a better location because it possessed larger facilities and 20mm and 40mm ranges on-site. Between 1941 and 1943, Marine defense battalions "engaged, sank, or damaged more enemy ships than the United States Army Coast Artillery Corps throughout its entire history. By the end of 1943, defense battalion strength had peaked at 26,685 Marines in nineteen battalions.

As the war progressed into 1944, the Marine Corps removed coastal artillery from the defense battalions in order to form additional heavy artillery units for the Fleet Marine Force. Because of the divestiture of the coastal defense mission, most of the defense battalions were re-designated as anti-aircraft artillery battalions during 1944.

Supporting Marines on the ground
As World War II progressed, the Marine Corps gained hard fought experience in the application of close air support during amphibious landings. Marine Aviation's primary role was supposed to be supporting the Marines on the ground however by mid-1944 this had not been the case because of earlier decisions made by Marine Aviation leadership in the Pacific. In late 1942, then Chief of Naval Operations Admiral Ernest King convinced Major General Ross E. Rowell, Commanding General of Marine Air Wings, Pacific, that there was no longer a need for Marines to get carrier qualifications since all of their aircraft were currently utilizing land based airfields. This lack of foresight led to Marine pilots not being able to fly from escort carriers which provided close air support during amphibious landings later in the war. This returned to haunt the Marine Corps during the Mariana and Palau Islands campaign in which it was generally felt that close air support provided by Navy pilots left much to be desired.

This lack of adequate close air support was coupled with the feeling amongst other senior Marine leaders such as Roy Geiger and then Commandant Alexander Vandegrift that Marine aviation was not paying attention to its primary purpose of providing close air support. It had become too concerned with shooting down enemy aircraft. The final straw for Marine Corps leadership was the difficulties encountered in coordinating close air support during the Battle of Saipan. Inadequate command and control agencies and procedures led to long delays in the furnishing of timely air support. In August 1944, General Vandegrift flew to Hawaii to meet with Admiral Nimitz and his staff to propose a solution. The plan they devised assigned Marine squadrons to serve on escort carriers in order to provide the necessary planes for ships the Navy was unable support. For this, Marine aviation was granted permission to control aircraft directly supporting ground troops during amphibious operations. Also Marine Air Wing Pacific was renamed Aircraft, Fleet Marine Force, Pacific to reemphasize its role in supporting Marine on the ground.

Because of this grand bargain, Colonel Vernon E. Megee was tasked with creating the Provisional Air Support Command (PASC). The unit was officially formed on October 21, 1944 at Marine Corps Air Station Ewa, Hawaii. This new unit was tasked with supporting the landing force commander by allowing them to exercise full control of supporting aircraft during amphibious operations. The PASC was composed of a headquarters element and four, 87 man Landing Force Air Support Control Units (LFASCU) with leadership being provided by some of the best and brightest Marine Aviators as they rotated back to the Pacific from supporting establishment billets. By the end of November 1944 the personnel and equipment for LFASCU-1 were appropriately formed and commenced training in air support problems on Oahu. By early January 1945, LFASCU-1 reported to the V Amphibious Corps in preparation for the assault on Iwo Jima. LFASCU-1 went ashore at Iwo Jima on February 24, 1944 establishing its control center a half a mile from the base of Mount Suribachi. On March 1, 1945 at 1000, LFASCU-1 assumed control of close air support missions on Iwo Jima. This marked the first time that the United States Navy had officially delegated this authority ashore during an amphibious operation. LFASCU-1 operated on Iwo Jima until March 11, 1945 when it was ordered to pack up and begin preparations for follow on operations.

LFASCU-2 & 3 also departed Hawaii in February 1945 heading west. All three of these units were tasked with providing support for the upcoming invasion of Okinawa which was scheduled for April 1, 1945.

Battle of Okinawa: A long way in a few short years
The Battle of Okinawa served as the culmination of the Marine Corps' efforts to build an aviation command and control capability supporting all aspects of large amphibious operations. For the upcoming battle, Marine Aviation took the lead as the headquarters for the Tactical Air Force, Tenth Army (TAF). The TAF was a joint aviation command of the Tenth United States Army responsible for commanding all land-based aviation and aviation command and control units during the battle. The TAF's headquarters was provided by the 2nd Marine Aircraft Wing (2d MAW) and it was the largest joint aviation unit under Marine Corps command during World War II.



The TAF was activated at Schofield Barracks, Oahu, Territory of Hawaii on November 21, 1944 under the command of Major General Francis P. Mulcahy, then commander of 2d MAW. Expecting a very large number of kamikaze attacks, MajGen Mulcahy selected his Chief of Staff, Brigadier General William J. Wallace, to serve as the head of TAF's most important task unit, the Air Defense Command. The ADC was responsible for overseeing the day and night fighter squadrons from three Marine Aircraft Groups and the four ground based early warning squadrons. BGen Wallace was a seasoned veteran who had previous combat experience as a Marine Air Group commander during the Guadalcanal Campaign. Marine Aircraft Group 43 (MAG-43), under the command of one of the most experienced radar officers in the Marine Corps, now Colonel Robert O. Bisson, was also brought from Marine Corps Air Station El Centro, California to Hawaii to serve as the administrative headquarters for the TAF. The Marine Corps also formed the 1st Provisional Antiaircraft Artillery Group in November 1944 to serve as the antiaircraft headquarters for the III Amphibious Corps during the battle. The Group had tactical control of the 2d, 5th, 8th, and 16th Antiaircraft Artillery Battalions.

Kadena and Yontan Airfields were seized by 1230 on L-Day, April 1, 1945. MAG-43's Air Defense Control Center (ADCC), callsign "Handyman", established itself in a position between Yontan Airfield and Kadena Airfield and took control of the air defense fight ashore on April 7, 1945. The ADCC was initially operated from the back of two LVTs. On April 16th, MAG-43 established its full ADCC in a farmer's house about a half mile southeast of Yontan Airfield in the village of Yomitan. Initially Air Warning Squadron 7 and Air Warning Squadron 8 were the only two ground based early warning units detailed to land during the first few days after D-Day. AWS-7 moved north with the Marine Divisions and established itself at Hedo Point once it was secured. AWS-8 landed with the 77th Infantry Division before D-Day to secure Zamami Shima on March 27, 1945. Air Warning Squadrons 1 and Air Warning Squadron 6 were scheduled to land later in April. These units were tasked to work in conjunction with the Navy's radar picket ships off the coast. Because of the kamikaze threat, it was quickly determined that the initial two air warning squadrons were insufficient for the task. One of the Navy's great lesson's learned from the Battle of Okinawa was that failure to secure outlying islands and install adequate ground based radar coverage was partially responsible for the devastating losses that the radar picket ships suffered. By June 30, MAG-43 consisted of 1,926 Marines with another 505 attached US Army personnel.

All three LFASCUs came ashore on the first day of the invasion and immediately established their control centers. LFASCU 1 supported the V Amphibious Corps, while LFASCU-2 supported the Army's XXIV Corps and LFASCU-3 coordinated close air support for the higher headquarters of the Tenth United States Army. During the course of the battle the three LFASCUs controlled 10,506 close air support [[Sortie
 * sorties]].

During its existence TAF squadrons flew a total of 38,192 sorties and claimed shooting down 625 enemy aircraft as well as engaging Japanese shipping and providing close air support. During three months of combat over the skies of Okinawa, Marine squadrons assigned to the TAF accounted for 484½ planes shot down helping to create 21 new Marine Corps aces.

Post-war draw down, reorganization and training
After the surrender of Japan, Marine aviation command and control units began to flow back to the United States as was the rest of the service. Some units were required to remain overseas to support operations. Air Warning Squadron 7 went with the 1st Marine Aircraft Wing to China to support operations in the vicinity of Tsingtao and Peiping until departing in January 1949.

All four of the LFASCUs were disbanded by November 1945. The mission of coordinating close air support remained with an Air Support Section that was part of the Headquarters Squadron of the Marine Air Control Group until July 1, 1947 when Marine Tactical Air Control Squadrons 1 and 2 were formed. The original mission of the Marine Tactical Air Control Squadrons was to provide the facilities required for centralized control of air operations in support of Fleet Marine Force operations. This meant the squadron supported the establishment of the Tactical Air Control Center which oversaw ground control intercept operations as Air Support Section which coordinated close air support for the ground combat element.

Another major effort undertaken by Marine Corps leadership after the war was a concerted effort to improve the service's air to ground coordination. Wartime demands to increase personnel throughput had broken apart the way the Marine Corps traditionally trained its officers at The Basic School. This in turn had led Marine Aviation to move its focus away from supporting Marines on the ground for the majority of World War II. Marine leadership reinvigorated teaching air-ground tactics at all of its professional military education, designed exercises to refine these tactics, and then took the lessons learned and codified the changes in doctrine.

In March 1947, 2 officers and 10 enlisted men at MCAS El Toro formed the Marine Corps first ground-controlled approach detachment. This detachment, known as GCA-37M, was responsible for guiding aircraft to safe landings during inclement weather using specialized radar and radio equipment within the AN/MPN-1. Personnel from this detachment were trained in US Navy Schools at Naval Air Station Banana River, Florida and Naval Air Station Olathe, Kansas. The Marine Corps eventually established five GCA detachments which were located at its major air stations.

The Korean War


The hard work spent trying to better integrate the Marine Corps air-ground team paid-off enormously during the Korean War when the Marines expertly used CAS to devastating effect; especially in the first year of the conflict. Following North Korea's invasion of South Korea on June 25, 1950, Marine Tactical Air Control Squadron 2 (MTACS-2) and Marine Ground Control Intercept Squadron 1 (MGCIS-1) were immediately alerted to deploy as part of the Marine Aircraft Group 33 with the 1st Provisional Marine Brigade. Upon landing in South Korea, MTACS-2 immediately began supporting the 1st Marine Division during the Battle of Pusan Perimeter. MGCIS-1 joined the fight in September 1950 when it came ashore with MTACS-2 during the Inchon landings and supported operations during the recapture of Seoul. The Inchon Landing also marked the first ever combat deployment of a Marine Air Traffic Control detachment when GCA Unit 37M came ashore September 18 and established Ground-controlled approach (GCA) services at Kimpo Airfield.

MTACS-2 and MGCIS-1 departed Seoul and landed at Wonsan in October 1950 to take part in the drive towards the Yalu River. MGCIS-1 and the Air Defense Section of MTACS-2 eventually set up operations at Yonpo Airfield while the Air Support Section of MTACS-2 moved north with the 1st Marine Division to Hagaru-ri at the south end of the Changjin Reservoir. MTACS-2's Air Support Section coordinated close air support operations in support of the division's fighting withdrawal from the reservoir to devastating effect. MGCIS-1 controllers assisted their US Navy counterparts controlling hundreds of aircraft daily during the Hungnam evacuation. Following the withdrawal of United Nations forces from Hungnam, MGCIS-1 and the Air Defense Section of MTACS-2 reestablished at Pusan West AB (K-1) while MTACS-2's Air Support Section relocated to Masan.

During 1950, Major Marion C. Dalby, led a team of fourteen Marines at the Naval Air Missile Test Center at Naval Air Station Point Mugu, California. Originally tasked with trying to guide submarine launched Loon Missiles during the early phases of an amphibious landing, his team ended up creating a new radar directed bombing device that allowed for accurate delivery of aerial fires both day and night and in all weather conditions. This new system was designated as the AN\TPQ-2 Close Air Support System and made ready for deployment to Korea in July 1951. The AN/MPQ-14, operated by the 1st Marine Air Support Radar Team (1st MASRT), was nicknamed "Devastate Charlie" and was attached to MTACS-2. MASRT-1 operated in support of the 1st Marine Division and controlled close air support sorties in Korea from August 1951 until the cessation of hostilities in July 1953. The

Beginning in 1952 the Marine Corps took existing air traffic control services at each major Marine Corps air station or facility and placed them in tactical units known as Marine Air Traffic Control Units (MATCU). The MATCUs supported real-world operations by providing deployable surveillance radars, ground-controlled approach, TACANs, radio direction finding, control towers, and communications equipment. In most instances, the MATCUs fell under the command of the local Marine Air Base Squadrons (MABS). Each Marine Aircraft Group had an assigned MABS which was responsible for providing airfield services. In cases where a MABS was not present, the MATCUs reported to the air station's Headquarters and Headquarters Squadron or a resident Marine Air Control Squadron.

A major reorganization took place within Marine Aviation in February 1954 based on lessons learned from the Korean War. For aviation command and control units this meant separating the task of providing the Wing headquarters from the newly renamed Marine Air Support Squadrons and placing the task with the Marine Air Control Group headquarters.

Interwar period and the advent of the MACCS


Based on the hard lessons learned from the Korean War, the Marine Corps held numerous boards to evaluate and make recommended changes to the organization of Marine Corps Aviation.

With the advent of Surface-to-Air Missile (SAM) systems the Marine Corps began to re-evaluate its current force posture. 3d Defense Battalion, which was decommissioned in December 1944, was reactivated as 1st Provisional Marine Guided Missile Battalion on October 11, 1951 at Naval Air Weapons Station China Lake, CA. Four years later, on February 7, 1955, the 1st Provisional Marine Guided Missile Battalion was re-designated the 1st Terrier Surface-To-Air Missile Battalion after its newly adopted primary weapon system, the Convair RIM-2 Terrier. The USMC had two Terrier battalions equipped with specially modified twin sea launchers for land use that fired the SAM-N-7 version of the missile. The Terrier was the first surface-to-air missile operational with the USMC. On June 1, 1956 the battalion's designation was changed again to the 1st Medium Anti-Aircraft Missile Battalion (1st MAAM Battalion). Even as the Terrier Missile System was being fielded the Marine Corps was aware that the system did not meet the expeditionary needs of the service. To that end, the Marine Corps was already pursuing another medium-range SAM that was being developed by the Army, the MIM-23 Homing All the Way Killer (HAWK). The HAWK missile was favored by the Marine Corps because it was able to be transported by helicopters and was able to engage targets at a much lower altitude than the Terrier.



By the mid-1950s, medium and high-altitude anti-aircraft missiles were becoming so effective that an increasing proportion of attack aircraft were expected to enter the battle space at low altitudes. The ever-increasing speed and maneuverability of low-flying jet aircraft decreased warning time and increased the need for effective low-altitude air defense weapons. The existing fire control methods were inadequate to meet the challenges that advanced high-performance aircraft presented. Drawing upon its years of experience as a Navy missile development contractor, Convair began feasibility studies of a very lightweight, man-portable, low altitude missile system in 1951. Designed to be carried and shoulder-launched by individual field personnel using a bazooka-type launcher, the original missile, designated the Redeye, was advertised with a Probability of Kill (PK) of 35 to 40 percent and a maximum effective range of about two nautical miles.

Beginning in 1952, Marine Air Traffic Control Units (MATCU) were created by taking existing air traffic control services at each major Marine Corps air station or facility and placing them in a tactical unit capable of deploying in support of real-world operations. These new units provided deployable surveillance radars, ground-controlled approach, TACANs, radio direction finding, control towers, and communications equipment. In most instances, the MATCUs fell under the command of the local Marine Air Base Squadrons (MABS). Each Marine Aircraft Group had an assigned MABS which was responsible for providing airfield services. In cases where a MABS was not present, the MATCUs reported to the air station's Headquarters and Headquarters Squadron or a resident Marine Air Control Squadron.

A major change in organization came at the end of 1956 when the Marine Air Control Groups were decommissioned and all MACS and MASS units were placed under the command of the newly formed Marine Wing Headquarters Groups (MWHG). The Wing's Headquarters and Headquarters Squadrons (H&HS) also fell under the MWHG. The MWHGs were an attempt to consolidate each wing's command, air control, administration and facilities under a single flag.

The term MACCS did not come into being until the early 1960s when the Marine Corps fielded numerous new, advanced systems that demanded increased integration among the various air control agencies. This new gear included the Marine Tactical Data System (MTDS), the MIM-23 HAWK Missile and the AN/TPQ-10 Air Support Radar Team (ASRT). MTDS was a mobile, ground based, aviation command and control system developed by the Marine Corps for the execution of anti-air warfare in support of the Fleet Marine Force (FMF). It was the Marine Corps' first semi-automated system capable of collecting, processing, computing and displaying aircraft surveillance data while also sharing that information with other participating units via tactical data link. The Raytheon MIM-23 Hawk was an American medium-range surface-to-air missile. It was originally intended to attack aircraft, especially those flying at medium and low altitudes. It entered service with the Marine Corps in 1960. The AN/TPQ-10 was a light-weight, two-unit, helicopter transportable, ground based bombing system developed for use by the United States Marine Corps to provide highly accurate, day/night all weather close air support. This self-contained system was designed to guide an aircraft, equipped with the proper control equipment, to a release point for accurate all-weather delivery of ordnance and supplies to a preselected target. The AN/TPQ-10 and its operators were known as an ‘’Air Support Radar Team’’ (ASRT).

The early 1960s also saw the 6700 occupational field (Aviation Command and Control) opened to unrestricted officers and on January 30, 1962 all HAWK missile battalions were transferred from Force Troops to under the control of Marine Aviation.

The Vietnam War
The Vietnam War saw a large deployment of MACCS units to support the III Marine Amphibious Force throughout the entirety of the I Corps region of South Vietnam. In February 1965, President Lyndon B. Johnson ordered the 9th Marine Expeditionary Brigade (9th MEB) into Da Nang in order to protect Da Nang Air Base from enemy incursion. The HAWK missiles of the 1st LAAM Battalion began arriving in Da Nang on February 9, 1965 as one of the first regular force American units to arrive in Vietnam. The entire battalion was airlifted over from Kadena Air Base and was fully operational by February 19. With the 9th MEB ashore, the need to provide close air support led to the deployment of Marine Air Support Squadron 2 from Okinawa, Japan. The squadron arrived on April 16, 1965 and set up its DASC (callsign Landshark) 250 yards west of the runway at Da Nang. The squadron also set up an AN/TPQ-10 Air Support Radar Team. The DASC took control of their assigned airspace at 08:30 on April 22. The first ASRT mission took place on April 30 when they controlled a flare dispensing mission in the vicinity of Da Nang.

Marine Aviation was commanded from the Wing Command General's tactical command post known as the Tactical Air Direction Center (TADC). It was co-located with the 1st Marine Aircraft Wing's command post on DaNang. The Marines did not use the doctrinal term Tactical Air Command Center because the Seventh Air Force in Saigon was the senior agency for all aviation forces in theater. Marine Air Control Squadron 9 (MACS-9) arrived in Vietnam in early July 1965 having sailed from Yokosuka, Japan aboard the USS Terrell County (LST-1157). The squadron arrived at Chu Lai on July 9, 1965 however its stay was to be short and by the latter part of August 1965 it began moving to Okinawa. MACS-9 was relieved by MACS-7 who assumed responsibility for radar control over I Corps on September 15, 1965. The squadron remained in Vietnam providing early warning and air surveillance until July 1967.



The first MTDS system fielded to the Fleet Marine Force was given to Marine Air Control Squadron 4 at Marine Corps Base Camp Pendleton, California in September 1966. Shortly thereafter the squadron was informed that they were deploying to South Vietnam to replace MACS-7. Monkey Mountain Facility near Danang was chosen as the site for MACS-4's Tactical Air Operations Center (TAOC) because it was co-located with the HAWK Missile Batteries of the 1st LAAM Battalion and the United States Air Force's Panama Air Control Faility. The site also provided excellent line of sight to United States Seventh Fleet ships operating in Yankee Station in the Gulf of Tonkin.

MACS-4 arrived in Vietnam in June 1967 and was established and operating on top of Monkey Mountain beginning July 6, 1967. On 13 January 1971 at 0001, MACS-4 made its last tactical transmission in support of operations during the Vietnam War. During its time in Vietnam utilizing MTDS, MACS-4 controlled or assisted 472,146 aircraft. Even though MACS-4 departed Vietnam on 31 January 1971 it maintained a small detachment of twenty Marines on top of Monkey Mountain to man the AN/TYQ-3 - Tactical Data Communications Central (TDCC). The AN/TYQ-3 facilitated critical data exchange between the USAF and USN during the later stages of the Vietnam War. This detachment remained in support of operations until February 14, 1973.

Immediately after MACS-4 and MTDS began operating in Vietnam the Marine Corps instituted another large organizational change for air control within the service. On September 1, 1967 all air direction, air control, and air defense capabilities were consolidated under the newly reestablished Marine Air Control Groups. This change was instituted in order to emphasize the functional arrangement and tactical orientation of the MACCS. Separating the MACCS units from the Marine Wing Headquarters Groups also served to optimize training, command supervision and logistical support required for these complex systems.

During the course of the war, numerous MATCUs served throughout the I Corps Tactical region of South Vietnam supporting the III Marine Amphibious Force.

In 1969, the Marine Corps fielded the AN/TPS-32 radar which was the service's first three dimensional radar and was optimized for operations with MTDS.

The 1970s & 1980s: Professionaliztion
Whereas 1960s saw the MACCS field a great deal of new equipment followed by years of supporting combat operations throughout South Vietnam, during the 1970s the community focused on the professionalization of the air command and control community. At the heart of this professionalization was the establishment of a new schoolhouse for the air control community. "Air Schools" was the name given to Communication-Electronics School Battalion's Charlie Company and it was the first portion of the battalion to relocate from Marine Corps Recruit Depot San Diego to Marine Corps Base 29 Palms in 1968. Charlie Company oversaw instruction of courses that were very specific to the MACCS community - radar maintenance, tactical data systems, and tactical air control. In February 1971, Communications-Electronics School Battalion was redesignated to its current name - Marine Corps Communications-Electronics School (MCCES). LAAM Marines continued to Train at Fort Bliss while air traffic controller training remained with the US Navy at Naval Air Station Glynco until that schoolhouse moved to Naval Air Technical Training Center Millington, Tennessee.

During the Vietnam War, the Marine Corps fielded the FIM-43 Redeye to ground combat element units however in 1969 these platoons were migrated to the Marine Air Support Squadrons in order to consolidate the control of all aircraft and missiles underneath the aviation combat element.

On February 17, 1971 the United States Army's Missile Command evaluated the Redeye II missile against six other missiles. The review recommended full-rate production of the Redeye II along with ancillary IFF gear and Night-vision device. On March 10, 1972 the Redeye II was re-designated as the FIM-92 Stinger. Beginning in 1976 the Marine Corps began consolidating regionally aligned MATCUs into single squadrons assigned to each Marine Air Control Group. The last MATCU was decommissioned in the reserves in 1980.

On March 8, 1982, 3d Forward Area Air Defense (FAAD) Battery (-) was detached from MASS-3 and officially commissioned under the command of Maj Ralph Marchewka. 3d FAAD continued to grow until January 22, 1987 when it was re-designated as 3d Low Altitude Air Defense Battalion.

3d LAAD Battalion experienced its first real-world test when it sent Bravo Battery aboard the USS Okinawa on October 8, 1987, as part of Contingency Marine Air Ground Task Force (CMAGTF) 1-88. In response to Iranian aggression during the Tanker Wars, these Marines provided critical air defense against Iranian aircraft and guaranteed the safety of countless merchant vessels transiting between the Straits of Hormuz and Kuwait.

The Gulf War and the 1990s
Iraq's August 1990 invasion of Kuwait set off hostilities throughout Southwest Asia because of this on 21 August 1990 the first elements of MASS-3 began arriving into Saudi Arabia. The squadron commenced operations coordinating joint and coalition air support on 28 August at the Jubail Naval Airfield. MASS-3 provided a Corps-level DASC co-located with the I Marine Expeditionary Force and two Air Support Elements (ASE) to support the 1st and 2nd Marine Divisions. During the course of Operations Desert Shield/Desert Storm, MASS-3's DASC and ASE were operational for 4450 hours controlling 7359 fixed wing and 3065 rotary wing missions. They also processed 995 tactical air requests, 141 assault support requests and 180 MEDEVACs.

In August 1990, 2d LAAM Battalion flew in four firing units in two missile batteries to cover the large Marine Corps Area of Operations during Operation Desert Shield. Initially Battery A/2, was established in firing positions north of Shaikh Isa Air Base in Bahrain while Battery B/2 established a firing unit north of King Abdul Aziz Naval Base near Jubail, Saudi Arabia. The command and control of these HAWK batteries ran through the Tactical Air Operations Center run by Marine Air Control Squadron 2 (MACS-2) which was integrated into the Saudi Arabian Royal Air Force Easter Sector Command Center in Dhahran. In early September 1990, these Marine Corps HAWK units were the only Medium Altitude Air Defense in Saudi Arabia.

MACS-2 arrived in Saudi Arabia and established a TAOC in the vicinity of King Abdul Aziz Naval Base (KAANB). On December 29, 1990, MACS-2 relocated its TAOC eight miles west of Ras Mishab. From this location it supported I Marine Expeditionary Force. At the beginning of the ground invasion, the squadron sent an Early Warning and Control (EW/C) site north to Ahmad al-Jaber Air Base in the Kingdom of Kuwait.

MWCS-38 sent its Command Element and Detachment A as part of MAG-70 for Operation Desert Shield. Over the next four months, this initial echelon grew when augmented by an MWCS-18 Detachment from Hawaii and Detachment B, MWCS-28 from New River, North Carolina, while Marine aviation forces grew to almost two wings. At the peak of Operation Desert Storm, MWCS-38 supported four fully functional Marine Air Bases, a Tactical Air Command Center (TACC), a Tactical Air Operations Center (TAOC), an Early Warning Control (EWC) center, an Aviation Logistics Ship, two Forward Arming and Refueling Points (FARP), and two relay sites.

Advance elements of 3d LAAD Battalion arrived on AUgust 14, 1990 with a contingent from 7th Marines. The remainder of the battalion, augmented by Marines from 4th LAAD Battalion, reached Saudi Arabia on August 17-20 as part of 5th Marine Expeditionary Brigade. At the time of embarkation, only 45 Stinger Teams and necessary support personnel were authorized to make the trip. Once ashore, A Battery (−) defended Jubayl Airport, Jubayl Port Complex, King Abdul Aziz Naval Base, and Shiek Isa Airfield, Bahrain against air threats. B Battery (-) was in direct support of the 7th Marine Regiment.

Operations Enduring Freedom
After the September 11 attacks, an ASE from MASS-3, deployed with the 15th Marine Expeditionary Unit, was with the first units that went into Camp Rhino, Afghanistan in late November 2001.

From 2009 through November 2, 2013, the TAOC located at Camp Leatherneck controlled more than 320,000 fixed wing operations, 80,000 aerial refueling operations and 7,000 rotary wing operations in support of coalition operations in southern Afghanistan. The last Marines to depart Camp Leatherneck were air traffic controllers from MACS-1.

2003 Invasion of Iraq
In the summer of 2002, planning for the possible invasion of Iraq began in earnest for west coast MACCS units under the I Marine Expeditionary Force (IMEF). I MEF had the lead for planning the 2003 invasion of Iraq however the scope and scale of the operation eventually required not only all of MACG-38 but also all of MACG-28 and a significant number of augments including reservists from MACG-48 and all available personnel at Marine Aviation Weapons and Tactics Squadron 1 (MAWTS-1). The first MACG-38 units began arriving in Kuwait in October 2002 as part of Exercise Internal Look.

For the invasion, MASS-3's DASC was divided into a main echelon (DASC Main) and a forward echelon (DASC Fwd). The DASC Main supported the Headquarters of the 1st Marine Division while the DASC Fwd was attached to the Division's "Jump Command Post (CP)." The DASC Main ended the war in Baghdad after it was taken while the DASC (Fwd) went north with Task Force Tripoli to support the drive to secure Tikrit. Air Support Marines from MASS-1 provided a DASC for Task Force Tarawa and also staffed an airborne DASC element (DASC(A)) out of Ahmad al-Jaber Air Base in Kuwait. An additional ASE from the 11th Marine Expeditionary Unit supported British Forces on the Al Faw Peninsula. Air Support Liaison Teams (ASLTs) were provided to all of the regiments within the 1st Marine Division to affect greater coordination with the DASC and Marine Liaison Officers were placed aboard the Air Force AWACS to affect real time coordination of airborne assets with the Air Force.

The Marine Corps' concept for air support control proved to be very successful during OIF 1. DASC crews were able to clear targets much quicker than the USAF's Air Support Operations Center providing support for V Corps. The DASC had four unique traits that streamlined the processing of air support requests for I MEF: they controlled both fixed wing and rotary wing air which provided additional aircraft for assignment and easier deconfliction; they had organic Marine Aviation in direct support; they were crewed by professional aviation command and control Marines whose primary job is the coordination of close air support; and they were assigned at the division level vice corps level

LAAD Marines provided air defense for numerous Marine Wing Support Squadrons and served as a gap filler for a battalion from the Army's 108th Air Defense Artillery Brigade. Their mission was to defend logistics convoys loaded with aviation fuel and ordnance that were staged at Forward arming and refuelling points (FARPs) along I MEF's path into Northern Iraq.

Locations

 * Headquarters, A, B, & C Batteries - Chicago, Illinois
 * D Battery - Augusta, Maine

History
On 8 August 1951, the battalion boarded three trains bound for San Diego, California. On 10 August, just outside of Lettsworth, Louisiana, one of the passenger trains collided head-on with the Southern Belle of the Kansas City Southern Railway. Two Marines were killed in the incident and another twenty were wounded. A few days later, the battalion departed San Diego on board the USS General M. C. Meigs bound for Pusan, South Korea.

Major Components & Subcomponents

 * AN/TPS-72 Surveillance Radar, produced by Paramax - two dimensional, S band surveillance radar that was accurate out to 60NM and up to 40,000ft.
 * (AN/TPN-22) Precision Approach Radar (PAR) - produced by xxxx - helicopter transportable, three dimensional, pencil beam, track while scan precision approach radar that provided precision approach and landing recovery of tactical aircraft.
 * (AN-TSQ-131) Command and Control Subsystem - transportable facility consisting of two identical shelters that housed the system's communications equipment, data processing, operator consoles, and display functions.

Operations
In October 2004, the Marine Corps cancelled the AN/TPY-1 Air Surveillance Precision Approach Radar (ASPARCS) which was intended to replace all three subsystems of MATCALS. The AN]TPY-1 suffered from unstaisfactory performance, schedule delays, and funding issues. Headquarters Marine Corps Aviation quickly endorsed the United States Army's requirements document for the AN/TPN-31 Air Traffic Navigation, Integration, and Coordination System {ATNAVICS). ATNAVICS reached initial operating capability in 2007 and full operating capability in 2014. Marine Air Control Squadron 1 at Marine Corps Air Station Yuma, Arizona was the last squadron to divest of the system in September 2014.

History
The original airfield on MCRD Parris Island was constructed in 1919 and was used to train Marine and Navy Aviators to fly DH-4 bombers until 1921. Beginning in 1933, the Works Project Administration (WPA) began clearing the land for a new airfield at Parris island. Most of this work was accomplished utilizing mule teams and hand tools without the aid of heavy machinery. On September 19, 1938, the airfield was officially named in honor of Captain Arthur Hallet Page. Captain Page died on September 1, 1930, in a plane crash at the Thompson Trophy Race in Chicago, Illinois after being overcome by carbon monoxide fumes. The primary purpose for the airfield was to provide an airfield to support operational training such as night operations and gunnery and bombing practice. The field was re-designated as Marine Corps Air Station Parris Island in December 1941. During World War II, MCAS Parris Island was home to the Marine Corps' only glider group, barrage balloon squadrons, and also served as a home for a Marine Bombing Squadron as it prepared for deployment overseas.

Accidents and incidents

 * December 2, 1942 - LtCol Harold I. Larson, the Commanding Officer of MCAS Parris Island, and two other officers were killed when their aircraft crashed outside of Indian Head, Maryland

Organization

 * Headquarters and Services Battery - Fresno, California
 * Alpha Battery - Pasadena, California
 * Bravo Battery - San Jose, California
 * Charlie Battery - Fresno, California

History
4th LAAM Battalion was originally planned to be activated in the 1st Quarter of fiscal year 1963. Due to early equipment deliveries and availability of personnel, Headquarters and Service Battery, 4th LAAM Battalion was commissioned on December 1, 1961 at Marine Corps Base Twentynine Palms, California. On August 1, 1965 the battalion was re-designated as the Marine Air Reserve Training Detachment and transferred from under the command of the 3rd Marine Aircraft Wing to the Marine Air Reserve Training Command.

4th LAAM Battalion was decommissioned on October 1, 1997.

Unit awards
Since the beginning of World War II, the United States military has honored various units for extraordinary heroism or outstanding non-combat service. This information is compiled by the United States Marine Corps History Division and is certified by the Commandant of the Marine Corps. 4th LAAM Battalion has been presented with the following unit awards:

4th Light Antiaircraft Missile Battalion MUC 2Aug90-15Oct91 SU 4th MAW MUC 1Jul93-30Jun95 See Individual Unit Listing 4th LAAM - Hayward MUC 1Jun94-31Dec95 SU 4th MAW 4th LAAM Detachment A - Fresno MUC 1Jun94-31Dec95 SU 4th MAW 4th LAAM Detachment C - Hayward MUC 1Jun94-31Dec95 SU 4th MAW H &S 4th LAAM - Fresno MUC 1Jun94-31Dec95 SU 4th MAW H&S Detachment LAAM - Hayward MUC 1Jun94-31Dec95 SU 4th MAW Detachment B MUC 1Jul88-28Feb90

https://www.manpower.usmc.mil/webcenter/content/conn/WebCenterSpaces-ucm/path/Enterprise%20Libraries/MMMA/NAVMC%202922_Signed%2026NOV2019.pdf

Organization

 * Apr 1976 - Oct 1978
 * Headquarters - Marine Corps Air Station Cherry Point, NC
 * MATCU-21 - Marine Corps Air Station Beaufort, SC
 * MATCU-22 - Marine Corps Air Station New River, NC
 * MATCU-23 - Marine Corps Auxiliary Landing Field Bogue, NC
 * MATCU-24 - Marine Corps Air Facility Quantico, VA


 * Oct 1978 - July 1994
 * Headquarters - MCAS New River, NC
 * Detachment A - MCAS Beaufort, SC
 * Detachment B - MCALF Bogue, NC
 * Detachment C - MCAF Quantico, VA (deactivated in July 1987)

Mission
Provide all-weather air traffic control service at four expeditionary airfields and eight remote landing sites in support of the Fleet Marine Force. In additional to supporting 2d MAW, the squadron was additionally tasked with providing air traffic control personnel to MCAS Beaufort, MCAS New River, and MCAS Cherry Point in support of the Fleet Assistance Program on a permanent basis. During combat operations, the squadron was designed to be able to provide full IFR services at four main airbases while also providing four mobile teams to support four smaller air sites.

History
MATCS-28 was commissioned on April 23, 1976 at MCAS Cherry Point, North Carolina. The squadron was formed as the Marine Corps unified regional air traffic control services that existed as part of each Marine Air Wing. Up to that point, each Marine Aircraft Group was assigned its own Marine Air Traffic Control Unit (MATCU). MATCUs 61, 63, 64, 68, and 69 were decommissioned the same day that MATCS-28 was stood up. On June 1, 1976 the squadron's headquarters moved to Marine Corps Air Station New River, NC. From July 10, 1977 through July 19, 1978, Detachment A, MATCU-24 from MCAF Quantico provided radar, NAVAID, and tower services at Naval Air Station Brunswick, Maine while the stations air traffic control facilities were being refurbished. During that time, the detachment controlled 24,179 accident free aircraft operations.

On October 1, 1978, MATCS-28 was reorganized in accordance with a directive from Headquarters Marine Corps. Each sub-MATCU at the outlying airfields was redesignated as lettered detachments under the command of MATCS-28.

In 1986, MATCS-28 became the first Marine Corps squadron to field the new Marine Air Traffic Control and Landing System (MATCALS).

During the Gulf War, Detachment "H" from MATCS-28 was afloat with the 4th Marine Expeditionary Brigade amphibious assault contingency force.

As part of the post-Cold War downsizing of the United States Military, MATCS-28 was designated to be decommissioned with its personnel, equipment, and functions dispersed between Marine Air Control Squadron 2 and Marine Air Control Squadron 6. MATCS-28 was officially decommissioned on July 22, 1994, at MCAS New River, North Carolina.

Unit awards
A unit citation or commendation is an award bestowed upon an organization for the action cited. Members of the unit who participated in said actions are allowed to wear on their uniforms the awarded unit citation. The 4th Light Antiaircraft Missile Battalion has been presented with the following awards:

Marine Air Traffic Control Squadron 28 MUC 1Jun86-30Jun87 Detachment NUC 14Aug90-16Apr91 SU I MEF https://www.manpower.usmc.mil/webcenter/content/conn/WebCenterSpaces-ucm/path/Enterprise%20Libraries/MMMA/NAVMC%202922_Signed%2026NOV2019.pdf

Commanding Officers

 * Col R.F. Crist

Unit awards
Since the beginning of World War II, the United States military has honored various units for extraordinary heroism or outstanding non-combat service. This information is compiled by the United States Marine Corps History Division and is certified by the Commandant of the Marine Corps. The Force Troops, Fleet Marine Force Pacific has been presented with the following awards:

History
2nd Medium Anti-Aircraft Missile Battalion was commissioned on June 30, 1958 at Marine Corps Base Twentynine Palms, CA. At the time of its activation it was the Marine Corps' second guided missile battalion. Two years earlier on June 1, 1956 the 1st Medium Anti-Aircraft Missile Battalion arrived at MCB Twentynine Palms as the first unit in the Marine Corps tasked to employ the Terrier surface to air missile.

From October to early November 1958, 2nd MAAM deployed to the Pacific Missile Firing Range at Point Arguello, CA for its annual field firing exercise. Marines from 2nd MAAAM Battalion brought two Terrier missiles with launcher and carrier to the 2nd Western Space Age Conference and Exhibit in Los Angeles, CA in early March 1959.

Commanding Officers

 * Maj John J. Filippo - June 30, 1958 - December 27, 1958
 * LtCol Bertram S. Ryder - December 28, 1958 - unknown
 * Capt E. L. Eyer -

Subordinate Units
The 1st Armored Amphibian Battalion was composed of 5 companies:


 * Headquarters & Services Company
 * Alpha Company
 * Bravo Company
 * Charlie Company
 * Delta Company

World War II
The 1st Armored Amphibian Tractor Battalion was activated at Marine Corps Base Camp Pendleton, California, on August 20, 1943. They were originally equipped with LVT(A)1s that were armed with the 37mm gun turret from an M3 light tank, one .50 caliber maching gune and 3 or 4 .30 caliber machine guns. On January 6, 1944 the battalion left San Diego heading for it's first combat mission. On January 31, they took part in the Battle of Kwajalein where they landed on Roi-Namur supporting Marines of the 4th Marine Division. During the landings they encountered very heavy surf and would end up losing more men to drowning then combat.

Following the battle the battalion was ferried first to Funafuti and then to Guadalcanal for rest and refitting. On May 31, 1944 the battalion again embarked onboard amphibious shipping heading for their next objective. After numerous delays and a brief stop in Eniwetok the battalion took part in the assault to retake Guam on July 21. Their amphibious tanks would lead the assault on Asan and Agat beaches. The battalion would fight on Guam for three weeks until they were relieved and boarded LSTs for a return trip to Guadalcanal.

After large-scale naval and troop maneuvers in Guadalcanal waters, 1st AAB departed on March 12, 1945 heading for Okinawa where they would support the 6th Marine Division. The Battle of Okinawa began was on April 1, 1945 with unopposed amphibious landings because the Japanese had decided to create their defensive line on the southern portion of the island vice defend at the beaches. At first The First Armored engaged primarily in artillery and beach defense, swept north through the Motobu Peninsula and help secure a number of small islands off the coast. The battalion would shift it's focus to the southern portion of the island shortly after where they would take part in savage fighting that would last through July 4, 1945.

After the Battle of Okinawa the battalion was transported to Saipan until August where they were training for the invasion of Japan later that year. After the surrender of Japan the battalion was returned by troop transport to the United States in November. The First Armored Amphibian Battalion was deactivated at MCB Camp Pendleton, California, on November 30, 1945.

Korean War
18 LVT(A)-5 amphibian tanks from the battalion landed at Blue Beach supporting the 1st Marine Regiment during the amphibious assault on Inchon After the landings at Inchon, the battalion was semi-permanently attached to the Korean Marine Corps using their vehicles to patrol, cross and defend the waterline on the Han and Imjin Rivers. In 1952 the battalion would be assigned to the Kimpo Provisional Regiment. This regiment was made up of U.S. Army, Navy and Marine forces along with Marines from the Korean Marine Corps. They were tasked with defending the approaches to the vital United Nations command facilities on the Kimpo Peninsula.

Mission
The mission of MAWTS-1 is to provide standardized advanced tactical training and certification of unit instructor qualifications that support Marine Aviation training and readiness and to provide assistance in the development and employment of aviation weapons and tactics.

Precursors and development
After World War II, a number of Marine Corps pilots were assigned to List_of_inactive_United_States_Navy_aircraft_squadrons (VCs) tasked with the special weapons delivery mission. During the 1950s, Special Weapons Training Units (SWTUs) were formed to provide special weapons delivery training to both Navy and Marine Corps Attack Squadrons.

In response to their growing mission, the size of the SWTUs was increased, and they were redesignated as Marine Air Weapons Training Units, MAWTULant at Marine Corps Air Station Cherry Point, North Carolina, and MAWTUPac at Marine Corps Air Station El Toro, California. In 1975, a study group was formed at Headquarters Marine Corps to determine requirements for the enhancement and standardization of aviation training. A series of recommendations was the establishment of the Weapons and Tactics Training Program (WTTP) for all of Marine orps Aviation. The cornerstone of the WTTP was the development of a graduate level Weapons and Tactics Instructor (WTI) Course and the placement of WTI graduates in training billets in every tactical unit. In late 1976 and early 1977, separate WTI Courses were conducted by MAWTUPac and MAWTULant. Consolidated WTI Courses were subsequently conducted at Marine Corps Air Station Yuma, Arizona, by a combined MAWTU staff in May 1977 and February 1978.

Due to the overwhelming success of the consolidated WTI Courses, the Commandant of the Marine Corps commissioned Marine Aviation Weapons and Tactics Squadron One at MCAS Yuma, Arizona, on June 1, 1978.

Since its commissioning in 1978, MAWTS-1 has conducted two WTI Courses per year, now producing over 300 WTI graduates each year. A separate Aviation Development, Tactics and Evaluation Department (ADT&E) was established in June 1983 to coordinate the MAWTS effort of developing and evaluating tactics and hardware in all functional areas of Marine Corps aviation. In 1988, a Ground Combat Department was established at MAWTS-1 to encourage increased participation during the WTI course by infantry and artillery officers. MAWTS-1 conducts several other embedded courses during WTI to include the Intelligence Officers Course, Aviation Ground Support and Logistic Officers Course, the Rotary Wing Crew Chief and KC-130 Navigator, Loadmaster, Flight Engineer Weapons and Tactics Instructor Course, and the MACCS Enlisted Weapons and Tactics Courses. The advanced curriculum includes the Tactical Air Commanders Course, MEU/SPMAGTF ACE Commanders Course, and the MAWTS-1 Commanders Course. MAWTS-1 personnel conduct a Mobile Training curriculum consisting of the MEU ACE Training Course, the MAGTF Aviation Integration Course, and the Marine Division Tactics Course. MAWTS-1 also maintains close, mutually beneficial liaison with the aviation and tactics schools of the U.S. Navy, Army, Air Force, and several allied nations.

Weapons and Tactics Instructor course
WTI is a six week course that attempts to draw at least one student from every aviation unit in the Marine Corps. The first 2 1/2 weeks are dedicated to classroom instruction while the final 3 1/2 weeks consist of flight training that reinforces the academic instruction. Upon graduation form the course students are designated Weapons & Tactics Instructors (WTIs) and return to their parent squadrons to serve as the lead instructors and planners in the squadron operations shop.

The WTI Course is a fully integrated course of instruction for highly experienced and fully qualified Marine from all aviation communities and other military occupational specialties from across the service. The course's academic curriculum builds on intense classroom work with then culminates in numerous live-fly events. Briefing and debriefing techniques and airborne instructional skills are reviewed and tactics and weapons systems employment are evaluated. The course culminates in a fully integrated combined arms exercise showcasing all six functions of Marine Corps aviation in support of a notional Marine Air Ground Task Force.

Early life
Donovan was born in Waxahachie, Texas in 1942 to Joseph B. Donovan, a Marine verteran of World War I and Ursula Ratchford Donovan, a teacher.

Graduated from the University of Dallas in May 1966 with a degree in English literature.

Military Service
Donovan entered the Marine Corps on June 5, 1966 when he checked into Officer Candidates School at Marine Corps Base Quantico, Virginia. Upon graduation of flight school he joined

He arrived in Vietnam in August 1968 as a fully qualified UH-1 Huey pilot but upon checking into Marine Aircraft Group 36 (MAG-36) at Phu Bai was sent to transition to the CH-46 Sea Knight due to a shortage of "Phrog" pilots in the MAG. After transitioning, he was sent to Marble Mountain Air Facility where he became a member of HMM-364, also known as the "Purple Foxes", whose main missions included aerial resupply, insertion and extraction of reconnaissance teams and Medevac. During his time in Vietnam he flew over 700 combat missions totaling 1200 hours of flight time.

Upon his return from Vietnam he was stationed at Marine Corps Air Station El Toro, California until he was discharged.

In On July 24, 1970 Donovan was presented with the Frederick L. Feinberg Award by Kaman Aircraft. The award is given annually by the American Helicopter Society to the pilot/pilots of a vertical flight aircraft who accomplished the most outstanding achievement in the preceding year.

Navy Cross citations
The President of the United States takes pleasure in presenting the NAVY CROSS to '''FIRST LIEUTENANT JOSEPH P. DONOVAN UNITED STATES MARINE CORPS RESERVE for service as set forth in the following CITATION: for extraordinary heroism while serving as a Pilot with Marine Medium Helicopter Squadron THREE HUNDRED SIXTY-FOUR (HMM-364), Marine Aircraft Group SIXTEEN, First Marine Aircraft Wing, in the Republic of Vietnam on 22 February 1969. First Lieutenant Donovan launched as Wingman in a flight of two CH-46 transport helicopters assigned the emergency medical evacuation of a seriously wounded Marine from an area north of the Nam O Bridge in Quang Nam Province. When the section leader's aircraft experienced mechanical difficulties and returned to its base, First Lieutenant Donovan resolutely elected to continue the mission. Approaching the designated area, he observed a hostile rocket launching site and dispatched his gunships to destroy the emplacement. When informed that the injured Marine was in a critical condition, First Lieutenant Donovan, undaunted by the extremely heavy volume of enemy fire and lacking gunship support, fearlessly maneuvered to a landing on the fire-swept area and embarked the casualty. Wounded by fragments from hostile grenades and mortar rounds which also severely damaged his helicopter and caused it to vibrate violently as it lifted out of the zone, he ignored his painful injuries as he fought to regain control of the CH-46 and then skillfully maneuvered it to the nearest medical facility. After receiving medical attention and ascertaining that his aircraft was operable, he boldly launched on a second emergency medical evacuation mission and again entered an extremely hazardous area, without gunship support, to take the wounded to a medical facility. Informed that eight seriously injured Marines in another area required immediate evacuation, First Lieutenant Donovan unhesitatingly proceeded to the site, coordinated his approach with gunship fire, and landed in the perilous zone. He resolutely remained in his dangerously exposed position until all the casualties were embarked, and then lifted out of the area. As he began to depart, he learned that additional casualties had been brought to the landing zone, two of whom were in critical condition. With complete disregard for his own safety, he again braved the heavy volume of enemy fire and landed in the fire-swept area, embarked the wounded Marines, and departed to the nearest medical facility. By his courage, superior airmanship and unwavering devotion to duty in the face of great personal danger, First Lieutenant Donovan was instrumental in the accomplishment of the hazardous mission and upheld the highest traditions of the Marine Corps and the United States Naval Service. For the President /S/ John H. Chaffee Secretary of the Navy
 * February 22, 1969


 * April 21, 1969

The President of the United States takes pleasure in presenting the NAVY CROSS to '''FIRST LIEUTENANT JOSEPH P. DONOVAN UNITED STATES MARINE CORPS RESERVE for service as set forth in the following CITATION: For extraordinary heroism while serving with Marine Medium Helicopter Squadron THREE HUNDRED SIXTY-FOUR (HMM-364), Marine Aircraft Group SIXTEEN, First Marine Aircraft Wing during combat operations against the enemy in the Republic of Vietnam. On 21 April 1969, First Lieutenant Donovan, launched as pilot of a transport helicopter assigned the mission of medically evacuating seriously wounded Marines from an open rice paddy northwest of Liberty Bridge in Quang Nam Province. Arriving over the designated area, he commenced a high-speed, low-altitude approach toward a tree line north of the site, and immediately came under machine-gun fire which damaged the forward section of his transport. Undaunted by the hostile fire, he maneuvered the helicopter to the area where the casualties lay, maintaining his helicopter in a hover while the wounded men were embarked. Still taking a heavy volume of enemy fire, First Lieutenant Donovan departed the area and delivered his patients to the hospital at DaNang. After an inspection of the battle damage revealed that the helicopter was no longer airworthy, he took command of a second aircraft and immediately received a request for another medical evacuation mission from the same area. Proceeding at once to the site, he commenced his second approach into the hazardous zone, again flying through intense enemy fire. As he awaited the embarkation of the casualties, additional enemy fire erupted which prevented the Marines on the ground from embarking the remainder of the casualties. When informed that his starboard gunner had been wounded, First Lieutenant Donovan lifted from the zone to evaluate the man's wound and to appraise the damage to his aircraft. Determining that the aircraft was still capable of accomplishing the evacuation and that his gunner was not seriously wounded, he advised the ground unit that he was again ready to enter the hazardous zone, but was informed that another helicopter had been designated to complete the mission. By his courage, superior aeronautical ability, and unwavering devotion to duty in the face of grave personal danger, First Lieutenant Donovan was directly instrumental in saving the lives of several fellow Marines and upheld the highest traditions of the Marine Corps and of the United States Naval Service. For the President /S/ John H. Chaffee Secretary of the Navy

Later life
Upon leaving active duty, Donovan attended the University of San Diego School of Law where he graduated in 1976. His first job as a lawyer was as an associate with Kralovec, Marquard, Sweeney & Doyle from 1976–78, he next became an associate at McKenna, Storer, Rowe, White and Farrug from 1978 through 1986. From 1986 through 1995 he was a sole practitioner and principal with Donovan & Olsen where he specialized in defending avaition clients in state and local courts nationwide. From 1999 until 2005 he served as the Cheif Assistant Corporation Counsel in the Regulatory and Aviation Litigation Division for the City of Chicago's Department of Law. In this postion he dealt manly with legal issues involving Midway and O'Hare International Airports. In 2005 he was appointed to his current position as a Federal Administrative Law Judge where he oversees disability claims brought before the Social Security Administration. He initially worked out of a courtroom in Orland Park, Illinois however since 2006 he has presided over a virtual courtroom where he conducts proceedings for cases from all over the country.

He and his wife Eileen have five children and seven grandchildren. In September 2003 he was appointed to the Illinois Veterans Advisory Council. . On June 12, 2005, he was appointed a Federal Administrative Law Judge where he conducts hearings brought before the Social Security Administration in Orland Park, Illinois. In April 2009 Donovan was inducted into the Early and Pioneer Naval Aviators Association giving him the title of "Golden Eagle."

Awards and Decorations
His decorations and medals include: