FOR THE FIRST FEW MONTHS of the Korean War, there was very little need for a nocturnal interceptor because the North Korean Air Force had been obliterated by U.S. fighters. In November 1950, this situation changed drastically. The sweptwing MiG-15 began flying south of the Yalu River, which put the airspace over friendly troops at risk along with the jampacked airbases south of the 38th parallel. Up until this time, the nightly alerts were manned by the F-82 Twin Mustangs and the Marines’ F7F-3N Tigercats. These two World War II types would be no match for the MiG-15.
For the U.S. and England, the all weather interceptor business began to gain momentum in March 1948, when it became known that the Russians were producing a long-range bomber that had the capabilities of reaching targets across the Atlantic and friendly airbases in the Far East. Development of the radar-equipped jets was given top priority, and it was Northrop’s F-89 Scorpion and Lockheed’s F-94 Starfire that would fill that gap the soonest. Both of these aircraft carried a pilot and radar observer. Until these specialized jet interceptors were operational, the prop aircraft had to carry the responsibility.
The All Weather Squadron based closest to the Korean Peninsula was the 68th at Itazuke AB Japan. They would be the first to receive new F-94Bs in the Far East, and in turn, they would deploy a few at a time to several South Korean airbases to stand alert at night or during periods of inclement weather. They were spreadresponsibility of air defense in southern Japan, and this juggling act continued on through 1951. In mid-January 1952, the 319th All Weather Squadron, based stateside at McChord AFB, was ordered to load up and head for Korea. They would assume full responsibility for the defense of all air bases in South Korea during the hours of darkness.
