Up at 0630, all men were soon ready to climb aboard our C-47’s at 0750 hours, eleven green nosed planes taxied out in single file, ran up the engines, checked the mags and took off into the blue.  Arriving at Fulton, the lead ship, piloted by Capt. Jones, peeled off for a landing followed by the rest of the Squadron.

     After discharging passengers and cargo, the C-47’s took to the air.  Many were left to set up tents, dig fox holes and camouflage the area.  We also slept in individual Pup Tents.

     Our first meal was K rations because the field kitchen was not yet set up.  We did some flying there.  Only one mishap. Ship #193 blew a tire on landing.  Full brakes were applied and the plane nozed over damaging the props and nose of the C-47.  We were on the way to prepare our outfit for overseas duty.

     Bivouac #2 followed on July 18th.  Our destination was Wheeler-Sack Field, Pine Camp, New York, near Watertown.  This outing was to prepare us for experience in glider towing.  The first tow was done by Capt. Jones, who by then was an old hand in this tactic.  We performed single and double tows and each pilot was required 2 landings minimum.  We also flew formation with the tows.   Adverse weather conditions prevailed through much of the training there, but there were no mishaps.  Some of us also got to ride in the Waco CG4A.  (Lt. Curtis Krogh remarks: "I distinctly remember my ride - up to 10,000 ft. in the "Silent Wings".  It was quite an experience to fly free of engine noise.  The only sound was the wind against the aircraft.  Only one chance to land required the glider pilot to plan the approach carefully and our G.P. did an excellent job.  I truly enjoyed that experience".)  On July 21st at 0800 hours, the Squadron flew back to Syracuse,  flying formation under a low and threatening ceiling.

     Flight training continued at Syracuse and schedules were established where each flight was using the aircraft with their crews.  The flying time was divided equally and the planes were almost always in constant use.   This meant that maintenance on the aircraft became a problem.  With 12 ships to use, generally 11 were flown while the 12th plane was grounded for maintenance.   Later on, only an average, about 9 ships were available to fly.  Our Squadron led in flying hours compared to the other 3.  However, other Squadrons flew 3 pilots at times to increase the hours flown.

     Our Squadron history records that on the night of July 1st, at 2230 hours, our lst Squadron plane crash occurred.  I had the dubious distinction of being a part of that crash, sorry to say.  The plane was demolished.

     In July, we started R.O.N. flying (remain over night) within a 500 miles radius.  Instrument flying was worked on also and some of our pilots flew to Boston, New York, Philadelphia, Washington D.C., Pittsburgh, Cleveland, Detroit, etc.  This was a nice break for our flying crews and an opportunity to see some of the larger cities in the Eastern section of the U.S.A.

     Problems arose regarding supplies needed such as tools and also tires for the C-47’s.  However, the greatest bottleneck, though not a supply shortage, was transportation.  Because of the lack of transportation facilities, many on the base couldn’t reach their destination on time or be in a ground school class at appointed hours or be on time for flying schedules.

     Despite problems that arose, most of the pilots had over 100 hours flying time by the end of June or early July.  Radio men and crew chiefs had become familiar with their jobs.  There were 40 flying crews but for awhile, a shortage of Radio operators.  At times, these men flew along with several crews until this shortage was eliminated.

     The writers of this portion of the Squadron history state that morale was good.  The men appeared to be ready to go overseas.  By this time, many of the pilots grudgingly accepted their fate flying the "work horse" and some even admired the flyability of the C-47.  Two and one-half (2 1/2) months of training had been completed and some men were trying to obtain leaves to go home before our overseas assignment.  However, only those whose last time off was not later than April, 1944, were able to get a leave.  Things were looking up by July 31st and most of the problems in the earlier stages were now history.

  Lt. Curtis H. Krogh, 7^th Combat Cargo Squadron, 2nd Combat Cargo Group.  From his manuscript  '7th Combat Cargo Squadron History,   2nd Combat Cargo Group,  54th Troop Carrier Wing, 5th Air Force, World War II.