The official date of transfer to C-46 training was August 21st, 1944.  Our men were enthusiastic about this because the C-46 was a larger aircraft with more powerful engines. (R 2,800 P. & W. 2,000 H.P.)  Also the plane offered more of a challenge.

     Along with the C-46’s came an almost complete new table of organization.  The number of pilots per squadron was to be greatly reduced.   The number of enlisted personnel was to be increased because of the maintenance on this, the largest troop carrier plane that existed in 1944. Also an Intelligence Officer was added to each squadron.  So, the month of August went from monotonous repetition of training to what could be considered a state of confusion.  New training schedules were instituted and there was some disappointment.  Some of our pilots were transferred out also.

     The first C-46 arrived at Syracuse on the 21st of August.  Without any previous instruction, Major Clark from Group and Capt. Jones of the 7th attempted and successfully completed the first flight.  This occurred on the 22nd of August. C-46 instructors came to Syracuse and I distinctly remember a civilian named Mr. De Garmo.  He worked for Curtiss-Wright as a test pilot and had 18,000 hours of flying time.  I remember him as a rather stout man and he was almost always smoking a cigar.  Before De Garmo arrived, Captains Jones, Brashear and Trotter of the 7th checked themselves out.

     To each squadron was attached 6 ATC. pilots from Reno, Nevada as instructors to check out all lst pilots.  They received 8 hours of C-46 time and this all started on August 28th.

     When I first got into the cockpit of the C-46, I was overwhelmed at the profusion of instruments and switches.  My first reaction was that this is impossible.  There is no way I will ever absorb all the knowledge required to get this airplane off the ground.  Fast forward to the time when I had 500 or so hours in the C-46 and it became as simple as driving the old Model A Ford I had owned prior to the service.  When one does something regularly somehow one can almost automatically use the right controls and switches when needed.  I learned as everyone does eventually, that you refer to or use only a few of the gadgets at a time.

     The total strength of our 7th Squadron on August St was 88 officers and 107 enlisted personnel. On September 30th, 1944, we dropped to 61 officers and increased to 141 enlisted men.  Also during this dramatic change in our squadron, deserving officers and e/m’s were promoted in rank and grade.  2nd Lt. James Beatson, Engineering Officer, was promoted, as was 2nd Lt. Malcolm Knight, who served as Assistant Adjutant and Paymaster for the enlisted men.  Their new rank, lst Lt. Many enlisted men were promoted.  Our Intelligence Officer, lst Lt. Morris Winograd came into the squadron then and Capt. Ray Brashear was relieved of the Intelligence job.

     In August, prior to the changeover to C-46’s, we had 38 crew chiefs.  This number was reduced to 25 and we added 25 specialists.   This reduction of crew chiefs was difficult because we had well qualified men. Some were eventually transferred out.  

     Ground school on the C-46 was conducted in its entirety by a Mobile Training Unit with the aid of representatives of Curtiss-Wright and Pratt & Whitney Corporations.  Everyone attended from Col. Bell down to and including radiomen and mechanics.

     Ground school for flying personnel included 25 hours of power plant operation, fuel and oil systems, hydraulic systems, control surfaces, heating systems, de-icer systems, oxygen systems, weights and balances, air evacuation, radio and emergency procedures.  In addition, orientation lectures, safeguarding military information and code classes.  By the end of this changeover period, all the ground school courses were completed.

     A few enlisted personnel in the engineering section were sent to the Curtiss-Wright factory at Buffalo, N.Y. for training in becoming specialists on various parts of the C-46.  We also received some previously trained specialists making a total of 25 in all.

     Capt. Moon and Capt. Brashear were busily engaged in the training program.  As before, there were 3 flying periods divided each day; morning, afternoon and night flying.  We now had 5 flights consisting of the following men:

     The 7th Squadron fared well in flying time in the C-46’s.  In fact, we were ahead of schedule.  In addition to regular flight training, the R.O.N. (remain over night) cross-countries enabled the flight crews to visit many of the large Eastern cities within a 1,000 mile radius.  This larger allowed area to cover, made it possible to fly west to the Mississippi.  The planes could leave on a Saturday morning and had to be back by 1600 hours on Sunday. However, one of the requirements was to log 12 flying hours.  This enabled the men to experience longer distance flying, which was later to become the norm when we flew in the Pacific Theater.  There were periods of bad weather in the Syracuse area and those out on long trips were permitted to return to Syracuse when the weather "broke" at the home field.

     On September 27, 1944, the 7^th Squadron lost its lst C-46.  The accident occurred at Utica, N.Y. where the plane’s pilots had been shooting short field landings.  While the plane was demolished by the crash and subsequent fire, all four of the crew escaped injury.  The irony of losing this particular aircraft was that it was a war-weary C-46, having been flown over the Hump on many missions.  No names of the crew are given in our official unit history.

     There were supply problems when we started flying the C-46’s. Some flying hours were lost due to parts shortages.  A supply shuttle was inaugurated between Syracuse and Buffalo so we could quickly obtain needed parts.   In about three weeks time, our parts problems were solved using the shuttle and then no planes were grounded for that reason.

     If there were any misgivings about the merits and quality of the C-46 at the onset, it wasn’t long before this changed.  It can be stated that our pilots took to the ship as a "Duck to Water" after their C-47 time.  The bigger, heavier and faster aircraft had a strong appeal to most everyone.   The crew chiefs and radio men also took a great interest in our conversion to the C-46 and this made the job much easier.

     There was the 4th Combat Cargo Group also using S.A.A.B. but on the 15th of August, they left to train elsewhere.  Because of their move, on the 19th of August our Operation’s Office, Communications and Engineering all moved to the opposite side of the field and we were assigned hard-stands closer to base operations.

     Now we had a day room for the pilots across the street from Operations.  A pool table was secured from Special Services and magazines were placed there along with a phonograph.  There were also jig saw puzzles, records, etc., and now we had a pleasant day room.

     On the night of September 25th, the squadron e/m’s had a party at the "Roof Garden" on top of the Onondaga Hotel.   To quote Capt. Jones, "It was probably the best party any enlisted man ever had."  Of course, Capt. Jones and Lt. Philipps were present as chaperones. The party was indeed a big success.  The money was donated by the Army Special Services.   There were 90 of the most beautiful girls employed by the Easy Washing Machine Co. of Syracuse, in attendance. Married men brought their wives and those men lucky enough to have girl friends, brought them along too.  A small bar added to the vim and vigor of the party as did a dance band.  The band was from S.A.A.B.  The Syracuse newspaper took pictures which appeared in the paper the next day.

     On Saturday, September 30th, at a pilot’s meeting, several long-awaited announcements were made.  The first was the 5th flight headed by Bob Linn.  The 2nd announcement was that Oct. 5th was the date on which we were to be alerted pending overseas movement.  The 3rd announcement was that 13 pilots were to go overseas by ship along with a number of e/m’s.  The 4th was the formation of crews as of September 30th to fly from the P.O.E. (Port of Embarkation) to the "Big Show."  I believe that most of us were awaiting this announcement with mixed feelings.  When the time had finally arrived, which we all had expected, there was the thought of heading into the unknown.  This always brings feelings of anticipation but also we harbored the sadness of leaving our loved ones.   This was a memorable moment, which we had prepared for over a long period of time.

     This period from October lst, 1944 to November 1st was a very exciting time.  The excitement of being alerted, saying good-bye to family and friends and looking forward to the great adventure, was overpowering.  All of our aircraft were grounded in preparation for movement to our staging area, Baer Field at Ft. Wayne, Indiana.

     On Oct. 5th, the Squadron was restricted to base.   The time had come and we were on our way. With this knowledge and the relief from our anxiety that had built up in waiting, the 7th engaged in a final celebration.

  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.  

This short History of the 7th Combat Cargo Squadron, no way tells the entire Squadron history.   It's sole purpose is to give one an idea of what the Squadron endured during it's time during the Second World War.   For a more detailed report on the the Squadrons History, one needs to access the records of the 2nd Combat Cargo Group and it's individual Squadrons at the            U.S. Air Force Historical Research Center at Maxwell AFB, Montgomery, AL.   These records are available in microfilm.