Enlisted personnel received varying courses in flight training.  Radio men had schooling in code, blinkers, ciphers, radio and equipment, etc., while the crew chiefs studied engineering, engines, electrical and hydraulic equipment.  By then, most of the officers were settled in B.O.Q.’s or barracks.  Some men were later permitted to live off base if they were married.

     It is only natural that chow was an important factor in keeping up the morale of our Squadron. In the first phases of our set up, we used Group mess halls.  After the 4 Squadrons were organized, the Officer’s mess was set up about 3 blocks from the main squadron area.  The 7th enlisted men joined with the other squadrons for mess until the 338th ADS got organized to help us.  A minor fire caused a slight delay in the opening but on May 10th, a red-letter day for hungry men, the first palatable meal was served in the combined E/M mess hall.

     Transportation was important to Air Force units and the 338^th, by the end of May, had a Motor Pool for our use.  Vehicles were driven in from points in New York and Ohio.  The camouflage, for which Syracuse A.A.B. was famous, made it difficult for truck drivers to drive down to the line.

     A combined mail room handled the mail for the 7th and 338th. Cpl. Ted Calbensky was responsible for personal correspondence for Officers and E/M’s.  Payroll work was handled by P.F.C. William C. Fairchild, assisted by S/Sgt. William C. Robertson.    On May 31st, all personnel stepped up to be paid - their first pay earned at S.A.A.B.

     For e/m’s, reveille was 0545 hours, 6 days a week.  Because of night flying and erratic hours, the officers could not always follow a strict schedule.  Saturday morning each week was set aside for the purpose of inspection of barracks and personnel.  No officer or e/m was excused.  This way the administration could maintain a reasonable check on both the welfare and equipment required by personnel.

     One of the major problems in setting up a new Army Air Corps unit is in getting all the supplies required to become fully operational.  Then the task of scheduling which was under the guidelines for a new organization.  This all occurred, actually ahead of schedule.  Despite early difficulties, all training was on schedule by June 15th.  Capt. Moon and Lt. Brashear had to deal with shortages at first in aircraft.  Only 5 C-47’s were available in the beginning.  In 2 weeks, we had 12 aircraft - some of which required engine overhauling or replacement.

     On June 8th, the maiden flight (cross country) of the 7th Squadron took place.  The flight was made with Capt. Jones as pilot, 2nd Lt. Robert S. Sillery as co-pilot, S/Sgt. Hertenstein as Crew Chief and Sgt. McLaughlin as Radio Operator. This mission was to fly to Stout Field conveying 6 squadron pilots to ferry planes back to Syracuse.  It was a rainy day but the flight to Stout was uneventful. Also some supplies were needed.  Late in the day Capt. Jones flew back to Syracuse in bad weather and ice began to form.  The de-icer boots didn’t function well and there were a few tense moments.  About 2100, old "175" glided to a stop in front of the operations hangar completing the lst historic mission of the 7th C.C.S.

     Eventually 4 flights were formed. "A" Flight was headed by lst Lt. William P. Trotter, "B" Flight 2nd Lt. William D. Hart, "C" Flight 2nd Lt. Guy Lowe and "D" Flight lst Lt. Otho Watford. These men then formed pilot, co-pilot combinations.  On June 15th 30 of these combinations were formed.  The transition of experienced pilots from more war-like aircraft to the C-47 was not easy. Several had to learn to land a "wheel dragger" as opposed to tricycle landing gears.  It is safe to say that though the C-47 wasn’t exactly a B-25 or a B-26, it was a very flyable aircraft that most came to respect.

     When S.A.A.B. was up and running, it was time to think about some of the fun things.  Our Officer’s Club and enlisted men’s club were places for socializing and even have a drink or two. Syracuse was loaded with beautiful girls and several of our men even married while stationed there.  The Hotel Syracuse was the meeting place - similar to the Gunter Hotel in San Antonio. There were, from what I have learned over the years, lots of romancing and friendships that were cemented during our almost 6 month stay at Syracuse.  Being married and having a baby, I was happy to be able to live an almost normal life when off the base.  It is fair to state that life at Syracuse wasn’t all that bad.

     After having some aircraft to fly, it was discovered part of the inventory required some expertise in maintenance.  There was a lack of experienced engineering personnel.  Most of the crew chiefs and assistants had worked on other types of heavy aircraft.  In time, these men mastered the engine work and equipment care and more planes became flyable.  By June 15th, the 7th planes were mostly flyable and were well up front in flying hours and could already boast an enviable record in training.  There was a shortage of parachutes, a lack of proper facilities for repairing the damage to engines and one by one, these problems were eliminated.

     John Schall, Tech. Supply Officer, had to assume the awesome task of bringing order out of chaos.  There was the necessity of obtaining parts and equipment of all types which were required. Parachute riggers were obtained so more planes could fly according to regulations.  Supplies were flown in from Rome, New York and other areas.  Finally every C-47 was equipped with parachutes and the supply shelves were well stocked with airplane parts.  Ground station radios were distributed and equipped with component parts and accessories.  Code keys and head sets also came in.

     The 338th ADS handled the e/m’s clothing and all shortages were satisfied.  Laundry facilities were set up almost from the beginning and the men took advantage of the modest rates for laundering.  Bedding and linen were also available.

     In the first 6 weeks - up to June 15th, the 7th was up and running quite well.  The crisis period was past.  Pilots and crewmen were getting more familiar with the C-47.  There were some indications and expressions of discontentment.  The typical G.I. gripes happened here as well as every place we were to be.  Many pilots were disappointed with this assignment. Not everyone transferring in could have lst pilot seats.  Many had left "hot" ships to fly the admittedly more awkward and slower cargo ships.  Despite all that, they were getting the job done.  The e/m’s, in some instances, also had a few gripes.  Some had been earning flight pay being part of the flight crew on previous bases.  At S.A.A.B. only a certain number would be assigned to crew member jobs earning more money.

     Time off post was another gripe. Col. Bell permitted only 2 passes per man each week.  Only 50% of the strength was allowed off-post on any one night.  This limitation was kept in force at first but later the men were allowed one night a week until reveille.  Also week end passes of off duty personnel were given with 30 hour duration.  It was strongly suggested that officers and e/m’s not bring wives and family to nearby points of residence.  The advice was based on the argument that training would be intensive.  Despite that ruling, discontent and early refraction resulted in many wives coming, despite the advice.

     I remember when we did a lot of night flying, I would come home at about 4:00 A.M.  The flying hours were slowly accumulating in the "Gooney Bird" and eventually, most of us were pleased with the ease of which this great airplane was to fly. Later, we were to fly the C-46, which was a much more difficult plane to handle.

     From June 15th and up to July 31st, we were on schedule on flying hours for the air crews. Several of the men that came to Syracuse were transferred out to satisfy the number of men needed in various positions on the base.   Capt. Moon, Lt. D’Amour and Lt. O’Brien followed by Lt. Beatson, directed the flying schedules of officers and enlisted men who made up the flying personnel.   Ground school was under the supervision of Capt. Moon. Pilots practiced instruments, R.D.F., short field landings, day and night formation flying, minimum altitude navigation, bundle drops, parapack drops and triangular night missions.   Radar homing was learned as well as glider towing. We also engaged in dropping paratroopers from Ft. Bragg.

     Officer’s ground school included: flight regulations, communications, navigation, meteorology, instruments and T.O.’s, Link Trainer, engines, weights and balances, air evacuation, demolition of supplies and equipment, pyrotechnics and ciphers.  In this period, all required subjects were completed.

     Special training was given to e/m’s in communication and engineering.  Communication personnel received courses in code and blinker, maps and facility charts, flight codes and ciphers, weather liaison sets, command sets, V.H.F., radio compass, marker beacon interphones, frequency meters, operational procedures and signals, localizer receiver, Rebecca Babs, I.F.F., Antenna equipment, T.O.’s and T.M.’s, practical inspection and first echelon maintenance of aircraft.

     For engineering - enlisted personnel, special subjects were: moving and mooring aircraft, use of hydraulic jacks, lubrication and cleaning, wheels and brakes, propellers, fuel systems, electrical systems, hydraulic and heating systems, oil, oxygen and de-icer systems, instruments, pre-flighting, tech orders and weights and balances.

     By July 31, 1944, virtually all training of e/m’s and officers was completed.  Now we were eager to move on to the next step towards overseas duty.

     Also, at this period in our training, some changes were made in duties on base.  Capt. John Foskett was named Group Adjutant on July 18th and he was replaced in the 7th by Lt. Albert H. Phillips.  On July 6th, Lt. Richard O’Brien was transferred, being replaced by Lt. James G. Beatson as Squadron Engineering Officer.  Promotions were as follows: lst Lt. Ray H. Brashear, Wm. P. Trotter, John D. Foskett and Lewis Pummer all made Captains. 2nd Lt. Wm. D. Hart, Guy Lowe, James E. Creelman and Gerald D’Amour, Wm. C. Metsker and John Le Bleu became lst Lieutenants.  Also the e/m’s had some promotions in July. Line Chief Sgt. Capazutto promoted to M/Sgt. and Crew Chief S/Sgt Harold James to T/Sgt.

     At the close of July, the roster totals were 88 officers, 100 enlisted men, and 7 attached enlisted men.  Key personnel are: C.O., Capt. Willard Jones, Operations, Capt. James Moon and Asst. was Capt. Ray Brashear, Adj., lst Lt. Albert Phillips, (Adm. Supply added duty), Engineering, Lt. James C. Beatson, and Asst. 2nd Lt. L. P. Farrell. lst Lt. Gerald D’Amour took on Communications, Cryptographic Security and Unit Censor. lst Lt. John Schall, Tech. Supply. Medical Officer, Capt. Lewis R. Pummer with Add. duty as Unit Censor. Intelligence, Capt. Ray H. Brashear, Asst. 2nd Lt. Gerald Schmitt. lst Sgt. Jack C. Oberholzer, Reveille. M/Sgt. Orland R. Capazutto, Line Chief. S/Sgt. Harry Milton, Tech Supply. S/Sgt. Jack H. Milhon, Operations, T/Sgt. Thomas Conover, Communications. S/Sgt. Walter Sullivan, Quartermaster.