Norm Vickers MOS 747 Page

My job assignment during most of the time at Syhlet was line mechanic. (MOS 747). A line mechanic's duty was to prepare the aircraft for flight. A complete visual inspection, concentrating on those areas, both inside and out, most likely to be damaged during the last flight. All liquid levels are checked, then the engines are run up to determine any problems. Assuming all is in order, the form 1A is dated, marked "pre-flight'' and initialed by the mechanic doing the work. In case all is NOT in order, the form 1A is dated, a brief description of the problem is noted, the form is initialed by the mechanic and a red line is drawn through the entire statement. The airplane is "Red Lined" and may not be flown until repaired. At which time a new line on the Form lA is filled out, indicating the "fix" and yet another line stating "pre-flight". If the pilot finds something wrong during the flight he may make a direct entry onto the form.

The airplane was the C-46D-CU. Built by Curtis Aircraft during 1943-44. According to my book 1410 were delivered. A 42 place monoplane, gross Wt. 51,900 lbs. 108 ft. wingspan, 76.4 ft. length. Powered by 2 Pratt & Whitney, R2800-51, 18 cylinder radials of 2000 HP each.

These aircraft were brand new and we had little trouble with them at first. Since we were landing on dirt strips in Burma Japanese fighter strips that often had been bombed just a day or two before and quickly repaired by hand labor so we could land, pieces of debris were missed which resulted in blown tires. This was not my direct concern. the tire shop repaired tires. There were so many that the shop began to build up entire wheels and stockpile them so they could be placed on the next plane and flown to the repair site.

There was another problem that concerned me directly. Engine driven fuel pump failure. The accessory section of the engine held many pieces of equipment driven by splined shafts. These had a "weak point" in the shaft so it would break before it injured the accessory section. Either there was a flaw in the fuel pump shaft or the fuel was dirty so that the shaft broke often. This meant the plane had to use its fuel booster pumps in the tanks for the remainder of the flight.

The repair was difficult, not because of the pump, but the difficulty of removing the lower engine cowling. It was a huge bathtub shaped piece of aluminum that required at least two, sometimes three men to handle it. After a few times the bolts and Dzus fasteners that held it became distorted and sometimes had to be replaced. Another problem developed that allowed us solve the first.

We were supplied with British rations that first month at Syhlet. We soon found that a British soldier survived just barely on half the calories of an American soldier. We were starving. This led to us "liberating" food from the plane-loads. Much of it American "lend-lose." The damn British "toff's" wanted the C.O. to punish us for this. He knew better than that and apparently contacted the American liaison Officer in Calcutta for supplemental rations. Soon a plane was dispatched to Calcutta periodically for this pick-up.

In the meantime, we were losing weight at a rapid rate. As I stood on the ramp staring at yet another fuel pump repair, with my clothes hanging on my emaciated frame, I put off calling for help to remove the lower cowling and eyed the opening into the accessory section just above the cowl flaps. Just maybe I could slip in there, lie on my back in the "bathtub" and reach the fuel-pump.

It worked! Armed with a new fuel pump, a roll of safety wire, a pair of "dykes", a magnet to remove the old spline and three wrenches, plus a flashlight. At night I could slip in and change a fuel pump in 1/3rd of the normal time. Lying there, with hot oil dripping on my face (the engines never got a chance to cool off until 50 hour, later 100 hour inspections) wasn't pleasant but it sure beat pulling that "bathtub." Soon all the "skinny" guys on the line were doing the same and the fat ones were begging us to do it for them as we would no longer help them remove that damn "bathtub." Cigarette packs and beer "swaps" were the order of the day.

The aircraft parking/loading area was a large expanse of "runway matting" with no shade. During the day it was stifling hot and still quite warm at night. We began to carry two canteens on our web-belts. These would be empty by noon chow. Refilled, they might last us till sundown. After evening chow they were refilled and would last till midnight. The fact that most of us chewed tobacco, (no smoking on the line) contributed to this. (The line was active 24 hours a day, any one mechanic usually worked 12 hours),

Submitted By Norman Vickers, 14th Combat Cargo Squadron, 4th Combat Cargo Group-June 1999

I am looking for former members of the 3rd Combat Cargo Group, 1st, Combat Cargo Group, 2nd Combat Cargo Group and the 4th Combat Cargo Group. In fact I would like to hear from anyone who flew over the Hump during WW II, or flew any Combat Cargo Missions at any time (Berlin Air-Lift, Korea, etc.)

Please e-mail comment, suggestions, corrections,etc to: bill@comcar.org

Notice to all Viewers:

All stories and images within "Imphal, The Hump and Beyond, U.S.A.A.F Combat Cargo Units of the Second World War", are Copyright Š1999, to the Veteran who submitted the text and/or photographs and to Bill Bielauskas, Webmaster at "Imphal, the Hump and Beyond, U.S.A.A.F. Combat Cargo Units of the Second World War". All rights reserved. No part of this page, or those connected via links, either text, or images may be used for any purpose other than personal use. Storage, reproduction, modification on a retrieval system or transmission, in any form or by any means, electronic, mechanical, photocopying or otherwise, without prior written permission of the Copyright Š holder(s) is prohibited.

This includes storage on another Internet Website other than "Imphal, the Hump and Beyond, U.S.A.A.F. Combat Cargo Groups of the Second World War"

Bill Bielauskas 10 Cayuga Trail, Wayne, NJ. 07470-4406