I was assigned to the 15th Combat Cargo Squadron as a radio operator, and we trained there in C-47 aircraft as a complete crew consisting of a pilot, co-pilot, crew-chief and radio operator.  We practiced navigation, cross country flights, landings and take-offs and many other flight exercises. The entire 4th Cargo Group, consisting of 100 planes, (25 for each squadron) then flew out of Syracuse in one mass flight, bound for Bowman Field for further training, on C-46 aircraft, as it had been determined that they could carry a bigger payload.

     We were also instructed in towing gliders, and required to ride in one, to get the feeling of what the glider personnel went through.  This, in order that we would not ascend too fast, or turn too sharply.  Flying practice also included take-offs from short runways.  We did not know that it would give us the skills to fly from the extremely short dirt runways in Burma.  I was assigned C-46, #220 that I flew on until it crashed in flames in the mountains of China.

     We flew to Florida in early November 1944, then to Borinquen Field, Puerto Rico, to a field in British Guiana, then Belem and Natal Brazil.  Across the Atlantic with a stop in Ascension Island to the coast of Africa. Nigeria, Khartoum, Masirah Island and to Karachi India.  From Karachi we flew to Agra, where we towed two gliders, and then finally to Sylhet in the Assam Valley in Northeast India where we arrived early one evening.  It was quite a revelation the next night when we heard Tokyo Rose officially welcome our group to Sylhet, and even mentioned the names of the commander of the group.  It was then we realized we were in a war zone.

     From Sylhet, we had to fly to other fields, load the cargo to be taken, then fly to deliver it in Burma.  We were supplying the British 14th Army in their drive to free Burma, and were landing in what could, by no stretch of the imagination, be called a landing field.  The cargo we carried varied from bombs and ammunition, to food, gasoline and even toilet paper.   The drums of gasoline were the most dangerous, as they were lined up along the sides, secured only with small ropes, with a narrow passageway to the rear. And, nothing to keep them from upward movement in turbulent weather but friction against each other.

     Indians and Burmese would then unload our planes, so we could take off again as quickly as possible in case of a Japanese air attack.  We would fly back to an American base, pick up another Load and make s second and maybe even a third round trip before returning to our base in Sylhet.

     An event that I shall never forget, is Christmas Eve 1944.  I had gone to bed early, so that I could get up later to attend Christmas Mass.  Some of our Basha mates were quietly playing cards. I was awakened about 10 p.m. or so, by the violent shaking of the entire basha. (Bamboo and grass huts we were living in).  The card playing guys said it was probably some drunk outside and I promptly went back to sleep.  It was only when I woke at about 11:30 for Mass, that I found out it had been an earthquake.

     From Sylhet, we were moved to Argatala, then later to Chittagong from where we operated until the Burma Campaign ended.  Our crew had many unusual experiences.  On one, fully loaded at night where we could not put on our landing lights until we were less than 100 feet off the ground, we were in contact with the "control tower" which consisted of an operator with a radio set in a jeep.  As we were on final approach, we saw some flashes of light to our right, and questioned the tower as to what they were. "Don’t you know there is a war on?" he replied.  "That’s artillery, get the Hell out of here".  Naturally we did, and just in time, too.

     On another occasion, we again were landing at night with only verbal communications for guidance.  Someone said, "It’s to the right", and someone else said, "you’re to the left".  Both statements are correct, but in a fully loaded plane, with only landing light on, and no runway lights, it is confusing to say the least.  At that moment Lt. Schmidt saw the white markers of a runway, at a slight angle to the left, banked, and landed.  But, it was an extremely short runway, for L-5 observation planes.  Needless to say, we ran out of runway, hit a machine gun emplacement that tore a hole the entire length of the plane before we came to a full stop.  Naturally, we could not take off again, had to spend the night there at this little American base until a sheet-metal man could be brought in to patch up the plane.  As we were getting ready to take off, two days later, I heard a British Soldier (from the field where we were supposed to land at) say to his partner, "Hey, let go watch these Yanks get killed".  But, empty, we managed to take off with what seemed inches to spare.

     We were flying into practically every little town and village in South Burma with supplies for the British soldiers.  Many times we transported troops into the field, evacuated wounded, and even on a few occasions, brought out Japanese prisoners of war.  This was an ordeal that everyone hated, as the stench in the plane was unbearable after a while, when a few of them would get airsick

     After Rangoon fell, and the British occupied the city, our entire 4th Combat Cargo Group was transferred to Myitkyina, in the Northern part of Burma. There, we were to assist the ATC (Air Transport Command) in transporting loads into China over what was called "The Hump".

     Flying the "Hump" was easier, but more hazardous.  We had more personal time compared with flying supplies in South Burma where we flew everyday the plane was in commission, but it was certainly more hazardous due to the ever changing weather over the mountains.

     It was on one of those trips over the "Hump" that early in the flight, the left engine caught fire and we were forced to bail out of the plane.  (That is a separate story, that I filed upon my return to our squadron some 14 days later).  I was officially listed as "missing in Flight" and my family received such a telegram from the War Department.  It was 3 weeks later that they got the good news that I was safe.   Upon returning, the flight surgeon permitted me to remain grounded for a few days, then it was back to flying again.  In all, I flew 17 flights over the "hump", and over 800 hours of flying time in what was considered a combat zone where enemy fire was probable and expected. For this, I was awarded the Distinguished Flying Cross with an Oak Leaf Cluster, and the Air Medal, with 2 Oak Leaf Clusters.

     On that ill-fated flight, I was not flying with my regular flight crew, as I has been hospitalized earlier for a minor stomach trouble, and had missed about a week of flying time.  Since the rest of the crew had accumulated more flight time than I had, they had been rotated back to the States. After the war ended, the entire 4th Combat Cargo Group was returned to the U. S. late in November 1945, and I was discharged at Fort Sam Houston, in San Antonio, Texas, on December 1st.

     Submitted by S/Sgt. Nick M. Sanchez 15th Combat Cargo Squadron .

   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

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