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It was first transferred to the tenth German Armed Forces and then to the ATC. Not having any design expertise in airlifts, the AF commissioned commandants who were pivotal to the establishment of the ATC in 1941-1942 to set up and lead the mission, which involved former civilian pilots with considerable management expertise in CROs.

Initially called "India-China Ferry", the following organisations were in charge of the Airlift: the Assam-Burma-China Command[a] (April-July 1942) and the India-China Ferry Command (July-December 1942) of the Tenth Air Force as well as the India-China Wing (December 1942 - June 1944) and the India-China Division (July 1944 - November 1945).

Surgery began in April 1942, after the Japanese had blockaded Burma Road, and proceeded every day until August 1945, when efforts began to slow down. She recruited most of her officer, men and gear from the Armed Services Agency, complemented by UK, British-Indian Army, Commonwealth troops, Burma's workers bands and an aviation division of the Chinese National Aviation Corporation (CNAC).

The last surgeries were carried out in November 1945 to bring back staff from China. In its 42-month long story, the Indian-Chinese Civil Aviation Bridge supplied around 650,000 tonnes of material to China at high costs for people and airplanes. Since its inception, the flight path has focused on two inofficially designated "commands": a "Trans India Command" from the West Harbors of India to Calcutta, where the freight is transhipped to Assam by train, and the "Assam Burma China Command", a command from Assam to South China.

It was originally planned that the Allies would stop in North Burma and use Myitkyina as an unloading station to transport the goods by inland vessel downstream to Bhamo and Burma Road. On May 8, 1942, the Japanese conquered Myitkyina[d], which, together with the Yangon accident, made the Allies' entry into Burma Road more difficult.

In order to ensure China's continued supplies, the US and other Alliance rulers decided to organise a continuous air service directly between Assam and Kunming. The tenth air force was hindered by a permanent rerouting of men and planes to Egypt, where Nazi Germany threatened to conquer the Suez Canal.

His aviation command was still on its way from the United States by sea and forced it to procure planes and staff for the India-China crossing from all available sources. Tens of former Pan American World Airways DC-3 and crew members were sent by the Trans-Africa service to equip the new operations.

e ] A further 25 DC-3s confiscated by American Airlines in the United States could not be transferred to India due to a shortage of crew and were later incorporated into the first group of transporters dedicated to the AER. India-China ferry commando structures were broken after high ranking officials in India and Burma made rival demands for justice, with part of the authorities being transferred to General Joseph Stilwell as CBI theatre commandant and part to the Tenth Air Force, also instructed by Marshall to "cooperate in the defence of India with the British".

The US Army, under the command of Major General Raymond A. Wheeler in the CBI, was responsible for transporting the goods from the United States to the Karachi harbor to the airports and for building the necessary infrastructures to assist the operations.

It was the last stage of a 12,000 mile (19,000 km) trip from Los Angeles to China, often lasting four-month. Colonel Caleb V. Haynes, a future bombing squad commandant, was appointed to take charge of the Assam Kunming ferry, called Assam-Burma-China Ferry Commando, on April 23, 1942.

Robert L. Scott, a chase fighter waiting for an operation in China, was appointed as his operational officers and an Executive Officership a year later. In June 1941, Mr. and his associates established the Anglo-American Army Corps Ferrying Command and were pioneers in the field of ocean shipping, which included the use of the South Atlantic flight path that was to bring U.S. aircrafts, manpower and freight to India.

When the India-China ferry was designed, however, the ABC ferry command was not willing to schedule, monitor or conduct such an operations. It was formally organised to a minimum, there were no separate entities, and the few planes were obliged to set up flight itineraries. In June, however, the ABC ferry command had started a much extended war reorganization and became an aerial transportation command on July 1.

He flew out of the valleys to the easterly direction and first traversed the Patkai Range, then the Chindwin River Valleys, which is bordered to the easterly side by a 4,300 metre high mountain range, the Kumon Mountains. Santsung Range, often 4,600 metres high, between the Salween and Mekong Rivers, was the most important "hump" that gave its name to all the impressive mountain massif and the airway it through.

The plane was whipped by hailstorms, snow rain and deluge. Hump summits were awaiting; the drivers named them "Cumulo-Granit"..... An experienced crew man flying the hump was described in a report for a regional paper years later: Countless issues with the rail system in India led to the planes allocated to the Air Lift often transporting their freight all the way from Karachi to China, while much of the freight from Karachi to Assam took as long as the two-month voyage by sea from the United States.

India's motorway and fluvial system was so unexplored that they could not help the operation, so the only practical way to provide China with supplies in a short time. First crew and planes from the United States went to the First Ferrying Group,[h] which arrived at New Malir Cantonment near Karachi on May 17th.

In March, the group was deployed in India without staff and gear and assigned to the Tenth Air Force operative command over the objection of the ATC commandant, who was concerned that his aircraft and crew would be directed into battle groups, which was indeed the case at some time.

Aircrafts arrived in small steps until October, with crew members comprising air corps reserve commission aircrews specifically deployed for operations in India and China, and AAF' s navigation, engineering and radio operators from engineering centers. The 62 C-47[i] of the First Ferrying Group were the spine of the air bridge for the rest of 1942, which flew both parts of the mission from Karachi until it began a three-month move to Assam in August.

During the first two air lift rounds, the Air Lift supplied only 700 tonnes of freight and the CNAC only 112 tonnes,[j] and tonnages decreased both in June and July, mainly due to the full start of the summersons. In July, CNAC fourfolded its capacity to 221 tonnes, but 10AF C-47 transported only 85 net tonnes[l] of material and staff to China.

Haynes went on to China on 17 June 1942 to accept an order as Bomb Commandant of the China Air Task Force, the tenth Air Force's tenth air force in the East under the commando of Brigadier General Claire L. Chennault. He was kept in commando for a few extra manoeuvres before being ordered to China to take charge of the first US combat aircraft group in the CATF.

Colonel Robert F. Tate (who, like Haynes, was a bombing officer) was appointed to succeed Haynes on 22 June, but he was also responsible for the Trans-India command in Karachi and stayed in this function. Until August 18, Julian M. Joplin, who acted under the leadership of Naiden, practically headed the India-China operation.

Naiden was compelled to go back to the United States on August 25, when Tate took over the real command,[n] although like Naiden he was delegating the management of the air bridge to Joplin. With effect from July 15, 1942[39], the two arms of the India-China ferry fused to form India-China Ferry Comm, an organised part of the Tenth Air Force.

Immediately and seriously disabled, Tate was flying the best drivers and 12 planes of the Air Lift to Egypt with Brereton on 26 June. In spite of the use of the first ferry group, the construction of the air bridge increased very slow during the sommermon. Overstraining of the few available airplanes, selective servicing and a shortage of replacement parts resulted in a large number of take-off injuries and even overhaul.

The shortage of spares and power plants in particular continued after the return of eight C-47s to the Middle East in August. Protecting the air piping became the main task of the Tenth Air Force. At the end of the summers moon, the Japanese were supposed to try to disconnect the last link left to China, and although the 10% AFC was sufficient to defend the east end, little was done to establish air defence around the four Assamairports.

Fifty-first party was the nominal guardian of the combat planes, but two of its three seasons were robbed of their planes and staff in July to outfit the third season of the group and the new 23. FG 51 stayed in Karachi waiting for planes and people.

The India Air Task Force, the Tenth Air Force's West Battlegroup, was launched on 3 October with nine wings, none of which were fully functional. Lieutenant Haynes has been appointed commander-in-chief. Though the India Air Task Force had flew over the conquered Myitkyina airport on intelligence operations throughout the entire summers, the Japanese had fitted their hunters with outside refuelling and carried out the attacks by Lashio or the base in the south of Burma.

He reacted by transferring the other season of the Faction 51 to Sookerating, while instructing the China Air Task Force to start a string of B-25 assaults against Lashio. Chennault, while agreeing, did not believe that the Japan strike had its origin there and that the gap between him and the Tenth Air Force was widening.

After small, occasional attacks during the drought in June 1943, the total combat force of the India Air Force, which was less than 100 P-40s, was organised as Assam American Air Base Command (later the 5,320th Air Defense Wing, Provisional), specifically for the protection of Assamairports. "The First Ferry Group will be taken over by AAF Air Command on 1 December in accordance with the recently communicated war ministry policies and to ensure more effective operation of the Indian-Chinese transportation line.

Colonel E. H. Alexander is appointed commanding officer of the India-China wing, Air Transport Command, with a select group of professionals as an assistant. In October 1942, the Air Lift was evacuated by the Air Force, so that the Tenth Air Force commanders' attitude to the viability of the mission was described as "defeatist".

t ] The livelihoods of air crew and auxiliary staff, especially in Dinjan, were described as "by far the poorest in the whole theatre, with basic lodging, inadequate sanitary installations, inadequate meals and rations, common diseases and a shortage of recreation". The apathy spread and morality fell to a "dangerous point," with the sense among the forces that they were "illegitimate children" as part of the Tenth Air Force.

The AAF commander General Henry H. Arnold first-hand witnessed the dangers of "hump flying" in February 1943, when the fighting team, the Argonaut, the B-17, which carried his faction, left for Kunming after the Casablanca conference. The C-87 Liberator Transporter has to use three and a half tonnes of 100 octane petrol to carry the hump across the Himalayan Mountains between India and Kunming (to carry four tonnes to the fourteenth Air Force.

A B-24 Liberator bombing group must go on a missions four flights to stockpile its weapon. As the monsoons began to rainstorm in March, the ATC operations were scaled down to the only all-weather basis in Chabua (the RAF basis in Dinjan was now manned by CNAC and the only P-40 group of the Tenth Air Force), but with a serious shortfall in aircrews, even the ATC's humble target of 4,000 tonnes per hour could not be achieved.

Headquartered in Kunming on March 31, 1943, the Lincoln bombardment group began two month -long reversed hump operation and flew to India to procure gas, bomb ings, parts and other materials to store before the war. Using a kit designed by the South India Air Service Command Depot, she transformed her B-24 Liberators into propellant transportation to perform this work.

It had a more powerful runway, but its taxiway was not yet asphalted, making it unfit for four-engined airplanes. Sookerating as well as Mohanbari had powerful cement tracks that could handle all airplanes but were not yet cobbled. The rain of the monsoons made them unusable. Aerodromes were far from complete, almost all new drivers were single-engine instructors, specialised service staff and gear had been sent by boat, and the complexity of the new C-46 (see transport deficiencies below) had become apparent.

Protracted work on already existent plots led to an action by Marshall, in which he ordered Wheeler to finish the work by 1 July and set a time limit of 1 September 1943 to have three more plots operational, but the difficulties in building the airport were only resolved after a few month.

Start C-87 transportation. At the end of the summers moon, at Sumprabum, Japan' combatants in the centre of Burma began to question the transportation itinerary. A large number of combatants, supported by terrestrial monitors, escaped U.S. combat troops on October 13, 1943 and took down a C-46, a C-87 and a CTAC shipment, while three others were damaged.

Japonese aviators called the launch of endangered airplanes tsuji-giri ("cutting a randomly hit stranger") or acago no t woeru ("turning a Babyarm"). At the last of the interceptors, a B-24 squad was fired by eight combatants on an inverse hump operation, confused with C-87.

The 10th Air Forces immediately started attacking Japan airbases (Myitkyina was hit 14 more than at the end of the year, mainly by planes and P-40s with 1000 pound bombs) and ICW shifted its flight to Kunming even further northerly. They were persecuted and assaulted, then head-on encountered fighting troops coming back from Nordburma.

He changed the company by launching overnight deployments and refused to call off regular flights due to bad meteorological conditions or imminent eavesdropping. At the end of 1943 Hardin had 142 airplanes in operation: 93 C-46, 24 C-87 and 25 C-47. In the aftermath of these endeavours, President Roosevelt instructed that the tribute of the presidential unit should be bestowed on the India-China wing.

When Hardin got back to the India-China wing in February 1944, the first of four-engine Douglas C-54 Skymaster shipments reached the theatre (see Operation on the low back and in China below). The C-54s could not overcome the high hump and had a max. carrying capacity of only 12,000ft.

Japan interceptor fighters were blocking the use of eastwardly directed low altitude airways and the C-54 were initially restricted to cargo movements within India or flights between the CBI and the United States. On March 21, 1944, Hardin became commander of the ICW when Hoag was promoted to the top of the European Wing of the ATC.

Stratemeyer, now Lt-General Lt. and Commandant of all AF personnel at the CBI, founded Hastings Army Air Base as Army Air Force India-Burma Theater HQ, with a rebuilt 8. 5 acre (34,000 m2) mill facility to accommodate his CBI Air Service Command, and ICWATC/HQ.

For every 218 flights, one shipment was forfeited ("accident rate" of 1,968 aircraft per thousand hours). After the conquest of the Myitkyina Air Force Air Force Air Force in June 1944, at the instigation of Brigadier General William H. Tunner, Andrew B. Cannon was appointed commander of the Assam wing when it was reactivated the following months.

Tunner, who was to be appointed Air Lift Commandant after Hardin, expected a mass flow of C-54s into the India-China mission after the end of the hunter's onslaught. As Haynes, Alexander and Tunner, Cannon was a frontrunner in the air transport command, where he was the protégé of Tunner Basic Commandant of the Long Beach Army Air Field, where Tunner was his headquarter as commandant of the ATC Ferry Division and the 6.

ICW-ATC became India China Division ATC (ICD-ATC), while the eastern sector that carried out the India-China Air Lift was renamed Assam Wing, and the western sector supporting organisation became India Wing. India China Division also had an operative trainings session in Gaya and used the China-Burma-India Air Command in Panagarh, Agra and Bangalore.

After two years overseas, Hardin was returned to the United States[ah] and the Indian-China Division commando went alongside Tunner. Taped in the early 1944 as Hardin's successor, he chose his most important co-workers and undertook a theatre tour in June, during which he steered a C-46 over the hump.

On September 4, 1944, he took charge of not only increasing the amount of ships shipped, but also reducing the number of people and planes killed in crashes and improving morale in the India-China division. 2 ] With a "big business" attitude, Tunner and its employees have turned the company around entirely, improving ethics, halving the claims quota and doubled the volume of freight shipped.

Tunnel employed over 47,000 indigenous workers and used at least one bull to hoist 55 gallon barrels of gasoline onto the plane. 2 ][ai] A special day trip named "Trojan", operated by selected C-54 crew, transported at least five tonnes of material or top prioritized people between Calcutta and Kunming and then returned severely injured or seriously injured patients or airplane thrusters in need of reconditioning.

Depending on the plane model and the distances to the "Chinaside" airports, each airfield was allocated both weekly and weekly contingents of tonnes to move across the hump, as the crew called their targets. During Tunner's first leadership months, the ICD supplied 22,314 tonnes to China, but still had an injury frequency of 682 per thousand flying hour.

In January 1945, the Tunner Division employed 249 airplanes and 17,000 people. The airline transported more than 44,000 tonnes of freight and passenger to China this past month at a 75% plane occupancy rates, but also caused 23 deaths with 36 crew members onboard. In order to reach the first, he named Lt. Col. Robert D. "Red" Forman as divisional head, who oversaw both the rigorous education and a flight security programme under the direction of Captain Arthur Norden.

The programme was stepped up after March 15, 1945, when Major John J. Murdock, Jr. took over the post of Area Representative for Aviation Security. Prior to Tunner taking over, the piloting trips were scheduled to 650 manoeuvres, which many drivers misused every day to return to the USA in just four heats.

Half of all crew members were suffering from operating tiredness, the divisional surgeon said. With effect from March 1, 1945, Tunner raised the number of flying lessons to 750 and prescribed that all staff had to be in the theatre for twelve month in order to be considered for a press, which prevented over-planning.

The ICD is supplemented by a fleets of 410 C-46 and a forecast of more than 86,000 tonnes per year. During July 1945, the last full operational months, 662 Indian-Chinese airlifts supplied 71,042 tonnes, the ICD' max. daily volume. Out of this group of 332 were ICD shipments, but 261 were fighter planes of AAF forces provisionally associated with the AAF.

Each day, an annual number of 332 flights were planned to China. ATC India-China Division had 34,000 employees, 84,000 in total, of whom were tribal citizens of all nations working in India, Burma and China. The aircrafts were over 85% available. In July, ICD had 23 serious casualties with 37 crew members dead, but the hump injury frequency dropped to 358 planes per thousand flying hour in July (one-fifth of what it was in January 1944) and 239 in August.

The ICD resigned from its biggest air bridge missions on August 1, 1945, "Air Force Day". The Tunner reported that ICD recorded 1,118 return flights, an average of two per plane, and one C-54 recorded three sightseeing flights in 22 operatinghours. At only 0.18 planes per 1000 hrs, the main crash ratio was a third of what it was when Tunner took over, and an/8th of that of January 1944.

Tunner in his memoirs Over the Hump wrote: "If the high number of accidents of 1943 and early 1944 had persisted, together with the large growth in the number of tonnages supplied and flying time, America would not have been losing 20 aircraft this months, but 292, with a death that would have shock ed the underworld.

Until November 10, 1945, Tunner headed the department. Brigadier General Charles W. Lawrence, the ICD's assistant commandant and former bombing commandant, briefly led the ICD before its dissolution on November 15, 1945. In February 1944, the first significant redirection of the India-China wing resource to the area outside the Hump Air Bridge began.

Arakan, followed by an imphal us campaign in March and April, led to support from the UK, with Hardin reducing humpel shipments by 1,200 tonnes. ICW also participated in the opposition to the offense because the Imphal menace threatened the Assam-Bengal railway, which not only humped freight but also flew past the air bridge.

Caused by the Imphal assault in Japan, Admiral Louis Mountbatten ordered the Allied Commander-in-Chief of Southeast Asia Command to call for 38 C-47 airplanes to strengthen Imphal. Mount Batten had no power to distract airplanes from the hump, but he was supported by two of the most important US commandants in the theatre:

The CBI Theatre's Assistant Major General Daniel I. Sultan and Stratemeyer, who in additon to all his other tasks was in command of SEAC's Eastern Division and made him practically one of the Ambassadors of Mount Batten. These were affiliated with the EAC Troop Transport Command[ar] to assist the Britons and served to transport the staff and lightweight gear of the Fifth Indian Division to Imphal and Dimapur, where they reached in good season to frustrate the Japan attack.

Next months, to strengthen Stilwell's scheduled attack in Burma, the ICW flown 18,000 Western China forces over the hump to Sookerating, resulting in a net cut in India-China efforts of at least 1,500 tonnes. The conquest of Myitkyina airport in May 1944 by US and China forces of Stilwell's detachment, however, robbed the Japanese of their most important battlefield, the allied planes that fly the hump.

It immediately became an allied airstrip, although the battles in the city of Myitkyina lasted until August 1944. The ICD has contributed to this achievement by bringing in a regiment-sized group of battle technicians from South India and their assistance, complete with heavier airport building equipmen. Myitkyina's arrest permitted ICD C-54s, which had blanket restrictions that prevented the flight of the high hump,[2] to regularly use a second, more immediate turn, called the Course Baker, but inofficially called the "low hump.

The number of C-54s, sometimes accompanied by Allied hunters from Myitkyina, rose sharply in October 1944 after General Tunner took control of the India-China Division of Air Transport Commando. Between April 1944 and January 1945, the India-China Division was also assigned to support Operation Matterhorn, the B-29 Supfortress strategy bombardment against Japan, from base locations around Chengtu in Cochina.

Initially Arnold had imagined Matterhorn troops as self-sufficient, contributing their own fuels in hundred of C-109s ( "see transportation deficiencies below) and other material with B-29s and 20 C-87s as their own "air transportation service". B-29 of the XXth Bomber Command, without cannons and other ammunition and equipped with four bombshaft containers, were used as propellant tanker, while TAC planes towed other stores, as well as explosives, but were not able to carry enough material across the hump from their constant base in Calcutta, India, to start operations.

The ATC' s northern African wing had already transported 250 B-29 replacement thrusters to the CBI in April and May 1944, using 25 C-54s on a 10,000 km long shuttline from the Casablanca harbour to Calcutta, known as "Crescent Blend"[as], until three commando missions of the C-46 wings under the name " Moby Dick " were available in early 1944 to provide for the XX bomber command.

The first, second and third Air Transport Squadrons (Mobile) were to be a self-contained team of twenty C-46, flying crew, technical and technical experts and a complete crew, although the services had not yet been incorporated. The first and second MATS took over the "Crescent Blend" shuttles in Kalaikunda, West Bengal, and introduced over 100 replacement thrusters per month, while the third MATS was sent to Kunming to reinforce the Indian-Chinese air bridge.

Out of 42,000 tonnes of material shipped before XX BC left its Chinese base and went back to India, almost two-thirds of the ICD was in motion. Over the last three month of the Chinese bombings, XX BC quickly stopped using its B-29 to transport freight, and ICD provided all the material for the XX Bomber Command, except for Bombers that dragged the B-29 across the hills in reversible hump-orientation.

In XX B.C., the Japanese had the unlucky chance of coming to the theatre when they launched a great attack in eastern China to open a communications line to their Indochina armed services, to conquer Chennault's fourteenth Air Force airbases located in this line and possibly to eliminate China from the battle.

The supply to Matterhorn during the crises had the beneficial effect of boosting the Air Lift's capacity and costs, and everyone concerned recognised that ICD was the only efficient logistical service provider. Since the C-47 and C-46, which had arrived in China, were out of ATC temporary command, Chennault's and Chinatheater commandant Lt.

In order to defuse the conflict and to offer the necessary extra assistance to the fighting troops, 50 C-47 and 20 C46 were stationed in China after October 1944 to ensure domestic freight transport and to help the Indian-Chinese air bridge if loopholes in planning allowed this. The majority of the remainder of the C-47 were finally sent to Burma military stations and continue the India-China mission on the lower-range.

In 1944 and 1945, they demonstrated their continued usefulness by performing a leading role in various assistance operations within China. MATS 2 relocated completely from its Dergaon facility to Luliang Field, China, to complete the mission by December 13. C-46 relocated the fourteenth division of five Burmese airports, one of which was a Nansin airfield, which was finished on December 4.

This 1348th base unit planned to operate 24/7, in poor conditions, although business was interrupted between 16 and 22 December, when the Chinese economy seemed to be improving. Only Myitkyina South of the six pick-up areas was able to perform overnight missions, and the C-47 was used during the afternoon for ICD planes to overfly the hump at nigh.

Movable aerial transportation wings were well acquainted with Burma's airports and were chosen to carry out the missions. The 1348th base unit showed exceptional design versatility by accommodating arriving forces near airports, supplying them, monitoring the presence of aircrafts and crew, dividing forces into planar loads and keeping China forces and their material untouched.

In Myitkyina South briefs and refuelling were carried out, the aircrafts flown to their pick-up areas and laden and then flown back to Myitkyina South for a concluding refuelling before they continued their flight to China. In 1348, the base unit's 1348th checkpoint was responsible for all ATC to and from China.

By 1942 Chiang Kai-shek was insisting that at least 7,500 tonnes per calendar year would be needed to keep his fields operating, but this number turned out to be inaccessible for the first fifteen of the India-China-Airbridge. Until July 1944, the air lane for the Indian-Chinese air bridge was fifty nautical leagues with a very restricted clear air.

By the time the base was extended and the low hump lane was used, the range was extended to 200 mile ('320 km) and 25 mapped lanes with a southern elevation of 10,000-25,000 MSL, allowing heavily overloaded, but managed operation at all times. One of the crucial problems was to find a freighter that could carry heavier loads at the necessary heights, and three models were tested before the opening of a low hump flight allowed the use of C-54:

The India-China air bridge was first used with the Douglas DC-3 and its C-47, C-53 and C-39 army rev. cf. While the C-47s had a strengthened floor covering and a broader front doors, they still needed special chargers for much of the load needed in China and had finite load capacities. His low light in the dashboard was unsuitable for flights in adverse conditions and often stopped when instruments were started, his electric and hydraulics often freezed at great heights and crashed, and his dashboard heater system was susceptible to either suffocating hotness or none at all.

A hump driver named the version "an nasty, malicious device" and a "ground-loving bitch" who "could not bring enough ices to cool a highball". The C-46 became the middle horse of the hump air bridge and suffered numerous mechanic breakdowns (particularly a trend towards power plant breakdowns and gasoline leakage at the blade roots, which caused the air force to be given such unfavourable nicknames as "Dumbo" and "Plumber's Nightmare" and among ATC crew members like the "flying coffin".

" During the first five operational month, 20% of the C-46 associated with the Air Lift fell. The C-46 first came to the theatre, where it was supported not only by engineering assignments that involved 50 panel modification projects before it could be operated, but also by extra education for unexperienced crew, and a transitional college was set up to handle the air transport of ten planes and missions.

The hump was very dangerous for the Alliance allies. It wiggled into the high mountain ranges and canyons between northern Burma and western China, where heavy turbulences, wind speeds of 320 km/h, ice formation and unfavourable meteorological factors regularly occurred.

The shortage of appropriate navigation gear, radios and insufficiently skilled staff (there were never enough navigation staff for all groups) had a constant impact on the operation of the AER. During the first year of the Air Lift, unexperienced Service of Supply[bb] officials often ordered aircraft that were laden until they were "approximately full", without knowledge of either gauge restrictions or centre of mass, while most recent pickups were by carriers with little commercial transportation expertise and civil security standard.

In 1943, as the Air Lift increased in scale and scale, the requirements on the airlines' contact unit and the failures of ATC education programmes to manufacture enough multi-engine pilot were restricted to those who had just left flying schools or single-engine pilot from areas of education that had relatively little flying experience.

One-third of the 102 Lubbock Field Class 42-I NCOs were immediately sent to India in December 1942 to take the Hump as a substitute co-pilot. It was this group of inexperienced people that made it necessary for ICW to found an OCTO near Karachi in order to train newcomers who led 16 seasoned drivers and eight to ten planes away from the ISS.

Also, many of the people used to a large number of planes had little musical instruments and most were not familiar with the large US airlifts used in the ISS. Only in 1944, when the ATC was recruiting high-ranking civil flying teachers who were dismissed by the Air Force as part of the piloting programme, and the third C-46 crew produced a rising number of OTUs in Reno Air Force (Nevada), were high-level substitutes who were more readily available for the Air Lift.

Besides casualties due to meteorological and mechanic failures, the Hump's naked and unaccompanied transportation planes were sometimes assaulted by Japans. 50-calibre machineguns installed in front of the freight door of their planes, but there is no case of their use that has been document. "A former test driver and a hump vet, Captain John L. "Blackie" Porter, led the team with C-47s lent by air transportation troops occupied by a doze of former wall attackers and soldiers with machineguns and shells.

At the end of November he expanded his small navy by two B-25 Mitchells from airplanes that had been taken to a recovery area. Tunner was unhappy with the current quest and bailout he called a "cowboy operation" when he took over ICD. "He named the head of Mohanbari, former Hump driver Major Donald C. Pricer, to build "a thorough and effective searching and rescuing organization".

In its last issue of November 15, 1945, the Hump Express reported: It was in charge of all Bhamo SAR operations, in Burma, in the northern hemisphere, and even regular flying Allies. His responsibilities ranged from Tezpur, India to Yunnanyi, China. Directly as a consequence of the unit's work, the proportion of staff savings has increased continuously and with it the trust and safety of ICD flying crew.

Air traffic control handled 685,304 tonnes of freight, of which 392,362 tonnes were petrol and fuel, of which almost 60% were supplied in 1945. Between December 1, 1943 and August 31, 1945, 156,977 planes flew east and lost 373 planes. The CNAC pilot community made an important contributions to India-China air traffic.

From 1942 to 1945 the Chinese got 100 transportation planes from the USA: Out of the ultimately 776,532 tonnes and approximately 650,000 net tonnes humped, 75,000 tonnes (approximately 12%) were attributable to CNAC aviators. India-China Air Lift went beyond the end of the conflict. Most of the ICD's latest mission after the departure of most of its affiliated organisations was to move 47,000 US staff westwards via The Hump from China to Karachi for repatriation to the United States.

ATC ( "India-China Division", July 31, 1945) had a total of 640 aircraft:[183] 230 C-46, 167 C-47, 132 C-54, 67 C-87/C-109, 33 B-25, 10 L-5 and 1 B-24. Finally, the total recorded flying times in the Berlin-Airway were 1.5 million flying times. India-China was the biggest and most extensive military aerial lift in aeronautical engineering until it was overtaken by the Berlin Civil Aerial Brigade in 1949, which was also led by General Tunner.

In Over the Hump, Tunner described the importance of the India-China Airlift: When the Air Lift was launched, every single droplet of petrol, every single gun, every single ammunition and 100 per cent of such different stocks as coal foil and C-rations, every object used by the US armed services in China was airlifted in by air bridge.

Not in the annals of transport had such a large part of a community's needs been met by plane, even in the middle of civilisation above sanctuary ground.... After the hump, those of us who had built up aviation experience knew that we could always get anywhere.

The Hump in Wikimedia Commons. In North Burma, Fort Hertz had a runway that was used as an escape airfield for aircraft humping. Also known as Assam-Burma-China ferry team. The" Command" was ad hoc and not an officially named, nor that of the affiliate arm "Command Trans-India".

The supply of four tonnes per plane per day could in theory be achieved under perfect off-road, meteorological and available working condition. India-China Ferry" was an informal description of the system used in formal communication and not an organised commando. The India-China Ferry Commando became the formal commando on July 16, 1942 by order of the Tenth Air Force.

One of the last Allied planes through Myitkyina before it crashed was a DC-3 with brig General Jimmy Doolittle from China after the attack on Japan. On February 18, 1942, to defend the Vichy French line, the Air Corps' ferry command militarised Pan Am's African operation.

The initial intention was to drag propellant over the hunch so that the Aquila Force, an advance 10th AF bombing squad, would bombardment Japan from East China. While the area and the operations were generally known as "the hump", the flight crew that flew the air bridge also named the mountain sheer to rock.

5 ton jets, two small aircrafts, 46 tonnes of airplane parts, 7 tonnes of medicines, 38 tonnes of foods, 15 tonnes of "other" and "special" gear and two tonnes of smokes. Net tonnes" rules out the transport of fuels to China in order to allow the plane to be returned to India.

Due to the slow pace of reinforcement in arriving at the CBI, the Trans-India Command was never officially staffed or had its own staff and planes in the three month of its inception. ABC ferry command laden planes were taken to and from Karachi to carry out both operations, and Tate stayed in Karachi to co-ordinate their motions.

He eventually reached India in 1943, shortly before the next rainy season of monsoons would stop flying in Japan. For the AAF Inspector General "in the field", the survey was carried out by Frank D. Sinclair, Aviation Technical Adviser of China Defense Supplies, Inc. On the grounds that the ATC, as a "USAAF organization," had assumed "responsibility of the Luftstreitkräfte under the leadership of the theatre," a tactual 1979 researcher claims that the handover of the Berlin-Airlift was " actually a breach of the orders under which the USAAF had been founded ".

" Since the ferry command India-China was a theatre company, it should therefore stay under a theatre command. Apart from the fact that the deployment was authorised and ordered by the Army Chief of Staff on the strength of a strategical decision by the General in command of the Joint Chiefs, a colleague of the Joint Chiefs, the point is that the point is that the AAF was compelled to establish the India-China Ferry Command as a fighting organisation because no other means were yet available, and as such was susceptible to contradictory claims from the theatre commands, which diminished its efficacy.

From a historical point of view, the edition had been the main point of strife between the Air Force Corps and troops on the ground since 1920 and the Airlift's inception setting went against the Air Force Corps considering teaching if not. Then, the autobahn Army dissolved the India-China ferry commando, which took the air bridge out of the theatre command's jurisdiction and substituted it with a noncombatable operations with means (ATC) that were unavailable seven month before, thereby reducing distractions from its task.

As a means of procuring the necessary strategic air bridge, the air bridge was soon able to focus on its own transport and thus free itself from the air bridge's impact. McGowen's critique came close to the move from the perspective of a vanguard air force (i.e. sovereign service) TAC party to whom such deliberations were controversial.

Coming to Dinjan on 4 February, he wanted to stay the next day, but when he realized that Stilwell and Field Marshal Sir John Dill had moved on, he spontaneously resolved to take the hump at nocturnal. The name" Ferrying" for the Group and its 77, 78 and 88th Ferrying Squadrons was amended to" Transport" on July 1.

Tezpur headquarters; 96, 97, 98th transport squadron. On the basis of sookerating, 99, 100, 301 transport squadron. Mohanbari, 302, 303, 304. transport squadrons. The 40 C-46 were part of Project 8, an operations to assist in the building of a gas line between China and Assam. Sixteen new Commodore 47s arriving in November brought the floor crew for Project 8 aircrafts.

The momentum for the project slowered and Project 8 was incorporated into the India-China plant, which operates from a new basis in Misamari. This C-46 replacement lag was the outcome of a change programme to address the issues that had arisen during the first India-China missions. Though the agreement did not lead to the improper impact of Stratemeyer's employees on Hoag's as ATC fears, the ICW commandant had never flew the hump himself and had obtained all his information from writing notices.

But Smith flew the hump during his inspections, and it was he who advised Hardin to take over the piano. Cannon and Bromiley joined "Red" Forman as USAF brigade general in the Military Air Transport Service. The extension was commissioned by Stratemeyer when the troops were grounded and the air bridge, which in April 1945 provided almost 49,000 tonnes for extradition (an 350% rise from the 14,000 tonnes per given by Tunner in the months in which it took command), supplied only 44,000 tonnes.

Stories (including Tunner 1955) relate to "Air Force Day", but modern documentation such as the Hump Express call it consequently "Air Force Day". The EAC commando has been added to his responsibility for the coordination of ATC bridge operations for Arnold, the control of the care and education of 14AF for Chiang and the defence of the Indian-Chinese military base and flight paths for the USA.

The EAC troop transportation command was led by Brigadier General William Old, who had flew the first hump in 1942. It was a "mix" of maritime and aerial transportation from Newark, New Jersey to Casablanca and Calcutta. The surgery was scheduled as "Operation Firefly", but was modified when the Tenth Luftwaffe S.D. Grubbs took over.

The China Wing C-47 were used to bring new skilled China forces from northern China to Yunnan Province. MATS had a C-46 that disappeared on December 16 on a scheduled India-China missions. The C-47 were the ones stationed in China. The thirteen Hump-Basen waren Chabua (1333rd Base Unit, C-46/C-87), Mohanbari (1332nd BU, C-46), soocerating ("Sookerating", 1337th BU, C-46), Jorhat (1330th BU, C-87/C-109),

Up to ten airports near Kunming and Chengdu were used as China Airports when the B-29 XX bomber command was in use. C-109 teams were used by supernumerary B-29 teams of the XX Bomber Command. The" Expended" category comprises airplanes that have been devastated in the course of Japan's aerial attacks and a large number of depreciated shipments (" Category 26 accident") as too costly or too badly damaged to be repai-rated.

With the exception of those that have been dropped to interceptor fighters in Japan, all ATC loss during the fight was AAF shape 14 loss, "except in combat". "Martin's part in raising moral standards in the last year of the Air Lift was significant. Goldblatt 2011, ferry command (see remarks in section). World War 2 Ace Arthur Chin's Amazing True Story". disciplesofflight.com.

The Hump Express. China Division, Air Transport Command. Burma: Help for China: "Across the hump to China" (PDF). Historical Department of USAF. "It' s the Hump." Hump Airlift Operation. US Army Air Forces and US Air Force Airlift From World Wars II to Vietnam. Doolittle Raider, Hump Pilot, Air Command.

Defense Campaign of China, 4 July 1942-4 May 1945". About the hump (PDF). Historical Study 75: Air supply in the Burma campaign (PDF). "A Fact Sheet for the Hump Operations During World War II". The CBI Hump Pilots Association. "Historical Study 12: The Tenth Air Force 1942" (PDF).

Tenth Air Force, 1943 (PDF). "Chaptor 14: Liabilities to China" (PDF). Schedules and early operations January 1939 to August 1942. Chart 211 - Air traffic control from Assam, India to China (via the hump): World War II American aircraft (28 April 2006). "Second Airlift Wing (Mobile)". "Freight units."

The Hump Express. The Hump Express. Chinese command post. "everyone in the air is starting a reinforced drive." The Hump Express. "C-54 Over Hump Twice Gaily." The Hump Express. The Hump Express, last issue. The Hump Express, last issue. and the success of the military airlift. Tunner, Lieutenant General William H. Over the Hump. on Latimer, Burma:

2004 ISBN 0-7195-6576-6Index page for Hump Express, 1945 India-China Division Defense Paper, ATCReproduction of Dec. 21, 1944 Edition of CBI Round Up (military newspaper), "HUMP SMUGGLING RING EXPOSED BY ARMY".

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