Commando 41-24763

VARIANT: Curtiss C-46A-30-CU Commando

USAF SERIAL NUMBER (S/N): 41-24763

CURTISS CONSTRUCTION NUMBER (C/N): 26684

COMMANDO LINE NUMBER (L/N): CU324

FATE: Written off

  November 1943 to December 1943

  41-24763 - USAAF (USA)

11 November 1943

Delivered from the Curtiss-Wright factory in Buffalo, NY.

  December 1943 to unknown date

  39517 - US MARINE CORPS (USA)

9 December 1943

Transferred as R5C-1.

By August 1944

Assigned to VMR-952 based in Emirau, Bismarck Archipelago.

December 1944

VMR-952 joins the Transport Air Group, based in Guam, Mariana Islands.

February 1945

Participated with VMR-952 in the battle of Iwo Jima.

May 1945

Assigned to Homeland Defense Network (HDN), MAG-35.

July 1945

Assigned to MAG-35 Service Squadron (Servron-35).

October 1945

Assigned to NAS San Diego, CA.

1 April 1946

Assigned to Homeland Defense Network (HDN), MAG-35.

29 April 1946

Assigned to MAG-33 based at MCAS El Toro, CA.

Mid-1946

Assigned to MAG-33 Service Squadron (Servron-33).

6 June 1946

Assigned to VMR-253 based at MCAS Miramar, CA.

November 1946

Assigned to VMR-152 based in China.

January 1947

Assigned to MAG-25 Service Squadron (Servron-25).

March 1947

Assigned to San Diego, CA.

April 1947

Assigned to Air Fleet Marine Force, Pacific based at MCAS Ewa, HI.

28 July 1947

Assigned to VMR-153, based at MCAS Tsingtao, Shandong, China.

  Unknown date to June 1958

  N4091A - MARCO INDUSTRIES INC. (USA)

Unknown date

Purchased.

  June 1958 to 1958

  N4091A - L. B. SMITH AIRCRAFT CORPORATION (USA)

June 1958

Purchased and converted to Super 46C.

  1958 to February 1960

  N46Q - ASSOCIATED AIR TRANSPORT (USA)

Late 1958

Purchased.

13 February 1960

Damaged beyond repair at McGuire AFB, NJ when it crashed short of the runway after fuel exhaustion (0/57 fatalities).

The Commando was being used for a civil air movement of military personnel from Louisville, KY to McGuire AFB, NJ. Enroute, in the Elkins-Charleston area, light to moderate icing occurred. This required the use of wing deicers and propeller anti-icers. Shortly after passing Baltimore, the same weather conditions were encountered which required a power setting of 2400 rpm and 38” manifold pressure. The plane lost altitude, which forced the crew to apply METO power setting of 2600 rpm and 45” manifold pressure. During the final (GCA) approach to McGuire AFB the plane ran out of fuel. It stalled and crash-landed 1,200 ft short of the runway threshold. Both engines were sheared off on impact.

Right & below: N46Q in the grass short of McGuire AFB’s runway.
Photo credit: George J. Rodrigues / ASN