8th Combat Cargo Squadron

  April 1944 to January 1946

  United States of America

TYPE: USAAF unit

IATA/ICAO CODES: Nil

HEADQUARTERS: Syracuse AAB, NY (1944), Baer Field, IN (1944), Finschhafen Dreger Field, Australian New Guinea (1944-1945), Biak AAF, Papua, Dutch East Indies (1945), Dulag, Philippines (1945), Okinawa, Japan (1945), Yokota AB, Japan (1945)

FORMER NAME: 8^th Ferrying Squadron

SUBSEQUENT NAME: 8^th Tactical Deployment and Control Squadron (when reconstituted 1985)

The 8^th Combat Cargo Squadron was one of the 2^nd Combat Cargo Group's four squadrons during World War II.

Its nucleus was experienced pilots transferred from Troop Carrier Command and B-25 and B-26 Transition Schools. Recent graduates from AAF Pilot Schools supplemented the experienced personnel. The Squadron consisted of 20 aircraft crewed with a pilot, copilot, crew chief and radio operator. They began training in C-47s, for glider towing, paratroop and cargo drops, formation, instrument, navigation and night flying. Linktrainers and schooling were used for ground training. Buzzing, although prohibited, was an ongoing challenge that provided a break in the flying routine. Farmers frequent complaints attested to the practice. The worst case was Curt Altman, whose legacy is a C-47 ditched in Lake Ontario: the props bent under, which forced him to ditch.

Glider towing was practiced at Wheeler Sack Field, Pine Camp, Watertown, New York. A field bivouac complete with field kitchen, mess kits, pup tents and slit trenches provided housing and sustenance. Because of complaints from glider pilots concerning towing procedure and speed, pilots were ordered to fly a glider so they would have an understanding of the glider pilots problems. Other crew members, when not towing, rode as passengers for the experience.

In mid-August 1944, General Henry "Hap" Arnold made an inspection visit to the Group. A paratroop and cargo drop mission demonstration were scheduled for the General's review. A 32-plane formation dropped troops and cargo packs from 500 feet. Colonel Bell was informed during the visit that the C-47 was to be replaced with the C-46 Commando and the deployment to the China-Burma-India Theatre was changed to the South Pacific. Familiarization with the Commando and replicating the C-47 training began and continued through early October 1944.

The 8^th CCS was transferred 6 October 1944 to Baer Field, IN on temporary duty, to prepare for shipment overseas. Captain DuBose Egleston joined the 8^th as Flight Surgeon replacing the original Flight Surgeon, Captain LeRoy E. Walter, who was injured in an auto accident and hospitalized shortly prior to the departure of the squadron to Baer Field. On 11 October 1944,  the  8^th was ordered to proceed by air to Fairfield-Suisun AAF,  CA. They departed on 12 October 1944 via Amarillo, TX, overnighted, and continued to Fairfield on 13 October. At Fairfield, the Commandos were fitted with auxiliary fuel tanks in the cargo compartment to extend the range to reach Hawaii. The Group departed Fairfield in flights of three during the last weeks of October 1944. Scheduled departure was midnight with an estimated 13 hours flying time and an ETA of 10:00 AM at Oahu. The weather briefings advised that the normal weather system between the islands and the US usually had headwinds for half of the way and tailwinds for the other half. An ATC navigator was assigned to a plane in each flight, which became the flight leader. Two ships were anchored between San Francisco and Oahu as homing stations enroute. By dawn, on most flights, the planes were scattered and out of sight, so each had to navigate on its own.

On 17 October 1944, Bob Masterson and John Nicholson were the first 8^th crew to depart. While experimenting with cabin tank fuel transfer, their right engine cut out. After restarting the engine all experiments ceased. On that night, the second homing ship was not operating so they had to rely on the ATC navigator onboard for position and course. Ground speeds of 90 and 100 mph made for anxious moments. They touched down 15 hours, 10 mins after departure with an estimated 15 mins fuel remaining. Fred Hart's flight on 26 October, without a navigator but both homing ships operating, had a similar experience, landing 16 hours, 30 mins after departure and 40 gallons remaining.

After arrival in Hawaii, the auxiliary fuel tanks were no longer required on the remaining legs to Townsville, Australia. The planes were utilized to carry material and equipment to locations nearer the areas of combat. As a result, routes to Townsville varied. Routing was by way of Palmyra or Christmas Island, then Canton, Tarawa, Guadacanal and Townsville or Canton, Fiji, Noumea, Brisbane and Townsville or Townsville direct from Noumea. The Group was assigned to the 54^th Troop Carrier Wing, 5^th Air Force stationed at Biak, New Guinea. The Group proceeded to Biak via Nadzab, New Guinea, arriving late November 1944. Crews and personnel not assigned to flights were transported by troop ship. They departed from the San Francisco area on 14 November on the Bosch Fontaine, a Dutch freighter. Twenty-five days later, on 8 December, they arrived in Hollandia, New Guinea, from where they were flown to Biak.

The 8^th Squadron was detached from the Group at Nadzab and stationed at Finschhafen, New Guinea, on temporary duty with the 332^nd Air Division, 13^th Air Force. The 13^th was moving personnel and equipment from eastern New Guinea to the combat zone and needed the Commandos' capacity to help with their move. The Squadron rejoined the Group at Biak on 6 January, 1945. Biak, located on the equator, was unbearable due to the heat and humidity. Crowded conditions exacerbated by the climate made for irritable living. Persistent rashes and jungle rot led to a general malaise despite the Flight Surgeon's prescriptions. Operations primarily served ground forces with transport, supply and evacuation support in the Philippines.

Although rear echelon, the 8^th CCS's flights on occasion took them into combat zones: Guadalcanal, Hollandia, Admiralties, Peleilu, Leyte, Morotai and Mindoro. The Squadron lost its first plane on Morotai. The Group was flying aviation fuel in 55-gallon drums from Morotai to a fighter strip on Mindoro to replace fuel lost when a tanker was bombed  by  the  Japanese. The plane was piloted by Ray Renuart and Zack Rougan. An engine caught fire on take-off. An attempt was made to return, but they were forced to ditch short of the strip. Ditching extinguished the fire. Rougan exited through the right cockpit window. He waded around the plane and stood watching the rest of the crew trying to launch rafts out the cabin door.

One old worn-out C-47 was acquired by the squadron while stationed at Biak that was used as a "fat cat" to procure liquor, meat, fresh fruit and vegetables from Australia. The planes reliability came into question and was retired for fear of structural failure and possible accident and loss of life. To compensate, whenever food was transported as cargo, the squadron's "cut" always found its way to the lower cargo compartment of the Commandos by way of the cockpit trap door. Steak was served in the squadron mess on several occasions through this resourcefulness.

McArthur invaded Luzon on 9 January 1945 at Lingayen Gulf. Major Bowen, Group Operations Officer, and crew were lost while dropping supplies to troops in the Lingayen area shortly thereafter. Major Moody was transferred to the Group, replacing Major Bowen. Major Allison became CO of the 8^th and Captain Beckner, Operations Officer. Rest and Recreation, beginning in late January 1945, eased the Biak conditions for those lucky enough to be given leave in Sydney, Australia.

The Squadron suffered its first casualties at Biak. Glen Jacobs and crew were lost on a flight to Darwin, Australia. Of a flight of three, only two arrived at Darwin. Neither plane nor crew were found. A second crew loss occurred at Tacloban, Philippines. Dick Webb and Homer Jones were waiting in line on a taxiway to take-off when another plane taking-off veered from the runway and crashed into their plane. Homer and a crewman died, while Webb was seriously burned. He was returned to the USA for treatment and recovery. The squadron moved from Biak to Dulag, Island of Leyte, Philippines on 20 March 1945. Living conditions immediately improved. The local populace seeking work provided housekeeping and laundry services. Tents were erected on wooden floors and were enclosed with screening. Being located on Leyte Gulf provided a seaside atmosphere. An Officers Club was constructed on the beach and became the Squadron focal point for leisure activities. A nursing billet was nearby. The nurses were invited to the squadron's frequent parties, with liquor procured in five-gallon gasoline cans from Manila. The flying operations were now primarily to the islands of the Philippines: Luzon, Cebu, Mindinao as well as Clark and Nielson Fields in Manila.

McArthur invaded Okinawa on 1 April 1945. The 8^th and its Group began flying in equipment and supplies and returned with casualties. The distance to Okinawa required an overnight stay. Crews slept in or under their planes, opting for whatever shelter was available if the Japanese made a bombing run or kamikaze attack. C-rations were the cuisine of the day. An impressive sight was the naval armada assembled for the invasion. Ships were as far as the eye could see and in numbers that, with some imagination, would let one walk from one to another. Ie Shima, a small wind-swept island off Okinawa, served as a staging area and was the 8^th CCS's destination on flights from the Philippines. 20-30 mph cross winds made for treacherous, if not dangerous, take-offs and landings.

The 8^th moved to Okinawa on 15 August 1945. While stationed in Okinawa, the squadron experienced a typhoon with the weather station blowing away at a wind speed reading of 150 mph. Much damage was done to the living area, tents blown down and personal items blown away, but little damage to aircraft as protective measures were taken. On 28 August 1945, two Commandos, crewed respectively by Colonel Bell, Major Moody, Lt Snyder, and by Major Allison, Captain Scholl, Lt Henneke, transported the "Reconnaissance Party and Advance Operations Party" into Atsugi AB in the Tokyo area. It was a long day, with Lt Henneke logging 11 hours 55 min for the mission. Captain Loomis flew in with communication equipment and military police to establish flight control for future flights. On 16 September 1945, the 8^th moved to Tachikawa and into rudimentary barracks at Yokota AB in the Tokyo area.

The third crew loss occurred in Japan. Ray Renuart and crew crashed east of Tokyo, the cause attributed to weather conditions.With the end in sight, the squadron's main activity was shuttling personnel and material between Manila, Okinawa and Japan. Detours were made to view Hiroshima and Nagasaki. Planes were being ferried to Manila for storage as needs declined. Flying time was being reduced and it was a scramble to acquire four hours to qualify for flight pay. When a plane required a maintenance check, a full complement of specialties crewed the flight. Personnel were beginning to be rotated back to the USA for separation or reassignment depending on their Adjusted Service Rating Scores. Early returnees were home for Christmas. Others departed Yokohama on 24 December 1945, on the troop transport SS Marine Lynx, arriving San Pedro, CA on 4 January 1946. While others were assigned to the SS Marine Martin and arrived in Fort Lewis, WA on 7 January 1946. Squadron members not departing on the Lynx or Martin remained at Yokota while awaiting their orders to return.

August 1944 to January 1946

The 8^th Combat Cargo Squadron operated a total of 20 Commandos, all C-46Ds. They ferried to Nadzab, Australian New Guinea via Brisbane, Queensland, Australia for operation in the Soutwest Pacific theatre in October 1944 according to Special Order No.60.

• Curtiss C-46D-1-CU Commando: 42-96708, 42-96709, 42-96710, 42-96722, 42-96765, 42-96780, 42-96782, 42-96783, 42-96784, 42-96786, 42-96787
• Curtiss C-46D-5-CU Commando: 42-96806, 42-96808, 42-96819, 42-101039, 42-101040, 42-101047, 42-101058, 42-101072, 42-101083