FLYING THE 'HUMP' By Roger D. Launius
Some fighter and bomber pilots jokingly referred to Air Transport Command as an acronym for "allergic to combat."
But
the men of the command who flew over the Himalayan mountains during
World War II knew better. They delivered more than 650,000 tons of war
materials to the fighting armies of China in an epic non-combat
operation.
As a result, China was able to resist the Japanese
army, which had invaded in 1937. That resistance forced the Japanese to
commit 1.2 million troops and vast military resources on the Chinese
mainland. Had the Japanese imperial Army been able to achieve a quick
victory over Generalissimo Chiang Kaishek's Nationalist Chinese
defenders, the invaders would have been able to amass even greater
forces against America in the Far East.
For almost four years,
the Air Transport Command's India-China Wing (later a division)
maintained an aerial pipeline between India and China. During much of
that time, it was the only link between the outside world and Maj. Gen.
Clair Chennault's 14th. Air Force, Gen. Joseph Stilwell's American
Expeditionary Force, and Generalissimo Chiang Kaishek's Chinese National
Army. This aerial pipeline provided the logistical support for the
defense of China.
In the process, the unit lost more than 800
aircraft and 1,000 men. But it accomplished its purpose, and by the end
of the war the Hump airlift was operating with business-like precision.
Tonnage climbed while accidents decreased.
World War II actions
in this theater really began in 1937, when the Japanese invaded China.
The Chinese resisted these incursions, using a scorched earth strategy
of trading territory for time while soliciting the aid of the United
States.
Aid came in the form of supplies and equipment and the
American Volunteer Group, a rowdy gang of fliers under the command of
Chennalt who made a name for themselves as the "Flying Tigers."
With
the Japanese attack on Pearl Harbor on Dec.7,1941, the supplies sent to
China increased markedly. In that month, for instance, the United
States sent 12,000 tons of war material to China. Most of it reached
that nation through the British colony of Burma, located in a key spot
between India and Southeast Asia. U.S. ships unloaded cargo at Rangoon
in southern Burma. The cargo was then sent by rail to Mandalay and
trucked to western China on the Burma Road, a rutted trail carved out
of the Himalayan Mountains.
Although unable to provide China as
much assistance as it could to other major allies, the United States
wanted to keep the country in the war to contain the large numbers of
Japanese forces fighting there. It was critical that Chinese forces
received sufficient supplies to continue the fight.
The Japanese
were intent on defeating China rapidly and ending a significant and
continuous drain on their resources. The Japanese High Command sought
to interrupt allied aid to the Chinese and moved to secure Burma.
Japanese forces invaded the British colony in December 1941, throwing
100.000 men and 700 aircraft into the campaign. The British fought
valiantly to defeat this massive force and capitulated in April 1942.
China was apparently cut off from the outside world.
Even before
the loss of Burma by the British, however, Gen. Henry H. "Hap" Arnold,
commander of the Army Air Forces, had recommended to President Franklin
D. Roosevelt that an air route from India to China be developed because
of the difficulty of sustaining ground supply lines. President Roosevelt
was enthusiastic and informed Generalissimo Chiang Kaishek in February
1942 that an aerial supply line would be maintained until the
successful conclusion of the war. Thus, the Hump airlift began to take
shape.
When Japan's forces cut the Burma Road, the Chinese
government chartered the China National Aviation Corporation to
airlift supplies, but the airline had insufficient resources to support
the allied effort. That's when the Air Transport Command became
involved. On April 8, 1942, Col. William D. Old made the first military
flight over the Hump. Soon after, the Army Air Forces deployed
additional assets to India and the airlift began to grow.
Starting
as a mere trickle in April and May 1942, the first two months of the
operation, the command delivered 196 tons and the CNAC delivered 112.
Traffic declined drastically in June, however, with the beginning of
the monsoon season. That month ATC delivered 29.6 tons and CNAC
delivered none. The airlift gradually increased through the rest of
1942 until, by the end of the year, the two organizations were
delivering more than a thousand tons each month.
The growth in
tonnage was due, in part, to the October 1942 formation of the
India-China Wing, commanded by Col. Edward H. Alexander. Apart from its
responsibilities for the Hump operation, the wing managed intra-India
transport, intra-China supply, and aerial search and rescue.
The
men in the wing considered their missions as dangerous as the strategic
bombing missions over Europe. Out of the steaming, tropical valleys of
India's Assam Province, they flew fully loaded C-46 Commandos, C-47
Skytrains, and modified B-24 Liberators. The first obstacles
encountered were the Naga Hills---named for the head-hunting tribe that
inhabited them---with 10,000 peaks more jagged than the American
Rockies. These "hills" led to even higher elevations until the aircraft
reached the main Himalayan ranges---the Hump.
Flying through the
jungle valleys of the Irrawaddy, Salween, and Mekong rivers and around
the 15,000-foot crests of the Sansuny range, the aircraft crossed the
Hump and proceeded eastward toward the principal U.S. airdrome at
Kunming in southwestern China.
If an aircrew chose a direct
flight path over the Himalayas in good weather, they could make the
flight in four hours at a maximum altitude of 16,000 feet. But the
route required them to fly over a portion of northwestern Burma,
territory securely held by the Japanese. To avoid this, many aircraft
commanders detoured to the north, flying a distance of 720 miles and
crossing the Hump at the northwestern end of its lowest peaks at some
16,000 feet.
Weather conditions made the mountain crossing the
most treacherous Army Air Forces operation of the war. It was not
uncommon for sudden winds reaching almost 250 m.p.h. to create
turbulence so violent that a heavy cargo aircraft might flip, roll, and
plummet 3,000 feet a minute---like a dinghy in a typhoon.
Fully
six months out of the year the aircrews contended with monsoon rains
that drenched the countryside, created turbulence, and made operations
practically impossible.
The living and working conditions as
well made the operations perilous to those not used to the subtropical
environment of India. In addition to the Japanese, the mountains, and
the heat, the accommodations left a great deal to be desired.
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