The airlift was evaluated by the AAF in October 1942 and as a result, the attitudes of Tenth Air Force's commanders regarding the feasibility of the operation were characterized as "defeatist".
Living conditions for both airlift flight crews and support personnel, particularly at Dinjan, were described as "by far the worst in the entire theater, with primitive quarters, poor sanitation, bad food and mess facilities, pervasive disease, and lack of recreation.
Apathy became widespread and morale dropped to a "dangerous point," with the feeling among the troops that as part of the Tenth Air Force, they were "illegitimate children".

After reviewing the evaluation, the Air Transport Command on 13 October offered to take over the operation.
Eight days later it was instructed to do so effective 1 December 1942, and activated the India-China Wing ATC (ICWATC), commanded by Col. (
later Brig.
Gen.) Edward H. Alexander, who was Stilwell's air officer.
Like Haynes, Alexander had been a founding member of ATC in 1941 as executive officer of the Ferrying Command.
ICW reported directly to ATC's chief of staff in Washington, D.C., Col. (
later Maj.
Gen. and ATC deputy commander) Cyrus R. Smith (under the supervision of Headquarters AAF), ending the division of authority under which the India-China Ferry Command had labored.
The 1st Ferrying Group was returned to ATC and redesignated the 1st Transport Group.
Its 76 C-47s were augmented in January 1943 by the addition of three Consolidated C-87 Liberator Express transports (a derivative of the B-24 Liberator), which increased to 11 in March and a projected total of 50 by the end of the summer.

AAF Commanding General Henry H. Arnold observed first-hand the hazards of "flying the Hump" in February 1943 when the combat crew flying Argonaut, the B-17 that transported his party, became lost as they flew to Kunming following the Casablanca Conference.
From his experiences, Arnold later wrote:
A C-87 Liberator transport must consume three and a half tons of 100-octane gasoline flying the Hump over the Himalaya Mountains between India and Kunming (to get) four tons through to the Fourteenth Air Force.
Before a bombardment group can go on a single mission in its B-24 Liberators, it must fly the Hump four times to build up its supplies.

With the onset of heavy monsoon rains in March the ATC operation was reduced to operating from the only all-weather base at Chabua (the RAF base at Dinjan was now occupied by CNAC and Tenth Air Force's only P-40 group), but with a critical shortage in flight crews, even ATC's modest goal of 4,000 tons a month was impossible to attain.
The 308th Bombardment Group reached its base at Kunming on 31 March 1943 and began two months of "reverse Hump" operations, flying round trips to India to acquire the gasoline, bombs, parts and other materiel it needed to stockpile before flying combat missions.
Using kits developed by the South India Air Service Command Depot, it converted its B-24 Liberators into fuel transports to accomplish the task.
The 308th used Chabua airfield, already crowded with more than 80 ICW transports, and its lightly constructed runway was soon "going to pieces" under the weight of the bombers.
Jorhat had stronger runways but its taxiways were still unpaved, making it unsuitable for four-engined aircraft.
Both Sookerating and Mohanbari were due to have strong concrete runways capable of handling all aircraft, but neither was yet paved and monsoon rains made them inoperable.

The first of thirty Curtiss C-46 Commandos (an unproven cargo transport whose performance was significantly superior to the C-47's in cargo capacity and ceiling) arrived in India on 21 April 1943.
In May the 22nd Ferrying Group began C-46 operations from the still uncompleted base at Jorhat, which had a concrete runway.
In June, despite the fact that the British—and later the U.S. Army's Services of Supply—failed to complete construction of all-weather runways at Mohanbari and Sookerating, the activation of the 28th, 29th, and 30th Transport Groups proceeded, an attempt to expand th
The airlift was evaluated by the AAF in October 1942 and as a result, the attitudes of Tenth Air Force's commanders regarding the feasibility of the operation were characterized as "defeatist". Living conditions for both airlift flight crews and support personnel, particularly at Dinjan, were described as "by far the worst in the entire theater, with primitive quarters, poor sanitation, bad food and mess facilities, pervasive disease, and lack of recreation. Apathy became widespread and morale dropped to a "dangerous point," with the feeling among the troops that as part of the Tenth Air Force, they were "illegitimate children".
After reviewing the evaluation, the Air Transport Command on 13 October offered to take over the operation. Eight days later it was instructed to do so effective 1 December 1942, and activated the India-China Wing ATC (ICWATC), commanded by Col. (later Brig. Gen.) Edward H. Alexander, who was Stilwell's air officer. Like Haynes, Alexander had been a founding member of ATC in 1941 as executive officer of the Ferrying Command. ICW reported directly to ATC's chief of staff in Washington, D.C., Col. (later Maj. Gen. and ATC deputy commander) Cyrus R. Smith (under the supervision of Headquarters AAF), ending the division of authority under which the India-China Ferry Command had labored. The 1st Ferrying Group was returned to ATC and redesignated the 1st Transport Group. Its 76 C-47s were augmented in January 1943 by the addition of three Consolidated C-87 Liberator Express transports (a derivative of the B-24 Liberator), which increased to 11 in March and a projected total of 50 by the end of the summer.
AAF Commanding General Henry H. Arnold observed first-hand the hazards of "flying the Hump" in February 1943 when the combat crew flying Argonaut, the B-17 that transported his party, became lost as they flew to Kunming following the Casablanca Conference. From his experiences, Arnold later wrote:
A C-87 Liberator transport must consume three and a half tons of 100-octane gasoline flying the Hump over the Himalaya Mountains between India and Kunming (to get) four tons through to the Fourteenth Air Force. Before a bombardment group can go on a single mission in its B-24 Liberators, it must fly the Hump four times to build up its supplies. 
With the onset of heavy monsoon rains in March the ATC operation was reduced to operating from the only all-weather base at Chabua (the RAF base at Dinjan was now occupied by CNAC and Tenth Air Force's only P-40 group), but with a critical shortage in flight crews, even ATC's modest goal of 4,000 tons a month was impossible to attain. The 308th Bombardment Group reached its base at Kunming on 31 March 1943 and began two months of "reverse Hump" operations, flying round trips to India to acquire the gasoline, bombs, parts and other materiel it needed to stockpile before flying combat missions. Using kits developed by the South India Air Service Command Depot, it converted its B-24 Liberators into fuel transports to accomplish the task. The 308th used Chabua airfield, already crowded with more than 80 ICW transports, and its lightly constructed runway was soon "going to pieces" under the weight of the bombers. Jorhat had stronger runways but its taxiways were still unpaved, making it unsuitable for four-engined aircraft. Both Sookerating and Mohanbari were due to have strong concrete runways capable of handling all aircraft, but neither was yet paved and monsoon rains made them inoperable.
The first of thirty Curtiss C-46 Commandos (an unproven cargo transport whose performance was significantly superior to the C-47's in cargo capacity and ceiling) arrived in India on 21 April 1943. In May the 22nd Ferrying Group began C-46 operations from the still uncompleted base at Jorhat, which had a concrete runway. In June, despite the fact that the British—and later the U.S. Army's Services of Supply—failed to complete construction of all-weather runways at Mohanbari and Sookerating, the activation of the 28th, 29th, and 30th Transport Groups proceeded, an attempt to expand th
The Hump