This is a photograph of a South African Air Force Lockheed C130 Hercules Air Craft similar to the one used by the Rhodesian SAS and the Rhodesian Air Force Parachute Training School in the execution of Op Cheese. This resulted in the destruction of the road and rail bridges across the Chambeshi river in far North Zambia.
At 2330hrs Major Gardner brought his four turbo prop engines up to full power, moved swiftly down the runway and lifted off. Phase Two was underway.
The winds were calm and we had a decent moon. The route into the bridges was made at 28 000ft. The aircraft was pressurised so there was no need for oxygen sets. The guys, in their terrorist "greens", faces and hands darkened with cam cream, some with RPD light machine guns, some with AK47's, sat quietly, some dozing, as we flew North.
Sgt Major Paul Fisher with the demolitions team, thoughtfully removed and cleaned his glasses. Sgt Vossy Vosloo looked relaxed. Little did he know that he was to play a key part in the success of the operation a while later. As we flew on, I began to think about a time a few years before when I was working on a mine on the Zambian Copper belt. I had formed a skydiving club and we used to fly to different towns in Zambia to do display jumps into Trade Fairs and Agricultural Shows. In fact, once when we were jumping into Ndola Trade Fair, we kept Kenneth Kaunda waiting for ten minutes as we flew to the arena. It was a timing mistake on the part of the organisers and as they realised their error they frantically tried to contact us to bring the timings forward. We could not fly there any quicker and there was not enough time to bring another show into the arena so the President twiddled his thumbs. The jump went very well but not many guys can say they they kept a President waiting. A dubious honour. I never could have dreamt then that I would be flying back into Zambia on a mission like this. My reminiscences were interrupted when one of the dispatchers came over and informed me that we were to begin our descent to low level. The pilot began a rapid descent and then the aircraft was depressurised as we levelled out. Paul Fisher's glasses misted over and he cleaned them yet again. Bob looked my way and I gave him the thumbs up. He gave me a nod and his big smile as we gave the command to stand up and check equipment. They carried out their drills and the despatchers opened the para doors. We could smell the African night air as we took up our positions in the door. Down below I could vaguely see the dark outline of the bush as we approached the DZ. I remembered being shot at on several occasions such as this and thought if just one stray round were to strike the dets we would all be history. (Stan has told me since that the dets would have been carried by the Paras well clear of the explosives.) Fortunately all was very quiet on the ground. Grahame had comms with Major Gardner and directed us in. The red came on and the first men on each side took up their stand in the door positions. They did not know what lay ahead but no matter what they were determined to give it their best shot. The green came on and I yelled out for Bob to "Go and 2 and 3 and 4 and 5... until the stick was gone. We hauled in the static lines and trailing bags as the aircraft pulled away. A short while later, Grahame came up on the radio and informed Major Gardner that the drop had gone well. He requested us to orbit whilst the paras cleared the DZ before we dropped in the pallets. We made a wide orbit and the ramp was lowered. The load masters busied themselves with the final preparations as Grahame talked us in at 600ft. The aircraft quickly reacted to his corrections and then steadied on target. As we reached his planned exit point he called for the green light. It came on and the load masters sent the four pallets thundering down the rollers and over the tailgate. The parachutes streamed out and as they landed in a tight group on the DZ, Grahame radioed that the drop was spot on. The aircraft climbed away, returning to Fylde. I felt as happy as a dog with two tails. Everything had gone incredibly smoothly, after all the tribulations. Now it was up to the SAS. I knew that they would succeed no matter what the odds. These very men had been through it all before when on Operation Uric they had destroyed the bridges at Barragem.
We landed at 0300 hrs and bedded down in our vehicle for the remainder of the night. I slept so well only to be awakened by Mike much later. It was already well into the morning and the C130 would be returning to S. Africa. We had of course taken the precaution of bringing our parachutes with us. We said our very grateful thanks to all the crew and then boarded with them. Major Gardner, obliging as always, climbed out to 8000ft then turned in over Flyde. Mike and I were like two little boys, so excited were we as we launched ourselves off the ramp for a lovely skydive. It was the perfect way to round off our part in the operation.
Of course for Major Wilson and his intrepid bunch it was only just beginning.
I was to hear their story later. After the assault party had RV'd with Grahame they gathered in all their kit. A pit was being dug to bury the pallets and parachutes when a bush fire, which had been started by hunters to flush out game, swept their way. After the hunters moved on, there was a scramble to get the explosives and kit clear but, they let it destroy the parachutes and pallets. They then moved down to the river and began their paddle in six very heavily loaded canoes and the Zodiac. The current was stronger than anticipated and the going was heavy. They laid up before first light, hiding their boats under the the heavy bush lining the bank. The next night was the most troublesome as they continued upstream towards their goal. The river narrowed and they had to paddle with all their strength to make any headway through the rock strewn rapids. The going was very difficult and progress was slow. The canoeists were giving it their all as they dug their paddles in and pulled with all their strength. It was energy sapping, there was a long way to go through the night and they were wishing that they were in the Zodiac with its silenced 15hp motor. Bob McKenzie and his team of 3 in the boat were however, having their own problems. The Zodiac, heavily laden like the canoes, was extremely low in the water and was responding like a drunken whale as it ploughed on. The craft was being rocked and bounced as it struggled through the rapids until, finally, they found themselves spinning out of control and carried downstream for some distance. They tried again in vain. Bob as a last resort, had to make the very painful decision to jettison some of the special explosive charges. They still would have enough to destroy the main piers of the bridges. On the third attempt they succeeded in breaching the rushing waters.
Then to, compound the situation, ,just as they were congratulating themselves on making it through the rapids, the motor cut out. They had just switched over to the last fuel tank. The fuel was contaminated with water. They made it to the river bank whilst Grahame and his "cockle shell heroes" paddled on, oblivious to the drama unfolding behind them. Bob knew the situation was critical. How could they get the charges to the bridges. Sgt Vosloo came to the rescue. In true adept SAS fashion, he stripped and cleaned the carburretor. He then drained the valuable uncontaminated fuel from the top of the tank. They crossed fingers, tried the starter and the motor sputtered into life. They got underway again. Vossy was the hero of the moment!
That seemed to spell the end of their troubles.
By the night of the 10 October they had laid up just a short distance from the bridges. They could hear the traffic passing over. Grahame and Bob reviewed the respective tasks with the team. Everyman knew what was expected of him. Darkness fell and after waiting for a couple of hours for activity to quieten down, they set off. It was raining and stormy. Just as they approached the bridges there was a brilliant flash of lightning. The whole scene was immediately bathed in bright light, revealing the giant Rail Bridge before them in all it's detail. It was a sight they will not forget.
Paul French recalls:
"Then as we made our final turn on the river, about 300m from the bridges, a huge bolt of lightning lit the sky illuminating the canoes in front and the bridges, with spray on the paddles, seemingly frozen in time."
Luckily, it did not prompt any adverse reaction and they pressed on.
Upon reaching the bridges, there was a myriad of tasks to be performed and each call sign set about it with the perfection that comes from a well rehearsed plan. Charges were set on both bridges. Paul Fisher and his small team placed their Semtex(PE4) cutting charges on the steel bridge. Bob and his team set about their well rehearsed but no less difficult job of securing the special charges to the bridges. The circuits from the charges were then set up to the two ring mains. Nothing was left to chance and where possible systems duplicated. There were two separate initiation sets. There had been many rehearsals as to the laying of the explosives with who did what, where and in what sequence being carefully worked out. As is normal with Special Forces operatives, any demolitions trained man who could contribute ideas was welcome. The plan was massaged for a long time before it was finalised. Lt Phil Cook and his men, whose task it was to protect the men whilst they set the demolitions and to hijack the getaway vehicle, set about their business. There was short exchange of shots with a policemen who came to investigate before he ran off into the night. A police roadblock sign, which they brought with them was set up. Vehicles were allowed to pass until finally a suitable 20 ton truck loaded with fertiliser was stopped. It was being driven by a White man of Irish descent accompanied by his African co driver. It would be ideal for the getaway. The roadblock sign was replaced with breakdown triangles so that other vehicles would proceed, but a similar truck pulled up to render help to the "breakdown". Just then a truck which had passed to the South previously, returned to the bridge. He was the brother of the truck driver who had been hijacked. It transpired that it was custom to travel in convoy and render each other support when need be. He refused to leave his brother, as did the other truck driver. Yet another truck was pulling up, another brother. To complicate the situation even further they were accompanied by a ten year old boy and his pal, who was coming along as part of a birthday treat. Was he in for a treat! It was becoming like something from a theatrical farce as by this time Phil had 3 trucks pulled over, three White drivers, two African co drivers and two young boys. Whilst all this was going on the SAS were frantically working against time to set all the charges. Grahame was not amused. All of a sudden he had a whole group of prisoners he had not bargained for. He could not leave them behind to relate who had been responsible and unlike the movies, he could not dispose of them. They would have to come with but COMOPS were not going to be at all happy. He ordered the fertiliser bags to be dumped from the centre of the truck and then, when all was ready, the SAS, prisoners, boats, canoes and equipment were loaded inside. It was a perfect hideaway with all round protection.
One of the captured brothers climbed up into the cab, as well as Bob McKenzie and Grahame complete with silenced pistol. One can only imagine what the drivers were thinking.
At 1225hrs, the charges were initiated and the truck et al moved rapidly South. The driver was very co operative as they sped South, past Chambeshi without incident. They stopped 20kms from the bridge and 2 men busied themselves cutting telephone wires. Just as they finished their job, there was an almighty flash and a following blast. The SAS knew they had achieved their mission and would have given anything to see the effect of their intense efforts of the preceding days. They were joyous as they sped towards Mpika. It was a likely trouble spot but the driver guided them around the by pass road. As daylight came they they turned off the main highway onto a dirt road leading into Luangwa Valley National Park and South towards to the Rhodesian border. Grahame ordered a halt. The Blues had dispatched a Canberra to the bridges at first light to asses the damage. Paul French established comms with HQ. who flashed back the code word for 100% success. They now knew that the mission had been a great success. The bridges were destroyed. The demolitions plan had worked beautifully. It only remained to get every one out.
They pressed on but their route took them through a heavily populated area, which had not been anticipated, but fortunately without incident. Things went well until, unexpectedly, they rounded onto a Power Station dead ahead. They pulled clear but the guards followed up. There was a short skirmish that the SAS came through unscathed. Still they decided to get off the road. By this time the whole country must be on the alert. Their driver was most unhappy as he was also the owner of the truck and he was being forced to make his own route through the bush, over rocks and knocking down trees. The going was very rough and by late afternoon they could go no further. By now though they were within helo range. Comms were established and they were told to prepare for pick up the next morning. An LZ was prepared before they were finally able to fall into an exhausted sleep. Sentries kept watch through an uneventful night. The Zambians were searching in vain.
The next morning they bulldozed the final trees to clear the LZ, much to the heartbreak of the driver.
The Bells had already begun their long, dangerous journey North into Zambia. They flew from Salisbury, refueling at Mount Darwin then again at Musengezi Mission, then finally towards Luangwa. They had fuel drums on board and thanks to a simple but ingenious system they were able to refuel whilst in flight, jettisoning the drums as they emptied.
As they neared the soldiers, Major Wilson, at the prearranged time, put out a continuous transmission on his VHF radio. The lead pilot homed in on it and the Cheetahs touched down on the LZ. SAS, prisoners and equipment were rapidly loaded up whilst the helicopter techs carried out a final refuel. Within 15 minutes they were airborne and on their way for the long flight home, across Zambia and Cabora Bassa dam. It gave the men time to contemplate their spectacular achievement At last on the 13 October they touched down on Rhodesian soil.
Grahame and his free fall team had, for 10 days been deeper inside enemy territory than any others had penetrated before or since. They were faced with obstacles from the very onset, but undeterred, in the most professional and dedicated manner they carried out the reconnaissance.
Captain Bob McKenzie and his well rehearsed and equally determined team joined them and together they overcame all the challenges to complete their mission with 100% success.
Both bridges were destroyed and the full team was recovered to base without loss of life or injury. They returned with all of their very precious equipment which they could ill afford to lose. The Zambian economy was grievously hurt and Kenneth Kaunda found himself forced into a situation that suited Rhodesia.
Of all the external operations I took part in, it was certainly the most varied, interesting and challenging. I was very proud to have been a small part of it.
The prisoners were of course concerned about their fate right up the time they emplaned. No doubt they feared the worst from their ferocious looking captors. The little boys were the exception, enjoying every minute of it. They were well cared for in Rhodesia and then finally returned safely to Zambia.
When Frank returned from leave he called me into his office and asked how things had gone.
"On what?" I nonchalantly asked.
"Op Cheese!"
"Oh, piece of cake."
He just smiled and nodded knowingly
Kevin your story gives a magnificent insight into the stress and absolute professional manner in which the staff of the Parachute Training School always carried out their duty of ensuring all the parachutists they dispatched from any aircraft always arrived on the proper DZ with the minimal number of injuries. You did a wonderful job on this occasion and I am proud to have been a member of Rhodesian Parachute Training School. Derek de Kock
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