KEVIN MILLIGAN'S STORY Part 3

That evening they began their long hard walk to the bridges. Time was of the essence but so was stealth. Of course, as we flew back I only knew that the jump had gone well and that they were on target. When we landed we were weary but very relieved. I don't think George was too happy with me but Jack seemed in good humour, as well he should be. The next day when I returned to PTS, I discovered from OC Flying Wing that the box was missing and the recce was proceeding on foot consequently, Phase Two would be delayed.

Major Wilson and his men made good progress towards the bridges, finally reaching a wide tributary that joined the Chambeshi River on the night of the 6 October. They were very close now. Paul remained in the Lay Up Position whilst the other 3 stripped off and swam to the bridges. Stan remembers diving down to the pedestals of two of the piers to check how far down they were, what width etc. It was intelligence for the demo boffins back in Rhodesia. It was challenging work in the pitch black with a strong current ripping past. All was quiet as they carried out their recce, noting with satisfaction that it was just as they expected from the photos and the models. The explosives being brought in would be more than sufficient for the task. As anticipated there was a small police presence to guard the bridges. Very satisfied with the recce they slipped away undetected and rejoined Paul who sent an unscheduled radio transmission confirming the dimensions of the bridges and a static line drop to be carried out early on 8 October. They moved off, returning to the area of their DZ, where they located a suitable DZ for the rest of the team and awaited their arrival.

ASSAULT PARTY FOLLOW UP

On the morning of the 6 October, OC Flying Wing told me to report to Fylde, the secret airfield near Hartley, with one other dispatcher This was in preparation for the assault party follow up who had already pre positioned there. Fylde was hardly ever mentioned and only then by those in the know in hushed tones. I knew of it but had never been there. It was sited in a very rural area about 40kms out of Salisbury. Mike Duffy and I set off. Imagine our amazement upon arrival, to see a large South African Air Force C130 Hercules. I had dispatched S African Recce Commando troops from our Daks into "the Russian Front" in Gaza province, Mocambique on occasions, as recently, they were working hand in hand with the SAS down there but never expected this!

The C130 was a magnificent transport aircraft and could carry over 60 paras and was also ideal for parachuting cargo off its ramp. It was the answer to our prayers for dropping the bigger loads. Someone in high places had obviously pulled strings and it was in S Africa's interests too to have Kaunda reigned in, as terrorists operating in their country were also using Zambia as a base. We met up with the crew and equipment. This comprised of the Captain, Major Gardner an ebullient man, who could not have been more enthusiastic or helpful, co pilot, navigators, engineers, 2 load masters and 2 para despatchers, pallets, 64ft parachutes and resupply equipment. It was going to be used to parachute in the 12 men plus a Zodiac inflatable boat with motor, fuel, 6 canoes (2 of which were replacements for the Halo team), paddles and about a ton of explosives, dets, etc. Now I knew why the boxes had been so big for the trials from the DC 7.

As the majority of the SAS were unfamiliar with the aircraft, the Captain explained the various characteristics, aircraft drills and emergency drills. The para despatchers myself and Mike then took the SAS for some synthetic training to practice the techniques. (I had jumped the C130 several times in UK with the Brit Paras which definitely helped). The training posed no problems and they rapidly familiarised themselves with the new drills. After discussion with Captain Bob McKenzie, the team commander and Major Gardner, we decided to do two training jumps. One without equipment and then one with full kit. During this time, two despatchers who had arrived from 3 Air Supply Platoon, Rhodesian Army and the load masters were considering and preparing the best means of palletising all the equipment.

Some time later Bob McKenzie was informed that the deployment would not take place that night. This was fortunate as the high winds throughout the day had prevented any training jumps and it would give more time for rigging of the pallets.

The next day at 1500 hrs all the pallets were rigged and the troops bergen rucksacks positioned on the pallets to help balance the loads, ensuring a uniform descent rate and so close grouping of the pallets.

An hour later, the huge aircraft took off and ran in at 600ft over the airfield. It had on board a pallet rigged with 3 fuel drums which we wanted to give a trial drop. As it ran in over the drop zone, the load masters dispatched the pallet down the ramp and the pallet come over the tailgate, its 64 ft parachute rapidly deploying in the slipstream. The winds were quite strong and as the pallet landed a few moments later it hit hard, before being rolled over as the large parachute was caught by the wind before collapsing. We ran over to the load and saw that the drums had received substantial damage. When we discussed it with the load masters after they landed, they said that it was not uncommon and it was realised that if the pallet carrying the Zodiac rolled on landing the damage could be quite extensive. The assault group leader decided that in calmer conditions, which was normal during the night, that it would be a justifiable risk.

By 1800hrs the winds were calmer and we emplaned the paras for a familiarisation jump without equipment. We used Rhodesian parachutes which the SAS had collected from New Sarum. We had 14 paras but only 12 would be going on the op. I guess the chance to jump a C130 was too good an opportunity to miss. We would be dispatching 7 from each door, port and starboard. The Dak and DC7 only have a door on the port side, so jumping from the starboard door meant adopting a mirror image stance for aircraft and exit drills but the men had no problems with it. The C 130 also has a wind deflector on the forward edge of the door which helps to overcome some of the exit problems encountered with higher drop speeds. Not a luxury they had when jumping the DC7 static line.

We ran in at 600ft and the guys were looking very pleased with themselves as they prepared to jump from this lovely para aircraft. Mike and I were positioned, one at each door along with the two para despatchers The green came on and they were on their way in a flash, surprising even the para dispatchers Being a jump without kit and using both doors simultaneously meant that grouping in the air was extremely close with some canopies touching however, this led to all the troops landing very close together ensuring rapid RV procedures.( Stan Standish - White did his para course at the S. African Para School at Tempe. On his last jump, which was from a C130, he had a midair collision which resulted in the other guy suffering a broken collar bone.) There were no injuries and the SAS were delighted with the C 130. Something different for the logbook and a bit of one upmanship over their buddies.

They were in good humour but obviously apprehensive as they kitted up later for the real thing. There just had not been time for another training jump but it had gone so well that they were full of confidence in themselves, the aircraft and its crew, which were first class. The four pallets with all of their equipment were loaded and final briefings carried out. Major Wilson and his team were eagerly awaiting them 800kms away.